Vegas recap
Q1 we ran the back up engine this weekend because I broke the race Motor on the Dyno last week. So we had no tune up for the motor with the manifold that we run now. We maybe had 4 cylinders misfiring all the way down the track and it showed 7.06 at 196
Q2 I made a lot of adjustment's to the fuel tune up and the engine came to live and blew the tires off. Way to much clutch. The bad part about it is still couldn't work too much on the fuel because we only went one second into the Run before I lifted. So not a lot of o2 information.
Q3 we changed one of the discs in the clutch to a less aggressive disc just because the air was so bad almost 5000 feet. we only had 4 grams of counter weight. Got down ok still had some cylinders misfiring. Still had too much clutch on it but went 6.84 with some decent speed at almost 203.
Q4 made more adjustments to the fuel took more clutch out. It left okay but in the meantime the racepak v-net cable disconnected and I had no shift lights and no O2's. I bounced it off the rev limiter really bad in first gear shifted hit it again and second gear realize that I didn't have any shift lights then shifted it by ear into 4th and into 5th and went 6.86 at 202. I didn't think that was that bad of a pass because of the amount of time that I was on the rev limiter. also i didn't have no O2's because of the vnet cable disconnecting so couldn't make any more adjustments to the fuel for E1.
E1 the air was much better so I added 1.7 % to the fuel map for the weather change. I added a 1/4 turn of base to the clutch and 3 grams. I got put in lane 1 I never got a test hit in that lane because of the k&n challenge. We left higher on Sunday 7200 the car drove hard left. I had to lift for .3 seconds and I hit the chip in second gear and third gear. hard to watch for the shift light when you are trying to keep the car off the guardrail. Got it straight gas to the floor and still went a 6.75 at 204.7 all over the chip at the finish line. I'm pretty sure with all the things wrong with that pass it had a 6.69 in it. Not bad for the back up engine.
With all the things that went wrong this weekend I'm still pretty excited to head to Houston.

We are discussing plug gap with the coils and ecu you are using. Can you divulge the plug gap you run and dwell times?

Rod length, compression height, rod ratio can be adjusted for a specific stroke and deck height. Are these parameters changed or adjusted for different situations or engine design, component weights, etc., or is there a set combination that has been determined to work best in these engines?

Is longest rod, shortest compression height that fits, a standard combination?

Exhaust systems. Is there much time spent testing different configurations? Is a program like Pipemax or the Burns deal used or is there enough real world experience that the header/collector are pretty much a standard deal? 2 steps/3 steps used? Typical diameters and primary lengths?

Other than the expected things; engine, input shaft, driveshaft RPM, O2s, G-force, what else is monitored with the data recorder on these cars?

engine vacuum, 3 ride height sensors, fuel flow, 4 shock sensors,wheelie bar load sensor, and tps. I'm sure I'm forgetting a couple.

For what it's worth I'm often around WJ and Kurt

I asked him recently who to vote for in the K+N deal, and he said without provocation, you. He was very complimentary of your effort as a racer, and as a person. Anybody that's around Wj much knows his compliments are rare, and served in small doses lol.

Which are "nice to know" information and which are "can't do without"? Or is all of it important to tuning during to course of an event?