Quote:
Originally Posted by Stielow
We had a great day at Gingerman. We ran five 15 minute session with no issues. My last session it was 68 degrees and the engine ran 191 degree water and 241 degree oil temp. No power drop off due hot engine.
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One primary focus of Hellfire was to control fluid temps and avoid (if possible) or at least reduce power loss during lapping sessions. When making an effective 1100+ HP worth of heat rejection from the engine alone, then adding intercooler requirements (not to mention engine oil, trans oil, diff oil, PS fluid) - there is an incredible amount of energy to dissipate!
Mark's spent considerable effort maximizing the cooler(s) size and airflow - as well as consideration for fluid flow in systems in order to stand a chance of keeping temps under control.
And all calculations were based on prior power numbers of Mayhem (before we 'found' a few extra HP's lying around.....)
Interesting to note - Hellfire's temps on track are LOWER than what we dyno'd the engine at (we always try to run real temps representative of environment engine will operate). So even at end of lapping session, engine was still delivering
at least the amount of power we measured on dyno.
As a back up plan (still a few days prior SEMA.....), we've always been curious about E85 in a Thomson 427SC engine - primarily for cooling effect. Brian had another engine for his car ready to run (near duplicate of Hellfire's engine) so we ran it on 93 octane and E85. On gas - duplicated Hellfire's engine - as it should have. On E85 - 'found' a few more!
While we want E85 for cooling, looks like we can address Mark's issue of breaking tires loose "only" up to ~100 mph at same time.
Dave
Brian Hobaugh SCCA National Tour June 2014
First Hemi 'Cuda Convertible Ever Built
Short clips: Goodguys Pleasanton autocross and pit videos
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