Several months ago Bruce reported making a couple of 105 mph passes. So far as I've read his combo is the same now as then, except for the maf table reworking which should not affect wot fueling. He's lightened his car some, removing the power steering and a/c (at that time, now also the heater box). At that time he mentioned running 23-24 psi boost in 3rd gear but did not report the timing. A friend who spoke with him told me that Bruce told him it was 16 deg or so, which is a long way from 22 deg. That's all stuff basically from the archives of here and gnttype. Bruce, if I've misstated anything I'm sorry.
My car is a crate longblock that was balanced and blueprinted, with main studs, and which now has 100,000 miles on it. No port matching, bowl work, or anything. I don't even think it got a 3 angle valve job. I added fuel pump and injectors to support the airflow, ATR headers (which hurt spoolup even back with the stock turbo and are probably still hurting the et but might be helping the mph a little), early CAS V2 frontmount, PTE54 turbo, THDP 3" dp for the atr headers, ATR dual 2.5" exhaust with first PitBull and now UltraFlow mufflers, and the usual little stuff like 160 stat, adj. fp reg, modified D5 2800 stall converter, rebuilt trans, original 262,000 mile rear with posi (still leaves two black stripes
). I make my own chips, run 20 deg of timing at wot in all gears, and do not lock the tcc at wot. I live in Maryland which gets RFGII year round, and run Exxon 93 octane with no alcohol or water (or propane
) injection. I can run 23-24 psi boost in 1st and 2nd gear, and 22 or so in 3rd. I have Nitto drag radials and rr airbag, but the converter hurts so that the boost isn't up until almost 4000 rpm in 1st gear so my 60's are in the 1.85-2.0 range. Two weekends ago it was over 85 deg at 9 pm and I ran a 12.48 at 108.5 mph. Last fall it was 65 deg or so and I got my all time best of 12.18 at 110.48. Two years ago with the same combo I ran several 109.5-110.3 mph passes on cool evenings and 107-108 mph on summer afternoons, but didn't make it back to the track much for the next year or so. With a good converter and ported heads if I ever get them installed I expect to get told to add a roll bar, on 93 octane, this fall when it cools back off. I did add a RJC power plate, with the boost turned up so that I was getting 1-2 deg of retard on the 2-3 shift 5 minutes before the install, and saw no difference in retard 5 minutes afterwards, or et (but the et's were on different days). Oh, my car with me in it is heavy - 4014 lbs at one track and 4040 lbs at Englishtown, with trailer hitch and trunk-o-junk that I call racing trim
. That weight and 110.5 mph equates to about 415 average rwhp.
The key is the big turbo, which is much more efficient than a TE44, the frontmount, and tuning. When I went from at TE34 to the PTE54 I made more power at the same boost and could run 3-4 psi more boost with no knock (at the cost of spoolup and the need for much more converter to get et's consistent with the mph). Bruce is running a 60 turbo (TA, I think), and may have a home-installed powerstroke frontmount by now, or may still be using the stock intercooler (if he is, that's remarkable; if not that may be how he went from 16 deg to 22 deg advance).
I'm not posting this to defend Bruce - he doesn't need my help for that. I just wanted to remind people of what Bruce has posted and described in the past.
