A 30 year journey, and a 2nd chance.

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Next up, a Holley EFI System & Harness w/a wide band 02, a 2 Step, convert the brakes to manual, get that converter loosened to 5,000 & refresh the Transaxle while it is out (as those bands and clutches are the 1984 originals), and get the cam I started the car with a year ago (or 1 like it and updated closely with it to today's technology back in the car). If I am going to risk screwing up a decent thing to go faster, we might as well go all the way. At least I know it is a good starting point, the turtle can run 8 tenths under, just not at Las Vegas. (-134 under a factored index on a 17.61 dial in in EF/S (17.75), against a -726 under 9.65 dial in in FS/C (10.47), just does not feel that comfortable at the outset, but it can be very rewarding if the car does its job, and you do yours). Dead 6 will put a big smile on your face...And followed by Dead 0-in the other lane, a round later can take it away too!

It's all fun and games I would not trade for anything right now, even when it was the struggle bus.

Then there are other considerations, wheels, tires, bearings, brakes, alignment changes, etc....all in good time.

So, most of the plans I had last Winter at least for the car, are still the plans I have again now. With all that completed, we will again later attempt to test it in DF/S trim again. Until all is, I wouldn't even for kicks attempt it unless it was a sea level track. The California Car, just loves California air. It liked FL, air, and Houston Air too though.

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(Since last races in april; Changed 02 sensor, added beam breaker)

June 8th & 9th Summit Bracket Racing Las Vegas, NV 109 degree plus weather (Super Sunny and junk air) Saturday -.007 Red TT1, -.005 Red TT2, .024 E1 Win 17.75 Dial/17.784 to a .121 12.92 Dial 12.910 B.O., .018 E2 Win 17.75 Dial/17.742 to a .100 14.38 Dial 14.275 B.O., -.014 Red E3 Loss 17.74 Dial/17.836 to a -.065 11.83 Dial 11.913.

After the 3rd rnd loss Saturday changed the fuel pressure regulator to a new adjustable regulator, attempted to adjust the pressure downward from 42 psi to attempt to lean it out a bit, but the minimum adjustment ended up raising the pressure to 50 psi. (Left the new regulator on the car).

Sunday (Temp and corrected altitude even higher.)
Had Coffee in the morning and knew 1st TT was going to be deep red and it was -.051 RedTT1, 17.618 (a 10th and a half plus quicker than TT1 Saturday, so the ECM is adjusting properly, more fuel pressure), in TT2 I made a bunch of biological and car adjustments that did not pan out (I did too many at once) Ate food, lowered front WD Slicks a full psi, and beyond and it showed .118 TT2 17.653, Adjusted w/ low caffeine dose via half a pepsi, and put the front tire adj. back up 1 psi .042 E1 Win 17.66 dial 17.623 double breakout, against .113 12.45 dial/12.410 B.O. (MOV .0031), then ran into Paul Wong E3 and a weekend ending Red Light knowing it was going to be a tree chopper -.036 Red 17.64 Dial 17.634 Loss against his .018 12.16 Dial and 1 under 12.150 (So I needed to hit hard and went waaaay too far! Car was dialed right my 6 thou too quick against his 10 thou too quick was right there together, driver just wound too tight.

On to start bigger and better things, and finally start to make this car finally tuneable! Car is still in storage in Las Vegas until all the parts and pcs are in and ready to put on the car, but the Holley Terminator X ECU, Main Power Cable are in already, and made up a pr. of electronics mounting boards (1 for me and 1 for a friend in Texas (Greg Hogue), who is building a Stk.1984 2.2L Daytona Turbo Edition).

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I will be using an un-terminated 15' main harness to create a custom harness (Using the Universal MPFI docs as a guide), as they don't make a terminated harness for the 84 Daytona 2.2L/135 CI Single point TBI.