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Lazzat Strip Challenge 3-2004 - 25/7 There were two weeks between Lazzat Strip Challenge part 2 and 3. That gave me some time to look into my engines condition. At Lazzat Strip 2 I barely managed to get to the finals, and the middle 13-passes at least didn't impress me. I had lots of boost, but the power was just not there. I decided to take one weeks vacation from work to get enough time to sort out what was wrong. The only remaining problem was how to find out where my power was hiding in the engine. Instead of trying to sort it out on the street with fear for my life, I decided to book a dyno. not so much for the readings, but alot for the safety compared to the street. A funny detail was that the dyno was situated right beside the dragrace track Tullinge. I got time for the dyno at thursday the 15'th of August so the week was mainly spent on sorting out all those small little byt still anoying things, like the problems with high revs for instance. I replaced all four coils with a set of used ones, that I knew were working. The difference was amazing so things like that was done during the week before it was dyno-time. At 09:30 thursday morning we lowered down the Wok into the rolls and after running the engine to operation temp we got stunning 80 Kw... ...on the drivewheels, but still. :/ The guy that managed the dyno took care of the running of the car, while I took care of the programming of the Autronic. I have to say it went pretty well apart from the fact that the manager said that he wasn't too sure of that the engine would hold on for much more revs than 6000 rpm. I told him to stop kidding and floor it. We got aprox. 150 Kw on the drivewheels at 6000 rpm, but I knew the car accelerates fine to at least 7000 and sometimes to 7500 too so I just told him to floor it, and so he did. We almost reached 7000 rpm when a piece from the cylinder head between cylinder 3 and 4 melted. Not that I got at all surprised, but it was truly a bit disapointing. The goal 220 Kw+ was not reached by far. We reached 150 Kw at the drivewheels and if calculating with 22% lost in drivetrain we get 183 Kw (248 Hp) but those figures were at 6000 rpm, so I'm not completely disapointed. I know the power is there. It's just that I didn't get any proof for it that bothers me. At the time being power was not at the top of the agenda. Now we had to get back to the garage and check how much damage the engine had taken. The cylinder head was as I mentioned broken, so I dismanteled it and got hold of a nice guy that could weld it together until friday. Then we took out the rest of what was left of the engine and dismantled the block. The block was slightly damaged too, so I had to get it clean for grinding. At Friday lunch I picked up the head and went to a grinder that made sure both the head and the block was clear of damages. Friday evening I spent puting crank and pistons back in to the block. Saturday I put the head back together with new seals and I also grinded the valves. Put it back on the block and I also mounted flywheel, clutch and gearbox. Sunday I lifted the whole package back to the car, but I was missing the sump pan gasket and when I had the engine apart I took the oil pump apart so I had to wait until monday to get those two gaskets. Put the final gaskets back on monday evening but I had decided to releeve the oil pump from the weight of the oil pressure switch by conecting them via a high-pressure hose. The hose I got didn't fit so I couldn't get that right until Tuesday. Many small but essential things made me wait until Wensday for first startup. It started like it had never been apart and sounded verry nice indeed since I hadn't conected the exhaust system. I made a quick desition of making a sports exhaust as short as possible and with sidepipe. The MIG broke down when I was half finnished, so I had to wait yet another day to get parts for it. Thursday I finally got out of the garage, but it was verry late so I just checked that everything seemed ok. Friday was supose to be the day for testing. And so it was. No matter what I did I could not boost more than 11 PSI. The engine ran well, but it was far to slow for my taste. Took the turbocharger to a turbo expert on saturday afternoon so that they could have a look at it, but they couldn't find anything wrong with it. We got adviced to search for leakes and when looking for it I found it fairly quick. Back on the road to see if it was the right one, and yes it was. Now I got 24 PSI boost as I usually get. With no grip with the front tyres even on fourth gear I returned happily to the garage and started to load the Wok on my transporter. Sunday 25/7 06:30 Woke up like if I had ben sleeping for ages. Me and Elmer had agreed to meet up by the garage at 06:00 and now I was still in my bed, with three bells ringing, two telephones AND my front door was on its way of being broken down. -Shit! Late for race! Quickly Elmer drove me to the garage and we got going towards the track straight away. Even though I oversleapt we were only half an hour after scedule wich was good. The weather was at its best, and it was one of those days you feel things are going to go youre way... I drove in a class for "FWD's only-then-do-whatever-you-like-to-go-fast" sort of class. There were 13 others in that class and in total there were 121 cars and bikes present. The perfect weather made many to come and wach wich always are nice. In my first qualifying round I accidently got in fifth gear instead of third, and since it was just a qualifying round I shifted very gently back to third gear... The clock still stopped at 12,42 -New personal record with a missed gear. People started speculating if I was able to improove or not, but since I knew I missed a gear at that run I also knew I could go faster. The only question was how much faster... The second qualifying round I got all gears in the right order and the clock stopped at 11,93. I didn't even get off the track until my cellphone started to ring. At that time I thought I had run 12,2 or something like that, but when I got off the track and got off my helmet a friend at the start told me how fast I ran. It fealt pretty unreal. So I have built the fastest ET in the world now? WOW! Since I was afraid the gearbox would brake down I didn't dare to go for the third qualifye. I was on second place after a VolksWagen Golf type 1 that ran 10,26 during the qualifye and the guy on third place ran almost one second slower than me so there were no idea to keep on qualifying. Instead I saved my selfe for the competition. First round in the competition I got a solo so I took the oportunity to wach the AF-values real close instead of just getting over the finnishline. I ran 14,1 - 183. Impressive speed when concidering I had 186 on my fastest run ever. My fastest run ever, and as far as I know anyones fastest run with any N12 ever was against my second oponent. He ran a high 13 at the qualify so I didn't really see him as a threat but I was pretty interested in backing up the 11,93. I did so and added some. 11,72 - 186! I didnt belive it, my oponents didnt belive it, gosh my mom hardly belived me when I told her, but some things are just not too good to be true. The worlds fastest N12 with E15ET engine is from Sweden! Who would have guessed so two years ago? Anyway, for my third pass in the competition I ran against a Fiat Uno Turbo. That was no threat either but for some reason I dropped off just as I entered stage. I managed to reduce the jump until the starter pushed his button, then I rolled out of stage 0,058 seconds after the starter pushed his button. That is luck! I aimed to back up 11,72 but I ran 11,92. Thats still faster than the MRD Pulsar at the Australian top ten list. In the final I was supose to race against the 10-second Volkswagen but they experienced problems with their cluch so I got a solo. I did my best to set a good time at the end of the day and made the clock stop at 11,80 with 182km/h. It seems when looking at the speeds as if I have not too much hp's but I use those I have well. When I ran 12,49 the year 2002 I had 180 km/h at the finishline, and with almost one second faster time now but only 6 km/h faster means that I drove like miss daisy 2002 or that I drive like a king now... I prefer to think the second alternative... =) After the finals everyone was able to take an extra test run but during the day I got my coolant system abnormaly pressurized, and at the final I had excessive smoke coming out from my exhaust pipe so I chose not to push it. Picked up the largest price and went home instead. Monday 26/7 I dismantled the head and discovered that I had mounted the valve seals a week ago wrong. I'm usually take care to do those kind of things properly but now 5 out of 8 were damaged and the head gasket hadn't sealed as it should either. Tuesday I spent doing anything but being in the garage but on wensday I put the head back together and mounted it back in the car. The head gasket I used last week looked a bit odd, but I used it anyway. This one I mounted yesterday looked more like they should, so hopefully it will work better this time. Next competition is at the same track, Tullinge Raceway, the 7:th of August, but I have plans to go to a track test just to see how extreemely dragrace the car really is. (or not) |
 11,72 - 187! 6,99 Mb |
 11,80 - 182! 7,4 Mb |
Qualifye. 12,42 and 11,93
Comptetition:
If you click here you will get directly to an online updated list of participants
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Foto: Markus Ek www.mek.nu K Lindström John Edvardsson www.lazzat.se Film: Sundis www.speedlife.se |
