Doug Schriefer wrote:dieselgeek wrote:Rick1999 wrote:This is pretty much how it works, once they figure out a calibration they don't really change very much, the teams we deal with just call and tell me to duplicate a certain serial # when they need a new one, they run it across the dyno to make sure it works like it's supposed to and that's about it. When they get an idea to try something new they tell me what they want, we make it for them and they flog it until they determine if it's worth pursuing or not, also the drivers don't like the tuners changing carbs on them, I've heard many, many stories I was told that Jimmie Johnson used the same carb for all 5 of his championships with the exception of restrictor plate and road course races which are specialty carbs for those tracks.
So, how many hours of tuning does it take to optimize individual cylinder AFRs? ballpark? I'm not talking about the back-of-the-pack cars, but the leading teams. How many tuning hours did they spend optimizing every cylinder? I'd like to hear more about this process with a carburetor if you're one of the guys who do that. I used a "NASCAR" carb once and the owner claimed it had somewhere between 1000-2000 dyno pulls in it's tuneup.
As Rick said there is no reason to make those kind of pulls on ANY carburetor. While some may make a half dozen other may be as many as 50 if they're trying different settings but you're not going to see more than that. On track tuning is still much more important than a dyno baseline.
Let me make sure I understand what you're saying - 50 pulls max is all that's needed for a Cup Car engine, even when they're monitoring in-cylinder chamber pressure, individual AFRs, and tuning each cylinder by trying individual cam lobe profiles for both the intake and exhaust, *on each cylinder.* 50 pulls or less?? My friend at Roush/Yates tells a wildly different story. I wonder who's right?