 fantastic time. As you can see we're at the end of the race night here and got some time slips in my hand. For the weather that we got today, pretty hot day. We're in the low 90s here in Georgia. The DA was 3100 and some change today. So 3100 DA. Truck is absolutely full weight. Passengers seat is still in the truck. Back handling everything is in the truck completely. There's nothing to remove from the truck. So full weight 3100 DA and today the goal was to try to play with a trans brake a little bit and see see how it does. We got a lot to do with the rear suspension. You know the rear suspension on Frostbite is absolutely pretty much all stock except for drop springs. We got the Beltech drop springs in the back that I cut two coils off of and we have Beltech rear shocks. So we don't even have you know shocks that we can adjust for the back and hey that suspension has been working great for Frostbite for a long time. But when we're trying to use the trans brake obviously we're loading that suspension harder the tire harder and everything is just coming down with a lot more power and that's not going to get it anymore. We're going to have to start upgrading stuff. We're probably going to get some adjustable bars for the rear and some adjustable shocks. We might do some pullovers in the back. I might weld them on. I'm kind of still trying to make up my mind and see what is worth doing. But we got to do something. Anyway so we're going to go over the time slip. So first pass today like I said 3100 DA full weight. We didn't change anything on the tuning except for we did change our methanjection because it's hot and we're wanting to try to start adding a little more power. We went from 50-50 methanjection to 100% methanjection. So we're running 100% pure M1 methanol right now. Now we didn't change the tuning. So what that did obviously it fattened up our air our air fuel ratio tremendously. You know we were around the mid-elevens on 50-50 methanjection with 100% meth. It actually has dropped the AFR down to very low deep tens. Around 10-1 to 10-2 is what it was running down the track under full power. So obviously that slowed us down as well with the weather. And we did down purpose. We're just trying to see how the truck acts with the meth. We had to get some data so we can go back and start pulling out some fuel to compensate for how much meth that we have now and all that mess. But I will say pump 93 octane with 100% pure meth is what was running in the truck today. In the first pass we tried to launch off the trans brake. I want to say it was about 3,000 roughly RPM and it spun. We did not get a good 60-foot. It was actually a 1-8, 5-5, 60-foot. We ran a 12-2 at 111.78. And we're in the right lane right there. Don't know if y'all can see that. But that was a first pass. Obviously I'm not very happy with that. But again a lot of lot goes into that. Biggest thing is the DA. 3,100 DA that's the worst DA I've been in all season this year with cross bike. So that's slowing it down a lot by itself. Other thing is we added pure meth and we have to tune for it and we knew that. So it's running really rich. It's not going to make as much power running that rich. Second pass. We did a 1-8, 7-6, 60-foot. I tried to leave on the trans brake again around that 3,000 mark and we actually ended up going a little slower. We ran a 12-6 at 1-0-8. And really not sure what happened there besides the launch was a little worse. And on top of that, trying to leave on the trans brake guys without having a two-step is super hard. The only way to really do it is map the pedal to the floor and just let go of the button. When you're trying to hold it, say the gas pedal halfway down at like 3,000 rpm and then you're holding the trans brake button, you're trying to do all that in sync. So you're trying to let go of a button and mash the gas pedal at the same time. If that doesn't happen, say you let go of the trans brake first before you hit the gas pedal, then you're going to have this effect. It's going to slam back and nose die. So obviously that's just kind of real pain in the butt. Not having a two-step. So the third run, I said okay, let's try to run it on just a converter footbraking it and see what we can do in the heat. And we ran it just like we'd been, but it's still running obviously at 100% math. The air fuel ratio is way too fat. We did a 1-7 to 260 foot on footbrake. We ran a 12-0-91. So we ran a flat 12 at 111.56. So that was actually our fastest pass so far just running right off the footbrake without the trans brake. In the same tuning, we didn't change anything at all. Last pass, I said, all right, we're going to pack it up and go home anyways. So I'm going to get up there. I'm going to mat the gas pedal on the trans brake. So we held it at the staging. We held it at the tree at about five grand. Matted the gas pedal five grand. I believe the boost gauge was sitting around the 5.6 psi mark. So we had boost when we let go of the button. And honestly, it felt like it hooked pretty good. It felt like it did like one tire rotation. And then I just felt it kind of just slamming. My son said the front suspension looked like it really popped up. It felt like it popped up. So I don't know. I expected a lot better 60 foot, but I think that initial tire rotation of spinning before it bit cost a lot. That was a 1714 60 foot. But we did run an 11998 at 11250. So we did make it seem like, you know, a little bit more power that pass and a little faster time obviously because a 60 foot time did drop. So here's that time slip for the 11998 where I just hammered the gas pedal and dropped the trans brake right off the floor. Right lane again. So there we go. We're in the right lane. And that was a trans brake launch with the gas pedal matted to the floor mat. And I said it actually didn't do as bad as I thought. I expected it to go completely, fully stupid and just start fishtailing all over the place. I'll have to look at the video, but it felt like to me like it did a tire rotation, like a real quick tire rotation or two. And then it just, it hooked. But that initial, that initial hesitation there definitely cost us. And again, 3,100 DA running way too fat on the AFR gauge because of the pure meth we're running right now. So obviously we're going to go back, go through the data, go through the wide band video that I took. And we're going to start adjusting the fuel tables to compensate for the 100% meth. So we're going to be taking some fuel out where we need to take it out throughout the band and let the meth do what it needs to do. So obviously we're trying to target around 11.5 AFR. That's the goal with running the 100% meth. So we just got to adjust for that. The truck will be faster after we do that. This pass had 12, it had 12 to 12 and a half degrees of timing in it, 3,100 DA full weight. There you go. That's what we got. Other thing we need to do is some maintenance as well. I've been running these plugs for, for a good while now. I want to say we put these plugs in right after we got the supercharger figured out. And we've been running a lot of the VP fuel additive, which does turn your spark plugs pretty dirty over time. So I'm pretty sure it's time to change our spark plugs. We need some fresh ones. And yeah, so we'll get some new plugs in it. We'll get some adjust for the AFR for the meth now. Hopefully we get some better weather, but I don't expect so for a while. It's, you know, we're going into the middle of summer here soon. So it's just going to get hotter. But the goal is get the rear suspension figured out, get some new parts in there so that we can adjust everything. Get the meth injection and the fuel system tuned in good. And then start getting the trans brake in there. Now, oh, I did believe out. We were shifting at higher RPM today. We were shifting at 6,500 RPM. And obviously with the DA, it was hard to tell what I really gained or didn't gain. I feel like we gained power and some mile an hour. But with the 3,100 DA, it's hard to tell. Last time we came out, our DA was around 2000, I think. So kind of hard to tell if we what we actually picked up. But the truck felt like it was pulling really hard. So again, guys, lots of stuff to do. And we'll see. We'll try to get it figured out and get it going down the track the way we want it to. So stay tuned. As always, guys, stay safe out there. Don't forget to hit that subscribe button. We'll see you guys on the next Tuesday.