A 30 year journey, and a 2nd chance.

[Cglrcng]

TY John & Jon, you guys are great, and Paul it was great to see you even from a distance, as you were always hogging up (hard earned though via closest R.T.), that potential bye parking spot brother! Lol. (The Las Vegas Raceway Staff were as friendly as ever! TY also, and everyone else was very friendly also...We are glad to be back!)

I forgot to list the best part...

John and his crew again went deep into eliminations, and even had the kind of light I was working for (but missing, as Rome wasn't built in a day), all weekend (only on the good side of the tree), secret agent man, at least 1 of us won something! So, that made it a whole lot easier to digest, as it usually does. They have a hard working team. Great job to all the winners.

[Cglrcng]

[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”).

[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.

[Cglrcng]

I have also just started collecting the necessary parts and pcs., and making a plan to convert the P.B. system to manual (improve the overall braking by adding the Mopar SLH II or SLH III Brake Upgrades), and that along with the complete Converter change or loosening (up to the point of as loose as possible, without affecting the overall efficiency of the converter, and a refresh of the transaxle are all in order in November which will allow a switch back (or re-step up, to allowing the cam in it now, to be used again in the near future once (and that 1 off custom ground Reed Cam's pc - Sadly John Reed formerly located in Georgia is no longer with the rest of us on the planet as he passed away after grinding cams for 35 years, in a tragic crash of his own private plane back in the late 90's), in the meantime can be measured cadded, copied, and a cam card made/ maybe even a new grind based off that also, without the extremes using newer and latest cam grinding techniques/options and technology not yet avail. back before the early 2000's), once all that is accomplished and in place (Testing will be necessary to see if theory matches reality, but a lot easier to test 60' leaves repeatedly vs full 1,320' runs).

I know what it is doing now after 90'-100' out. (Flat waking up instantly as it reaches peak torque numbers! - That 1st hundred feet though is nowhere near the same, and finding a happy medium between the 2 will be a final goal) Just moving those numbers back down to where they were before, will help to restore the bottom end and E.T./MPH.
If I can just get it to leave like that initially, then we are on to something! It just takes a little time, money, and perseverance, but mostly patience and the hard work, and track time to accomplish, that I cannot afford at the moment. (Grade points, seat time, practice at the tree and top end games experienced again, are the current goal, the rest is just frosting on the cake). And we will slowly creep up on the "just how far under it really is capable of" along the way.

An hour to line everything back up Monday on all the fresh install marks (Cam, crank/and Int. shaft sprockets, Oil Pump/Distro/Rotor and Converter Timing window marks w/ my preset TDC stop in the #1 cyl. spark plug hole finger tight on the Comp. stroke, and verify each again (hang cam sprocket from strut tower during the swapping without moving or disengaging the belt), and swap em' both out and in, with the same offset 3 degree adv. key, add another half hour to dial it in properly, even less time to button it up, reset the static initial base timing, & ck the advanced total again, and testing, the 1st 10 feet will tell me (what I need to know),and it will tell if theory matches my reality.

[Cglrcng]

Another 30 or so minutes to disassemble the T.B. Hat, remove the stock inj. and F.P. Regulator, add the prior run +60 percent injector and Adj. F.P. Regulator, cap off the vac. signal port on the T.B. and adj. fuel pressure to compensate, ck. for leaks & test again, and it should be back to prior performance or better than prior data suggests, with slightly higher shift points, and a true no miss heartbeat. (Totally unlike back in 95'-97 with the issues it had then, since found and corrected, and now verified to no longer exist over 12 passes so far completed 3 -1/8th mile and 9-1/4 mile). Change the oil and filter from the 30 wt non-detergent break -in' oil to 5-20 synthetic. (I am not yet ready to go 0-10, or 0-20, or a qt low either). Add back the 3 plastic parts that broke last outing and were repaired or replaced, and painted up.

Cold ice water cool the lower intake chamber (drain), and race.
If more time presents itself, I will change the 4 brake hoses and re-bleed all 4 brake cyls. and the system again. But w/ the vacuum restored at idle and low RPM, that should not be a necessary item at the moment, unless time allows.

Next up…Registered for the Bakersfield Double w/ Class racing last Saturday, plus Wednesday testing.

I am really looking forward to some much cooler CA Fall weather and 5 days of racing back at Famoso, as that was, 40 years ago, 1 of the places that I had tremendous success at in the 80’s bracket racing (the place I won my very 1st Wally at), and being amongst old friends from long ago for my re-debut and first not 1, but 2 Div. events (plus an addl. test day), in exactly 26.5 years. (and I have a day beforehand Monday to do the last minute changes on my punch list before load up and departure).

[Cglrcng]

Double duty crewing for Scott McClay (a second time this year), on his Comp Elim. Entry (at least the first race at Famoso), will certainly keep the boredom factor away, as once Wednesday’s test day is over my slow sled is, add gas at least every 3rd to 4th pass, and make the round calls, park and hurry up and wait, and I do not do well unless kept a bit busy (the work will keep me awake).. And I will do much better this time around I think as I now at least know his processes. And, where at least some of his things are in the trailer, etc.

At this juncture, I need to really thank the Irving’s (both of them, for their very generous offer to help, and for the opportunity, and their hospitality and friendship), as My Wife is still in Phoenix as her Dad (my Father-In-Law), who lives with us in our home for the last 20-25 yrs, just had 2 days (26th/27th), of very serious operation(s) this week, is still intubated, and in ICU, and will still be hospitalized at least another week.
So, I would probably not be there if not for their offer & help. And for your prayers also John, they have worked so far my friend, and Celeste says Thank You!

He is slowly recovering, though it was quite touch and go more than once. (1 kidney is working fine, 1 is not, blood pressure is low, 2 aneurisms removed just below the heart instead of 1, (between the 2 operations totaling over 12 HRS. and emergency dialysis in the middle of the night early AM the 27th,), and he is in his mid 80’s, had a triple by-pass in Jan. 2020, and a pacemaker installed, and has been on 24 hr. O2 ever since, it was some quite serious stuff. (He is a tough older former Navy Sub Mariner and Veteran who is the most regimented person I have ever known in my lifetime as I don’t need a clock or watch at home…his waking , meal times-3 squares a day plus snacks, TV & and bed time tells me the exact time of day or night it is…30 yrs ago we were also business partners). I know this is not relatable to the build, but it is our life during it.

While Celeste will not be able to join us (this time at least), she said no way she will miss the upcoming Vegas race. And said she and he will watch it on NHRA TV from Famoso.

I cannot wait to get back at it!

And the 18 month project is showing some great results so far (though if you were at Las Vegas you certainly would not have thought so watching me run 18’s, red lights to really green, temporarily locked in park in the lanes at 1 point, but it was merely a shakedown first quarter mile passes and under power ring sealing 3 day session, and I figured if I was going to go slow (since I did not bring those other cams, then I was going to go very sloooow, and find my new spot on the tree, and see if I personally still had it in me after all these years. (I do, it’s fun, and I am again hooked like a really hungry fish!)