Michael Bujnowski

Formula Racing and Dyno Results

Best Time: 13.80 @ 103.5 MPH - bone stock on 5/16/03

The original plan for this car was to get solid baselines of performance and dyno numbers before making any power-adding modifications to it. On the first track day, 4-12-2003 at Great Lakes Dragaway in Union Grove, Wisconsin, I discovered a serious transmission problem. Since I had bought it, several gears were difficult to engage. Under heavy track-acceleration conditions, it became almost impossible to engage third gear. On this first day I couldn't get around this problem, and I was afraid that it had caused me to get worse times than I should have.

I returned on 5-16-03 after the transmission was rebuilt, replacing 4 sycros and 3rd gear entirely. I was happy to slightly better my best speed on the first run, but with a near identical time. I also noticed a strange banging noise by the rear axle at this time. I figured a few more runs would be all it would take to dip into the 13.7s or even 13.6s. I couln't even get close though for the rest of the night. Each consecutive run was worse than the last, until the last run, which was still not as good as the first run. Each run also seemed to cause the banging noise to get worse. I tried several times to figure it out, but I couldn't see anything. One run I heard a banging noise, then the next run something banged followed by what sounded like a piece breaking loose. This really freaked me out, I thought maybe the pinion snubber had fallen off or something, but I couldn't see anything. I finally called it quits after five runs, figuring it was best to find out what the noise was before possibly causing permanent damage. On the way home, it dawned on me that there had been exhaust work done on the car before I bought it, and maybe the tech dropped the exhaust to drop the tranny and hadn't put it back exactly the same way. This is the only thing I could think it might be, since nothing else seems wrong with the car and the noise is right above the right side of the rear axle. I still need to jack it up and check it out, but that's not a big deal since I won't be going back to the track anytime soon.

On 5-24-2003 I took the car to LS1 Speed in Schaumburg, IL. I wasn't too impressed by how the shop is run, everyone there seemed to be rather annoyed and certanly didn't seem like they enjoy the fact that they work at a speed shop, but I guess I wasn't paying for bright shiny faces. The dyno run was very impressive, having run 13.8 it didn't really matter what the dyno said, the car is strong for stock, but it was great to find out that it's putting out 303.9 RWHP and approximately 320 RWTQ in its stock form. This equates to 357 horsepower, stock, proving once again that these cars were massively underrated from the factory.

The image below links to a full-sized printout from the chassis dyno. The torque number in the second run is not reflected accurately on the sheet, the 358 number is in reference to the spike at 3100 RPM. The actual torque number is almost exactly 320. Horsepower numbers were not affected by this spike as the horsepower spike didn't go as high as the actual horsepower reading.

Dyno Results

Track Results

Historic Data

Best Stock Time: 13.80 @ 103.5 MPH - bone stock on 5/16/03

Best Modded Time: no power mods yet

Stock Dyno Figures: 303 RWHP on 5/24/03

Latest Dyno Figures: 303 RWHP on 5/24/03

Past Track Details

4-12-03

I didn't really know what to expect from the car, there are so many varying stories of the performance levels of the LS1. I hoped that I would be solidly in the 13s right off the bat, somewhere around 13.6, but it was anybody's guess. I had some concerns with the transmission just from driving it on the street, it almost seemed like there were problems, but I just chalked it up to my inexperience with the car. (even though this is my 3rd 6-speed F-body) After racing it and getting a much better feel for the consistency of the problems, I know for certain now that something is wrong. 1 and reverse are hard to get, 2 grinds sometimes, 3 is almost impossible to get when getting on it, there is a strange area between 1 and 3 where no gear is engaged but the lever is fully forward, and 4 sometimes takes an extra tug to get. All of these problems cropped up in the various runs I made on this day. Despite the major transmission problems and the fact that the car is bone stock and had 32 pounds of air in the tires, I managed to bust off a best time of the day of 13.80 at 102.5 on a 2.30 60' time, right after a run of 13.81 at 97.3. Not exactly what I had hoped for, but once the transmission is fixed and I get a better launch, I have no doubt I can get this down to 13.5 at maybe 105. This is my goal before doing any mods. I'm very curious now to get it on the dyno and find out what kind of power it's putting out...I wish these dyno guys would call me back...

Run 1 - Wow, this was not a good run. First run of the day, first run with this car, first run at GLD, I was nervous and it showed. I was especially concerned about the 2-3 shift, but I made up my mind that it would be fine. (reaction time was terrible, as were all of them, so I won't mention it again) Launch was pretty good with a somewhat decent 60' time of 2.18. 1-2 was alright, I got that weird grind but the shift was solid. Cool, off to a good start. 2-3 approached, and I made up my mind that the shift would work, come hell or high water...well, I shifted and damn if it didn't go right in. I really used some elbow grease. The problem was when I noticed that I wasn't in gear, even though the lever was fully forward. Hmm...I coasted as I tried to figure out what was going on. Finally, I got the lever into neutral and then into third, and released the clutch. It seemed to be fine, but that was definitely not a good thing. The run was a pitiful 14.75 at 88.9.

Run 2 - Well, once you fall off you have to get back on. I was freaked out a bit by that shift problem, but I figured I should easily be able to shave some time off if I just granny shift my way to the finish line. Launch was more aggressive this time, and it showed with a worse 60' time. 1-2 was decent, but the moment of truth approached with 2-3. Turned out pretty good, I actually got it no problem, just took a little extra time. Having done that, I just kept my foot planted. Then I realized for the first time that I might have to shift again. Since the first run only saw 88.9, I didn't have to confront it. This time, as I approached 100, I realized I might have to. Without any thought to how close I was to the finish, I made a half-hearted effort to shift, and missed 4th. Massive grinding, lots of stress, and finally I got it into 4 just as it was time to jam on the brakes. Again, not a good thing but I still managed to improve my time by almost a full second and speed by almost 10 MPH, to 13.81 at 97.3. Having broken so easily into the 13s with shift problems like this was a huge boost.

Run 3 - If this was all it took to pull off a 13.8, I figured I'd certainly have to try again and simply leave it in 3rd for a finish line charge. This race happened to be against a very cool and nasty looking '66 Hemi Plymouth, and I had hopes of almost keeping up with them. Launch was progressively worse than the last one, but it was a launch. 1-2 was good, same with 2-3. As I'm going, I noticed that this Hemi Plymouth was way back there. I just noticed it did the 1/8 in about the same time it took me to do the 1/4. That was weird. Anyway, just as I hit the finish line in 3rd, I also hit the rev limiter. I guess 4th might be a requirement. If I wasn't having problems shifting I wouldn't be so hesitant. Anyway, this was still the best run of the day at 13.80 at 102.5. If I only improved the 60' time by 3/10s I'd have 13.5. That's very encouraging.

Run 4 - With two runs at almost identical 13.8 times, I had to try just one more time. With any luck, I might be able to improve. Well, the launch sucked even worse, and the run ended up being worse too. Shifting went ok, I left it in 3rd again, but this time at 14.1 at 101.8 I never tripped the rev limiter.

© 2003 Mike Bujnowski - All rights reserved

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