Novi 2500 Supercharger Dyno Test - Nouveau Novi
Project T-top Coupe returns with Paxton’s all-new race blower, and a lot more power
From the April, 2012 issue of 5.0 Mustang & Super Fords
By KJ Jones
Photography by KJ Jones
Saul "The Surgeon" Gutierrez of Extreme Automotive sets Paxton's new Novi 2500 supercharger in place on Project T-top Coupe's 353ci stroker. We've waited a long time for this moment, and now it's time to see what this new blower is all about.
Readers who have been with us since 2006 should be plenty familiar with the '86 T-top project Mustang. For our newcomers, the rare coupe is a thrice-resurrected, Paxton-supercharged LX that your author has been working with since 2006. We've chronicled every highlight (every step of its initial Fox Rod resto; running the length of a dragstrip in 9 seconds; winning numerous car-show awards) and lowlight (two catastrophic engine meltdowns) the project has experienced in the last six years.
For this effort, recording what we hope will be 1,000-or-more horsepower at T-top Coupe's feet has been our ambition from the moment we realized Engine Two—which pumped out 866 horses and 727 lb-ft of torque—had gone by the wayside during a qualifying pass at the PSCA's Street Car Super Nationals V. To reach that next plateau, major changes to the engine and the Mustang itself were made.
The upgrades, which are detailed in the most recent reports on the project car ("Grand Scheme," Mar. '11; "To the Top," May '11; "Cold Case," Oct. '11), highlight A.R.E. Performance & Machine's design and assembly of a brand-new 353ci powerplant and its installation at Extreme Automotive, and the slick Earl's-based plumbing arrangement (ice tank, water feed/return lines) that we set up for a water-to-air intercooler.
While a lot of critical detail on the latest resurrection has been covered in those past reports, the time has come for us to turn our focus on the higher-profile pieces that comprise T-top Coupe's big-steam package. Power hardware still includes the project's original Paxton Novi 2000 supercharger, which we're using to establish a performance baseline for the new engine. However, the upgrade that really has us over-the-moon excited is Paxton's all-new Novi 2500 head unit, which we're bolting on Couptie's 353 immediately after power and torque peaks with the OG Novi are established.
Yes, that's right—while we've alluded to and hinted about the new Paxton in past reports here and through our blogs and social-media pages, we're finally putting the much-hyped blower to the test. (If you follow or believe Internet buzz, insiders at Paxton are saying the newest Novi has what it takes to possibly end the Vortech YSi's dominance in NMRA's EFI Renegade class.) It's a good-old, back-to-back comparison in the dyno cell at Extreme Automotive in Canoga Park, California.
The following photos and captions include highlights of some of the final modifications that were made before our monumental test, as well as images of and all-important data from the tuning, dyno-, and dragstrip testing that was performed.
Horse Sense: The title for this segment of our six-year, Life-and-Times-of-Project-T-top-Coupe series definitely sums up, in a nutshell, the latest status of the rare '86 LX. We say this because after just about two years of downtime, the Fox coupe with T-tops once again is in a condition that's worth talking about—running, and we have to modestly admit, it's running pretty damn well.
Project T-top Coupe has come...
Project T-top Coupe has come a long way since the last time we were able to take an engine photo like this one. The coupe’s latest bullet has 353ci and features Scat’s forged crank and rods, JE flat-top pistons, the same Comp Cams hydraulic-roller camshaft that we’ve used from the beginning, and upgraded AFR cylinder heads (from 205s to 225s). Rocco Acerrio of A.R.E. Performance & Machine in Simi Valley, California, designed and assembled this engine for the project ’Stang. We’re confident the piston change (from SRP dished to JE flat-top), bigger cylinder heads, and intake-air cooling provided by Vortech’s Mondo intercooler, will show us greater efficiency over the coupe’s previous (non-intercooled) 350ci engine.
A change in tubing clamps...
A change in tubing clamps is among the general housekeeping updates for the new engine/supercharger packages. While the standard hose clamps (left) worked well on T-top Coupe’s previous engine—withstanding up to 21 psi of boost that ran through the blower’s discharge tube—the stainless-steel, T-bolt-style tubing clamps (right) really are the better choice for securing the air-tract plumbing in high-boost applications.
We anticipated a clearance...
We anticipated a clearance issue between Couptie’s new intercooler (the Vortech Igloo sits tall atop Trick Flow R-Series lower intake manifold) and the 2.5-inch Cervini’s cowl hood that has been with the car since day one. This photo shows one of the main points of conflict, which can be resolved by installing a hood with a taller cowl, or creating proper clearance in the short-cowl hood by cutting an opening in it.
Here is a last look at the...
Here is a last look at the project car’s 2.5-inch cowl hood before modification.
“Cut it and see how it looks....
“Cut it and see how it looks. You can always get another hood.” That’s the guidance Editor Steve Turner imparted on your tech editor when asked for an opinion about the hood dilemma. With that suggestion, the decision was made to create an opening in the 2.5-inch cowl that would allow the Igloo’s lid to poke through. The idea is by no means “original,” as it was inspired by this crude hack-job we saw on another Igloo-cooled Mustang. Armed with this photo, we took T-top Coupe and its Cervini’s hood to Perfecto Hernandez of P Fiber Glass and asked him to do something similar…but better, of course.
Perfecto’s company, P Fiber...
Perfecto’s company, P Fiber Glass [(818) 890-7175], is known throughout SoCal’s San Fernando Valley as the outfit to turn to when modifying fiberglass pieces or fabricating new ’glass parts from scratch. Armed with the sample photo and your tech editor’s explanation of our exact wants, Perfecto created a template first, then made the opening in the hood.
Vortech’s enormous MaxFlow...
Vortech’s enormous MaxFlow bv57 bypass valve sits right below these slits, which were included in the hood modification. We decided to add the louvers to ensure bypassed air doesn’t break the hood or blow it completely off the car when the throttle is shut after a hard run.
And here’s T-top Coupe with...
And here’s T-top Coupe with its remodeled 2.5-inch cowl hood. Go back and take another look at the “example” photo we used for reference. Notice how the right side of the Igloo’s lid actually slants inward slightly? We wanted an opening that was better-contoured to the actual shape and dimensions of the ’cooler, and that’s exactly what Perfecto created. Props also have to be given to our friend Chris Kephart, who handled the refinish with a color match that is spot on.
In our report on plumbing...
In our report on plumbing the intercooler (“Cold Case,” Oct ’11), we explained that despite installing a 5-gallon ice/water cell in the middle of the rear-seat area, our intent is to maintain some semblance of a rear seat in our ‘Stang (not that anyone sits back there, but, hey, it’s a street car). Here’s a look at the finished “rear buckets,” created by Mr Herman Paul of Los Angeles. Herman made the pair of seat bottoms by dissecting a stock seat cushion and then building two halves that surround the ice/water tank and give the back of the cockpit a finished look.
At first look from a chassis...
At first look from a chassis standpoint, Paxton’s all-new, Novi 2500 supercharger is cut from the same cloth as the tried-and-true Novi 2000. Internally this blower has the same step-up ratio of 3.50:1, and it is capable of moving 2,000 cfm of air. While we’re confident that T-top coupe is stout, we don’t think we’ll see the 1,300 crankshaft horsepower this unit is capable of producing.
After almost 20 years of being considered one of the best all-around superchargers for push-rod-based Mustangs (since hitting the scene in 1994, the Novi 2000 has been a great starter/8-psi blower on stock 5.0s, or a 20-plus-psi unit on radical stroker engines), it's safe to say that updating Paxton's standard was long overdue.
The changes, primarily in the blower's impeller and volute, appear to be for the good, as the new Novi 2500's estimated peak efficiency of 76 percent, is a whopping 5 percent greater than the 2000, that's just a tick below that of Vortech's NMRA EFI Renegade-proven YSi-Trim supercharger (78 percent).
Paxton and Vortech have waged a civil war for many years on the street and strip, with the Novi 2K proving to be a true beast for street-based Mustangs, and the YSi having an edge on Ponies that cover the quarter-mile—especially when they're turned with cog pulleys. Based on the data we studied before conducting this test, it appears the playing field is level now. The dyno will show us the performance differences and the areas where the new blower hopefully shines over its older sibling.
Unfortunately, we're not pitting the Novi 2500 directly against the YSi in this test. Comparing our results against existing data for the Vortech (for engine packages similar to ours) should provide enthusiasts with a good idea of how the two blowers match up.
A switch to cog-style pulleys...
A switch to cog-style pulleys is another change that we’re really excited about, as cogs (for the most part) eliminate the possibility of belt slippage, which usually impacts boost by the Third or Fourth dyno pull. A 30-tooth (blower)/75-tooth (crank) pulley combination was selected, as we believe it will produce boost pressure that is close to that of the original 3-inch (blower)/8-inch (crank) 10-rib belt setup.
While this compressor-map...
While this compressor-map comparison is completely unofficial, it provides a visual concept of how well Paxton’s Novi 2500 (black data) works at 50,000 rpm, when compared to Vortech’s YSi-Trim supercharger, at 60,000 (red data). The 2500’s map clearly shows the blower’s efficiency over a wider span. “On paper,” more power with more boost (the Novi 2500 can produce 30 psi) appears to be Paxton’s concept with the new piece. We think achieving this will be possible, provided the engine is equally as efficient.
This impeller and redesigned volute are the keys to the Novi 2500’s higher rpm and overall efficiency when compared to its predecessor. The OG Novi features a larger-diameter (but shorter 3.53-inch height) impeller. As you’ll see in comparative data elsewhere in this report, the design generates excellent low-end boost. The 2500’s impeller is smaller in diameter and the volute has been lengthened to accommodate its taller (3.75-inch) stance. The changes move the new unit’s max-rpm window well beyond the 75,000 of the Novi 2000. Note that Paxton does not list the Novi 2000’s or 2500’s maximum speeds as being that high. The coupe’s previous 10-rib pulley combination turned the 2000 to an estimated 75,000 rpm, which actually is alarmingly high for that unit. At that speed, the outer edges of the large impeller usually start to wobble, which leads to the impeller touching down on the volute and wreaking havoc from there. This new design alleviates high-speed wobbling, which contributes greatly to the 2500's efficiency (approximately 76 percent) on the high side.
T-top Coupe’s engine has always...
T-top Coupe’s engine has always been directed by FAST’s XFI EFI system. During the project’s down time, we sent the original XFI processor back to FAST, where it was upgraded with new XFI technology (2.0). The engine-management system’s new features, which include Qwik Tune Technology and advanced forced-induction controls, are highlighted by a cool “self-learning” function that literally brings brand-new engines to smooth idle and good driveability shortly after they’re started for the first time. Intelligent Traction Control also is now included in XFI 2.0 processors. We didn’t have time to experiment with ITC during this test, but we definitely plan on trying it out. Upgrades are available in two forms: software only for $49.95 and a software/ECU package for $99.95.
Engines in our T-top project car have always been commanded by FAST's XFI fuel-injection system. We've had great success using XFI for engine management, and consider it one of the best stand-alone EFI units for aggressive street/'strip Mustangs.
During the coupe's rebuilding period, we received word that XFI was also being revamped. And, of course, we immediately had interest in trying it with our new engine and intercooled Paxton Novi superchargers (2000 and 2500).
The new XFI, Version 2.0, retains many of the features of the first-gen system. However, engineers at FAST and tuning consultant Brian Macy of Horsepower Connection have brainstormed and developed quite a few new functions for the new ECU. Features such as Intelligent Traction Control and Self Learning are among the new additions to XFI, which give both amateur and experienced tuners the ability to dial in Mustangs for just about any driving condition.
We sent the 'Stang's original XFI processor back to FAST, and a few weeks later received the upgraded 2.0 ECU (FAST performs the hardware upgrade for $99.95). We were fortunate enough to catch up with Brian Macy for help with nailing down calibrations for our Mustang. (Brian travels all over the country giving classroom lectures, tuning in dyno sessions, and consulting with FAST on XFI features.)
Our tuning with XFI 2.0 took place over the course of two days in your tech editor's driveway, where preliminary parameters were established. It continued in the dyno cell at Extreme Automotive, where we set out on our mission to make big steam.
We called on Horsepower Connection's...
We called on Horsepower Connection's (www.horsepowerconnection.com
) Brian "The Professor" Macy for assistance with tuning Project T-top Coupe. Brian is considered one of the nation's top EFI tuners (and EFI University instructor). As a consultant to FAST engineers, Brian also is heavily involved with XFI's development and beta testing of its new features.
Our tuning experience began...
Our tuning experience began right in the driveway of Tech Editor KJ Jones's house, where Brian first adjusted the throttle body's idle screw so the engine would idle on its own. From there, an update is made in XFI's Throttle Follower table that sets the minimum IAC position to 10 (nearly closed).
After that, Brian set the...
After that, Brian set the idle speed in the Idle Speed vs. Coolant Temperature table to 900 degrees (when the engine is warmed up and with the IAC position at 10). These changes ensure that the IAC has enough adjustment to maintain idle rpm when the transmission is put in forward or reverse gear, and when starting from or coming to a complete stop.
When tuning with XFI (or any...
When tuning with XFI (or any other higher-end, aftermarket engine-management system), syncing actual timing with XFI's timing values is critical. XFI 2.0 has a new Fixed Timing Test Mode function within its Operational Parameters section. Using this feature is as easy as clicking on a check box and setting the value to 15 degrees.
With the engine running, timing...
With the engine running, timing is verified by looking at XFI 2.0's Spark Table and seeing 15 degrees at both the crank and the Spark BDTC value. With timing locked down and all timing modifiers turned off, Brian adjusts the distributor until actual timing matches the XFI value.
The next segment of establishing...
The next segment of establishing a basic tune for our new setup involves installing the car on a chassis dyno and setting up conservative air/fuel (Target A/F table) and timing (Base Spark table) values using established parameters from calibrations developed for engine/power-adder combinations similar to ours. With the high probability of T-top Coupe being used in varying altitudes, Brian tunes using XFI's Load Indexed Speed Density. With this setting, XFI 2.0 performs a barometric check and compensation every time the ignition is turned on.
The fuel side of the air/fuel...
The fuel side of the air/fuel mixture is manipulated next. Through the Base VE table, Brian adds and subtracts fuel based on closed-loop O2 sensor readings. With the engine held at 3,000 rpm, and then moving the throttle from light throttle to WOT, we were able to see how far air/fuel was from our target. Fixing the fuel curve is done by changing the value in each cell by the O2 correction-percentage amount, first in the Target Air/Fuel table and then in the Base VE table, until total correction is less than 5 percent.
Periodically consulting XFI...
Periodically consulting XFI 2.0's 3D graph gives tuners a visual idea of how calibration changes affect engine performance, as the data is completely real time. From an overall "tune" perspective, a gradual and smooth curve like the graphic shown here is desired.
FAST engineers have incorporated...
FAST engineers have incorporated Qwik Tune Technology into XFI 2.0. The new feature gives tuners the ability to save as many as four individual tunes in the ECU (for various fuel octanes, street driving/track racing, with different rev limits, and so on), which can be selected at any time through a simple two-position or four-position switch. We’re setting the coupe up with two calibrations for now—no-boost/low-boost street driving with VP Racing Fuels’ 100- or 109-octane street fuel (or even 91-octane pump gas in a pinch), and max-effort performance using VP’s Q16 race gas.
Hands down, our two-day dyno extravaganza at Extreme Automotive was one of the most-exciting power sessions we have ever had with Project T-top Coupe.
We evaluated the coupe on Extreme's Dynapak Evolution 4000 chassis dyno using two intercooled superchargers (Paxton's Novi 2000 and all-new Novi 2500) in a back-to-back comparison test to see how the two Novis will affect the same engine. Of course, we also were on a mission to make 1,000 hp at the project Pony's rear wheels.
As we mentioned earlier, we...
As we mentioned earlier, we tested the Novi 2000 with the same VP Racing Fuels’ MS-109 gas that we’ve used in T-top Coupe since its first engine rebuild. For the new supercharger, we’re stepping up to VP’s Q16 116-octane race gas. The Q16 is heavily oxygenated, and has rapid burn speed and vaporization rate, which increase cylinder pressure and power (through timing increases).
The data presented here, in graph and numerical chart form, detail all of the results from our extensive testing. While in the chart we begin with the inclusion of results from previous tests we made with a non-intercooled Novi 2000 (2), the difference between the two intercooled Novis (2000 II and 2500) is the data that is published.
While our rear-wheel-goal was not reached, it's estimated the coupe's new Novi 2500 combination is producing approximately 1,106 hp at the flywheel. We're sure you want to see that type of number at the feet--as do we--so our plan is to keep plugging away with this project until we finally make it to the four-digit promised land, a land we never thought to achieve when this project started back in 2006.
Autolite’s 3910 (left) is...
Autolite’s 3910 (left) is an excellent cold spark plug for boosted, high-horsepower street/strip engine’s like T-top Coupe’s. However, the all-new 3910X plugs (right) are super cold and more in tune with setups that make upwards of 1,000 hp. “The 3910X sticks farther into the combustion chamber and raises the compression ratio slightly, while maintaining a cold heat range,” according to Autolite’s Jay Buckley. The new plugs, inspired by NASCAR race engines that were having issues with burning up their spark plugs’ side wires during 500-mile races, have eight individual firing edges, which don’t require as much voltage as standard plugs. The efficiency results in increased dwell time and produces a bigger flame kernel for improved combustion.
After experiencing piston...
After experiencing piston meltage in two engines that were not intercooled, we fully understand the importance of ensuring the air charge for our new engine/blower combination remains cold. We went through approximately 140 pounds of ice during our two days on the dyno. That math breaks down to roughly 10 pounds of ice (added to 2 gallons of water) per run. At the track, nearly 15 pounds of cold cubes are used for one pass. Throughout our time on the dyno, the 353’s air temperature averaged 90 degrees (measured at the intake manifold) and never went above 117 (on one pull with low ice)—a dramatic improvement over the 278-degree air that wreaked havoc on the original engine’s pistons.
Extreme Automotive’s lead...
Extreme Automotive’s lead technician, Saul “The Surgeon” Gutierrez (right), handled the driving during the dyno segment of the project. Brian manned the laptop and dialed in XFI 2.0 calibrations for street and dyno/dragstrip performance. Of course, with an aggressive setup like that of T-top Coupe, tuning is performed in stages, working in the lower rpm range first to establish air/fuel targets, and then progressing into the full-throttle/big-boost runs.
Here is the dyno graph of...
Here is the dyno graph of T-top Coupe’s first venture into the land of big steam (866 rear-wheel horsepower/734 lb-ft of torque). This run was made with the coupe’s original A.R.E. Performance & Machine-built, AFR-205-headed, 350ci bullet and a non-intercooled Novi 2000 that made 20 psi of boost with a 10-rib belt.
This graph corresponds to...
This graph corresponds to the 2K II column in the data chart—our second test, with the Novi 2000’s supercharged air now intercooled and a 30-tooth cog pulley bolted to the blower’s snout. The engine also has been punched out to 353 cubes and upgraded with JE flat-top pistons and AFR’s 225 cylinder heads. While there appears to be a marked performance difference, the new setup is far from the underachiever that the data may lead you to believe. We think that despite the changes, the updated Novi 2K package hit a wall at 6,130 rpm because the new engine is actually a lot more efficient than the original powerplant. The smaller 205 heads on the 350 actually created backpressure in the intake tract, which in turn increased boost. Because of the intercooled combination’s efficiency, we’re not too sure increasing blower speed will help produce bigger numbers, either. On the whole and when looking at the difference with an apples-to-apples mindset (despite what appears to be a loss of 60 hp), the new combination act
Graph and numeric dyno data...
Graph and numeric dyno data for the Novi 2500 (the 2500 column on the chart) clearly supports Paxton’s claim that its all-new blower is a monster in the higher-rpm range. Although the 2500 appears sluggish between 4,500 and 5,000 rpm, it literally comes on like gangbusters at 6,000, and takes off from there. Again, the 353’s efficiency allows this package to make more power than we saw in both Novi 2000 tests with less than 20 psi of boost. We have to put on record that our Novi 2500-blown engine was well on its way to making more than the charted 908 hp. We’re not certain the thousand ponies (at the feet) we hoped for were there. But had we not aborted the run at 6,500 rpm for a condition that we think may have been converter shudder, the combination definitely would have made power beyond 7,000 rpm, and come close to the magic number.
Project T-top Coupe leaves...
Project T-top Coupe leaves the starting line at The Strip at Las Vegas Motor Speedway, and effectively ends the Las Vegas curse that has plagued our project cars for two years.
"If it weren't for bad luck, I wouldn't have any luck at all." Believe it or not, your tech editor was starting to feel that way about racing at The Strip at Las Vegas Motor Speedway.
Luck had been nothing but bad in two previous attempts to compete at the PSCA's Street Car Super Nationals—broken T-top Coupe engine in 2009/broken '02 GT rearend in 2010—and apprehension about the third try was at an all-time high. Despite this, and with Big Steve along for the ride, we journeyed back to Vegas for SCSN7 in November of 2011, hoping the mechanical demons of the past would not play any role in this attempt.
We would love to tell you that SCSN7 was a picture-perfect experience for the 5.0&SF team and the other participants (including NMRA Hot Street racers such as Robbie Blankenship, Don Bowles, Ben Mens, and Mike DeMayo), who traveled from far and wide for the race. Unfortunately, that wasn't the case. Despite great weather throughout the weekend, carnage (mainly engine failures/oil leakage) wreaked havoc on the event's schedule.
Our dragstrip test was performed...
Our dragstrip test was performed at the PSCA’s 7th Annual Street Car Super Nationals event, where we competed in the Ford-powered\Stang-only Mustang Maddness eliminator. A stout field of 23 ’Stangbangers made up the category, which was won by local racer Justen Spencer in his low-10-second, supercharged ’00 Roush Mustang.
Breakage of all sorts has...
Breakage of all sorts has been our nemesis at Street Car Super Nationals, usually in the first round of qualifying. (We lost T-top Coupe’s engine on the first hit in 2009, and a 4.10 ring gear in our New Edge project Pony the following year.) It appeared we could be on the same path at the 2011 event when the blower belt snapped just beyond the 60-foot mark (1.54 e.t.) and ended the run. For the record, yes, it is difficult to simply break a cog belt. Further investigation found a loose bolt in the head unit, which caused the breakage.
With Ford Racing Mustang Maddness...
With Ford Racing Mustang Maddness run as an Open Comp-style eliminator (qualifies on reaction time), and without having any on-track data other than the 60-foot info from our one aborted qualifying attempt, your tech editor was permitted to select an index for eliminations. After phone consultation with noted bracket-racing expert Bret Kepner, the decision was made to dial in at 11.00, to collect much-needed data and possibly go a few rounds.
Adjustments in the schedule and minor gremlins with our Mustang (a grounded kill switch and broken blower belt) forced us to abort our two attempts at qualifying, leaving us with limited data going into the first round of eliminations in the Ford Racing Mustang Maddness class (an Open Comp-format category for Ford-powered Mustangs). Since we didn't have an e.t. recorded from a full qualifying pass, PSCA officials allowed us to select an index to use throughout eliminations. After deliberating over a full-out pass or actually trying to race and win one or more rounds, we chose the latter option and elected to run against an 11.00 index. In most instances, running an 11.01 on an 11.00 index is a package that's difficult to beat. However, with a 0.541 reaction time (to Kevin St. Clair's 0.067 light), T-top coupe hit the trailer after the first round.
How did the project car do on the track? Despite the lack of making a full run, excellent, mainly because we brought it back from Las Vegas without experiencing any catastrophic breakage.
A review of the car's XFI 2.0 datalog and the incremental data from the 11.01 run show that the coupe was on its way to a mid-10-second e.t. in its only round of competition despite horrendous inconsistencies in throttle and rpm (driver off-and-on the gas). The e.t. and mph at the eighth-mile were 6.808/100.97. When we look at the 6.80 time plot on the datalog, throttle position is barely over 42 percent, and never reaches a full 100 percent until 8.80--2 full seconds later--and rpm is barely 5,000-5,300. Add to that the revelation that--despite "thinking" the pedal was slammed wide open all the way through the run--the throttle blade actually was slammed shut from 1,000 feet through the end of the quarter-mile (the datalogger doesn't lie). The numbers show that Project T-top Coupe, with its 3,610 pounds (w/driver), 908 rear-wheel horsepower, and 700 lb-ft of torque, is by all means an animal that should run low 9s, or maybe even high-8 seconds.
We're definitely excited about getting Couptie back to the track and making a full pass in 2012. However, until that time comes, the 'Stang once again will see fairly regular cruise duty on the streets of SoCal's San Fernando Valley. After all, it is a street car.
This is the timeslip from...
This is the timeslip from our first-round race with Kevin St. Clair. An abysmal reaction time led to T-top Coupe finishing on the losing side, despite KJ running an 11.01 on the 11.00 index.
As we mentioned earlier, we...
As we mentioned earlier, we really wanted to acquire data from a full run on the dragstrip to determine where our setup's XFI 2.0 calibration needed tweaking. The traces in this image represent all of the engine's vital signs that were monitored during our race with Kevin. Yes, deciphering a datalog can be confusing…
To alleviate that confusion,...
To alleviate that confusion, Brian Macy of Horsepower Connection showed us this cool display trick, where engine speed/rpm (bottom trace) and throttle position (top trace) are the only traces presented in the graph, and the numeric values for other vitals are followed below during playback of the run. Analyzing data this way clearly shows that after 60 feet, rpm and throttle position were erratic (to say the least) for the remainder of the run. More importantly, when sync'd with the coupe's 8.95 e.t. at 1,000 feet, the log shows KJ was completely off the gas at that point, and the car literally coasted the remaining 320 feet to the stripe.