{"id":705,"date":"1996-07-22T11:04:27","date_gmt":"1996-07-22T11:04:27","guid":{"rendered":"http:\/\/roadraceengineering.com\/blog\/?p=705"},"modified":"2011-08-28T11:06:50","modified_gmt":"2011-08-28T11:06:50","slug":"marc-s-racing-comparison-with-eric-lus-95-gsx-third-race","status":"publish","type":"post","link":"https:\/\/roadraceengineering.com\/blog\/1996\/07\/22\/marc-s-racing-comparison-with-eric-lus-95-gsx-third-race\/","title":{"rendered":"Marc S – Racing \/ Comparison with Eric Lu’s 95 GSX – Third Race"},"content":{"rendered":"
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Just thought I’d give everyone an update on the latest modded-95
\ncomparison that Eric & I did. As a refresher, Eric’s 95 has historically
\nhad a lot more mods than mine, but his car hasn’t been any quicker. The
\ndifference between this 3rd race and the prior one is that Eric replaced
\nhis “late 95″ ECU with an earlier, non-California ECU, and added a front
\nmount intercooler. Here’s the current list of mods on our cars-<\/p>\n

My 95 GSX: K&N FIPK, Magnecor 8.5mm wires, RSR 3″ Exhaust,
\nIM Intercooler pipe & BV upgrade, and a drilled wastegate solenoid<\/p>\n

Eric’s 95 GSX: K&N FIPK, Nology Hotwires, Trust 2.5″ Exhaust,
\ncustom Int pipe & BV upgrade, test pipe, Buschur 2.5” downpipe,
\nEVC (16 psi), secondary fuel pump, front mount intercooler,
\nported exhaust manifold & O2 housing, turbo: Super60 compressor
\n(similar in size to a 16g), “T28” exhaust wheel w\/ 10 degree clip,
\nported turbo housings<\/p>\n

We got together last night at our usual street-racing site. (Out of town
\n& deserted). Eric brought a couple friends which was definitely helpful
\nfor flagging the start of each race. Temps were around 70 degrees.
\nLike usual we both maxxed our gas tanks at the same gas station.<\/p>\n

We got in 4-5 good runs. The results? Well, it’s a loss I can be
\nhappy about- Eric’s car has woken up and is finally starting to pull.
\nEvery single run netted near-identical results. First gear and second
\ngear were relatively even, with Eric pulling maybe half a car or so
\nat the end of second. As soon as we shifted to third it was all over-
\nEric’s car quickly walked away. By the shift to 4th he was usually 5-6
\ncar lengths ahead (but once we were both in 4th he usually maintained
\nbut did not increase his lead). We took the cars up to between 100 &
\n110 (I was in the lower 100’s, Eric the upper). (As a comparison,
\nby the way, the 600SL I raced did not pull away in 3rd gear even half
\nas quickly as Eric did.)<\/p>\n

Thoughts on the results.. First, I like the fact that every run had
\nalmost identical results with only a car length of variation at the
\nend of each run. I still think Eric’s car should be pulling a little
\nmore in 1st\/2nd. While clearly I can no longer keep up with Eric
\nlike I used to, we both think he still has problems to work out.
\nRunning beyond 16psi is apparently leaning things out and causing
\ntemps to rise, and I just don’t see how that should be the case with
\n4550cc injectors, a secondary fuel pump, and a smaller-than-average
\n(compared to 1st gen’s) performance turbo.<\/p>\n

The changes since this race and last were the intercooler and ECU on
\nEric’s car. Eric installed the intercooler a few days before the ECU and
\nnoticed no difference. When he put the new ECU in, his car ran
\nnicer (I’ll let him expand on this if he wants), and suddenly he’s
\nbeating me by 5 car lengths. Personally, I still don’t buy into the
\n“major code changes” between the early & late ECU’s. When we first
\nstarted modding these 95’s, we all had problems with the boost falling
\ndown to 10psi no matter what we did, and somewhere along the way the
\nECU started getting blamed. Clearly the PSI drop is a result of the small
\nGarrett turbo, not the ECU. I don’t know of any cases that demonstrate
\nan actual performance difference between the 2 ECU’s, we only know
\nthat the earlier one is easier to modify due to having a standardized
\nchip with the spark\/fuel data, and the later one having all that info
\nintegrated on a single, custom Mitsubishi chip. Still, I’m hard
\npressed to explain why the ECU change helped Eric out so much. Perhaps
\nhis original ECU had something wrong with it, or somehow locked itself into
\none of those limp-modes due to his cat being bypassed. The latter
\nwould be my best guess, perhaps the later ECU’s or California ECU’s
\nare more finicky about the 2nd O2 sensor. (I should like usual point out
\nthat this *whole* evaluation is of course strictly conjecture,
\nto be taken with a grain of salt. We still have yet to get to a real
\nrace track).<\/p>\n

Other variables.. Eric & I both have stock clutches. He’s probably
\nlosing a little of his power to a slipping clutch, which could explain
\nwhy we’re so close in 1st\/2nd gear. We’re slowly killing these types
\nof variables though.<\/p>\n

For our next meet, we plan to make the journey to a racetrack (Carlsbad)
\nand get some real numbers. We should both have performance clutches
\ninstalled by then. In addition, I plan on adding a few major mods-
\na 3″ downpipe, a 3″ cat, and a 16G turbo. My hope is to kick Eric’s
\nbutt and still be running with a cat :). I’d really like to see
\nEric do runs at the track with his current turbo, and then a TD05 16G
\n(with no other changes); at least we could find out what kind of difference
\nthere really is.<\/p>\n

On a final note, there’s nothing more we can really “prove” regarding
\nearly\/late ECU’s. While I had been under the impression that I had
\na Jun 95 (“late”) ECU, we checked and found that I in fact have a
\nJan 95 (“early”) ECU. (This car really must have been sitting around
\nconsidering I purchased it November 95). I’m sorry I can’t bury the
\nmyth when I go run decent numbers at the track in a couple months
\n(grin… thinking positive). Admittedly though, I am happy to know my
\nECU is more easily modified should I wish to re-program it at a later
\ndate.<\/p>\n

’nuff rambling.<\/p>\n

Marc S.<\/p>\n

\n\t\t\t\t\tTweet<\/a>\n\t\t\t\t<\/div><\/div>
\r\n\t\t\t\t\t\t\t<\/a>\r\n\t\t\t\t\t\t<\/div><\/div>
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<\/div><\/div>","protected":false},"excerpt":{"rendered":"

Just thought I’d give everyone an update on the latest modded-95 comparison that Eric & I did. As a refresher, Eric’s 95 has historically had a lot more mods than mine, but his car hasn’t been any quicker. The difference between this 3rd race and the prior one is that Eric replaced his “late 95″ […]<\/p>\n","protected":false},"author":1,"featured_media":0,"comment_status":"closed","ping_status":"open","sticky":false,"template":"","format":"standard","meta":[],"categories":[1],"tags":[16,33,15],"_links":{"self":[{"href":"https:\/\/roadraceengineering.com\/blog\/wp-json\/wp\/v2\/posts\/705"}],"collection":[{"href":"https:\/\/roadraceengineering.com\/blog\/wp-json\/wp\/v2\/posts"}],"about":[{"href":"https:\/\/roadraceengineering.com\/blog\/wp-json\/wp\/v2\/types\/post"}],"author":[{"embeddable":true,"href":"https:\/\/roadraceengineering.com\/blog\/wp-json\/wp\/v2\/users\/1"}],"replies":[{"embeddable":true,"href":"https:\/\/roadraceengineering.com\/blog\/wp-json\/wp\/v2\/comments?post=705"}],"version-history":[{"count":2,"href":"https:\/\/roadraceengineering.com\/blog\/wp-json\/wp\/v2\/posts\/705\/revisions"}],"predecessor-version":[{"id":707,"href":"https:\/\/roadraceengineering.com\/blog\/wp-json\/wp\/v2\/posts\/705\/revisions\/707"}],"wp:attachment":[{"href":"https:\/\/roadraceengineering.com\/blog\/wp-json\/wp\/v2\/media?parent=705"}],"wp:term":[{"taxonomy":"category","embeddable":true,"href":"https:\/\/roadraceengineering.com\/blog\/wp-json\/wp\/v2\/categories?post=705"},{"taxonomy":"post_tag","embeddable":true,"href":"https:\/\/roadraceengineering.com\/blog\/wp-json\/wp\/v2\/tags?post=705"}],"curies":[{"name":"wp","href":"https:\/\/api.w.org\/{rel}","templated":true}]}}