Congrats to Charles Blossom

[Jimi B]

One other thing guys. Boost means nothing to power. Airflow does. Boost is not a measurement of airflow. Its a measurement of restriction in the intake system. You take a set up and leave the boost controller alone, and change other parameters that will increase airflow and the boost level will be lower. Add lift and or duration the boost will be lower. Add overlap the boost will be lower. Make the ports larger(obviously not allowed in stock) the boost will be lower.

[Run to Rund]

Don't forget your old Chemistry course where PV=nRT. Boost Pressure P is a function of the number of moles n of air and Temperature. As you get closer to the end of the efficiency range, most of what you get is more T instead of more n. the n helps of course, but the T hurts. Presence and design of a wastegate, vs. no wastegate, and air flow capacity of the turbo matter a lot, and of course vary from one application to another. One model car may have a turbo that can do a lot more for power than it does in stock form, while another might be close to maxed out in stock configuration.

[Jimi B]

Exactly. Its not limitless power.

[GarysZ24]

Scott, I'm glad to know you still have your car, and will bring it back out to play again someday, but you (and the others) talking about turbos and altitude racing had me being thankful for "Drag Race Central". Back in 2003 at the Mile Highs I had to run class against a Turbo-charged Daytona, that in spite of his car being nearly 400lbs heavier than my car/driver combo, he plastered my car by running a 15.574 @ 85.95mph (with a .249rt), against my 16.788 @ 79.08mph (with a .061rt), against an altitude corrected DF/SA index of 16.82! Needless to say he qualified 3rd in the 77 car field, and I was 76th...the only reason I wasn't dead last was Toby Lang was there, and he wanted to be the last on the list (I know him well enough now to know that he does that on purpose, because his car is much quicker than he qualifies it, and it shows during elim's)! I wish I could be that savy to be able to do such a thing, but with a fwd stocker I wouldn't even feel it wise to try....

My point in this, is if I someday get to go to Indy my focus will not be to win class (especially since class doesn't pay but $100 to my car anymore), it would be to make it into the final 128, and I need nearly .45 sec to give myself a chance to make that work!! What I'm curious about is how could a car with a 14.13lbs per hp be able to run in DF/S anyway, when my lbs per hp is 20.09, for the same class???

[Mike Carr]

As of the Class Guide, the car received 6 HP today, giving it a weight break of 17.42, making it a natural BF/S that can run A and C now. No more D.

[Jim Wahl]

Originally Posted by Mike Carr

As of the Class Guide, the car received 6 HP today, giving it a weight break of 17.42, making it a natural BF/S that can run A and C now. No more D.

It will still run -1.70 under in C. Jim

[Ed Fernandez]

At least the car doesn't become extinct.Just make a few under hood changes.Tire and rims and voila,a daily driver.Or put a for sale sign.Low milage,driven for short commutes.

[GarysZ24]

Originally Posted by Jim Wahl

It will still run -1.70 under in C. Jim

That's fine and dandy Jim, but for you and Mike, I'm just glad that his combo can't run in DF/S anymore...if I read the classification guide right (and I'm sure I did), only the non-turbo charged 146 had a weight to hp factor that allowed it to run in DF/S anyway, so I'm puzzled as to how he got to run that class with a turbo to begin with? Well it doesn't matter for two reasons, one I wasn't even there, and two he won't be running my class with that combo anymore!!!

Oh Jim, I hope he does run 1.70 under in C, because he'll get more hp, and have to run either A or B, w/o even being able to run C again! He might rethink that ideal of yours if it's crossed his mind???

[Scott North]

Originally Posted by GarysZ24

Scott, I'm glad to know you still have your car, and will bring it back out to play again someday, but you (and the others) talking about turbos and altitude racing had me being thankful for "Drag Race Central". Back in 2003 at the Mile Highs I had to run class against a Turbo-charged Daytona, that in spite of his car being nearly 400lbs heavier than my car/driver combo, he plastered my car by running a 15.574 @ 85.95mph (with a .249rt), against my 16.788 @ 79.08mph (with a .061rt), against an altitude corrected DF/SA index of 16.82! Needless to say he qualified 3rd in the 77 car field, and I was 76th...the only reason I wasn't dead last was Toby Lang was there, and he wanted to be the last on the list (I know him well enough now to know that he does that on purpose, because his car is much quicker than he qualifies it, and it shows during elim's)! I wish I could be that savy to be able to do such a thing, but with a fwd stocker I wouldn't even feel it wise to try....

My point in this, is if I someday get to go to Indy my focus will not be to win class (especially since class doesn't pay but $100 to my car anymore), it would be to make it into the final 128, and I need nearly .45 sec to give myself a chance to make that work!! What I'm curious about is how could a car with a 14.13lbs per hp be able to run in DF/S anyway, when my lbs per hp is 20.09, for the same class???

As you know Gary, I believe your car has been mis-classfied for years. You're a trooper for hanging in there with it!

[Owen S Quirion]

I was looking through the Classification Guide this morning and was wondering why the Guide only lists the PT Cruiser GT Convertible as having the 220/230 hp version available. I noticed that Charles' car has the GT identification badges in Tom Sheehan's pictures. Maybe someone could explain the difference between the big HP version and the one that Charles ran at Indy. Is it an intercooler?