Some of us teammates local to Sears Point Raceway spent about half a day there to do some testing on the drag strip.

For me it was to test that in fact going with larger injectors could be dialed in with the use of a MAF translator and my IATuner circuit as to airflow, fuel trims, timing and knock.

My goal with these test runs was to better the timing for better off the line launches which have almost always been 2.2. to 2.4 60 second times.

Check this team webpage for a gear by gear blow results of the 3 runs made.

http://teamzr1.com/drag728.html

First run, I was the first car off the line, at about 8 AM, no sun, about 55 degrees and they just had sprayed the track so it was too slick.

2nd and 3rd runs the sun had come out and temp was about 85 degrees.

All three runs now had 2.0 60 foot times and I made tuning changes using MAFT and IATuner to test differences to rich/lean conditions and knock.

Not one run had any knocks (which is a first for my drag runs), ZERO, thus it proved that at least in my '99, carbon, and the other reasons for knock were either not the cause and or could be adjusted out altogether.

Topend speed ( 66 feet past finish line)
was 119, 122 and 124 MPH, thus tuning clearly dicates performance.

I made tuning changes prior to leaving for the track knowing since the track is over 100 miles from my home that by the time I got there the PCM would have readjusted for my forced changes.
To assure knock could be dialed out, when I got to the track I made changes to air/fuel and timing, made a run and then adjusted again to prove knock could be dial out in a repeatable manner.

I left the last tuning changes as they were after last run and drove the 100 miles back home and monitored the PCM during the drive to see what the PCM would do over mileage.

I can see why one hardwired resister in place of the IAT sensor is not a good path over time and will oontinue to adjust IAT with the way my IATuner functions.
You can see all the results related to all this mod tuning on team forum.