Texas Mile: this Saturday- love to meet any FD guys
03-20-11, 09:16 AM
#1
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Texas Mile: this Saturday- love to meet any FD guys
i will be at the Texas Mile sat March 26 and would love to meet anyone on the board... i will be there to check things out in prep for my 200 mph run this Oct.
Ray and i will be staying fri night in nearby Victoria at the Fairfield Inn and will be probably tipping a few.
if you are in the area PM me your cell # and would love to get together.
(o k, maybe i will be schmoozing the tech inspectors)
howard
Ray and i will be staying fri night in nearby Victoria at the Fairfield Inn and will be probably tipping a few.
if you are in the area PM me your cell # and would love to get together.
(o k, maybe i will be schmoozing the tech inspectors)
howard
03-20-11, 02:32 PM
#3
Unfortunately, Smoky isn't coming out as planned due to the unfortunate events in Japan. 
His shop is in Northern Japan btw so he has a lot on his plate right now.
His shop is in Northern Japan btw so he has a lot on his plate right now.
Originally Posted by speedhunters.com
"As you all know, Japan was hit by a big earthquake a few days ago and my company is north of Tokyo. Closer to the quake site and nuclear power plant. Until today, I was packed and still scheduled to go to Houston. I did not want to cancel the trip. It has been a very difficult few days for me because I'm was very worried for my employees and colleagues. They are scared about radiation poisoing. I should stay here with them in at this time of much trouble.
My car (the V12 Supra) was supposed to fly out of Narita Airport on Saturday evening. But because of the disaster, there are many problems with shipping now. So my car cannot make it to Houston until later. I am very sorry for this.
I was looking forward to coming back to Houston and meeting everyone again because of the warm welcome I had the last time. I was also looking forward to participating in Import Reactor and Texas mile. I am sad that I cannot make it now and disappointing everyone.
I explained the situation to John Leigh and he is very supporting. Please support him too.
When the problems with shipping is resolved, my car will go to Houston and I will come again to meet everyone.
Thank you,
Smoky"
My car (the V12 Supra) was supposed to fly out of Narita Airport on Saturday evening. But because of the disaster, there are many problems with shipping now. So my car cannot make it to Houston until later. I am very sorry for this.
I was looking forward to coming back to Houston and meeting everyone again because of the warm welcome I had the last time. I was also looking forward to participating in Import Reactor and Texas mile. I am sad that I cannot make it now and disappointing everyone.
I explained the situation to John Leigh and he is very supporting. Please support him too.
When the problems with shipping is resolved, my car will go to Houston and I will come again to meet everyone.
Thank you,
Smoky"
03-21-11, 09:14 AM
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In America we have events like NASCAR and the Texas Mile - redneck paradise
In Europe they have events like this
http://www.iomtt.com/
In Europe they have events like this
http://www.iomtt.com/
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03-21-11, 06:55 PM
#9
Rotor or no motor
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In America we have events like NASCAR and the Texas Mile - redneck paradise
In Europe they have events like this
http://www.iomtt.com/
In Europe they have events like this
http://www.iomtt.com/
In soviet russia, car races you!!
03-27-11, 09:10 PM
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i thought you might like a Texas Mile roadtrip report
fellow co conspirator Ray and HC loaded up the trusty Mazda 6 DD with all kinds of necessities, mainly the TomTom and Valentine One. and headed out for southwest Texas. a mere 1500 mile drive.
of course being high rollers we booked into a Delux-o suite at a 5 star resort near the track. if you look closely you will see the a convenient PayDay Loans nearby. i think the pool was in the rear but we didn't have an opportunity to check. note the Penske hauler parked out front.
living large in Texas
we arrived at the track, specifically the faaast end of the track, at exactly in time to see Hinson's 1400 hp Corvette run through the lights. it did exactly run through the lights. it took out the timing lights. off the track. after it had lost traction at the 3/4 mile marker, slewed right, left the asphalt for the dirt, went airborn and slowly did a half barrel roll slightly nose up and landed squarely on the pass side of the main roll hoop area at approx 200 mph. (the prior day it had done a 224 at 11 psi..)
i do not mean to make light of this event but the driver did emerge unharmed. as of this moment purely reading the public statements it is currently speculated that the driver lost traction perhaps a blown tire or oil on a tire.
this all happened exactly in front of Ray and i and we saw it develop at the 3/4 mark and watched in horror as it played out.
welcome to the Texas Mile? here are a few pics. BTW it ended up on its wheels.
there was alot of badass iron waiting for the staff to clear the debris. here's a typical entrant. two monster turbos, lots of cubes and nitrous
Diversity not only in the ivoryed halls but in the paddock... take a gander at this beauty. actually very cool underneath complete w a Pontiac 455 Super Duty. it ran 150 on saturday
this car ran like it looked. sort of yawn. no drama whatsoever at 226. that's 226 mph BTW. i am pretty sure they needed a cherry picker to install the turbo.
i really wish i could have shown the huge amount of cars in the paddock. this pic is a drop in the bucket.
there were 2 rotaries. a stockish FC convert and a zippy orange-ish FC coupe that ran around 170+ and was still brap brapping when we left. good for them.
my fav picture.
it's the track.
immense. if you watch from the start line the cars just go and go and go... note the black square markers. the first is the quarter, the second the half and so on... now look waaay down into the picture and you will see the mile marker.
so inspite of the hinson mishap i came away w even a greater motivation to be here w my weapon in october and to run the 200 number.
we left later sat afternoon and drove 22 hours straight thru back to wisconsin. i will probably sleep well tonight.
howard
fellow co conspirator Ray and HC loaded up the trusty Mazda 6 DD with all kinds of necessities, mainly the TomTom and Valentine One. and headed out for southwest Texas. a mere 1500 mile drive.
of course being high rollers we booked into a Delux-o suite at a 5 star resort near the track. if you look closely you will see the a convenient PayDay Loans nearby. i think the pool was in the rear but we didn't have an opportunity to check. note the Penske hauler parked out front.
living large in Texas
we arrived at the track, specifically the faaast end of the track, at exactly in time to see Hinson's 1400 hp Corvette run through the lights. it did exactly run through the lights. it took out the timing lights. off the track. after it had lost traction at the 3/4 mile marker, slewed right, left the asphalt for the dirt, went airborn and slowly did a half barrel roll slightly nose up and landed squarely on the pass side of the main roll hoop area at approx 200 mph. (the prior day it had done a 224 at 11 psi..)
i do not mean to make light of this event but the driver did emerge unharmed. as of this moment purely reading the public statements it is currently speculated that the driver lost traction perhaps a blown tire or oil on a tire.
this all happened exactly in front of Ray and i and we saw it develop at the 3/4 mark and watched in horror as it played out.
welcome to the Texas Mile? here are a few pics. BTW it ended up on its wheels.
there was alot of badass iron waiting for the staff to clear the debris. here's a typical entrant. two monster turbos, lots of cubes and nitrous
Diversity not only in the ivoryed halls but in the paddock... take a gander at this beauty. actually very cool underneath complete w a Pontiac 455 Super Duty. it ran 150 on saturday
this car ran like it looked. sort of yawn. no drama whatsoever at 226. that's 226 mph BTW. i am pretty sure they needed a cherry picker to install the turbo.
i really wish i could have shown the huge amount of cars in the paddock. this pic is a drop in the bucket.
there were 2 rotaries. a stockish FC convert and a zippy orange-ish FC coupe that ran around 170+ and was still brap brapping when we left. good for them.
my fav picture.
it's the track.
immense. if you watch from the start line the cars just go and go and go... note the black square markers. the first is the quarter, the second the half and so on... now look waaay down into the picture and you will see the mile marker.
so inspite of the hinson mishap i came away w even a greater motivation to be here w my weapon in october and to run the 200 number.
we left later sat afternoon and drove 22 hours straight thru back to wisconsin. i will probably sleep well tonight.
howard
Last edited by Howard Coleman; 04-04-11 at 09:50 AM.
03-27-11, 09:28 PM
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We had arrived only about 2-3 runs before the Hinson Vette accident and were pretty much standing at the 3/4 when the car lost traction, as crazy as a crash at 230-240MPH can be, the car looked offly graceful through the whole thing. I later talked to a friend of the driver's father who is apart of the Texas Vette Association and he had said that the guy was up and walking around but was still airlifted to the hospital just incase.
Didn't take a ton of pics but I'll post a few. We ended up leaving about 1:30 as we just kinda got bored and had already walked the length of the pits about 3-4 times.
Twin Turbo LSx
1,800hp monster
Didn't get a picture of the ART Viper they used for the mile as it was down at the grid when I passed their pit area but they did run a 239.
Kinda wish this thing would have run...Cummins Turbo Diesel in a Buick Riviera? awwwweeesssooommmeeeee.
Didn't take a ton of pics but I'll post a few. We ended up leaving about 1:30 as we just kinda got bored and had already walked the length of the pits about 3-4 times.
Twin Turbo LSx
1,800hp monster
Didn't get a picture of the ART Viper they used for the mile as it was down at the grid when I passed their pit area but they did run a 239.
Kinda wish this thing would have run...Cummins Turbo Diesel in a Buick Riviera? awwwweeesssooommmeeeee.
04-01-11, 09:52 AM
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real good news on the Texas Mile front....
there was alot of paddock talk that this would be the last event at the facility. i received a blast email today from the event organizer stating that they had fully concluded an agreement w nearby Beeville Airport and an inaugural event would be run, i think, Memorial Day.
that will be too soon for me as i have the turbo project and some road racing to do before i switch over to my 200 mph build program. i assume if all goes well for the first event they will have their normal October run and i will be ready for it.
anyway, GTH that the event is live and well.
howard
there was alot of paddock talk that this would be the last event at the facility. i received a blast email today from the event organizer stating that they had fully concluded an agreement w nearby Beeville Airport and an inaugural event would be run, i think, Memorial Day.
that will be too soon for me as i have the turbo project and some road racing to do before i switch over to my 200 mph build program. i assume if all goes well for the first event they will have their normal October run and i will be ready for it.
anyway, GTH that the event is live and well.
howard
04-01-11, 10:20 AM
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Understanding the Texas Mile, and why you start running up against a brick wall above 200 mph, which requires exponentailly more hp to push through
Road load horsepower is the power required for a vehicle to maintain a constant speed on a level road. It is the sum of the powers required to overcome the car's rolling resistance, and aerodynamic drag.
Rolling Resistance
Rolling resistance includes powertrain losses, wheel bearing losses, and power losses in the tires. Of the three, tire rolling resistance is the greatest, and so dominant that the other losses may be disregarded for first-order approximations.
The force of tire rolling resistance in radial-ply tires for passenger cars tend to be about 1.2% of the car's weight at 30 mph (48 km/h), increasing to about 1.6% at 70 mph (113 km/h), when properly inflated. For a 3000 pound car these equate to roughly 35 and 50 pounds of force at 30 and 70 mph, respectively. Under inflation or excessive weight increase tire rolling resistance considerably.
Aerodynamic Drag
The force of aerodynamic drag is a function of a car's shape (Coefficient of Drag), size (frontal area), the square of it's speed, and (to a minor extent) its altitude. For a mid-size sedan this equates to about 20 and 90 pounds of force at 30 and 70 mph, respectively.
Modern cars have drag coefficients (Cd) ranging from 0.30 to 0.50 (with pickups and SUV's being somewhat higher). To give some idea of what these number mean, here are typical Cd's for some other objects: an airfoil, 0.05; a ball, 0.10; a narrow (30°) cone, 0.34; a wide (60°) cone, 0.51; a square flat plate, 1.17; a parachute, 1.35.
Road Load Horsepower
Horsepower is a measurement of a force applied at a speed. Both rolling resistance and aerodynamic drag are calculated in terms of force. At any chosen speed, these forces can be resolved into horsepower requirements. If the car can supply that amount of power to the wheels, then it can maintain that speed. Total road load horsepower for a typical mid-size sedan is about 15 hp (11 kW) at 50 mph (80km/h).
Since rolling resistance force is not a function of speed, then rolling resistance horsepower (a function of speed) increases proportionally with speed. Since aerodynamic drag force is proportional to the square of the car's speed, then aerodynamic drag horsepower increases proportionally to the cube of the car's road speed.
It is generally accepted that, on a typical car, its rolling resistance and aerodynamic drag become equal at about 50 mph. So at twice that speed the aerodynamic drag is about 4 times the rolling resistance.
Rolling Resistance
Rolling resistance includes powertrain losses, wheel bearing losses, and power losses in the tires. Of the three, tire rolling resistance is the greatest, and so dominant that the other losses may be disregarded for first-order approximations.
The force of tire rolling resistance in radial-ply tires for passenger cars tend to be about 1.2% of the car's weight at 30 mph (48 km/h), increasing to about 1.6% at 70 mph (113 km/h), when properly inflated. For a 3000 pound car these equate to roughly 35 and 50 pounds of force at 30 and 70 mph, respectively. Under inflation or excessive weight increase tire rolling resistance considerably.
Aerodynamic Drag
The force of aerodynamic drag is a function of a car's shape (Coefficient of Drag), size (frontal area), the square of it's speed, and (to a minor extent) its altitude. For a mid-size sedan this equates to about 20 and 90 pounds of force at 30 and 70 mph, respectively.
Modern cars have drag coefficients (Cd) ranging from 0.30 to 0.50 (with pickups and SUV's being somewhat higher). To give some idea of what these number mean, here are typical Cd's for some other objects: an airfoil, 0.05; a ball, 0.10; a narrow (30°) cone, 0.34; a wide (60°) cone, 0.51; a square flat plate, 1.17; a parachute, 1.35.
Road Load Horsepower
Horsepower is a measurement of a force applied at a speed. Both rolling resistance and aerodynamic drag are calculated in terms of force. At any chosen speed, these forces can be resolved into horsepower requirements. If the car can supply that amount of power to the wheels, then it can maintain that speed. Total road load horsepower for a typical mid-size sedan is about 15 hp (11 kW) at 50 mph (80km/h).
Since rolling resistance force is not a function of speed, then rolling resistance horsepower (a function of speed) increases proportionally with speed. Since aerodynamic drag force is proportional to the square of the car's speed, then aerodynamic drag horsepower increases proportionally to the cube of the car's road speed.
It is generally accepted that, on a typical car, its rolling resistance and aerodynamic drag become equal at about 50 mph. So at twice that speed the aerodynamic drag is about 4 times the rolling resistance.
04-01-11, 03:49 PM
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04-01-11, 05:29 PM
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aero drag equation
1/2*row*V^2*Cd*A
row=mass density of fluid=.00236 @ Standard temperature/pressure (STP)/sea level
V=velocity in ft/sec
Cd=co-efficient of drag
A=frontal area of vehicle (sq. ft)
feel free to take it from there.
EDIT: basic rolling resistance real quick
Force of rolling resistance = weight(lbs) * mew
mew=rolling co-efficient of friction.
will increase as aero downforce pushes more "weight" upon the tires.
1/2*row*V^2*Cd*A
row=mass density of fluid=.00236 @ Standard temperature/pressure (STP)/sea level
V=velocity in ft/sec
Cd=co-efficient of drag
A=frontal area of vehicle (sq. ft)
feel free to take it from there.
EDIT: basic rolling resistance real quick
Force of rolling resistance = weight(lbs) * mew
mew=rolling co-efficient of friction.
will increase as aero downforce pushes more "weight" upon the tires.
Last edited by RedRevolver; 04-01-11 at 05:35 PM.
04-01-11, 06:52 PM
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um, it's not quite that simple
http://physics.info/drag/
I never said there was, don't read something into the post that isn't there, 200 is just a common "barrier" to shoot for....
http://physics.info/drag/
• Drag increases with speed (v). I hope that this is self-evident. An object that is stationary with respect to the fluid will certainly not experience any drag force. Start moving and a resistive force will arise. Get moving faster and surely the resistive force will be greater. The hard part of this relationship lies in the detailed way speed affects drag. Are the two quantities directly proportional? Does drag increase as the square of speed? The square root of speed? The cube of speed … ? According to our model, it should be the first of these. Drag should be proportional to the square of speed.
R ∝ v2
But for some situations this is not quite correct. As I said before, drag is a complex phenomena. It is cannot always be written with simple mathematical formulas. My first guess would always be that drag is proportional to the square of speed, but I would not be surprised if, over some range of values, it was found to be directly proportional, or proportional to the 3/2 power, or even that drag and speed were related by some polynomial. Welcome to the world of empirical modeling — where relationships are determined by actual physical experiments rather than an ideology of pure theory. Which brings us to our last factor …
• Drag is influenced by other factors including shape, texture, viscosity (which results in viscous drag or skin friction), compressibility, lift (which causes induced drag), boundary layer separation, and so on. These factors can be dealt with separately in a more complete theory of drag (how tedious in one sense, but how necessary in another) or they can be piled into one monolithic fudge factor (oh yes, please) called the coefficient of drag (Cd).
R ∝ v2
But for some situations this is not quite correct. As I said before, drag is a complex phenomena. It is cannot always be written with simple mathematical formulas. My first guess would always be that drag is proportional to the square of speed, but I would not be surprised if, over some range of values, it was found to be directly proportional, or proportional to the 3/2 power, or even that drag and speed were related by some polynomial. Welcome to the world of empirical modeling — where relationships are determined by actual physical experiments rather than an ideology of pure theory. Which brings us to our last factor …
• Drag is influenced by other factors including shape, texture, viscosity (which results in viscous drag or skin friction), compressibility, lift (which causes induced drag), boundary layer separation, and so on. These factors can be dealt with separately in a more complete theory of drag (how tedious in one sense, but how necessary in another) or they can be piled into one monolithic fudge factor (oh yes, please) called the coefficient of drag (Cd).
there is nothing magic about 200....
04-01-11, 09:13 PM
#24
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the single most important takeaway from Texas was that there were alot of cars that were clearly sporting major hp but giving away speed due to lack of aero knowledge.
taped hood outlines and removed mirrors doesn't do it.
as far as aero calculations top speed is easy.
trying to figure speed at the end of a mile is beyond me.
the top speed formula is sobering in that after the dust settles you realise that required rear wheel hp goes up w the cube of the speed!
for instance, take the FD...
the coefficient of drag (Cd) times the frontal area times the speed cubed divided by 146,600 gives you rear wheel hp.
so for a non R1... .29 X 19.26 sq feet X 158 mph cubed/146,600 = 150 hp. to that add 5% transmission loss, 6% rotating inertia loss and 60 hp of tire rolling resistance we end up at 227 flwheel hp.
an R1 adds drag to generate downforce... .31 X 19.26 X 158 cubed/146,600 = 161 hp net, 238 at the flywheel.
think aero isn't all that important? let's solve for 200 mph.
.29 X 19.26 X 200 cubed/146,600= 305 net 398 flywheel.
26% more speed requires 75% more hp.
many brought the hp but not so much aero.
if the Texas Mile were like Bonneville 200 might not be as daunting providing everything was properly fixtured and screwed together.. but it really is a fiendishly short race figuring you run the quarter in 11/12 seconds and do the mile in 30 seconds... that doesn't leave alot of time for the additional required speed. and as you reach higher speeds the aero force against you goes up cubed making the last quarter challenging.
BTW, actually Bonneville is no walk in the park i hear since traction on the salt is an issue. i will pass
howard
taped hood outlines and removed mirrors doesn't do it.
as far as aero calculations top speed is easy.
trying to figure speed at the end of a mile is beyond me.
the top speed formula is sobering in that after the dust settles you realise that required rear wheel hp goes up w the cube of the speed!
for instance, take the FD...
the coefficient of drag (Cd) times the frontal area times the speed cubed divided by 146,600 gives you rear wheel hp.
so for a non R1... .29 X 19.26 sq feet X 158 mph cubed/146,600 = 150 hp. to that add 5% transmission loss, 6% rotating inertia loss and 60 hp of tire rolling resistance we end up at 227 flwheel hp.
an R1 adds drag to generate downforce... .31 X 19.26 X 158 cubed/146,600 = 161 hp net, 238 at the flywheel.
think aero isn't all that important? let's solve for 200 mph.
.29 X 19.26 X 200 cubed/146,600= 305 net 398 flywheel.
26% more speed requires 75% more hp.
many brought the hp but not so much aero.
if the Texas Mile were like Bonneville 200 might not be as daunting providing everything was properly fixtured and screwed together.. but it really is a fiendishly short race figuring you run the quarter in 11/12 seconds and do the mile in 30 seconds... that doesn't leave alot of time for the additional required speed. and as you reach higher speeds the aero force against you goes up cubed making the last quarter challenging.
BTW, actually Bonneville is no walk in the park i hear since traction on the salt is an issue. i will pass
howard
04-01-11, 10:36 PM
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That's what I was trying to emphasize - the non-linear relationship between speed gains and horsepower - sobering.
Yes, and the FD has an advantage here over something like a Supra (generally regarded as the Japanese top speed king): the frontal area of the FD is less and I believe the Cd is also slightly better. However, unlike the commonly parroted myth you always hear in the kills section, the weight advantage of the FD means little above 100 mph
The surface at Bonneville is not good for ultimate speed, but it's hard to beat the vast room to run
Howard, what tire pressures are you going to run in the mile?
many brought the hp but not so much aero.
BTW, actually Bonneville is no walk in the park i hear since traction on the salt is an issue. i will pass
Howard, what tire pressures are you going to run in the mile?