[Cglrcng]

Ok, after a couple of weeks of deep reflecting, and a full review of 26-30 yr. old data (and the limited, but very reliable new data and results, and looking at what works, and what does not yet fully efficiently work), fully realizing that this is not a new project, but a long delayed very old project, with just a lot of recent well done hard earned & fairly expensive improvements and changes). Changes are in order.
Looking at those changes each independently and together as a whole, and a dozen or so avail. quick or time/expense avail. options (like can the converter be loosened up enough to make use of the existing cam I installed work, or will it take a new 1?) Yes it can be loosened up quite a bit says the mfg., based on the as built and originally adjusted, vs. the originally designed as build, as it was originally actually tightened up for the situation of the old combo, before it was sent to me when purchased (there is room said Turbo-Action, w/ a week turnaround after they receive it in hand), but if the trans. is dropped out now, it will also get fully freshened at the same time.
Those are offseason changes, as are the brake conv,. and a Holley system/and/or data logger. (There are still 3 avail. Div. 7 races left in this season).
The old data suggests that the car is a flat out currently a turtle in the first 60'-80' or more feet (like 7/10ths. slower in the first 60', slightly more in the 330', and even a bit more to find in the 660', than it was before all the recent changes and improves were completed, and I took everything I thought I would need to the track except of course the next lower lift cam or that would already have been installed/tested. (All of the above was in advance, as far as the cam change, was fully expected, no reason to chase fast numbers just ring seating on a fresh build, and testing. (It worked just as expected). And I knew a big stick (with tons of overlap and duration), was going to kill the bottom end but turn out RPM (7,000 RPM though and that real Stocker sound were both real surprises though). The Power brakes have to go, and the converter has to be loosened a lot to get out of it what it needs, as it originally set and held a 2.2L Truck stick record in the Mid 2000’s (both ends), and I installed it in an automatic platform. So, I did not expect it to be ideal without some further changes as it does not even begin to build any vacuum at all until it reaches 3,200 RPM (Power Brakes take 18-24”).