Originally Posted by ChicagoX
Ok, try basing this estimate:
I have over 200 slips with this supercharged car, and the correction factors work tremendously well in assisting with my run predictions, down to the hundredth. My 18-plus years of competitive drag racing has given me a pretty good handle on what asmospheric and elevation corrections can make. These are then used in bracket racing. To make money.
I'm telling you that the NHRA correction factors are suprisingly accurate. I can't say the same for "people you know." I'm sure they're great folks, but physics is physics.
I could easily, using NHRA correction factors, tell you what your Las Vegas car will run in Chicago. Accurately.
Your dismissive approach of hard numbers is disappointing for someone looking for HARD NUMBERS on a dyno. As soon as those correction factors (SAE, anyone?) are there to help, I bet you're right there.
BTW, there is "ONE rule to cover all 100%" as you put it. It's called DENSITY ALTITUDE.
Cool; I only have about 150 combined passes in my N/A V8, N/A V6, S/C V6 and Turbo 4 bangers. I have always preached about the negative and positive effects of elevation and DA and nobody seemed to listen..............then the one thread that I don't mention it I get a response like yours. I'm not dismissing hard numbers I was mentioning hard numbers from the beginning. I have a N/A V8 car that runs .5 slower at my altitude/DA than the same exact car at sea level. I also had a turbo 4 banger that ran .4-.5 slower here than at sea level. I now race my S/C V6 car which runs .3-.5 slower than those at sea level. Those are my HARD NUMBERS that I based my theory of all cars(n/a, s/c and turbo)having the same basic variations in trap/ET from sea level with perfect conditions to las vegas level with hot dry air. Maybe I'm not typing my explaination(sp) out correctly for others to understand. Ohh well...........you know what they say "pobody's nerfect".