2011 Car Craft Real Street Eliminator

[PT Sportwagon]

Congrats, Scott. Finally the long roofs are showing they can perform and well.



Tim

[Big Injun Dave]

Love the car Scott. Congratulations! We'll have to get our wagons side by side when I am complete for a little action.

You can see more on my website www.4mypontiac.com/GeeTOW.htm

[BulldawgMusclecars]

Great job, Scott!

[LS1NOVA]

Found out I got third. Wooop woooop. Looks like a little work to do before next year. I suspect to see a blue Camaro and a blue Chevelle with all new combos gunning for the top spots next year.

[SRD art]

Way to go and good to see a long back brother whoop some tail! I'm a little new to the PT scene, where was the event held? Was it AutoX, 0-60-0, and the dyno pull? What were your dyno #s that landed the victory? Was it on one of those portable chassis dynos? Details Details!!

Congrats again!

[LS1NOVA]

Way to go and good to see a long back brother whoop some tail! I'm a little new to the PT scene, where was the event held? Was it AutoX, 0-60-0, and the dyno pull? What were your dyno #s that landed the victory? Was it on one of those portable chassis dynos? Details Details!!

Congrats again!

I'll chime in for Scott
It was in St Paul, MN at the fairgrounds. Its held in a defunk racetrack infield. Small, very tight autocross, unbelievably tight. The launchbox is a 120ft launch and stop within a small box at the end. The dyno is a mobile unit from Dynotune USA out of Watertown, SD. I think it was 579rwhp?

[Scott Parkhurst]

Nate is right on all counts! The RWD dyno showed 579 hp and 594 ft-lbs from my 383/T56/9-inch combo with a 150 shot from a basic plate system.

The autocross is set up by the local SCCA. They know what they're doing, but it's really tight and makes it tough on vintage domestic cars- especially long wheelbase 4-door wagons. I was 2 seconds off the competitive pace after trying my very best and tweaking on the suspension's many adjustments. I did pick up 2 seconds over where I started...so progress was made. But I hit a plateau and just couldn't get around the the tight course any faster.

The launch box is pretty cool- I heard 130 ft and 150 ft. It's in there somewhere. Basically, you launch as hard as you can and brake as late as you can to move from the starting line to the finish 'box' as fast as possible. My car set a new record in this task (my time was tied with another competitor as well- in a 69 Camaro convertible) at 4.26 seconds.

So, there are 3 events scored at 30 points for first, 20 points for second, and 10 points for third. You must complete all 3 events and whoever has the highest score wins the title. I won both the chassis dyno and launch box events. Even though I tied in the launch box, ties go to the higher horsepower car from the dyno- so that meant I got the 30 points.

Even though I didn't get any points from the autocross (I finished 4th there), my 60 points in the other 2 events were enough to win.

Obviously, winning the dyno is a big deal, since you get the win in a tie. There's talk of weighting the autocross a bit heavier (maybe adding more points to win?) but that's just talk right now. If this becomes the case, the odds of a wagon (or any other long wheelbase car) having any chance to win get mighty slim. This may have been the last year anyone had a chance to win without placing in the autocross. But, no one really knows what will happen in the future.

I'm glad I was well prepared for the competition this year. My crew chief Scott and I have spent a lot of time dialing the car in at various events, and we've got solid suspension setups for all types of tracks. I know a thing or two about engines, so my 383 was designed and built to take the nitrous hit without concern. I could have pushed a LOT more nitrous through it if need be. But the 150 shot was enough.

The drag race suspension adjustment setup worked great in the launch box. We did modify it a bit to prevent severe nosedive when stopping. It worked nicely.

We were still very surprised to have won. We just wanted to show well, and never thought we'd win it. We did do our very best, and we were well prepared and knew what we were doing. We have excellent quality equipment that is maintained and tuned well.

Nate will surely be back with a vengeance next year. Derek's Chevelle will be done by then. The guy with the Camaro convertible has been trying for years- he'll probably be back too. Jeff Schwartz brought a freshly-finished Chevy II and it had some new car bugs to work out. He's won before (twice I think) and he'll probably return as well.

One person who will not return is me. I reached my goal and I want to see others fight for this title next year. It's a very cool competition, and I look forward to just being a spectator instead of stressing over it like I did this year. I'm honored to be the first station wagon to ever win this deal, and the first home-built car to win in a long time.

[Yelcamino]

It sounds like your win was well deserved Scott! Congrats again!

[SRD art]

Thanks for the great write up! Sounds like some serious effort has gone into your car. I admire it ALOT. I love the fact that there's way more to the package underneath the somewhat subtle exterior. Don't get me wrong, it looks great but I never would've guessed it was as aggressive as it is.

As I've planned out my wagon's combo I've watched several videos of high hp cars that seem to not do so well in the autocross because they're basically overpowered for a short/ tight track. I came to the conclusion I should focus more on suspension and my driving and maybe just shoot for 300-325 ponies & 350-375 ft lbs to the wheels to avoid tire spin. I'm collecting parts to build a Tuned Port 406 small block to accomplish that. On the other hand I could easily install my Nova's 406 that's been dynoed at 562 hp and 511 ft lbs at the flywheel if it would be a benefit.

What's it like driving an autocross with that much power? Do you find you have to hold back on the throttle? Any advice for a newbie about my two options? Thanks, and sorry to barge in on your celebration thread, just sounds like you're a man of experience...

[Scott Parkhurst]

It's all good SRD, and I'll gladly share what I can if it'll help you.

My engine dynoe'd at 545 hp (@6,400) and 500 ft-lbs (@4,600) so our powerplants are comparable.

Also, I have to say, I'm not a great autocross driver. Not by a longshot. I'm learning more every time I make a lap, but there are many others here who are much better qualified to speak than I.

Autocrossing with a T56 is 'simply' a matter of figuring out what gear you wish to run in- 1st or 2nd. For this tight course, it was all first gear. At Heidts' event in Joliet the week prior, it was 2nd gear. You have the potential to spin the tires at will, but that's rarely the fastest way around a corner, and it's certainly not repeatable or reliable enough in most cases. But, you have to know where the limit is and how to approach the really tight turns. If you're on the brakes when you enter a tight turn, the front tires will probably push from all the vehicle's weight being transferred to them. If you're accelerating, you might kick the tail out. You want to find that nice balance on the edge of what the car can do and then hit that speed every time.

On this tight course, I found speed by stabbing the brake pedal before entering the turn, and then easing into the throttle to get around it. At such low rpm, power doesn't matter- just give it what it can take. It won't be much. Rolling into the throttle as the corner straightens out is typical fast driving stuff, but learning how fast the next corner can be challenged at, and how to set up for the turn (or 2) after that is the real key to gaining speed on an autocross. You can look at a corner, walk the course, go over it in your head a few times...it all helps...but until you're out there in the car, you just don't know how it'll be.

One thing is for sure- I am a big fan of chalk lines outlining the course. We didn't have those at RTTH and I had trouble finding my way around that course. We had them at Heidts and it was easier for me. At some events, its impossible to lay them out since you have the option of entering a slalom from the left or the right, but where they can be laid out, I sure appreciate them.

I don't know if that answered your question, but I prefer having a bigger power engine as long as it performs well in the low rpm ranges autocrossing is done at. Mine doesn't stumble or miss down low (even with the big solid roller cam) so I'm fine with it. Power is linear and instant, so it works fine for me and is predictable. Of course, if the driver is really aggressive, control will have to be sacrificed and that happens often. Smooth is fast...but I have to admit...aggressive is really, really fun sometimes. In a situation like RSE or many of the P-T events where you have as many runs as you'd like, it's okay to throw one away and really get aggressive. In the SCCA autocross I did with Derek, we had 4 runs- that was it. Every one counted and was important, so you didn't want to throw any away. RTTH was like that too- runs were limited so everyone could get the same amount. You can't afford to sacrifice one for fun in those situations.

You'll have to ask Nate how it is with his turbo setup- I'd be concerned about boost coming on at odd times there, or lag holding you back. But I know that can be engineered out, too. He ran really well so I know he's got it figured out.

[protour73]

WOW!!!! Scott you kicked some serious azz!!! You had a great crew chief in Scott as well. I'm really happy for your success with the long roofed beast.

[mpozzi]

We are quite proud of you and your success with that uberwagon. Congrats again on a job well done.

Mary Pozzi

[brans72]

This right here is reason I wanna move to MN besides my wifes family! Nate are you related to a Andy Shaw out of Foley/St.Clound area? Also dig the recent write up on your car Nate seems clean and thought out well.

[SRD art]

That's great advice. I've seen a lot of high power cars blip the throttle then coast for a bit, blip then coast. Seems to me a car with half the hp that stays near the torque peak for the whole run would be more effective. Even my 180 hp 305 broke the tires loose a time or two hammering it around a tight corner. Can't imagine trying to keep 4 times that under control. Would also seem if your car makes 800 hp at 6000 and only 250 at 2500 where you're keeping the rpms in effort to keep the tires planted you'd be more effective in just building a car that makes a peak 300 hp at 4500 and run the course hard in 1st gear. Last SCCA event I went there were some stock Miatas kicking tail. I dunno, just trying to take it all in...

As cool as it looks drifting seems to be the slow way around the track. ;)

[tazzz25906112]

Alright Scott way too go buddy....

[Scott Parkhurst]

http://www.flickr.com/photos/1192966...in/photostream


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Chassis Dyno pull-

A little rich to be on the safe side! LOL!!! Think there might be a little left in it? Looks like a Diesel. Haha!

579 hp/594 tq on this 4th gear pull to 6,500 rpm. Turn it up to hear the music...

[SRD art]

That's impressive! Any guess what it'd do if you leaned it a bit out and got it dialed in? Think you could push another 20 ponies out of it?

[Scott Parkhurst]

Ben-

I have no doubt it'd pick up 20. Bottle pressure was 900- It could easily go to 1,000 psi with the tuneup we have in the car now. That would lean it out only by adding more nitrous, and I'm sure it'd push more than 20 more horses. I'm in no rush to push it to the edge. I have nothing more to gain by doing so. I will hit the bottle again the next time I go to the dragstrip or make a 1/2-mile high speed run. I have no firm plans scheduled to do either at the moment, but I've done both before and won't hesitate to do either again.

The car ran 12.42 @114 in the 1/4 mile with the existing street tires, a lesser fuel system, a smaller carb (680 cfm vs. 750 cfm now), and lesser headers and exhaust (shorties with an H-pipe, vs. the Tri-Y long tubes and X-pipe under the car now).

In the standing start 1/2-mile run (also with the smaller carb/lesser exhaust setup) the car touched 130 mph.

I'm hoping for 11.50 in the 1/4-mile (the limit I can run without rollover protection) and I'd love to crack 140 in the 1/2-mile. With the nitrous flowing and the other upgrades, I think it's entirely possible to reach those performance goals, if not more.

We're also looking at possibly upgrading to coil-overs in the rear. This will add more adjustability and allow for some spring and ride height experimentation. But first we'll have to upgrade and strengthen the factory shock mounts. As anyone with an early Chevelle knows, the factory upper mounts simply aren't up to the task of supporting the weight of the car- especially in performance driving situations. We'll take care of it.

Additionally, the Nitto 555 tires on the car now have a 300 treadwear rating. The limit at the events we attend is 200, allowing a stickier tire than we've got. The smallish tires we have now (235 in front and 255 in the rear) could certainly benefit from a stickier compound. I love the 17x8-inch wheels I have now, so I don't anticipate getting wider tires...so stickier would be better. I'm looking at Nitto Invos and NT-05s now, but I'll keep the 555s through this season anyway. They've still got plenty of tread on them now.

[LS1NOVA]

Im thinking NT05 too. Have you ever done the Amery WI autocross? Its the normal autox and then a 1/3? mile top speed run at the end. Sounds fun, as my car hits 133 in the 1/4.

[Scott Parkhurst]

Nate-

We've heard about the Amery deal, but we haven't done it. We did the Lacrosse, Wi autocross deal a couple years back (with Derek) and it was really cool. Let's stay in touch about that- it'd be fun to go together!