http://blog.caranddriver.com/fahrenheit ... re-insane/
I thought this was going to be a bit of a technical expose on the LT4 power reduction issues that I still don't understand.
Since it's not, the comments will be full of speculation, some helpful, some not.
I can say that some of those temps seem like what I experienced in my CTS-V on The Dragon. I think my coolant temps were not quite that high but oil was about that level.
C/D: Z06 system temperatures (track conditions)
Re: C/D: Z06 system temperatures (track conditions)
Tadge (Corvette Chief Engineer) gives an explanation:
http://www.corvetteforum.com/forums/ask ... track.html
My takeaway: if you want to drive it at 10/10ths, get the manual. The car is rated for continuous race duty at 86F by a professional driver (the manual), which is the same as all previous Corvettes (not sure if all get the standard, but that's the standard they use when they use a standard).
http://www.corvetteforum.com/forums/ask ... track.html
My takeaway: if you want to drive it at 10/10ths, get the manual. The car is rated for continuous race duty at 86F by a professional driver (the manual), which is the same as all previous Corvettes (not sure if all get the standard, but that's the standard they use when they use a standard).
Re: C/D: Z06 system temperatures (track conditions)
I'm sure my CTS-V is similar, as are most cars.
http://www.corvetteforum.com/forums/c7- ... 1588879371
You can see the timing table vs coolant temp. 5 degrees retard at 230F is going to be extremely noticeable on a 650hp supercharged vehicle. So maybe the issue (to the extent that it exists) really is one of thermal management, rather than some ultra-conservative tuning. According to what I see, ~185F is the nominal temp when it comes to spark correction vs coolant temp. Anything warmer is pulling timing. Anything cooler is adding timing.
A couple things here. First, engines are more efficient when warmer. So they need less timing to get a peak combustion pressure at the same crank angle, generally speaking. Cooler engines are less efficient and need more timing accordingly. There probably IS some conservatism built in but you don't really want to induce spark knock in hot conditions like that, especially with a blower. Then again, intake temps are actually pretty well regulated according to some other data that I saw.
http://www.corvetteforum.com/forums/c7- ... 1588879371
You can see the timing table vs coolant temp. 5 degrees retard at 230F is going to be extremely noticeable on a 650hp supercharged vehicle. So maybe the issue (to the extent that it exists) really is one of thermal management, rather than some ultra-conservative tuning. According to what I see, ~185F is the nominal temp when it comes to spark correction vs coolant temp. Anything warmer is pulling timing. Anything cooler is adding timing.
A couple things here. First, engines are more efficient when warmer. So they need less timing to get a peak combustion pressure at the same crank angle, generally speaking. Cooler engines are less efficient and need more timing accordingly. There probably IS some conservatism built in but you don't really want to induce spark knock in hot conditions like that, especially with a blower. Then again, intake temps are actually pretty well regulated according to some other data that I saw.