Headed to MIR as long as the weather holds. It's going to be unseasonably warm around here and get into the mid-70s, but some chance of rain still in the forecast.

The only changes expected since going to Capitol a few weeks ago would be showing up w/ about 1/2 tank less fuel (~ 1/4 full) and, maybe, dropping in a Hellcat air filter element to replace the more restrictive OEM 392 filter.

I expect the car will be slower in this weather and might be a long shot to see another 11-sec ET slip. However, what I'm hoping is that MIR's track prep is better and I can get some consistent passes this time. Capitol was simply hit-or-miss on the car hooking up with the factory 275/40R20 drag radials.

I hope you get to go !!!! most important is to just have fun

will you be leaving on Trans brake?

Also I did the Hellcat air intake and dropped the intake temps on average 10 degrees. when its cooler out the average is greater.

I actually want to find a kit that combines both headlight inlets to one tube then into intake it might help.

Good luck and keep us posted

Warranty: Void

Have fun

hi Zippy,

I know or think you are joking but the factory actually wants the 1320 taken to the track. they want you to join forums and talk about the performance. when I bought mine it came with a one year ihra subscription and some other stuff I never used.

its crazy to wrap your hands around "they want you to race them at the track and report on there blogs.."

Crazy world

Yes, I was kidding around.

Customer word of mouth and forum posts are better marketing than anything from corporate!

At this point I'll be sticking w/ foot-braking the car, instead of the trans brake. I ended up using 1500 RPM the last few passes and will start there, again.

I want to get my burnout technique down since I wasn't consistent the last time and believe that affected my launch consistency. I think I got it figured out the last couple of passes at Capitol...

I need to work on the tree... desperately.

But I need to be on a track that will let me do all this without wondering if I'm gonna hook or spin on back-to-back passes. So, I'll drive the 80 miles southeast to MIR and should be in better weather than is forecasted should I stay home.

Yep, a local guy here drove his Hellcat into the dealership on slicks with burnout rubber on the rear quarter panels.

They replaced the blower on it under warranty.

I figured you were, you are one of the good guys on here...

Good luck and have fun Brad!!

Dont rev it over 4500 during burn-out, not sure about the newer ones but the older 392 cars use to retard the timing if you did that and your ET would suffer

I don't believe that's a problem for a 1320 in Drag Mode. My burnouts go way past 4500 RPM and I didn't see any difference between runs, except the one time I didn't realize I had taken it out of Drag Mode by accident. The shift point RPM dropped significantly and the shifts themselves were noticeably softer resulting in the MPH dropping off compared to other passes.

Its been years now, I think it was actually hitting the rev limiter by accident during the burnout that retarded the timing enough to ruin your run. I'll have to dig back in the archives to see what it was exactly, it was found out by a viper tech that had one of the quickest 392 cars after they had just come out.

Good Luck .... I still find the fact that you can buy a new car drive it to the track and run that fast fascinating .. the fact its a Mopar is the best!

You may be on to something; more later when I get a chance to post today's results. Thx

Opening Day T&T at MIR

Car passed 1,000 miles on drive to track

3/8 fuel tank

1) 11:42 AM
RT .059
60 1.807
1/8 7.870 @ 89.90
1/4 12.238 @ 112.12
DA 1172
Notes: Fr 42.5, rr 20.0; 1500 launch
Comments: No spin, but car felt a bit "flat"

2) 1:27 PM
RT .076
60 1.774
1/8 7.776 @ 90.76
1/4 12.106 @ 113.09
DA 1424
Notes: Fr 45.0, rr 20.5; 1500 launch
Comments: Better launch

3) 3:30 PM
RT -.132
60 1.753
1/8 7.729 @ 90.77
1/4 12.058 @ 113.09
DA 1696
Notes: Fr 49.0, rr 21.5; 1500 launch loaded up against converter; swapped from std to Hellcat OEM air filter
Comments: Best pass of day, although I went red big-time

=> At this point I must note that my burnouts have been taking the car well into the 6K+ range even upshifting multiple gears <=

4) 5:11 PM
RT .167
60 1.774
1/8 7.807 @ 90.10
1/4 12.165 @ 112.36
DA 1633
Notes: Settings unchanged from run #3; 1500 launch loaded up against converter
Comments: Lost a full tenth and MPH down both 1/8th and 1/4

5) 6:29 PM
RT .070
60 1.855
1/8 7.921 @ 89.76
1/4 12.300 @ 111.75
DA 1437
Notes: Settings unchanged from run #3, 1500 launch but NOT loaded up against converter
Comments: Spun and wheel-hopped for the first time today

Brad,
One trick you can do is to pull fuse 31 between runs (under hood fusebox). This is the fuse for the PCM, and will allow the computer to re-set the fuel/timing trim.

It doesn't always make the car quicker (although in my case it would), but I found it to make the car MUCH more consistent.

Yep, I see people talking about pulling the PCM and TCM fuses to get the "learned behavior" to reset. That's where I was going with my comments, so we're on the same page.

Also, I consolidated the results of both track days plus added corrected ET & MPH to standardize the runs as much as possible.

Brad - what have you found to be the best burnout method - are you shifting it yourself or leaving it in drive during the burnout ? burnout consistency has been an issue with mine - the stability control seems to take over sometimes in drag mode. These cars really love the low air density

I thought the best approach was to use the line-lock and shift manually 1-2-3, then roll out of it. But I was regularly going 6K+ even shifting quickly. The last time I left it in D and it didn't really make a difference with the RPM, other than shifting by itself into higher gears than 3rd. Seems like if I don't go WOT that the car gets bogged down too easily during the burnout and makes being consistent difficult.

The one advantage I've seen from not using the line lock (foot-braking the burnout) is it seems easier to keep the RPMs under control with that bit of extra drag from the rear brakes. But I don't want to toast the rear pads & rotors prematurely doing it that way.