'67 Camaro E/SA redo

[Alan Nyhus]

Rich, it looks like the mechanical gremlins are a thing of the past. If you could get a 'known good' QJet to try, that would answer a lot of questions.

Good job on getting to the finals! -Al

[HandOverFist]

Originally Posted by Alan Nyhus

Rich, it looks like the mechanical gremlins are a thing of the past. If you could get a 'known good' QJet to try, that would answer a lot of questions.

Good job on getting to the finals! -Al

Thanks Alan - It's still a mystery how the car could 60' a 1.45 at one time and we have never been able to get it back near that point.

[brent flynn]

Congrats on goin' 8 rounds! thats great!...yea, that is weird... 1.45s early in the year, and slowing down that much... find a known working qjet, and see what happens... i hope its not an internal deal, like a cam , or something... Your mph has fallen off a bit, too, as well, correct?

[brent flynn]

what primaries, and what do the CV rods measure? are they like .052? I cant remember... i run 65 primaries, DA (.044) secondaries on K hanger... my flap is pretty loose and choke pulloff is about 1 second, and its adjustable... you need to contact Cliff Ruggles at Cliff's High Perfomance in Mt Vernon OHIO...
he sells adjustable pulloffs, and the best parts you can hope to find...and he is a master tuner... Call him, buy a few good acc pumps, an adjustable choke pulloff and anything else you might need...he will be glad to help you with some expert advice... He has been a huge help to my qjet adventure... Helped me get 1.44 60fts and 10,80s from a tired old 455 bracket engine... Cliff @ 740-397-2921 Mornings are best to get ahold of him, in my experience.

[HandOverFist]

I've been on the site Brent, but have never seen those adjustable pull-off's you speak of. I would gladly try them.

[brent flynn]

Give him a call... i have 4 of them...hehe Tell him Brent sent you... i dont discounts or anything, just want him to know that im spreadin the word...

[HP HUNTER]

Originally Posted by HandOverFist

Thanks Alan - It's still a mystery how the car could 60' a 1.45 at one time and we have never been able to get it back near that point.

Unfortunately you've changed a lot of things since the rear end decided to go strait up, I have to ask, does the converter feel the same as it did before the rear end broke? How about drive shaft angles, it probably doesn't take much to lose your combination.

[HandOverFist]

Originally Posted by HP HUNTER

Unfortunately you've changed a lot of things since the rear end decided to go strait up, I have to ask, does the converter feel the same as it did before the rear end broke? How about drive shaft angles, it probably doesn't take much to lose your combination.

You are correct...I'm learning that all the stars must be aligned for one of these cars to perform as intended. I've put the car back to it's previous state as far as I can remember. All angles are still the same and the convertor was cut open/inspected. There was a slight tweak to get a little more stall, but I can't tell any difference in the way it feels. I have yet to change the way I stage/stall the car. I'm beginning to suspect that those carbs were running very rich all along and coupled with good cool air earlier in the year was the reason for the good 60' times then. I guess the summer air was a death blow for the way these carbs are set up. I have one unmolested Edelbrock Q-jet I'm working on atm and will try to set it up very lean for this summer heat.

[HP HUNTER]

Originally Posted by HandOverFist

You are correct...I'm learning that all the stars must be aligned for one of these cars to perform as intended. I've put the car back to it's previous state as far as I can remember. All angles are still the same and the convertor was cut open/inspected. There was a slight tweak to get a little more stall, but I can't tell any difference in the way it feels. I have yet to change the way I stage/stall the car. I'm beginning to suspect that those carbs were running very rich all along and coupled with good cool air earlier in the year was the reason for the good 60' times then. I guess the summer air was a death blow for the way these carbs are set up. I have one unmolested Edelbrock Q-jet I'm working on atm and will try to set it up very lean for this summer heat.

Who cut the converter? Difference in Baro and DA from Spring air to current air? What temp do you leave at? When you changed the drive shaft was there a weight difference? Always weigh every thing in the drive line, I can only imagine how critical that would be in a setup like yours.

[HandOverFist]

Originally Posted by HP HUNTER

Who cut the converter? Difference in Baro and DA from Spring air to current air? What temp do you leave at? When you changed the drive shaft was there a weight difference? Always weigh every thing in the drive line, I can only imagine how critical that would be in a setup like yours.

It's an ATI convertor, but was cut by PTC due to time constraints...there was nothing found askew. I know the weather conditions will have a great effect, but even in good air and track prep we saw a loss of launch performance and it has never improved to date...seems to be stuck in the 1.52 range. We did notice some tire slippage running 18psi and I recently went up to 20psi...did'nt seem to have any effect on the 60' times. As for the driveshaft I don't think there is a great difference in weight between the two.

Here's a for instance time slip. This was in pretty good conditions and before the carbs were worked on...despite the poor launch the car goes faster than it ever has before at every other point on the track. I remember these passes because the car felt like it was just driving off instead of hitting the tires hard and snapping the front-end up. If I can figure out whats going on I believe it will run 11.20's in decent air. This pass the car had the same Calvert SA shocks that it wore when it went 1.45 - 1.47 60' times...it now has DA shocks on the rear, but I'm not working the back hard enough for them to have any effect atm.