is it? I feel like anything less would be jumping the light @ lancaster at least. My .5xx was when I went on the second yellow, lol.
Isn’t a perfect reaction time 0.500?
I’m retarded, you are correct. The way its printed on timeslips had me confused.
I just realized the third amber triggers the RT timer.
Yeah you were confusing me. lol.
The RT doesn’t affect your ET, but if youre trying to go for perfect, then that’s a horse of a different color.
Generally people shooting for a perfect light .500 try and leave when the 3rd yellow turns off
Good track times hopefully we can cruise out to NYI next week.
Took my FX50 to the 1/4 mile drag strip for the first time:
Mods: Custom Resonated Test Pipes, HKS knockoff Mufflers. (ypipe, midpipe are stock) + Partial UpRev tune (no ignition timing adjustment and the test pipes were not tuned in i.e. I added them after the tune)
Best R/T: .533
Best 60’: 2.096
Best 1/8: 8.860 @ 81.16
Best 1/4: 13.697 @ 102.02
Altitude @ 45 degrees
other runs were 13.8, 13.77, 13.9, 13.8, 13.8
Top run slips attached (I’m 114) Mainly races against my buddy in his '10 WRX hatch and got him every time except for the 1 time he beat me because he caught me sleeping at the line (and he dumped the clutch and launched for once).
Another FX50 owner (Da mayor on forums) got 13.523 @100.37 mph in his with FX50 with 22" wheels and a muffler delete, and that was the number I was trying to beat. Looking at his slips it looked like he was able to get out of the box faster, (.4 r/t, 1.9 60’) which let him have a little bit quicker 1/8 (8.5@ 81) and thus a quicker 1/4, even if at a lower speed. (13.523 @100.37)
I guess I need to play around with how I launch it. The fastest runs were simply smashing the gas in DS mode. I tried brake boosting, manual shift, etc. DS mode from idle was the fastest. I also left from the two-light stage position instead of "deep’ which would have allowed me to roll a bit. Next time I will try this method because it’s the method some use to get out of there more quickly. I also chirped at the line each time a little but so it could have been my tires, the temp, the track (45*) etc.
if I can nail my launch, I don’t see why I wouldn’t be able to beat his 13.5 figure. It was my first time at the track. Another issue may be the tuning, which gave me more power up top but sacrificed a little bit of low end by moving the power band a bit. (higher speed, slower time)
May have to finish my tune and practice my launch, then see what happens.
You’re not brake boosting an FX50, FYI 
But I know what you mean.
There are a lot of little drag racing tweaks, some of which you mentioned, that will give you a few tenths. Start by removing any weight like spare tire, jacks, floor mats, etc.
I know I’m not but I feel like it’s just called that. What’s the alternative, high stalling? saying “giving it a little gas while the brakes are on”?
I know about all the weight saving stuff but I’d like to get numbers down that reflect how it would do when not stripped.
I think people call that launching
Brake torquing is what it’s called… I think. Back in the day when I drag raced my auto NA Z I’d do it all the time and it definitely helped. You might have some sort of power limiting program that disallows you from using it effectively. You might not even be able to override it. I know some cars now-a-days even stop throttle if the brake is pressed.
Yeah I think there is some power-cutting when you brake on late model nissans.
That might be why it’s not helping you launch. Is there a fuse or relay you can pull? Do the FX guys know?
Not that I know of, or it’s unknown. FX guys aren’t usually the drag racing type.
anyway, Finally got around to filming an Exhaust video.
again, mods are - HKS Hi-power replica resonated mufflers (from G/Z); Custom GTM Resonated Test Pipes (from G37/370z). Everything was custom fit to my FX50.
Other modifications include: K&N drop in filters, UpRev Osiris tune.
Enjoy
Is that on Dunnigan rd in Pendleton? Looks familiar, sounds great! :tup:
Maybe? It’s next to an airstrip. Found it while cruising around.
In other news… thinking of selling the FX50. Have it up on the FX forums for sale. If anyone is interested let me know.
It’s for sale, someone buy it pls.
Premium/Touring/full OEM Aero kit (rare); light mods (exhaust, tune, subs)
48.8k Miles.
$33k with all mods + equipment, can take off a couple things to lower price.
$30k in ‘stock’ form.
Got my car back after a month at the dealer. 2 TSBs done, a polish, detail, brakes, new fluids, and straight to the dyno for tuning.
Went to my old buddies at Vinny Ten Racing out in Long Island, NY. (Some of you may remember my experience with them in the past with my FX35)
also, they are known for some nasty VQ35 builds (first to 800hp with the Jim Wolf Twin Turbo kit) and Vinny Ten got his name to fame in the 90’s getting his Supra MK4 the first into the 10’s on the 1/4…so my FX is in good hands.
I’ll get to the numbers: (keep in mind these are DYNOJET AWD DYNO numbers)
Base run with old tune not setup for test pipes: 367 awhp / 348 ft/lb
Not a smooth curve, power was all at 7k aka not practically usable
Maximum numbers achieved after tuning for top end power and pre-smoothing: 368 AWHP / 358 ft/lb Tq
FINAL Average numbers after smoothing and adjusting power curve: 361 AWHP / 352 ft/lb TQ
The tune moved more usable power to around 5k vs. the 7k it was at before, and made the entire curve much smoother
(red is new curve, blue is old - ignore the red dropping out at end, this is from the transmission overheating after 15+ runs, explained more in my Uprev Tune thread)
VIDEO:
after a long evening, the FX50 emerged with not just a few more ponies, but more usable power than before.
Butt dyno felt it on the hour drive home on both the highway and from stoplight.
These numbers are from a DYNOJET AWD DYNO, which reads differently than the MUSTANG DYNO my last tune was done on.
my MUSTANG DYNO numbers after a tune with just the Mufflers and Filters was 329 AWHP / 338 ft/lb TQ
That same tune on the DYNOJET (albeit with test pipes added) was 367 AWHP / 348 ft/lb TQ
So yes, the DYNOJET read ~30 more HP but only 10 more lb/ft - this is both because they read power differently and the way they are set up.
The guys at VTR swear their number is more accurate, and that because they let the transmission be cool before doing pulls, this is what produced the higher number.
So, whether you want to saw one number is reading high or the other low, keep in mind they are not that far off, and even if you take the average between them, it comes out to a healthy average of 348 AWHP / 343 lb/ft TQ- Which isn’t that ridiculous a number for the 50.
Now I am unsure of how exactly to calculate crank HP and what not, but I used some online calculators and it seems that the numbers are follows:
Original Mustang Dyno run at 329 HP / 338 TQ = 404 crank hp (+14 HP / 18.5% drivetrain loss)
- ~5 for Test pipes = 410 crank hp (+ 20 HP / 18.5 % drivetrain loss)
VTR Dynojet Dyno run max: 367 HP / 358 TQ = 450 crank hp (+ 60 HP / 18.4% drivetrain loss)
VTR Dynojet Dyno run avg: 360 HP / 352 TQ = 440 crank hp (+ 50 HP / 18% drivetrain loss)
I think that the MUSTANG Dyno numbers are a bit more realistic,
so I think it is safe to say that I added around 20 horsepower after mufflers, test pipes, intake filters, and a tune
So, the FX50 is all dolled up, freshly tuned, and is ready for my ROAD TRIP IN TWO WEEKS!
its for sale someone buy it need that NYC rent money
just sold the car after 9 years… time for something new!
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