DG Spec equipped with Dezod S1 3HR success (vids & pics)
07-05-2011, 01:06 PM
#1
DG Spec equipped with Dezod S1 3HR success (vids & pics)
DG-Spec Turbo Debut Results in Victory at 3-Hour Enduro
Scion tC Remains Bulletproof over 78 Laps as Team Grabs E1 Win
LONG BEACH, Calif. — Typically when you debut an untested turbo setup in 100-degree weather, and then attempt to race continuously for 240 miles, you anticipate that “issues” will crop up. This past weekend, at the fourth round of the WERC endurance series, the DG-Spec team proved that solid engineering and the right partners can produce winning results, even the first time out.
After three hours and 78 laps, and with no problems, the team captured the win in the competitive E1 class. Drivers Scott Webb and Dan Gardner kept the car (mostly) out of trouble, as they brought it home not much worse for the wear. Finishing a whopping two laps behind was a Porsche Boxster, followed by a winged BMW.
Just two E0 and three ES cars finished ahead of the Scion, as DG-Spec claimed a heady sixth place in the overall standings. In fact, second place overall was just a lap ahead of the turbo tC. The win gives the team 380 total points in the WERC series, a good 55 points ahead of second-place, with four races left to go.
“On Friday during testing we saw ambient temps get as high as 103 degrees, and we knew it was going to be brutal on our new turbo setup,” said team owner and driver Dan Gardner. “The water and oil got hot, as did everything in the engine bay, but this Scion just kept going and going. I can’t say enough about our partners at Dezod, Garrett, Burns, Goodridge, and AEM. They all provided great pieces and tech support to give us the best chance of an issue-free setup right out of the gates. As it turns out, it wasn’t just issue-free, it also carried us to the winner’s circle.”
As Saturday morning approached, the team readied for Qualifying. It was to be a combined warm-up and qualifying session, and at just 20 minutes there was precious little track time prior to the start of the race. Gardner would qualify the car, and the team elected to start at the very back, allowing a gap to build in front of them.
Qualifying would prove to be extremely busy, and when Gardner finally pulled the pin out of the grenade, his flier was deterred by slower traffic that he still caught despite the gap ahead. With the team’s help on the radio, he tried to make space and go at it again, but each time the effort was thwarted by traffic. Finally, with plenty of clean air ahead, Gardner went for it again, but as he pulled onto the front straight, the checkered would fly. It was frustrating, but the Scion’s 2:10.xx lap time amazingly still put the team on the pole.
Webb got the nod to start the race, as the team decided to invert the driving order to practice a reverse driver change. It would also give Webb a chance to start the car, and Gardner a chance to drive in darkness.
“The easy path would have been to just stick to what we’re used to,” said Webb. “I know Dan’s been like a broken record about keeping the big picture in mind. To that end, we decided to mix it up. The 25-Hour is the main focus this year, with these races as our test-bed to learn as much as we can. It was important for us to try a reverse driver rotation for both the drivers as well as the crew. The results speak for themselves…this DG-Spec team still got the job done, and I’m proud to be a part of it.”
The race started promptly at 6:15 p.m. As the green flew, Webb got into a good clear pocket, as others jockeyed for position. He passed a couple cars before turn one, and glued the front of the Scion to the back bumper of faster-class E0 BMW. In back was another E0 BMW, and Webb would battle for a first half of the race, as he kept the Scion out in front.
Early on, Webb managed to rip off fast lap of the weekend with a 2:09.xx, which helped the Scion build up a gap over the E1 Acura, which had started one position behind the tC.
Just a few laps into the race, the radio kit in Webb’s helmet would fail. He could hear the crew on the radio, but couldn’t respond back. The team put their contingency communications plan into place, which involved flashing the lights to signal affirmative responses.
The biggest issue involved trying to calculate when it was time for a fuel stop. When the car first bobbled Webb flashed his lights and zig-zagged down the front straight to indicate that he had switched the other two pumps on. The team now had a general idea about when the car would need to come in for fuel. Without two-way radio communications, however, the pit crew needed to be ready on a moment’s notice if Webb pulled into the pits without warning.
The crew consisted of David Fredrickson, Aidan Spraic, Shawn Meze, John McNulty, and Alec Johnston, so Webb, Gardner and the turbo Scion were in good hands. Crew Chief and team anchor Sean Morris couldn’t make the event as he was saying “I do” to his now wife, automotive engineer, swimmer, and all-around great gal, Merritt Johnson.
“Sean’s how I met Dan and this team, and his role as the main fueler during stops is critical,” said crewman Spraic. “I had some big shoes to fill, taking his spot in the pits, but he prepared me well before he left. I think Dave and I got into a rhythm during fueling practice, and the stops went pretty flawless I’m proud to say.”
Just before the race’s halfway mark, Webb came in for fuel and a driver change. The crew sprung into action, as Gardner jumped into the car. The first few laps were rough as he tried to find his groove, but things improved as the race wore on.
Early on, Webb came on the radio to let Gardner know he had been hit twice on the left side by an out-of-class BMW. The hits came on the last lap before Webb pitted, so no one really knew the extent of the damage.
Fortunately the team would regain two-way radio communications, and driver and crew would have a running dialogue throughout the remainder of the race. During the first part of Gardner’s shift, the low, fiery sun would be blinding in a couple of turns, with cars driving off the track regularly. Gardner too found himself in the dirt in off-ramp, but drove on without incident.
As darkness approached the team radioed that the main HID driving lights were not on. Gardner hit the switch repeatedly, but the lights would not turn back on. During testing and qualifying the team had kept the lights on to test this very issue, and the lights performed flawlessly.
With the two supplemental HIDs still functioning, Gardner started to feel out how to drive with limited vision. Fortunately, reflectors on the track really helped the driver when it became pitch black.
Fuel would become an issue as the team hadn’t made it quite halfway through on the first tank. Rather than wait until later in the race, the team decided to have Gardner come in early to take on a splash, as the Scion was two laps ahead of second place. The idea was to run a conservative race from this point on, as it was pointless to take unnecessary chances with a two-lap lead.
The crew banged off another great stop, and Gardner would take off again, carefully watching his dash, as radar guns were constantly monitoring pit lane speed. As the Scion took to the track again, the team checked Timing and Scoring and still saw they were up a lap. Gardner extended the lead, as he managed the darkness by relying on the reflectors, which were well-placed by series officials.
One benefit of the night was that water and oil temps came back down, and the bright green temp warning light would extinguish, giving the driver more confidence that risk of a failure was low.
With just a few laps to go, Gardner kept the car pointed ahead though he took evasive action once at the bus stop, when a car slowed considerably and the closing rate was too fast to bleed with brakes. As the checkered flew, the Scion took home the win, and barely missed a top five finish overall, impressive for a limited-class E1 car.
The fifth and sixth rounds of the WERC endurance series will take place at Thunderhill Raceway on August 13-14.
Photos, videos, and updates can be found on DG-Spec’s Facebook page at http://www.facebook.com/pages/DG-Spec/202937143062874 as well as their YouTube channel at http://www.youtube.com/user/DanGardnerSpec.
The DG-Spec team uses and is supported by:
• Scion-supplied OE parts
• TRD front big brake kit
• Transcend Creative Group marketing and communications services
• Garrett by Honeywell GTX-series turbocharger
• Burns Stainless exhaust and aluminum intake
• OS Giken Super Lock Limited Slip Differential (LSD)
• Dezod-supplied turbo kit, AEM standalone engine management, plug-and-play harness, fuel rail, and injectors
• Church Automotive Testing dyno tuning
• Pilot Automotive HID driving lamps
• Enkei RPF-1 17x8 wheels
• Moton Suspension remote reservoir coilover shocks
• Vogtland springs
• DG-Spec Progress Technology rear swaybar and camber kits
• Motul brake fluid, engine oil, transmission fluid, and super coolant
• Tri-Mountain Racewear team gear
• Racepak IQ3 logger dash and VNET sensors
• AEM sensors, fuel pressure regulator, boost solenoid, EMS, and dry flow air filter
• Kaminari carbon-fiber roof and composite headlights
• America’s Tire Co. tire mounting and balancing
• Racetech Viper head-restraint race seat and 6-point harnesses
• Centerforce clutch and low-inertia steel flywheel
• AIT carbon-fiber hood and hatch
• Goodridge complete suite of fittings and lines
• Carbotech Performance Brakes
• G-Force racing suit, gloves, helmet, window nets, and other safety and crew gear
• Energy Suspension bushings and motor mounts
• HoseTechniques silicone hoses
• NST supercharger pulley, Braille batteries, and shifter bushings
• SquareSkull designs
Transcend Creative Group (TCG) is a top-tier creative, event, marketing and training organization that focuses on the automotive industry. As an automotive supplier, TCG has earned its reputation as a premium brand for companies looking to create/maintain a premium image.
TCG brings an excellence-focused corporate culture and process to its programs and event executions TCG concentrates on world-class creative and service while providing all the elements as a full service event organization. TCG maintains offices in Torrance, Calif., New York, Washington DC, Detroit, Phoenix, AZ and Nashville, Tenn. TCG is the sister company of mainstay, Precision Dynamics International.
DG-Spec is a line of parts designed and endorsed by National Champion Scion road racer Dan Gardner. Gardner draws up the specifications for the parts himself. The parts are then tested and proven on the track. The goal of DG-Spec is to provide enthusiasts with parts that have been developed on the track and that have significant performance advantages at an honest price. Parts are offered either in hardcore track trim, identical to what Gardner and his team race with, or in Gardner-specified standards more appropriate for enthusiast use on the street. www.DanGardnerSpec.com.
Some race footage.
Scion tC Remains Bulletproof over 78 Laps as Team Grabs E1 Win
LONG BEACH, Calif. — Typically when you debut an untested turbo setup in 100-degree weather, and then attempt to race continuously for 240 miles, you anticipate that “issues” will crop up. This past weekend, at the fourth round of the WERC endurance series, the DG-Spec team proved that solid engineering and the right partners can produce winning results, even the first time out.
After three hours and 78 laps, and with no problems, the team captured the win in the competitive E1 class. Drivers Scott Webb and Dan Gardner kept the car (mostly) out of trouble, as they brought it home not much worse for the wear. Finishing a whopping two laps behind was a Porsche Boxster, followed by a winged BMW.
Just two E0 and three ES cars finished ahead of the Scion, as DG-Spec claimed a heady sixth place in the overall standings. In fact, second place overall was just a lap ahead of the turbo tC. The win gives the team 380 total points in the WERC series, a good 55 points ahead of second-place, with four races left to go.
“On Friday during testing we saw ambient temps get as high as 103 degrees, and we knew it was going to be brutal on our new turbo setup,” said team owner and driver Dan Gardner. “The water and oil got hot, as did everything in the engine bay, but this Scion just kept going and going. I can’t say enough about our partners at Dezod, Garrett, Burns, Goodridge, and AEM. They all provided great pieces and tech support to give us the best chance of an issue-free setup right out of the gates. As it turns out, it wasn’t just issue-free, it also carried us to the winner’s circle.”
As Saturday morning approached, the team readied for Qualifying. It was to be a combined warm-up and qualifying session, and at just 20 minutes there was precious little track time prior to the start of the race. Gardner would qualify the car, and the team elected to start at the very back, allowing a gap to build in front of them.
Qualifying would prove to be extremely busy, and when Gardner finally pulled the pin out of the grenade, his flier was deterred by slower traffic that he still caught despite the gap ahead. With the team’s help on the radio, he tried to make space and go at it again, but each time the effort was thwarted by traffic. Finally, with plenty of clean air ahead, Gardner went for it again, but as he pulled onto the front straight, the checkered would fly. It was frustrating, but the Scion’s 2:10.xx lap time amazingly still put the team on the pole.
Webb got the nod to start the race, as the team decided to invert the driving order to practice a reverse driver change. It would also give Webb a chance to start the car, and Gardner a chance to drive in darkness.
“The easy path would have been to just stick to what we’re used to,” said Webb. “I know Dan’s been like a broken record about keeping the big picture in mind. To that end, we decided to mix it up. The 25-Hour is the main focus this year, with these races as our test-bed to learn as much as we can. It was important for us to try a reverse driver rotation for both the drivers as well as the crew. The results speak for themselves…this DG-Spec team still got the job done, and I’m proud to be a part of it.”
The race started promptly at 6:15 p.m. As the green flew, Webb got into a good clear pocket, as others jockeyed for position. He passed a couple cars before turn one, and glued the front of the Scion to the back bumper of faster-class E0 BMW. In back was another E0 BMW, and Webb would battle for a first half of the race, as he kept the Scion out in front.
Early on, Webb managed to rip off fast lap of the weekend with a 2:09.xx, which helped the Scion build up a gap over the E1 Acura, which had started one position behind the tC.
Just a few laps into the race, the radio kit in Webb’s helmet would fail. He could hear the crew on the radio, but couldn’t respond back. The team put their contingency communications plan into place, which involved flashing the lights to signal affirmative responses.
The biggest issue involved trying to calculate when it was time for a fuel stop. When the car first bobbled Webb flashed his lights and zig-zagged down the front straight to indicate that he had switched the other two pumps on. The team now had a general idea about when the car would need to come in for fuel. Without two-way radio communications, however, the pit crew needed to be ready on a moment’s notice if Webb pulled into the pits without warning.
The crew consisted of David Fredrickson, Aidan Spraic, Shawn Meze, John McNulty, and Alec Johnston, so Webb, Gardner and the turbo Scion were in good hands. Crew Chief and team anchor Sean Morris couldn’t make the event as he was saying “I do” to his now wife, automotive engineer, swimmer, and all-around great gal, Merritt Johnson.
“Sean’s how I met Dan and this team, and his role as the main fueler during stops is critical,” said crewman Spraic. “I had some big shoes to fill, taking his spot in the pits, but he prepared me well before he left. I think Dave and I got into a rhythm during fueling practice, and the stops went pretty flawless I’m proud to say.”
Just before the race’s halfway mark, Webb came in for fuel and a driver change. The crew sprung into action, as Gardner jumped into the car. The first few laps were rough as he tried to find his groove, but things improved as the race wore on.
Early on, Webb came on the radio to let Gardner know he had been hit twice on the left side by an out-of-class BMW. The hits came on the last lap before Webb pitted, so no one really knew the extent of the damage.
Fortunately the team would regain two-way radio communications, and driver and crew would have a running dialogue throughout the remainder of the race. During the first part of Gardner’s shift, the low, fiery sun would be blinding in a couple of turns, with cars driving off the track regularly. Gardner too found himself in the dirt in off-ramp, but drove on without incident.
As darkness approached the team radioed that the main HID driving lights were not on. Gardner hit the switch repeatedly, but the lights would not turn back on. During testing and qualifying the team had kept the lights on to test this very issue, and the lights performed flawlessly.
With the two supplemental HIDs still functioning, Gardner started to feel out how to drive with limited vision. Fortunately, reflectors on the track really helped the driver when it became pitch black.
Fuel would become an issue as the team hadn’t made it quite halfway through on the first tank. Rather than wait until later in the race, the team decided to have Gardner come in early to take on a splash, as the Scion was two laps ahead of second place. The idea was to run a conservative race from this point on, as it was pointless to take unnecessary chances with a two-lap lead.
The crew banged off another great stop, and Gardner would take off again, carefully watching his dash, as radar guns were constantly monitoring pit lane speed. As the Scion took to the track again, the team checked Timing and Scoring and still saw they were up a lap. Gardner extended the lead, as he managed the darkness by relying on the reflectors, which were well-placed by series officials.
One benefit of the night was that water and oil temps came back down, and the bright green temp warning light would extinguish, giving the driver more confidence that risk of a failure was low.
With just a few laps to go, Gardner kept the car pointed ahead though he took evasive action once at the bus stop, when a car slowed considerably and the closing rate was too fast to bleed with brakes. As the checkered flew, the Scion took home the win, and barely missed a top five finish overall, impressive for a limited-class E1 car.
The fifth and sixth rounds of the WERC endurance series will take place at Thunderhill Raceway on August 13-14.
Photos, videos, and updates can be found on DG-Spec’s Facebook page at http://www.facebook.com/pages/DG-Spec/202937143062874 as well as their YouTube channel at http://www.youtube.com/user/DanGardnerSpec.
The DG-Spec team uses and is supported by:
• Scion-supplied OE parts
• TRD front big brake kit
• Transcend Creative Group marketing and communications services
• Garrett by Honeywell GTX-series turbocharger
• Burns Stainless exhaust and aluminum intake
• OS Giken Super Lock Limited Slip Differential (LSD)
• Dezod-supplied turbo kit, AEM standalone engine management, plug-and-play harness, fuel rail, and injectors
• Church Automotive Testing dyno tuning
• Pilot Automotive HID driving lamps
• Enkei RPF-1 17x8 wheels
• Moton Suspension remote reservoir coilover shocks
• Vogtland springs
• DG-Spec Progress Technology rear swaybar and camber kits
• Motul brake fluid, engine oil, transmission fluid, and super coolant
• Tri-Mountain Racewear team gear
• Racepak IQ3 logger dash and VNET sensors
• AEM sensors, fuel pressure regulator, boost solenoid, EMS, and dry flow air filter
• Kaminari carbon-fiber roof and composite headlights
• America’s Tire Co. tire mounting and balancing
• Racetech Viper head-restraint race seat and 6-point harnesses
• Centerforce clutch and low-inertia steel flywheel
• AIT carbon-fiber hood and hatch
• Goodridge complete suite of fittings and lines
• Carbotech Performance Brakes
• G-Force racing suit, gloves, helmet, window nets, and other safety and crew gear
• Energy Suspension bushings and motor mounts
• HoseTechniques silicone hoses
• NST supercharger pulley, Braille batteries, and shifter bushings
• SquareSkull designs
Transcend Creative Group (TCG) is a top-tier creative, event, marketing and training organization that focuses on the automotive industry. As an automotive supplier, TCG has earned its reputation as a premium brand for companies looking to create/maintain a premium image.
TCG brings an excellence-focused corporate culture and process to its programs and event executions TCG concentrates on world-class creative and service while providing all the elements as a full service event organization. TCG maintains offices in Torrance, Calif., New York, Washington DC, Detroit, Phoenix, AZ and Nashville, Tenn. TCG is the sister company of mainstay, Precision Dynamics International.
DG-Spec is a line of parts designed and endorsed by National Champion Scion road racer Dan Gardner. Gardner draws up the specifications for the parts himself. The parts are then tested and proven on the track. The goal of DG-Spec is to provide enthusiasts with parts that have been developed on the track and that have significant performance advantages at an honest price. Parts are offered either in hardcore track trim, identical to what Gardner and his team race with, or in Gardner-specified standards more appropriate for enthusiast use on the street. www.DanGardnerSpec.com.
Some race footage.
Facebook Post
Last edited by paul_dezod; 07-13-2011 at 03:17 PM.
07-05-2011, 07:34 PM
#5
07-12-2011, 09:19 PM
#7
Pics of Gardner's setup coming shortly.....These are post-race, broken in and abused....3 hours of constant race with only stops to refuel and change drivers.
Some race pics:
Some race pics:
07-13-2011, 07:50 PM
#12
Jester. Cmon man. 5 PSI is hardly the limits of that manifold. 3 hours of straight bumped to bumper racing is what pushes ANYTHING even stock cars to a breaking point. There is limited air flow to cool things when tucked behind cars for laps at a time. Nobody else has openly subjected their kit to this abuse. A 15-20 minute time attack event with minimal cars on the road is not even close to this type of abuse the DG Spec team is giving to the parts. Not to down play anyone else's achievements or anything, just being realistic. 3 hours continuous can not be compared to 20 mins. The total distance of this one race probably exceeds a complete 4-5 races (if not more) depending upon distance of track worth of 20 minute sessions.
07-13-2011, 08:10 PM
#13
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Join Date: Jun 2005
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Jester. Cmon man. 5 PSI is hardly the limits of that manifold. 3 hours of straight bumped to bumper racing is what pushes ANYTHING even stock cars to a breaking point. There is limited air flow to cool things when tucked behind cars for laps at a time. Nobody else has openly subjected their kit to this abuse. A 15-20 minute time attack event with minimal cars on the road is not even close to this type of abuse the DG Spec team is giving to the parts. Not to down play anyone else's achievements or anything, just being realistic. 3 hours continuous can not be compared to 20 mins. The total distance of this one race probably exceeds a complete 4-5 races (if not more) depending upon distance of track worth of 20 minute sessions.
15-20min Sessions at a Time Attack event with 500-1000hp is easier than a 3hr enduro with 5psi and 230hp?
Come on Paul...it's a great feat and accomplishment, but lets keep it in perspective here. Can't shrug at 500+whp cars screaming at way over factory rated RPMs as less abusive than a minimal boost setting 3hr enduro race. They run practice all day (which is longer than 3hrs) one day, and then the next day they run practice with the end of the day actually being the "Timed" portion of the entire event getting 3 laps to set your fastest time. It's not just "15-20min" and you done, pack it up and go home. They run all day long with 3-4times the whp (enough to blow motors and break transmissions) and heat, on the same Temps as advertised in your ad.
Your comment was a little biased and not realistic just keeping it in scope here. I took your spin on it as making Time Attack out to be fluffy in comparison when it's not.
07-13-2011, 08:22 PM
#14
15-20min Sessions at a Time Attack event with 500-1000hp is easier than a 3hr enduro with 5psi and 230hp?
Come on Paul...it's a great feat and accomplishment, but lets keep it in perspective here. Can't shrug at 500+whp cars screaming at way over factory rated RPMs as less abusive than a minimal boost setting 3hr enduro race. They run practice all day (which is longer than 3hrs) one day, and then the next day they run practice with the end of the day actually being the "Timed" portion of the entire event getting 3 laps to set your fastest time. It's not just "15-20min" and you done, pack it up and go home. They run all day long with 3-4times the whp (enough to blow motors and break transmissions) and heat, on the same Temps as advertised in your ad.
Your comment was a little biased and not realistic just keeping it in scope here. I took your spin on it as making Time Attack out to be fluffy in comparison when it's not.
Come on Paul...it's a great feat and accomplishment, but lets keep it in perspective here. Can't shrug at 500+whp cars screaming at way over factory rated RPMs as less abusive than a minimal boost setting 3hr enduro race. They run practice all day (which is longer than 3hrs) one day, and then the next day they run practice with the end of the day actually being the "Timed" portion of the entire event getting 3 laps to set your fastest time. It's not just "15-20min" and you done, pack it up and go home. They run all day long with 3-4times the whp (enough to blow motors and break transmissions) and heat, on the same Temps as advertised in your ad.
Your comment was a little biased and not realistic just keeping it in scope here. I took your spin on it as making Time Attack out to be fluffy in comparison when it's not.
Regardless of power, it's still not run as bumper to bumper or longer durations at a time than this. As I said, not to discredit ANY one shops/teams achievements, but this is apples to oranges at best. There where stock turbo'd and N/A cars that failed in this race. STOCK. 100% stock. 3 hours straight on ANY setup for 240 straight miles is unparalleled.
We also support a RL TA car as well. I am not down playing it one bit. But it's apples to oranges again.....
More power is more potential to break stuff, I agree. Not disagreeing. 250whp is nothing in the grand scheme of things. I am not disagreeing at all there either. The duration of time, conditions and track temperature along with race miles driven in ONE race (not counting practice runs or qualifying) is not the same. THAT is the point.
07-13-2011, 08:33 PM
#15
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Not to get too far off mark, the race here was 3 hours not to mention the two prior pracrtice runs AND qualifying to pole position.
Regardless of power, it's still not run as bumper to bumper or longer durations at a time than this. As I said, not to discredit ANY one shops/teams achievements, but this is apples to oranges at best. There where stock turbo'd and N/A cars that failed in this race. STOCK. 100% stock. 3 hours straight on ANY setup for 240 straight miles is unparalleled.
We also support a RL TA car as well. I am not down playing it one bit. But it's apples to oranges again.....
Regardless of power, it's still not run as bumper to bumper or longer durations at a time than this. As I said, not to discredit ANY one shops/teams achievements, but this is apples to oranges at best. There where stock turbo'd and N/A cars that failed in this race. STOCK. 100% stock. 3 hours straight on ANY setup for 240 straight miles is unparalleled.
We also support a RL TA car as well. I am not down playing it one bit. But it's apples to oranges again.....
Regardless of power? So more power doesn't introduce more stress and heat? They are not Nascar where they are practically vacuumed to the back of the leading car enough to make a distinguishable stress level that exceeds a car participating in Time Attack with 2-4 times the HP. Even DG's videos show that they aren't simply stuck behind cars every lap, lap after lap and have clean air to run with. Especially at night when track temps drop.
Sorry man, not one to buy that one. Will just have to agree to disagree. No way is a stock motor at 5psi producing greater energy over 3hrs than a motor at 2-4 times the hp for close to the same time of abuse. Maybe you can make this argument against drag racing. But I can't put that in the arena of Time Attack.
You simply can't make that comparison without comparing EGT temps, water temps, oil temps, and drill down the exact amount of time each engine was in operation over their respected sports period of time. I'm going to bank on though that it's not the be-all-end all though with just 5psi.
07-13-2011, 08:43 PM
#16
Regardless of power? So more power doesn't introduce more stress and heat? They are not Nascar where they are practically vacuumed to the back of the leading car enough to make a distinguishable stress level that exceeds a car participating in Time Attack with 2-4 times the HP. Even DG's videos show that they aren't simply stuck behind cars every lap, lap after lap and have clean air to run with. Especially at night when track temps drop.
Sorry man, not one to buy that one. Will just have to agree to disagree. No way is a stock motor at 5psi producing greater energy over 3hrs than a motor at 2-4 times the hp for close to the same time of abuse. Maybe you can make this argument against drag racing. But I can't put that in the arena of Time Attack.
Sorry man, not one to buy that one. Will just have to agree to disagree. No way is a stock motor at 5psi producing greater energy over 3hrs than a motor at 2-4 times the hp for close to the same time of abuse. Maybe you can make this argument against drag racing. But I can't put that in the arena of Time Attack.
Heat is produced from the turbo setup and is either dissipated or held in the engine bay depending upon air flow into the chassis. That was a 5 minute clip at the start of the race. There is still 2 hours and 55 mins left of racing....LOL The heat is not as easily shed and is more persistent to destroy things over 3 HARD hours than a single HARD 20 minute session.
We can agree that intake air temps of 125F or more for 3 hours is worse than 125F for 20 mins regardless of power made. Correct?
EGTs of 1400-1650F for 3 hours is worse than 20 mins right?
Heat cycling something hard on and off throttle for 3 hours is more stressful and more prone to cause metal fatigue even on turbine housings and manifolds for 3 hours than 20 mins right?
Ahh Travis being back to his old self again.
07-13-2011, 08:48 PM
#17
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Power is a function to break things. Simple as that. No disagreeing there.
Heat is produced from the turbo setup and is either dissipated or held in the engine bay depending upon air flow into the chassis. That was a 5 minute clip at the start of the race. There is still 2 hours and 55 mins left of racing....LOL The heat is not as easily shed and is more persistent to destroy things over 3 HARD hours than a single HARD 20 minute session.
We can agree that intake air temps of 125F or more for 3 hours is worse than 125F for 20 mins regardless of power made. Correct?
EGTs of 1400-1650F for 3 hours is worse than 20 mins right?
Heat cycling something hard on and off throttle for 3 hours is more stressful and more prone to cause metal fatigue even on turbine housings and manifolds for 3 hours than 20 mins right?
Ahh Travis being back to his old self again.
Heat is produced from the turbo setup and is either dissipated or held in the engine bay depending upon air flow into the chassis. That was a 5 minute clip at the start of the race. There is still 2 hours and 55 mins left of racing....LOL The heat is not as easily shed and is more persistent to destroy things over 3 HARD hours than a single HARD 20 minute session.
We can agree that intake air temps of 125F or more for 3 hours is worse than 125F for 20 mins regardless of power made. Correct?
EGTs of 1400-1650F for 3 hours is worse than 20 mins right?
Heat cycling something hard on and off throttle for 3 hours is more stressful and more prone to cause metal fatigue even on turbine housings and manifolds for 3 hours than 20 mins right?
Ahh Travis being back to his old self again.
I've watched the other vids via Vimeo and Youtube and on the Facebook page.
Congrats on the win. Although technically don't see 125F temps being both day and night, since that 3hr race included night time driving (which was awesome by the way). And it wouldn't be just 125F for 20mins due to 2-4 times the power the other car is making adds into that total heat the motor is seeing. You talking about one variable here when reliability is more than just what the temps were outside. Just technically speaking.
EGT's of 1400-1650F for 3hr is worse than EGT's of 1400-1650F for 20 mins sure....but 500-1200hp is producing the same EGT's as 230hp? Umm...if that were the case, which car has the better tune on it...lol
Not my old self, I play nice, we can disagree though can't we? Just a debate, I think we conducted it in a respectable manner..
Again, no one is taking away the accomplishment. VERY much Congrats. I look at us all as a family of Scions were as before I was more a single gunner and about myself. I will still disagree though where necessary.More like a disagreement with my brother than a disagreement with some dude who pushed my sister in the back (how I feel I use to be...lol).
And please stop saying 20min....it's not 20mins bro. I can remember it like it was yesterday that you or Don Dezod was making an argument that Daily Driving was even more stress full than racing. Now this 3hr race is the ultimate test? Is that the position now, just so I can be clear. Do I get an ultimate test badge for driving 11hrs to VA on my turbo setup, laying down on the dyno and then driving 11hrs back home?
LOL...ribbing you a little Paul. You don't have to answer those questions. Hey man, congrats again. More power to the tC's and DG and your collabo to bring it all together. I just hope next time I won't miss the live coverage.
07-13-2011, 08:56 PM
#19