I am going to steer a way from our regular blog order to talk about the goal we hit since last blog post!
From day one of dreaming this project up, we had two goals at Motion with our Gen V Mule program: take the title of Quickest and Fastest Gen V powered car in the world, and be the first Gen V to the 7's. We are happy to report we have done both.
A quick rundown of our 3100 lb 1972 Nova as it sits, as it was when the record was broken. The engine is a 388 cubic inch AES Racing Engines Engine. Utilizing a stock LT1 block, stock LT4 forged crank, and a set of Carillo rods and CP pistons, topped with CID cylinder heads. Delivering power to the LT motor is a pair of out of the box journal bearing Precision Turbo 6766 CEA turbos, a very basic and cost effective option turbocharger. The power gets transferred using an FTI custom spec Torque Converter through a 1.69 low gear Powerglide. Finally the car a Fabricated Ford 9 inch with a 3.25 gear utilizing a Mickey Thompson 275 Pro Radial Tire. All of this is put to the ground using leaf springs and Caltracs.
To set the record straight, we went out to Cordova International Raceway on October 20. The night before leaving for the track Andy Cook and myself spent the night attempting to gain ignition control using the Megasquirt so that we could utilize ignition control features for launch (2step) and power management. About 20 mins before leaving for the track the car still had not run on 8 cylinders, however, we got to the bottom of issue and loaded up. Prior to us resetting, the world record was 8.83. Our first pass off the trailer leaving on no boost 8.86 and ramping in 12 psi.
Next pass we turned up the boost and the launch a bit more and went 8.196@173mph. The suspension was working perfectly thus far so we decided it was time to turn it up to 20 psi. Andy put the program in after critiquing the fueling a bit. The car left on a lazy 1.35 60' and went 7.935!!! After hundreds and hundreds (quite possibly 1000s combined) of hours of work, blood, sweat and tears we did it! But we knew we were just getting started based on easy how we were pushing the motor, unfortunately a broken starter kept us from making another pass. I will note looking back, this was only the 11th pass on the combination since buying the vehicle as a rolling chassis, that in itself is an absolute awesome thing!
After fixing the starter and some routine maintenance we decided we would see if we couldn't improve our time a bit more. So on October 26, 2017 we privately rented Cordova again with some friends and took the car back out.
After a few test passes to test the track "waters" we decided the car would hook on a gravel road. Later we found out the car had too much bias towards the rear in terms of weight but we will touch back on that later. Our next move was to turn the launch boost up slightly and pour a little more boost down track. The car left on a 1.32 60' time, where it stayed for almost the entire 1/8 mile (read the front wheels didn't touch the ground til 140 + and we clicked off a 7.73@180mph, breaking our own record. Absolutely awesome on what would be our last chance to race the car for the season. On this record run, the logger logged only on 24 psi of overall boost, and we shifted at 8000 rpm. The turbochargers do not seem to have hit their peak, and we hypothesize that we will be able to make it to 30 psi before they run out of efficiency and fall flat on their face (possibly higher). Also, the stock GM computer runs out of mapping at 8400 rpm, this may pose us a little bit of an issue in the future as we try to push the car towards our next goal of being the first ever 6 second Gen V LT pass, there is only one gear lower we can go numerically in the rear of the car and we will need the extra RPM.
A few observations after having run this combo, and we hope to dig in more to find out about this as time allows. This Gen V engine seemingly makes significantly more power at a given boost level than a Gen 3 or Gen 4 LS engine, this is an anecdotal observation, however, I am very familiar with this turbo size and this relative sizing of engine apple for apple. The theorized "poor exhaust port design" talk when we originally were building the engine appears to be a false accusation (or very well made up for by some other part of the engine) as there are absolutely zero signs of any crutch or performance limiting factors.
I may be jumping the gun with this Blog Post but I thought it would be very important in adding more credibility to all info portrayed going forward. We are very excited about the success of this mule program and have our sights set on even larger future goals. Also, we have ordered a larger set of Precision Turbos to make sure we have plenty of horsepower to obtain these goals, for now, they will stay comfortably tucked way in my office until we max out the trusty 6766!
I also want to take a minute to go on record to thank some very incredible people who were crucial in one way or another to us meeting our goal as I know this blog may be referenced by myself and others years from now.
Andy Cook (Motion Raceworks, tuner), Brian Jack (Motion Raceworks), Scott Clark (Real Tuners LLC, consultant/tuner), Tony Schroeder (AES Racing Engine, engine builder), Tristan Kimpel (Precision Turbo), Tom Sewell (FID Injectors), Jan Moeller (HP Tuners) Tom Van Vugt (tuning advice on GM ecu), Blake Hughes (417 Motorsports) Martin Smallwood (Smallwood Race Development), Molli Barker (My Girlfriend, for supporting me and making me keep going on this thing).
Thanks for reading.
Go Fast. Be Safe.