Turn off the CSA, you definitely do not need it here, and yes, brake less and roll more, make the downshift to second part of the acceleration on the last turn of S1. Those are what I see that may help you break into the 58's. They were my struggle anyways.
And an intake job, oh boy, never a fun job. I have to do wheel bearings on my FWD (and an oil change while it's up) been putting that off for a while, to long of a while because now it's hot as hell AND humid everyday. This week it is trying to tap 100 degrees and 85%+ humidity
I was wondering about CSA on this one and figured it probably was
not necessary. It's probably preventing a bit of rotation in some corners where I could benefit from more in order to get on the throttle earlier. As for the turn you're speaking of, that's the LH one, yeah?
Yeah - the good part is that we've done this specific removal before...three times before. In a row.
Last year, we had to replace the coolant temp sensor which is
all the way down in the valley. You can
just see the little red lock of the clip in the pic below. Well, in doing so, we had issues with the coolant air bleed pipe (also visible in the pic - you can see the pipe going into the front head on the left, and barely see the one going into the rear head on the right, mostly hidden by the CTS wire) and ended up kinking the rear pipe pretty badly (but after removal, it wasn't as bad as we thought), tore one of the new O-Rings (had to dive into my recycle bin to find one of the old ones) and unknowingly tore the front one, leading to an incredibly slight and slow leak (it would take a set after the coolant level reached a certain, acceptable point, but was something that we still wanted to fix).
Thankfully, the CTS was considerably more work past the coolant bleed pipe, so we had a lot less to do - and a lot less coolant to drain out of the system. It was hot out, but we obviously knew what we were doing, so getting the intake off only took about an hour. We lubed up the new pipes with tons of soapy water (which is what the assembly plant does), as well as the bores for them in the heads and wouldn't you know, they went right in.
Last year, we fought reinstalling the pipe during initial reassembly, but got it in, reassembled everything and...it was leaking because of the torn new O-ring. Disassemble, replace O-ring, reassemble (small leak wasn't noticeable due to coolant being in the valley already)...realize we forgot the NVH stuffer that sits above the fuel rail. Disassemble
again to put the stupid stuffer in (at least it was only down to the intake-off point), and reassemble a
third time.
I'd like to not do this a fifth time, but we pressure tested the system and it remained dry, so we're probably good. Probably.
We also popped the pads out of the RF caliper (thankfully, a Brembo, so it was fairly easy once we figured out the process, as I've only had the "pleasure" of dealing with sliding calipers up until this point, but it's good to now know, since my Camaro has Brembos on all four corners, and he has Brembos up front on his Regal), Molykoted the sides and got rid of his little squeak he's been dealing with for...a year at least.
It was hot, but we really weren't too phased by it, since it was not humid out. However, today is supposed to be 94, tomorrow
99 and Thursday 98. Friday is 94. At least the humidity is fairly low until Friday (storms coming in the atfernoon).
We have a whole new suspension (again) to put under his Mustang. It is going to be...uncomfortable, but we both have this week off so...this is the time. I swapped it all back in 2020, so at least we shouldn't be fighting with rusty bolts (since that car saw Michigan winter usage before he bought it).
...anyway, back to regularly scheduled TT discussion after that sidetrack.
