First off - this car doesn't have the "points" to allow for an oil cooler in ChampCar at the moment. Sure, in a perfect world you would always have an oil cooler on an endurance car, but for this upcoming race the car still has the stock radiator, stock trans cooler, and no oil cooler. It will work or it won't! :) Second - when did 248F become a "high temp" for oil? We were pretty happy with the results so far after an hour of track use. As an engineer very familiar with engine lubricants, I don't get worried until we see 280F or higher oil temps. We NEED the oil to get above 220F just to boil off any entrapped water. But trust me, we WILL be keeping an eye on the oil temps + sending samples of the oil off for analysis regularly. The series allows for an unlimited radiator install, so that is the next upgrade after this maiden race. Ran out of time to measure / order / mount an upgraded radiator before this first event. Again, it will work or it won't... (fingers crossed!)

@@Vorshlag I was curious. I didn't know about the ChampCar rules. I normally like to not get above 250f on my car being turbo. I usually at about 230-240 on the RS. I guess being N/A maybe a different thing.

Yes, anything below 14.7 psia is vacuum. This has a 4 stage dry sump so the mild vacuum the crankcase sees it normal, and beneficial with a dry sump oiling system.

We haven't really lightened this S550 much beyond stock, after we added in the cage and some other heavy duty items. It is a fundamentally better chassis than the S197 due to the rear suspension improvements, too. We ran the S197 2011 Mustang GT in TT3 class where we had a strict power-to-weight ratio that was about 9.5 pounds per hp. The Coyote engine could never make 646 whp without a turbo, and even then it would be heavier and less reliable (heat). Apples to oranges...

Congrats on your new personal best, and I'm still upside down on our head-to-head battle tallies! :) We are definitely pushing each other to go faster - we were both ~4 sec quicker than P3 overall at this event - and I look forward to the next time we're on track together.

On the S550 rack there are two connectors. One of those is the power harness, and we buy a ~$100 F150 harness for that. The other is the control harness and we used a harness from Cortex. We cover all of this in our S550 project build thread, starting in the last post on this page and following later in the build: www.vorshlag.com/forums/forum/vorshlag-motorsports-discussions/vorshlag-project-cars/7152-vorshlag-s550-s650-mustang-development-2018-gt-2024-darkhorse-trigger?p=58881#post58881

For example, can you use a 14 inch S197 Track Pack rotor with the 4-piston S550 GT brake calipers?

Ford finally figured out the reverse hat rotors for the 14" brake was a BAD idea and the later S550s (2022-23?) had a normal rotor, so you can source those instead.

@@Vorshlag Thanks for the reply. I ordered a set of "normal" vented 14" rotors from the S197 Brembo Kit. If you offset the calipers right with washers/spacers on the S197 bracket, apparently that can work. I'm going to try it and see what happens.

They don't offer services, just sell the wheel repair machines. Search for Wheel Restore USA located in Lewisville, TX and you will find them.

Yea well.... with that youtube handle, I'm gonna suspect you wouldn't know false information if a 200 pound anvil fell from the sky on your head :P

@@Vorshlag gfy

@@Vorshlag "TDS Auto Repair' ... We're Never Right! 😂😂

@@Vorshlag ok libtard

yes you can. but Do not jack up the car when you take off the nut.

Well it depends on your skill level and tools on hand. Making a roll cage from scratch is a HUGE task, and not one to be taken lightly. Installing a "cage kit" that is pre-bent / pre-cut is a lot less work, as we showed here, but it is by no means "easy". It is still a big task with lots of room to fail a track inspection. The goal is to end up with a safe, well built, well engineered and properly welded roll cage that meets or exceeds your series / class minimum requirements. Failing a cage inspection is a big mistake that could entail "cut it all out and start over", so keep that in mind when thinking of paying an experienced shop to install a cage vs "making it yourself". :)

Sure, that can work, but it isn't as flexible as the race roll. We've done aluminum air dams on a couple of cars where the gap was very short and didn't have too many curves.

That is similar to the C6 Z06, 2 stage internal "dry sump" pump. They work fine for the OEM tires, but add an oil cooler (which adds a pressure drop) and super sticky tires and ... well... you better watch the oil pressure data. :)

Either the OEM bolts or new bolts from ICT Billet

Yes we shoot for 2-3mm of room. Any more and we are wasting wheel room inboard. Any less and the tire carcass flex could make for some "rubber transfer"

While we didn't do your "captains nest" extension, the main platform is still pretty big. ;)

You are correct, for the current NASA mod factors are 1.0 vs 1.6 for many of the 200TW. But in practice (and we have tested this also) the RT-660 is a DISTANT 2nd place to the A052 and RE71Rs.

Probably very similar to the Supercar 3R, but maybe a tick faster? Ford went to great lengths to have the Trofero RS made in these 2 sizes for this one car. Even if it was stamped "200TW" there are minimum numbers of sizes and diameters to be legal for many series that have 200TW limits. This tire is made in exactly 1 diameter and 2 widths. :/

@Vorshlag this tire is going on a few supercars as well. Some new sizes coming. Not sure if it would have helped due to availability of the supercars and if tire rack is even going to carry the other sizes. If they do still probably not enough sizes to make the cut. For me he 3r is about .7-.8 seconds faster than yok on Buttonwillow cw13 and 1.25 at umc outerloop. That's on c7z giving faster session to yok. So might be a bigger gap. Pace range, 1:45 to 1:47 Buttonwillow, 2 flat to 2:02 umc If this tire ends up being faster than 3r it would be fastest none slick non hoosier available. Cup2r falls off too much after 1 or 2 laps to count for me but even so 3r is right there. Thanks again for doing this!!!

Everyone I know and trust that has legit tested the Nankank CRS V2 against the Yokohama A052 has quietly put the Nankangs up for sale... if that tells you anything. I have felt ZERO desire to test the Nankangs, and kept beating everyone that did run them in my TT class last year. I was on the A052...

@@Vorshlag Thanks for that insight! The Nankangs are interesting as they make some very wide sizes whereas Yokohama stops at 315. And to your point, there is a reason the Yokohamas go out of stock often and the Nankangs don't!

@@dparm1984Not same day though similar weather, but I was within a tenth on 285/315 Nankang V1 last January compared to this past weekend when I went 17.8 on 295/315 Yoks on the same wheels fwiw.

Everyone I know (and trust) who has tested the CRS V2 against the A052 has said the opposite.

@@Vorshlag the V2? I know the first version gave up quick and was a bit slower...

The 3r is a lot faster. The rt660 last longer. The nankang crs v2 would be a great middle of the road tire if you're looking for something that last longer than 3r. The crs is just as fast if not faster then a052. The a052 is great for less experienced drivers imo it's easy to drive. I'm not saying anything besides it helps less experience. It's just as capable in professional hands too.

Supercar 3R is 100TW and not legal for any of the "200TW" series we run, so we have not tested with those. I suspect the RT-660 will be a tick slower but wear much better.

Yes, the Haltech traction control was added by RMS right before this test. I could feel it in one corner but the TC was triggering far more than I realized. I need to go back and test with fresh tires to see if it triggers as much as it did here...

@@Vorshlag Hopefully a write up is in the works! 😁

@@Vorshlag Just need that multimap dial so we can try different settings faster ;)

Yep, this car weight 3853 with zero fuel, and we have to run it nearly full on track to prevent fuel starvation. Driver adds 200 pounds. This is not a lightweight car, but its still fast AF. ;) photos.smugmug.com/Projects/Vorshlag-2024-Darkhorse/i-rSDGdrr/0/429aabe6/X2/IMG_5511-X2.jpg

We did - there were a lot of little things but it all adds up.

Well, don't be shy. Post all the issues. Lotta guys like me are installing these MK60s in CAM-T cars. Always nice to know what worked and what didn't.