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Thread: Your guide to drag strip success w/pics.

  1. #1
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    Default Your guide to drag strip success w/pics.

    Be warned, this post may offend.

    Feel free to skip the rant section and go directly to the how to.

    Quote Originally Posted by RANT
    I’m going to address a very serious problem in the Supra community; the quarter mile. Whenever supra owners go to the track, they suddenly become half retarded monkeys that can no longer figure out how to drive. I maintain that Supra owners are the worst drivers of all automotive enthusiasts. And what happens when a Supra owner does shitty at the track? They blame everything but themselves. I’ve got news for you jackass Vettes, Cobras, RX7s, 300ZXs, none of them seem to have issues launching their independent rear suspensioned car. Hell, damn front wheel drive Hondas launch better than most supra owners, and they bitch about it less! An IRS is not an excuse. Many domestics have hundreds of pounds on our cars, yet they run faster with less horsepower. Weight is not an excuse. Its your own damn fault for thinking you could hook by just dumping the clutch on a dropped car (with lots of negative camber) rolling on small side walled 18s with street tires that you did a burn out on.

    You don’t need 600 horsepower to run 11s. An other car in the world would be DEEP in the 10s with that much power. Hell, it should only take you mid 300s to run twelves. The next time someone posted about how they ran a 14@110 mph, I was going to drive to their house and punch them in the neck. So I had to make this thread. I’m sorry, but it’s fucking embarrassing when at the national meets our cars are running 13s and 14s. If you wonder why our cars get no respect, it’s because you monkeys make sure no one is afraid to race us. My stinking bolt on Integra GSR would eat most of the BPU MK3s on this board alive at the track. That’s just sad as hell because that car is slow as shit.

    If I offended you, good. Maybe it will motivate you to prep your car. Take this criticism and use it to fuel your rage. Turn that rage into making your car perform. The dark side isn’t that bad.


    Concepts:
    When you launch your car from a stop there are two main things going on. Transfer of weight from the front to the rear and then hooking. If you want a better launch, you need to optimize both of these.




    Manual Transmission specific section:

    Working the Clutch:
    There simply is no excuse for the “bog” or “sit and spin” if you’ve driven your manual car for more than a month.

    Every single day you can get tons of practice launching. Every single stop light, every single stop sign. I’m not telling you to stage like you’re at the track and try and burn rubber like a madman. I am telling you to figure out what your clutch setup likes. You can launch hard and still be perfectly legal on the street. You drive your car, so get to know how it drives.

    Most of the time, launching at the track is just like regular driving. The speed that you release the clutch pedal during normal driving, is the same speed you release it while launching at the track. Thinking you have to rev and then just dump the clutch is why people sit and spin or bog. Bring your revs up high, and release the clutch the same speed as if you were easing away from a stop light. This works with most clutch setups. But like I said earlier, get to know how your car launches. You should know how to work your clutch for good launches before you ever goto the track.

    Boost from the line:
    Boosted Manual cars have a big disadvantage at the track. No boost from the line. This is easy to cure. It’s called a two-step, or rev limiter. You step on the gas and the two-step will artificially limit your revs at a lower level (you usually set this at your launch rpm. You should know your launch rpm because you have practiced and know what works). This loads the engine and you will get boost. Launch and shut off the two step. There you go, manual car with boost from the line. It can mean the difference between starting out with over a hundred or more horsepower from a turbo that’s actually spooled up.

    If you are serious about dragging with a manual, you need to get a rev limiter/two step.

    You can get it running with the MSD PN 6215, Dis-4. It will also require 2 of the PN 8912 Adapters. Theres another one that works but I cant remeber it right now. I'll put the info in when I remeber it.

    Here's what a 2step sounds/looks like if you have never heard/seen one. It basicly just sounds like hitting the rev limiter like normal. This is duane building boost at the line and whuppin a mk4. http://media.putfile.com/11supra


    Power shifting
    WARNING – This can fuck up your tranny with a quickness. But if you just need that extra 0.1-0.3 you can do it.

    Power shifting is when you keep your foot planted on the gas and barely, barely, barely, touch the clutch pedal just to release the clutch, then jam it into the next gear with your foot already off the clutch pedal. It is very fast and will keep your turbo spooled. But it’s rough as shit on the transmission.

    I personally don’t recommend it because to me a grenaded tranny isn’t worth a time difference that could be attributed to standard deviation anyways.


    Automatic transmission specific section
    Stall, Stall, Stall. Get a high stall torque converter. This is standard practice for EVERYONE IN THE WORLD but us it seems like. I can count on one hand the auto guys on this forum that have a stall. That’s sad as hell. For 200 bucks people cant be bothered to get something that can potential drop their quarter mile time by almost a full second.
    There are more places that can do our stalls, but this is all I can remember right now.

    www.phoenixhardparts.com
    http://www.hughesperformance.com/
    www.soundperformance.com
    www.levelten.com
    http://www.ipttrans.com/toyotaauto.shtml

    Phoenix Hard Parts and Hughes can rework your stocker to a high stall unit for ~200 bucks. The performance vs price for a stall is better than nitrous.

    Just go get a stinking stall already. Launching with tons of boost from the line is heaven. Laugh at all your manual friends as you leave them in the dust.


    Suspension set up:

    Sway bar / End links:
    I keep saying this but people aren’t listening. When at the track, disconnect the front sway bars. This goes back to the original concept that I talked about earlier. Transfer of weight to the rear of the vehicle. With the front sway bar disconnected it allows freer movement of the front suspension. Lets weight shift occur easier. Disconnecting the front sway bar is de facto standard in pretty much most auto enthusiast groups aside from the moron import crowd.

    Don’t drive to the track with them disconnected though. That wont be fun. Also before you do this at the track, disconnect them once or twice and drive around your neighborhood to get a feel for what its like with them off. You don’t want to get squirrelly down the track your first time with them off. Know how it drives.

    With adjustable end links it’s makes unattaching the front bar a breeze. Just disconnect the lower tie on the tie bar. It also allows you to adjust your rear sway bar to fine tune your launch. There are one or two places that sell them I think. Or you can just make your own. I made my own as seen below:



    Camber:
    If you dropped your car, you now more than likely have negative camber. When you launch an IRS car, the camber moves to the negative. If you are already there, launching just makes your tires have a small little contact patch. This is a big reason why you dropped folks launch so shitty. Yeah your JDM dorifto million degrees of negative camber crap looks cool (to you), but it sucks for launching. Dial in a degree or two of positive camber before you go to the track. When you launch you ideally want zero camber, a flat contact patch. So if you are just a degree or two positive before you launch, when it squats you zero out. Perfect.
    Where do you adjust it? Right here. See how easy it was to find it?


    When adjusting the camber you also have to adjust the toe in to go along with it. Here's how to adjust both.



    Trailing arms:
    These are actually one of the very few weak links on our cars. The trailing arms bend pretty easily. Bent trailing arms = wheel hop. Not good. Three places sell replacement trailing arms. Carbonfiber FX, Suprasport, and A1 Racing. Or you can just take them to your local muffler shop and have the dude there weld on additional bracing for like 20 bucks. The A1 Racing trailing arms are great because they are adjustable. Preload and launch tuning baby.

    Make sure that your trailing arms are squared away before you goto the track.


    www.suprasport.com
    www.carbonfibrefx.com
    www.a1racing.com

    Shocks/springs/coilovers
    This is really something you just need to adjust and test for yourself. For some people hard front soft rear works better for them, for others vice versa. There are just too many different combos to tell you exactly what to do. I will tell you not to go full hard all around. It goes back to the original concept. You want weight to be able to shift to the back, then you want to hook.

    Try starting out with the front abit harder than the rear. Then work from there. If you mess with the ride height, make sure you adjust the camber.


    Rims and Tires
    Sorry, but those low profile 17s,18,19s just aint gonna cut it.

    The second part of the concept is hooking. Without decent tires, the best suspension in the world won’t mean crap. If you are serious about dragging, you need to go back to 16s or ideally 15s. You just cant get good drag tires in 17+.

    Spend the 300 bucks on some nice fat quality drag radials or slicks. Only run them at the track. If this means buying an extra set of rims, then so be it. Some 235 slicks will hook better than some 315 street tires. So just drop the coin.

    Nice big sidewalls are what you want. This allows the tire to flex and hook. Check the drag racing section to see what kind of success people are having with certain brands and certain compounds. If in doubt, go stickier.

    If you have to run on street tires, don’t do a burn out. Street tires don’t work like drag tires. Getting them hot makes them slick. Just a quick spin to get the dirt off is all you need. Also, DRIVE AROUND the burnout box. You’re not doing a burnout anyways. By driving through it you’re just sloshing water into the staging area and making your tires even slicker.

    www.discounttire.com
    www.tirerack.com
    www.discounttiredirect.com

    Tire pressure
    This will vary by the tire, so it’s abit of experimenting with this one. First off over inflate the front tires 8-12 psi. Over inflated = less contact patch = less rolling resistance.

    Now to find the sweet spot with the rears. Have them inflated to their full pressure. Right off the bat you can probably drop them 5psi. Now go take two runs and then drop them 5 more psi. Rinse and repeat until you get really good 60ft times.

    With manual cars your rear pressure will be lower than on auto cars because the shock to the drive train is more. So you auto guys wont need to drop your psi as much.



    Gearing:
    This is what should be another de facto upgrade. Everyone but our community does this off the bat. If you show me someone that says short gears are unusable with any decent amount of horsepower, ill show you someone that doesn’t know a properly set up suspension from their own asshole. I have heard too many people say to stay away from the 4.3s because they are just spin fests. If someone tells you that, dont listen to any of their advice again; they just let you know they don't know shit.


    The domestic 1/8 mile guys run gears in the 6.x range with more horsepower than anyone on this whole board makes. Yet they have no problem hooking. It’s called proper setup and good tires.

    Here are our choices: 3.7, 3.9, 4.1, 4.3. If you want to go faster in the 1/4 mile, you need a higher number. If you have a 3.7 try going up to a 3.9, if that’s not enough try the 4.1, etc. etc.

    The main point of concern is if you are a manual. You might have issues where you are redlining 200 ft out. Not enough time to shift, but coasting will just kill your times. In this situation you might want to step back a gear. OR get some taller side walled tires. A simple taller tire change can cure those shifting blues.

    Going from 3.7 to 4.3 is a tremendous difference and your times will reflect it.


    Weight:
    Every 100 pounds lost = 0.1 faster in the quarter mile. With our portly cars, that’s means you can potentially go much, much quicker by shedding some weight. It also explains why your car with the mad tight system with four 15in subwoofers is so slow. Take that shit out if you’re going to go to the track.

    All weight loss is not good weight loss though. If you only remove weight from the rear of the car, you wont be able to hook. You do need weight over the tires to make them hook.

    When removing weight, try to keep it even or take more weight off the front. Our cars are nose heavy anyways, so try and work up there. If you can move things to the back, do so; such as the battery.

    Also remember that every 1 pound of rotational mass = 10 pounds of static mass. If you go from the stock 28 pound drive shaft to a 15 pound one piece steel one, it’s like you removed 130 pounds from the car’s frame. This is another reason why you shouldn’t try and drag with those heavy ass 18s of yours. Get you some nice light rims.

    Cheap trick-- If going to the track by yourself, take out your driver's side seat completely. Put the passenger's in it's place. Instant 80 pound weight loss.
    Last edited by outofstep; March 14th, 2006 at 09:47 PM.
    poop

  2. #2
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    Default Re: Your guide to drag strip success w/pics.

    At the Track
    Keep your car off as long as you can while in the lanes. Heat soak is not your friend. Ever wonder why some people push their cars while in the staging lanes? Keeping them cool by keeping them off.

    Pop your hood while in the staging lanes, let it get nice and cool in there. Just make sure your hood is nice and securely closed about 3 cars prior to running.

    Like mike said, while driving back to the staging lanes after a run; have your heater on full blast. Keep that heat out of the engine bay.



    Those sneaky tricks:
    Bring a spray bottle of rubbing alcohol. While in the staging lanes spray down your intercooler, hard pipes, and intake manifold. It’s great for cooling things with a quickness.

    Most tracks do not allow ice baskets. So what you can do instead is get those blue cooler deals. You know, those little blue things you stick in the freezer and use to keep your food cold when you go to a party/camping. Get you a nice waterproof cloth bag, cut open and dump the contents of the blue freezer deals into it. Sew it shut. Throw it in the freezer. You just made yourself a frozen intake manifold blanket. They actually sell this exact same thing for like 200 bucks but you made it yourself for 25. If you have any craft skills you can custom make it to your intake manifold. Or just go generic blanket style. Your choice.

    Don’t want to spend the cash on a C02 or N02 intercooler sprayer? Just get the bottle then and some extra tubing. Make sure you hold the bottle upside down, point the tubing at your intercooler and spray away.

    Here’s one from mike. Stage shallow. Just barely get the all good lights to come on. That way you’ll be rolling before you break the track lights. You know, kinda cheating but not really? Haha.

    Here’s another one from mike. Clean and wax your front bumper, hood, roof. Wind drag goes up cubed (or is it squared? I forget) after 60mph. I don’t know about you, but I go abit faster than 60mph in the quarter mile. Less drag = faster times.

    Over all:

    It should take very little work to get your car fast. It’s just a matter of doing it right. Get your suspension set up right, get some good tires, practice launching. This 14 second BS is killing our reputation. Get a stall, drop some weight, use some of the hints. BPU MK3s should realistically be in the 12s, they make enough power and are light enough to be there.

    If you want more drag racing hints, visit some domestic board. Whatever you do, don’t listen to other Supra owners. They have proven they don’t know what they are doing.
    Last edited by outofstep; March 11th, 2006 at 12:56 PM.
    poop

  3. #3
    I hate Tires
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    Default Re: Your guide to drag strip success w/pics.

    hey out of step i might have one i dunno if this would apply to the supra though. have you ever heard the trunk spring trick that muscle car old heads use. they disconnect the springs to there trunk so that it doesnt trap weight of the trunk at the "top" of the trunk. by disconnecting it drops the weight of the trunk over the back of the car. i dunno if i explained that so good haha, would that work on the supras with out the air shocks cause are hatchs are real heavy with out them and im sure it will trap alot of weight over the rear axle instead at the top of the window

  4. #4
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    Default Re: Your guide to drag strip success w/pics.

    You mean change the connection point to force a weight distribution change?

    I wouldnt think that would change very much becuase the hatch rests along weather stripping all the way around. So the weight distribution is already spread about the edges.

    I dunno. :shrug:
    poop

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    Default Re: Your guide to drag strip success w/pics.

    Quote Originally Posted by outofstep
    You mean change the connection point to force a weight distribution change?

    I wouldnt think that would change very much becuase the hatch rests along weather stripping all the way around. So the weight distribution is already spread about the edges.

    I dunno. :shrug:
    yeah im not sure that it works also i just hae alot of muscle car friends that do it and have tested it with results. i live in a town with alot of old head muscle car guys and rat rodders and such and they all swear by it, just thought id share

  6. #6
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    Default Re: Your guide to drag strip success w/pics.

    Damn, I'm freaking KILLING myself laughing here. Dead on target on all points though. Rarely have I seen worse times from cars with similar power / weight characteristics.

  7. #7
    pearl white
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    Default Re: Your guide to drag strip success w/pics.

    i kinda felt the same way about all the 14s. everybody was starting to make me feel like my car just seemed fast but i swear with bpu you should be in the 13s.

  8. #8
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    Default Re: Your guide to drag strip success w/pics.

    Very good post.

    i learned something about the camber, i never thought about that before.

    :-D *thumbs up*

  9. #9
    88 supra turbo 5spd
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    Default Re: Your guide to drag strip success w/pics.

    good post i myself have only been to the track 2 times and made several of these mistakes but i'll know next time. thx
    BOOST!... and you thought crack was addictive!

  10. #10
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    Default Re: Your guide to drag strip success w/pics.

    Awesome post Outofstep. Personally I have made it a point with myself to not upgrade my turbo until I am in the 12's. And some sticky tires are definatley in order.
    Also something else that I did my last time at the track was open the downpipe. I found that this helped immensly with topend. Now my cat-back isnt the best in the world either, but my times went from 14.3 to a 13.7 with the same exact 60' time. The only difference was the open downpipe.

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