A 30 year journey, and a 2nd chance.

[Cglrcng]

The chassis changes are right, it hooks correctly, is consistent at the tree (even though I am not yet, I do have a very good idea of where my spot is/should be now), & has almost zero rear squat now, and the front comes up just about level (no wasted porpoise' or dolphin like rear squat action that just delays R.T.'s on an FWD application, and it squirts out forward reliably and as envisioned when tweaking it to do just that), and it (the lack of current bottom end), is almost all due to the extreme cam change I went with, and installed after the engine rebuild to find out if it is what the former owner said it was…it is exactly what he said it was.It will be sent out to a grinder for duplicating immediately after Bakersfield since it is a 1 off custom part (and it will be back in the car soon enough), to start break-in ring seating under power, and testing with (a 1 off custom but legal part I found online at a really great price, and I love how it sounds with the much higher overlap & duration (like a stocker should), just not how it works with everything else right now & quite yet.

But, once it comes into the power band for that cam, and the converter working together with it, for a ”slow ride" slow sled at least, it flat comes alive & starts screaming out the back end for a tiny 2.2L/135 cu. inches, compared to the past 660' to 1,320' data numbers (if looking at the incremental differences only), and I have a mid-ling slightly lower lift, much less overlap, and duration cam (or 3 sitting back home on the shelf, I think the only things I did not load up and take to Las Vegas with us were the other 3 cams I had on the shelf, or it would already have been changed after the very 1st quarter mile test pass that Friday), & 1 of those is the specific cam that I took out once the head returned much improved from GA, that was last run (on the track at least), in 95'-97' (it was last run in competition @ just 35 total lbs. car and driver combined wt. lighter, but the short block and valve train & other head improves, pistons/ring replacements, and balancing, etc. should net a lot more, if I just take one step back and do a quick cam swap and dial it in at just 3 degrees adv. (where it was last run), which will also restore the vacuum currently missing in the P.B. application, and allow the existing converter to work properly again for the P.B. system, which should/will restore the bottom end, and a bit higher stage stall should be restored.

A very low HP app. @ 99 HP/ factored at 105 Auto combo at least (that 6HP & 6+ percent hit, requires me to carry around an extra 150 lbs, over much lower wt. competition in the same class at least), does not get you very far once you start playing around and take it out of the best (much earlier), power band sweet spot, without making the higher RPM leave choices avail. to get it to move the necessary weight involved earlier and more efficiently (no matter how much I moved that weight around to pushing instead of pulling, it still needs to quickly get rolling much earlier to begin with).

That pretty simple (cam swap), decision is already made, and required ASAP (Monday), along with adding back the adj. fuel pressure regulator and the +60 percent single point injector into the new throttle body (Also Monday), as it was last raced, since the new (first cut ever on that head), valve job and the newer and better valve train components are making it breathe and operate a lot better than it used to, and the 660' through 1,320 numbers reflect that if taken in increments instead of the overall start to finish line E.T./MPH numbers show.