Tonight I headed to the dragstrip at Portland International Raceway with my friend Dan Smith, owner of the "Silver Bullet." The Bullet is a 13.8-second-quarter-mile 1969 300SEL 6.3 -- the fastest known 6.3 in the world.

Since acquiring my 1994 E500 a month ago or so, I have been on a constant quest for increased ETs and decreased quarter-mile times.

Last weekend I was able to obtain a 14.351 second quarter mile, at a terminal speed of 97.56 MPH, with a 60' time of 2.243 seconds. While not bad, I knew clearly that the car is capable of better times than this. Over the past few weekends I have been experimenting hardcore in order to find ways to decrease the 1/4 mile runs.

I'm happy to say that tonight I achieved a new record with a stock 1994 E500. That record is 14.137 seconds at a terminal speed of 98.44 MPH.

In fact, out of seven runs, I obtained 14.1 second runs on 3 of them, with two 14.2, one 14.3 and one 14.6 run on the rest of the night.

Statistics for the two fastest runs are as follows:

Reaction time: 0.576, 0.575 seconds
60': 2.174, 2.181 sec
330': 6.006, 6.012 sec
1/8 mile: 9.143, 9.153 sec
MPH: 78.05, 78.00
1000': 11.850, 11.865
1/4 mile: 14.137, 14.158
MPH: 98.44, 98.46

My third-fastest run, a 14.169 second quarter mile, had an ET speed of 99.30 MPH, my fastest time of the night.

With careful practice and analysis, with aim of continual improvement, honed over dozens of runs, here are the technique and modifications I have done to achieve these times:

- deactivate ASR by unplugging underhood
- addition of RENNtech EPROM to replace stock LH fuel injection control EPROM
- lower tire pressure from 32-33 PSI to 24 PSI
- "dual burnout" technique, smoking tires 4-5 seconds in chlorine-water burnout box; pull forward, repeat on dry pavement before starting line (cleans then heats tires)
- use 80-90% throttle off the line
- start in first gear; shift maually between 6,000 and 6,500 RPM
- Use mixture (50-50) of Chevron Supreme 92 octane gas with VP 103 octane race fuel
- Have approximately 1/4 tank of fuel in the car
- Use bag-ice on top of the intake plenum/airbox cover for approximately 30 minutes between runs

Ambient temperature tonight was medium -- approximately 60 degrees. Each 10 degree drop in temperature results in an approximate 0.1 second ET drop.

All runs were done using 225-55/ZR16 Michelin Pilot street tires on stock 16x8" 8-hole factory wheels. Next season I will run drag tires, whcih I expect will reduce times by 0.3-0.4 seconds additional.

The biggest problem I have had traditionally has been launches. The wheelspin with traction control disabled has been so bad, if the throttle is not feathered at launch, easily allows one to "blow" a launch.

Tonight I went a long way to solving this with street tires by reducing tire pressures to 24.5 PSI on the driver's side tire, and 24.0 PSI on the passenger side. This helps provide a little extra "bite" with the limited-slip of the rear end.

Cars taken tonight included several 5.0 Mustangs, including a 4.6 liter Mustang Cobra. I also beat a "General Lee" type Mopar that was heavily modified, and lost to a heavily modified C4 Corvette (vintage approx 1997-1998) by 0.008 seconds. We were neck and neck the whole way.

Two more weekends for race season here at PIR. I expect with colder weather to obtain a 14.0 second quarter-mile time.

Reporting from Oregon!



Cheers,
Gerry

Gerry,

That's great. I'm glad you are having so much fun with your 500E. Keep up the good work!

Hey Gerry,

I headed to the track today as well. I went to Carlsbad Raceway in Carlsbad, California. This track is near sea level (probably about 200ft). I wanted to compare the results I've been getting at 2,700 ft to see how accurate the altitude correction factor is on our cars. It turns out to be pretty accurate.

I ran both with juice (N20) and without on pump 91 octane with a little bit of off-the-shelf octane boost (I doubt it raised it to even 92 however so not much of a change).

The altitude on Gerry's track and Carlsbad are very close so there really isn't much difference due to that. Our ambient temps were in the 80-85F range this afternoon so that's good for about 0.2 second differentials.

I only had one full timeslip without juice so take it for what it's worth, here are my numbers compared to Gerry's best of the night:

Carl Carl Gerry
(no N20, 80F) (N2O, 80F) (octane, 60F)
60' 2.369 2.293 2.174
330' 6.258 5.942 6.006
1/8 ET 9.481 8.923 9.143
1/8 MPH 75.89 82.68 78.05
1/4 ET 14.631 13.589 14.137
1/4 MPH 96.10 106.27 98.44

There are probably some interesting things to learn from the data.

1) Gerry makes a good case for what BergWerks has seen on the dyno in terms of octance. The M119 motor likes it! The higher octane Gerry is running is clearly allowing him to get more out of the car. (Yes, his car may also be a bit stronger than mine). My best guess is that the octane alone is getting Gerry about 0.2 seconds on the 1/4 mile.

Gerry, what's your gut on the improvements from the octane?

2) Gerry is getting better launches. I'm typically at around 1,500 rpm when I release. I'll have to play around with more of an idle launch. I did get one 60' time of about 2.25 today but that was my best. The N20 doesn't kick in during the first 60' so it's not a factor. I'm running 275's in back and even so can't be quicker than Gerry. Quicker 60' times are key differentiator run-to-run.

Other comparative data is similar. 25psi, heated tires, FGS, ASR off, etc. I had about 1/2 tank of fuel today.

What is the best 60' anyone has run with a 500E?

3) I leave the tranny in "D" and the let the auto shift for consistency in the runs vs. Gerry's manual shifting.

My kill highlights tonight including a moded Z28, Saleen Mustang and a new Mitsu Evo (this driver didn't run well though).

Keep the info coming - sharing this stuff is gold for all.

__________________
-Carl
Principal, BergWerks

Carl,

It's hard to say what type of gains the octane gave me. Possibly 0.1-0.2 seconds, but not more than that.

I have found with multiple cars, that icing the intake plenum is easily worth 0.1 second, possibly 0.2. Have seen this both on multiple 6.3s as well as now with the E500.

The best reductions in my view have come from a combination of reducing tire pressure, but more importantly warmup and then launch technique. Hundreds of runs with the 560SEC, 6.9, 6.3 and now E500 over the past couple of years have really helped with this. There is no substitute for practice. You just have to get used to the individual characteristics of the car, that's all. But there is no substitute for simple practice, and watching others.

At the PIR strip, Dan and I have both confirmed that the right-hand lane is faster by 0.1-0.2 seconds than the left (tower) lane. Both of us have achieved our best-ever times in this lane, and I don't believe this is a coincidence. From now on I will be starting from the right lane as much as possible.

Evidently early on Friday (according to Dan, who was there from about 5:30 PM onward) a 107 SL sprayed transmission fluid all over the start area and down the left-hand lane on Friday afternoon, and despite a lengthy (hour-long-plus) cleanup effort by the track personnel this probably didn't help with the stickiness of the launch area.

The key to my reduced time was the 2.1 second 60' time. If I can simply get that down to 2.0 seconds, I'm in the 13.8-13.9 range. So my future efforts will focus on the 60' times, and then focus on manual shift points. I'm going to hold things until the tach gets about halfway through the red zone, instead of shifting when it just enters the red zone. If we get lucky and don't have rain on one of the next two weekends (before drag racing seasons ends) and have a nice cold night, I'm there.

We have found that each 10 degree drop in temperature, results in a 0.1 second reduction in time. A temp in the 40-50 range would be optimal, but things probably won't get that cold before the end of October. Those are dead-of-winter daytime temps for western Oregon so we're a few months early for that... bummer.

Next year ought to be interesting with new tires and all. I estimate that just the addition of sticker tires, will bring things down to the 13.6-13.8 level. With gas, we're talking an additional 0.8-1.0 second reduction.

PIR track rules state that times at 13.99 or below, or terminal speeds of 100 MPH or greater, require use of a helmet. Times of 12.99 or below require the use of a 6-point roll cage in the car.

There are very few cars (generally Vipers and heavily modified American muscle cars, or the occasional Honda/Acura with NOS) racing at PIR that can get in the 12s and 13s. Generally these are the more race-focused cars with stripped interiors, etc. that are not used on the street.

The difference between 14.1 and 14.5 is huge in drag circles -- there are many many cars out there that are capable of mid-high 14s, but the closer you get to 13s, the number of cars capable of those times goes down dramatically. At 14.1 I found myself in a really different speed league -- faster than probably 80% of the cars out there.

Cheers,
Gerry

Gerry,

If you get down to 13.6-13.8 with a stock 500E except tires, I'll be amazed! That would be some feat.

I agree wholeheartedly about the differences between mid-14's, low 14's and mid-13's. It is a lot more fun running mid-13's with the N2O. Of course, now I want to run 12's. Typical human nature...

__________________
-Carl
Principal, BergWerks

There is absolutely no doubt in my mind, that the addition of proper tires will take AT LEAST a further 0.3-0.4 seconds off my ET.

I saw a 500 ft-lb 6.3 go from 14.9-15.0 seconds to 14.2, 14.3 with a simple change of correct tires. Nothing else. To reduce time further to 13.8, a combination of icing, cool temps, tire warmup, and a cocktail of 50% 100-low-lead aviation fuel, 50% toluene and a can of Klotz nitropropane were the tricks.

The simple reduction of pressure in my E500 street tires of 10 psi + icing the plenum, resulted in a 0.2+ second reduction in times. And it wasn't me scrabbling to barely make a 14.3 second time as before -- it was me making decisive 14.1X times 3 out of 7 runs, with reductions in the time each time I ran it.

Yes, proper tires are probably the first or second most important factor in that elusive quest for the 2.00s or below 60' time.....

In my book 12s are too fast -- I wouldn't want to have to run a rollcage in my E500. It's a daily driver... when I get to the low-mid 13 second range, that will be good enough for me. I know I'll be faster than 98% of the cars on the road, including most new stuff.

Cheers,
Gerry

P.S. Just saw my first Maybach a few minutes ago on the way home at the intersection of NE 15th & NE Broadway -- it was a dark medium blue metallic color. I was crossing an intersection directly in front of him so I didn't get a good view, just a short glimpse of the front and then the side profile. I wasn't blown away really. Probably the only Maybach in the entire state of Oregon, though...

Great thread guys, keep it up!

I'd be very interested in hearing what components on your E500 start to wear out and what proves to be up to the strain. Your drag racing experiences should be worth several lifetimes of average wear-and-tear....

__________________
Dean Albrecht
"Lead, follow, or better yet, get out of the way!"E500 owners motto

Don't let us have all the fun, get your car out there and let it breathe a little....

__________________
-Carl
Principal, BergWerks

Did everyone see the test results that Neil got in his 1988 360TE?

1/8 mile Drag results of 360TE wagon

__________________
Paul S.

2001 E430, Bourdeaux Red, Oyster interior.
79,200 miles.

1973 280SE 4.5, 170,000 miles. 568 Signal Red, Black MB Tex. "The Red Baron".

Hey fellas

I went with the MB Autowerks 'gang' to the strip this past Saturday. I had never been to the track before.

I ran only one run with traction control off...13.439 @ 105.79. The two other runs I tried were with traction control on. I should mention this is on a stock CLK55 on 93 pump octane, 35 psi tires, 1/2+ tank of fuel, and a full trunk (spare, tools, etc.).

My full slip reads:

R/T: .803
60: 2.131
330: 5.770
1/8: 8.745
MPH: 82.57
1000: 11.297
1/4: 13.439
MPH: 105.79

I ran on stock tires (Michelin Pilot Sports).

Temp was 70 deg, overcast and very humid (80%+)

My question is what tricks can I use to lower times and what is the absolute BEST time to shoot for/expect using those tricks?

You should find the following threads of assistance:

http://www.500ecstasy.com/forums/showthread.php?s=&threadid=200

http://www.500ecstasy.com/forums/showthread.php?s=&threadid=233

http://www.500ecstasy.com/forums/showthread.php?s=&threadid=218

Basically you want to go when the weather is as cold as possible, you want to ice the intake system ONLY with bag ice (cool the intake tubes/runners to cool/densify incoming air). There is a sweet spot with the engine temperature -- you don't want it too cold or hot. You want to go at least 30-40 minutes between runs in order to give things time to cool down.

You want to run more octane (100 is a good start) when you can. You want to reduce the tire pressure to around 20-25 PSI (I run 20-21) on stock street tires. You want to heat the tires up with a good 5-second burnout immediately before going up to the line. There are a few other things, but if you follow the above guidelines, you'll take 0.5-1 second off your stock times. With a 14.3-14.4 second car, you ought to be able to get down to the 13.9-14.0 second time frame.

My best time was 14.02 at well over 99 MPH, in a stock 1994 E500.

Cheers,
Gerry

Thanks Gerry for the quick response! Do you mean I should be able to hit 12.9-13.0 using those techniques? (I've already run 13.4)

Yes, sorry. I mis-typed the wrong key.

It's all about the first 60' and 330'. Your 60' times are exactly the range that I am getting in my E500.

You need to get those down below 2 seconds in order to really move your times forward -- 1.8 or 1.9 would be optimal. Your car is achieving its good times solely on the mid and top end speeds -- a testament to its strength. But what you need to do is focus on off-the-line technique. Even small (0.1 second) improvements here will mean larger improvements at the end of the run. If you are able to get a 1.9 second 60', I'll bet you'll be at the 13.0-13.1 range at the end of run, possibly lower.

My friend Dan Smith, who owns the "Silver Bullet" which is the world's fastest known 300SEL 6.3, regularly obtains 13.6-13.7 times and he is in the 1.9 second range.

It's all about exploding off the line. That should be your focus. In a car such as the AMG 55s or the E500, after launch you just hold on for the ride. The launch is the gating factor to the lowest times.

Cheers,
Gerry

Thank you. Look forward to metting you and Dan someday....perhaps at a Starfest