David Pilgrim's 255 MPH Corvette sets new Speed Record at Bonneville
08-25-2010, 07:30 PM
#1
David Pilgrim's 255 MPH Corvette sets new Speed Record at Bonneville
Hey everyone, new video here:
Corvette LSR prep
Last week (August 14th - August 20th) marked the annual Bonneville Speed Week event that is run by the Southern California Timing Association. This event takes place on the famous Bonneville Salt Flats , just outside Wendover, UT.
http://www.scta-bni.org/index.html
We think everyone here on Corvette Forum will be interested to know that one of our own, David Pilgrim, is continuing his Land Speed Record qualifications, and is doing it successfully, by breaking his own record in his C5.
Just as a little history of his Corvette LSR efforts:
David previously held the World Record at 236mph in A/BGT (A - engine size, B - blown, GT - stock bodied). For those unfamiliar with the procedure, you are required to make not one but TWO world record runs that then get averaged to give you your official time. In between the runs, your car is impounded, and you can not work on it whatsoever.
Last year, while David was making a record setting pass at 250+ mph, he spun out at full speed and actually left the ground slightly (see photo below). Slightly or not, at 250, I think it is noteworthy. David attributed this incident to the lack of stability at speeds not ever intended by GM engineers on his C5 corvette.
David contacted Pfadt some time ago in order to find a solution to the stability problems he was experiencing, and get his suspension dialed in for top speed passes. The Pilgrim C5 features roughly 1300 horsepower from a C5R engine fitted with a tailored STS turbo system. Truly a unique set up that propels him to Land Speed Records.
As part of our suspension and engineering support for David's LSR program, Pfadt installed a spherical bearing kit, Pfadt 3-way coilovers (custom for his car), powertrain mounts and a full data collection system. The DAQ was for help in tuning on-site at the salt flats to make gains in height and damping adjustability. Also supplied were custom spring rates based on aero data from wind tunnel testing and coast down testing etc.
Pfadt showed up at Bonneville on Friday the 13th to support the LSR effort and were extremely pleased with the results. David's team was on-point and we integrated our efforts easily to give David any extra competitive advantage we could.
The results were that David ran 255.936mph on his first run, through the third of three timed miles. Davids exit speed was actually 265.567mph. Pfadt analyzed data and made a couple of chassis tweaks which what we would have hoped to be an even better run the next morning.
On backup run, he only managed 237 through the flying mile because the transmission broke. While this is not the best news, it still resulted in a NEW OFFICIAL RECORD in A/BGT of 246.148 mph (average of the two runs). Unfortunately David could not continue to run because of the broken gearbox.
David plans on coming back for the 2010 World Finals October 6th-9th for another go at 250+ record. Below are a bunch of pics from last weeks event.
Let us know what you think!
From 09:
This year:
On the scales and in the pits:
Getting ready for first run/first run:
Corvette LSR prep
Last week (August 14th - August 20th) marked the annual Bonneville Speed Week event that is run by the Southern California Timing Association. This event takes place on the famous Bonneville Salt Flats , just outside Wendover, UT.
http://www.scta-bni.org/index.html
We think everyone here on Corvette Forum will be interested to know that one of our own, David Pilgrim, is continuing his Land Speed Record qualifications, and is doing it successfully, by breaking his own record in his C5.
Just as a little history of his Corvette LSR efforts:
David previously held the World Record at 236mph in A/BGT (A - engine size, B - blown, GT - stock bodied). For those unfamiliar with the procedure, you are required to make not one but TWO world record runs that then get averaged to give you your official time. In between the runs, your car is impounded, and you can not work on it whatsoever.
Last year, while David was making a record setting pass at 250+ mph, he spun out at full speed and actually left the ground slightly (see photo below). Slightly or not, at 250, I think it is noteworthy. David attributed this incident to the lack of stability at speeds not ever intended by GM engineers on his C5 corvette.
David contacted Pfadt some time ago in order to find a solution to the stability problems he was experiencing, and get his suspension dialed in for top speed passes. The Pilgrim C5 features roughly 1300 horsepower from a C5R engine fitted with a tailored STS turbo system. Truly a unique set up that propels him to Land Speed Records.
As part of our suspension and engineering support for David's LSR program, Pfadt installed a spherical bearing kit, Pfadt 3-way coilovers (custom for his car), powertrain mounts and a full data collection system. The DAQ was for help in tuning on-site at the salt flats to make gains in height and damping adjustability. Also supplied were custom spring rates based on aero data from wind tunnel testing and coast down testing etc.
Pfadt showed up at Bonneville on Friday the 13th to support the LSR effort and were extremely pleased with the results. David's team was on-point and we integrated our efforts easily to give David any extra competitive advantage we could.
The results were that David ran 255.936mph on his first run, through the third of three timed miles. Davids exit speed was actually 265.567mph. Pfadt analyzed data and made a couple of chassis tweaks which what we would have hoped to be an even better run the next morning.
On backup run, he only managed 237 through the flying mile because the transmission broke. While this is not the best news, it still resulted in a NEW OFFICIAL RECORD in A/BGT of 246.148 mph (average of the two runs). Unfortunately David could not continue to run because of the broken gearbox.
David plans on coming back for the 2010 World Finals October 6th-9th for another go at 250+ record. Below are a bunch of pics from last weeks event.
Let us know what you think!
From 09:
This year:
On the scales and in the pits:
Getting ready for first run/first run:
Last edited by Pfadt Racing; 09-02-2010 at 01:18 PM.
08-25-2010, 08:29 PM
#3
Le Mans Master
Congrats! That is awesome.
would have thought a coupe would have the edge for that.
08-26-2010, 12:01 AM
#6
Safety Car
I thought the hatch was more aero - wasn't that the reason the ALMS team used it?
But - no substitute for hard data (unfortunately just text on FRC vs. hatch):
http://www.corvettefever.com/techart...odynamics.html
A little more aero info, particularly post 10:
http://www.ls1tech.com/forums/corvet...s-canards.html
But - no substitute for hard data (unfortunately just text on FRC vs. hatch):
http://www.corvettefever.com/techart...odynamics.html
A little more aero info, particularly post 10:
http://www.ls1tech.com/forums/corvet...s-canards.html
08-26-2010, 12:18 AM
#7
Le Mans Master
What is the story behind the missing door skin in the 2009
photos?
Can you divulge the weight of the car in record trim?
255.9 mph on salt is mighty impressive. Do they feel there is more
speed in the car once the drivetrain issues are dealt with?
Brings to mind Mr Callaway and Mr Lingenfelter's achievements
with the Sledgehammer, an 1988 C4-based car that set a
long-standing closed course record of 254.7 mph at TRC in
Ohio back in 1988.
Emissions compliant, equipped with A/C & stereo.
photos?
Can you divulge the weight of the car in record trim?
255.9 mph on salt is mighty impressive. Do they feel there is more
speed in the car once the drivetrain issues are dealt with?
Brings to mind Mr Callaway and Mr Lingenfelter's achievements
with the Sledgehammer, an 1988 C4-based car that set a
long-standing closed course record of 254.7 mph at TRC in
Ohio back in 1988.
Emissions compliant, equipped with A/C & stereo.
The Sledgehammer Corvette
In 1988, Reeves Callaway contracted John Lingenfelter to design
and build the engine for the Callaway Sledgehammer Corvette project.
Lingenfelter built a 355 CID twin-turbocharged EFI Chevy that produced
more than 900 hp. Reeves’ team assembled the car and drove this very
streetable Corvette to Ohio for testing. John piloted the Lingenfelter-
powered Callaway Sledgehammer to a record-holding pass of 254.76
mph on the 7.5-mile oval at the Transportation Research Center in East
Liberty, Ohio.
.
In 1988, Reeves Callaway contracted John Lingenfelter to design
and build the engine for the Callaway Sledgehammer Corvette project.
Lingenfelter built a 355 CID twin-turbocharged EFI Chevy that produced
more than 900 hp. Reeves’ team assembled the car and drove this very
streetable Corvette to Ohio for testing. John piloted the Lingenfelter-
powered Callaway Sledgehammer to a record-holding pass of 254.76
mph on the 7.5-mile oval at the Transportation Research Center in East
Liberty, Ohio.
08-26-2010, 12:40 AM
#8
Le Mans Master
08-26-2010, 04:44 AM
#9
Team Owner
What is the story behind the missing door skin in the 2009
photos?
Can you divulge the weight of the car in record trim?
255.9 mph on salt is mighty impressive. Do they feel there is more
speed in the car once the drivetrain issues are dealt with?
Brings to mind Mr Callaway and Mr Lingenfelter's achievements
with the Sledgehammer, an 1988 C4-based car that set a
long-standing closed course record of 254.7 mph at TRC in
Ohio back in 1988.
Emissions compliant, equipped with A/C & stereo.
photos?
Can you divulge the weight of the car in record trim?
255.9 mph on salt is mighty impressive. Do they feel there is more
speed in the car once the drivetrain issues are dealt with?
Brings to mind Mr Callaway and Mr Lingenfelter's achievements
with the Sledgehammer, an 1988 C4-based car that set a
long-standing closed course record of 254.7 mph at TRC in
Ohio back in 1988.
Emissions compliant, equipped with A/C & stereo.
The Sledgehammer Corvette
In 1988, Reeves Callaway contracted John Lingenfelter to design
and build the engine for the Callaway Sledgehammer Corvette project.
Lingenfelter built a 355 CID twin-turbocharged EFI Chevy that produced
more than 900 hp. Reeves’ team assembled the car and drove this very
streetable Corvette to Ohio for testing. John piloted the Lingenfelter-
powered Callaway Sledgehammer to a record-holding pass of 254.76
mph on the 7.5-mile oval at the Transportation Research Center in East
Liberty, Ohio.
.In 1988, Reeves Callaway contracted John Lingenfelter to design
and build the engine for the Callaway Sledgehammer Corvette project.
Lingenfelter built a 355 CID twin-turbocharged EFI Chevy that produced
more than 900 hp. Reeves’ team assembled the car and drove this very
streetable Corvette to Ohio for testing. John piloted the Lingenfelter-
powered Callaway Sledgehammer to a record-holding pass of 254.76
mph on the 7.5-mile oval at the Transportation Research Center in East
Liberty, Ohio.
LPE was trying to break 300 mph in a stock body car and fell a few mph short
with a Firebird if I remember correctly?
on the 250 mph attempt David.
08-26-2010, 10:47 AM
#11
Former Vendor
Member Since: May 2001
Location: Callaway Cars - Old Lyme, Connecticut
Posts: 6,125
Received 738 Likes
on
419 Posts
What is the story behind the missing door skin in the 2009
photos?
Can you divulge the weight of the car in record trim?
255.9 mph on salt is mighty impressive. Do they feel there is more
speed in the car once the drivetrain issues are dealt with?
Brings to mind Mr Callaway and Mr Lingenfelter's achievements
with the Sledgehammer, an 1988 C4-based car that set a
long-standing closed course record of 254.7 mph at TRC in
Ohio back in 1988.
Emissions compliant, equipped with A/C & stereo.
photos?
Can you divulge the weight of the car in record trim?
255.9 mph on salt is mighty impressive. Do they feel there is more
speed in the car once the drivetrain issues are dealt with?
Brings to mind Mr Callaway and Mr Lingenfelter's achievements
with the Sledgehammer, an 1988 C4-based car that set a
long-standing closed course record of 254.7 mph at TRC in
Ohio back in 1988.
Emissions compliant, equipped with A/C & stereo.
The Sledgehammer Corvette
In 1988, Reeves Callaway contracted John Lingenfelter to design
and build the engine for the Callaway Sledgehammer Corvette project.
Lingenfelter built a 355 CID twin-turbocharged EFI Chevy that produced
more than 900 hp. Reeves’ team assembled the car and drove this very
streetable Corvette to Ohio for testing. John piloted the Lingenfelter-
powered Callaway Sledgehammer to a record-holding pass of 254.76
mph on the 7.5-mile oval at the Transportation Research Center in East
Liberty, Ohio.
.In 1988, Reeves Callaway contracted John Lingenfelter to design
and build the engine for the Callaway Sledgehammer Corvette project.
Lingenfelter built a 355 CID twin-turbocharged EFI Chevy that produced
more than 900 hp. Reeves’ team assembled the car and drove this very
streetable Corvette to Ohio for testing. John piloted the Lingenfelter-
powered Callaway Sledgehammer to a record-holding pass of 254.76
mph on the 7.5-mile oval at the Transportation Research Center in East
Liberty, Ohio.
http://www.callawayownersgroup.com/C...ember/cotm.htm
Last edited by Callaway Chris; 08-26-2010 at 10:52 AM.
08-26-2010, 01:45 PM
#13
Yes, the decision of FRC vs. Hatch is interesting to us as well. We were under the same impressions.
And after discussing it with David, he informed us that the FRC body he uses actually has a lower drag coefficient. Drag is all that David is worried about. Those sources you posted, RX-Ben, are interesting. The fact that the Z06 they tested had less lift (in the rear) was particularly interesting, as I had "heard" the opposite. It also suggests there would be more drag. I wish I knew the specific differences in body preparation between a standard Z06 and Davids. I honestly did not investigate. I know David has a second nose for this LSR Corvette, but it bumps him into another class, and was not used for the recent 2010 event.
And after discussing it with David, he informed us that the FRC body he uses actually has a lower drag coefficient. Drag is all that David is worried about. Those sources you posted, RX-Ben, are interesting. The fact that the Z06 they tested had less lift (in the rear) was particularly interesting, as I had "heard" the opposite. It also suggests there would be more drag. I wish I knew the specific differences in body preparation between a standard Z06 and Davids. I honestly did not investigate. I know David has a second nose for this LSR Corvette, but it bumps him into another class, and was not used for the recent 2010 event.
08-26-2010, 01:54 PM
#14
The weight of the car was just over 5200 lbs. Yes.....5200 lbs.
Well, the actual exit speed was in the 265 range, but it is not officially part of the timed run. So our hopes are that we can do whatever we can to help him reach his top speed sooner.
08-26-2010, 01:58 PM
#15
Thanks for all of the comments guys, and best wishes. We will pass them on to David for October!
09-02-2010, 01:18 PM
#16
