Quote:
Originally Posted by acammer
No doubt those guys have it figured out the way to real maximize those power limited combos by tuning every other element. Fairly different car - 25% lighter with the weight they do have in the right places, (mostly) solid axle, purpose build race cars. Love those kind of classes.
I'm not arguing your points - I agree that a controlled release is optimal, and the more energy you can store to use in that release has the potential to be converter to even more acceleration. In the case of my car, the only release device I have is my left foot - and as you noted the RXT has a narrow, fast engagement window, so it's tricky. I'm using the wheelspeed as a crutch for sure - fortunately the bias plys with a lot of starting line ratio works pretty well. I think I can squeeze a half a tenth from the 60' with the technique I'm using now, and that's going to be better than what most of the street driven IRS manual 5th gen guys are seeing. More than good enough for me.
I'm sure I'll try it on radials again at some point, and then I'll be using a much slower release. I've done 'em before - with the stock clutch, 275/40/17 DR2 and 100lbs more weight I was in the 1.6x 60' times, no doubt that can improve.
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The Coyote Stock sealed crate engine cars are 25% lighter, on the other hand you have 25% more displacement as well as engine mods. There are lots of little things that make those CS cars so quick, but they will tell you the biggest thing is what happens inside the bellhousing.
The RXT's narrow engagement window is a by-product of clutch/engine mis-match, as it's far more appropriate for an engine that puts out around 850-925ftlbs. Even the RST would be overkill for your application, but it's engagement window would be much wider and easier to hit. It would also inflict less abuse on your drivetrain.
Grant