DadMobile
Worlds 3rd least slowest Ecoboost SHO
Ahh the “Flowers for Algernon” effect has come full circle for Hamdrew.
GH Tuning and 100% meth injection don’t mix.
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mattr66usa
Active Member
Final scene:
Our hero Hamdrew Skywalker arrives to the castle to find the dragon (the evil Methy Gorynych) he was going to slay happily playing with the children in the courtyard and not hurting anyone. He must now decide whether to slay the dragon that he thought was a feared beast to all the kingdom, or simply accept that he was wrong and live happily ever after.
Our hero Hamdrew Skywalker arrives to the castle to find the dragon (the evil Methy Gorynych) he was going to slay happily playing with the children in the courtyard and not hurting anyone. He must now decide whether to slay the dragon that he thought was a feared beast to all the kingdom, or simply accept that he was wrong and live happily ever after.
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Proof of concept — starting at the beginning.
From my very first competitive drag strip passes, 100% methanol injection has been the foundation of the build, not a supplement.
What follows are real runs, real data, and real outcomes.
My first ever drag strip day. September 2018. AJPTurbo tuned. 16.5 psi boost. The tuning stopping point when there was no explicit goal. Fuel: 93+100% methanol.
Mods: Alky Control Methanol Injection 1500cc VP M1, SP534 Plugs .028, Airaid Cold Air Intake, Econoaid Throttle Body Booster, 160T Stat, UPR Dual Valve Catch Can, Aux Transmission Cooler, Livernois Catless Downpipes, 2.5 custom stainless 3rd cat back with xpipe and muffler delete, H&R Springs, Mickey Thompson 20x9 Wheels, Continental Extreme Contact Tires. Stock HPFP, stock lpfp, stock injectors, stock motor, stock transmission, stock IC, stock turbos.
What will progress is same parts, just tuning revisions, passes, slips, results.
12.3 best time from my first day at the strip.
From my very first competitive drag strip passes, 100% methanol injection has been the foundation of the build, not a supplement.
What follows are real runs, real data, and real outcomes.
My first ever drag strip day. September 2018. AJPTurbo tuned. 16.5 psi boost. The tuning stopping point when there was no explicit goal. Fuel: 93+100% methanol.
Mods: Alky Control Methanol Injection 1500cc VP M1, SP534 Plugs .028, Airaid Cold Air Intake, Econoaid Throttle Body Booster, 160T Stat, UPR Dual Valve Catch Can, Aux Transmission Cooler, Livernois Catless Downpipes, 2.5 custom stainless 3rd cat back with xpipe and muffler delete, H&R Springs, Mickey Thompson 20x9 Wheels, Continental Extreme Contact Tires. Stock HPFP, stock lpfp, stock injectors, stock motor, stock transmission, stock IC, stock turbos.
What will progress is same parts, just tuning revisions, passes, slips, results.
12.3 best time from my first day at the strip.
Now I form a goal. An 11 second pass. AJPTurbo, 18 psi. Best here is 12.0.
AJPTurbo 18.5 psi. Forced to wait 3 hours before the track opened. First pass on fresh prep after 3 hour cool down. 11.83
Here’s the end of 2018 Drag Racing season. Here I learn even with less DA and less weight it doesn’t equal faster when it’s too cold for traction. Back and forth with a C5.
2018: 12.3-11.83
Stock turbos, stock IC, stock HPFP, stock lpfp, stock injectors, stock motor, stock transmission.
2018: 12.3-11.83
Stock turbos, stock IC, stock HPFP, stock lpfp, stock injectors, stock motor, stock transmission.
2019 season. First pass with $1,900 GHGen3 turbos and $800 GHIC. All new oil+coolant feed and return lines with oil screens removed. Stock 2010 exhaust manifolds. All other mods the same. And still stock HPFP, stock LPFP, stock injectors, stock motor and stock transmission. 93+100% methanol.
Edit: Also did hot pipes.
Shockingly not very good, not what you expect from upgraded turbos and IC. 11.89 @119mph.
Edit: Also did hot pipes.
Shockingly not very good, not what you expect from upgraded turbos and IC. 11.89 @119mph.
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This is where I add Zex Safe shot nitrous. Mods the same. Stock HPFP, stock lpfp, stock injectors, stock motor and transmission. 93+100%methanol
Best 11.69@120mph.
Best 11.69@120mph.
Enter more driver mods. Stock HPFP, stock LPFP, stock injectors, stock motor and transmission. Still 93+100%methanol and AJPTurbo tuned. Best 11.39@123 mph.
Last trip to the track. Best 11.36@122mph. Stock HPFP, stock LPFP, stock injectors, stock motor and stock transmission.
2019: 11.89 — 11.36
2019: 11.89 — 11.36
2020: changes: Phenolic spacer, GHGen3 turbos sent out for porting, 2010 exhaust manifolds removed and replaced with 13+ exhaust manifolds ported and thermal coated. XDI35 HPFP and DW300C LPFP. GH IC removed and I made my own front mount IC with a TreadStone TR10C.
93+100%meth AJPTurbo tuned.
First track day best 11.67@120mph. This was when I tried GH’s nonsense about VE cliffs and MBT drama. = slow.
Edit: I did a wheel and tire change this year. Out with the Mickey Thompson wheels, in with Bravado Tribute, about 2 lbs lighter each wheel. Kept the Continental Extreme Contact DW tires in the rear and put Nitto NT555RII up front. Also, MSD Coils. And EPP Intake instead of AirAid
93+100%meth AJPTurbo tuned.
First track day best 11.67@120mph. This was when I tried GH’s nonsense about VE cliffs and MBT drama. = slow.
Edit: I did a wheel and tire change this year. Out with the Mickey Thompson wheels, in with Bravado Tribute, about 2 lbs lighter each wheel. Kept the Continental Extreme Contact DW tires in the rear and put Nitto NT555RII up front. Also, MSD Coils. And EPP Intake instead of AirAid
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I did something ballsy. I loaded 2019’s end of season tune and went out and logged a faster Dragy and sent to Brad (AJPTurbo). Back to quick again. GH assumptions…smashed.
Now drop 93 octane for 93+VPX85 for E40 + 100% methanol.
11.14@123mph.
Now drop 93 octane for 93+VPX85 for E40 + 100% methanol.
11.14@123mph.
Now we do nothing but add a little more nitrous. New World Record. AJPTurbo tuned, E40+100% methanol. 11.08, 11.07 and 11.06. It had a 10. My 11.06 was 1.69 60’. I added 15hp more nitrous and hit 11.08 with 1.78 60’. Anyone who knows racing, the car said…I have a 10 in me.
[email protected].
Then the real build began.
[email protected].
What These Videos Demonstrate
This series documents approximately 40 drag strip passes, all run with 100% methanol injection (VP M1, ~1500cc) intentionally integrated as part of the overall fueling strategy, not as an auxiliary add-on. Every change was supported by extensive data logging and a tuner who explicitly accepts and calibrates for methanol as fuel. None of these runs were blind, improvised, or dependent on knock correction to find power.
The base strategy was deliberately conservative and repeatable. With hybrid turbos, boost was capped at ~19 psi, ignition timing held around 19 degrees, and knock sensors were not allowed to add timing. Shift points were kept in the 6000–6200 rpm range, and the car retained the 2.77 final drive ratio. This operating envelope was chosen to evaluate airflow and mechanical limits, not to chase peak numbers.
Starting from a completely stock turbo, intercooler, HPFP, LPFP, injectors, engine, and transmission, the car progressed from 12.3s to 11.83 @116 mph on 93 octane + methanol. Stock HPFP and LPFP were pushed to 11.36 @122 mph, and stock injectors, engine, and transmission were taken to 11.06 @123 mph, all while maintaining the same conservative boost, timing, and shift strategy.
The critical observation is that ~123 mph trap speeds appeared early, first showing up around an 11.39-second pass, and did not meaningfully increase thereafter, even as ET continued to improve. This confirms the car was not fuel-limited. It was turbine-limited. The compressor had remaining headroom, but the stock turbine housing became the choke point, driving exhaust backpressure up, collapsing VE, and limiting high-RPM airflow.
As a result, gains beyond that point came primarily from launch efficiency and first-half acceleration, while the back half consistently fell off from the 1/8-mile to the finish. Upgrading to an XDI35 HPFP and DW300C LPFP, and switching to E40 + 100% methanol, improved consistency and safety, but did not materially increase trap speed, further reinforcing that turbine choke — not fuel or timing — was the limiting factor.
Conclusion
These results demonstrate that when a platform is turbine-choked, adding more fuel, more octane, or additional camshaft duration before addressing turbine-side airflow is simply illogical. Those changes cannot overcome exhaust restriction, and in many cases only increase drive pressure, thermal stress, and diminishing returns.
Methanol did not artificially inflate top-end power — it stabilized combustion, reduced thermal stress, and allowed the car to safely reach the true mechanical limits of the stock turbine setup. This is proof of concept, documented with video, slips, and data, showing exactly where the platform stops responding — and why the correct next step was turbine-side airflow, not more fuel or cams.
This series documents approximately 40 drag strip passes, all run with 100% methanol injection (VP M1, ~1500cc) intentionally integrated as part of the overall fueling strategy, not as an auxiliary add-on. Every change was supported by extensive data logging and a tuner who explicitly accepts and calibrates for methanol as fuel. None of these runs were blind, improvised, or dependent on knock correction to find power.
The base strategy was deliberately conservative and repeatable. With hybrid turbos, boost was capped at ~19 psi, ignition timing held around 19 degrees, and knock sensors were not allowed to add timing. Shift points were kept in the 6000–6200 rpm range, and the car retained the 2.77 final drive ratio. This operating envelope was chosen to evaluate airflow and mechanical limits, not to chase peak numbers.
Starting from a completely stock turbo, intercooler, HPFP, LPFP, injectors, engine, and transmission, the car progressed from 12.3s to 11.83 @116 mph on 93 octane + methanol. Stock HPFP and LPFP were pushed to 11.36 @122 mph, and stock injectors, engine, and transmission were taken to 11.06 @123 mph, all while maintaining the same conservative boost, timing, and shift strategy.
The critical observation is that ~123 mph trap speeds appeared early, first showing up around an 11.39-second pass, and did not meaningfully increase thereafter, even as ET continued to improve. This confirms the car was not fuel-limited. It was turbine-limited. The compressor had remaining headroom, but the stock turbine housing became the choke point, driving exhaust backpressure up, collapsing VE, and limiting high-RPM airflow.
As a result, gains beyond that point came primarily from launch efficiency and first-half acceleration, while the back half consistently fell off from the 1/8-mile to the finish. Upgrading to an XDI35 HPFP and DW300C LPFP, and switching to E40 + 100% methanol, improved consistency and safety, but did not materially increase trap speed, further reinforcing that turbine choke — not fuel or timing — was the limiting factor.
Conclusion
These results demonstrate that when a platform is turbine-choked, adding more fuel, more octane, or additional camshaft duration before addressing turbine-side airflow is simply illogical. Those changes cannot overcome exhaust restriction, and in many cases only increase drive pressure, thermal stress, and diminishing returns.
Methanol did not artificially inflate top-end power — it stabilized combustion, reduced thermal stress, and allowed the car to safely reach the true mechanical limits of the stock turbine setup. This is proof of concept, documented with video, slips, and data, showing exactly where the platform stops responding — and why the correct next step was turbine-side airflow, not more fuel or cams.
It’s a perfect example, laid out with time slips and video.
The armchair theory that “cams will fix it” falls flat on its face here. I sprayed roughly 100 hp worth of nitrous (two SafeShot nozzles) and the car still hit the same wall after the 1/8 mile. That alone proves the limitation was not fuel, timing, or camshaft duration — it was turbine-side choke.
What’s also telling is that engine temperature behavior didn’t change meaningfully, regardless of when or how hard nitrous was sprayed. The engine never dropped below a certain stabilized temperature threshold. That’s exactly what you expect when additional energy input is being converted into exhaust backpressure and heat, not usable airflow. The system was already operating in an inefficient region of the turbine map.
Nitrous instantly increases airflow demand. If the turbine cannot pass the additional exhaust mass, you don’t gain back-half MPH — you just increase drive pressure and thermal load. Extending the RPM range or adding camshaft duration in that condition is functionally meaningless. You could rev the engine to 10,000 RPM and it wouldn’t improve performance — it would only compound exhaust backpressure, residuals, EGT, and cylinder pressure, directly compromising the engine.
If 100 hp of nitrous can’t push through the back-half wall, cams alone — without correcting turbine flow — simply won’t either.
The armchair theory that “cams will fix it” falls flat on its face here. I sprayed roughly 100 hp worth of nitrous (two SafeShot nozzles) and the car still hit the same wall after the 1/8 mile. That alone proves the limitation was not fuel, timing, or camshaft duration — it was turbine-side choke.
What’s also telling is that engine temperature behavior didn’t change meaningfully, regardless of when or how hard nitrous was sprayed. The engine never dropped below a certain stabilized temperature threshold. That’s exactly what you expect when additional energy input is being converted into exhaust backpressure and heat, not usable airflow. The system was already operating in an inefficient region of the turbine map.
Nitrous instantly increases airflow demand. If the turbine cannot pass the additional exhaust mass, you don’t gain back-half MPH — you just increase drive pressure and thermal load. Extending the RPM range or adding camshaft duration in that condition is functionally meaningless. You could rev the engine to 10,000 RPM and it wouldn’t improve performance — it would only compound exhaust backpressure, residuals, EGT, and cylinder pressure, directly compromising the engine.
If 100 hp of nitrous can’t push through the back-half wall, cams alone — without correcting turbine flow — simply won’t either.
To prove me wrong, you’d have to show repeatable results that contradict what’s on the slips and video — not opinions.
mattr66usa
Active Member
No you first.... Prosecution needs to present evidence to be cross examined. You are bringing this case before the court of public opinion. You should know better.....
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