TRACK and MAINTENANCE LOG
Ø Fall 04 Plenty to think about over the winter. Can I get this sled in the 9’s?
Ø Nov 04 Ran a best of 10.33 @132 with 6.56 107 1/8 mile time. On this pass I shifted a little higher than normal, had the timing up a few degrees and was looking for a 10.20 pass. At the top end of the track the Charge hose blew off. I don’t think it made much ET difference but the mph may have been higher since it felt like I dropped the parachute..that I don’t have.
Ø Summer 04 I’ve been looking for an excuse to put the 454 back into the car. I ran this engine for a decade in Naturally Aspirated form. Eventually running high 10’s. Back when I purchased the Procharger I picked up some low compression pistons for the 454 (8:1). The rest of the engine consists of the same parts used in the 396 with the following exceptions: The heads received stainless valves and new springs.
Ø May 04 Ran into a few problems with the 396. Some if not all of the piston pins are galled or bent. Looks like I need some new parts for the 396.
Ø Winter 04 Not too many changes. I did take the engine apart to see how much shrapnel went through it. Some bearings looked brand new. Others took a hit. All in all not ruined but fresh bearings are on the way. I must say that the motor looks great even after 4yrs of abuse that included 1 bent valve, shrapnel through the carb(twice) as well as into the oiling system(once).
Ø Fall 03 The Blower came apart at the end of the MT tire day. Coming out of the burnout box I heard what sounded like marbles in a blender. Something internally came apart in the blower. Not sure which part failed first. ATI looked at it and determined that most parts were scrap. ATI repaired the blower and sent it back @ no charge.
made 507rwhp 533rwtq with K&N style hat. Jetting was real close with
air/fuel running @ 12's.
Swap EV hat in place. 539rwhp 510rwtq. Jetting was WAY rich..too the point where it pretty much deadlined 10..which is the minimum. Looks like there is plenty left. At the end of the run the Dyno magnetic pickup got thrown across the room. I figured it contacted the blower belt somehow.
more timing for a quick pass before jet changes. the car didn't rip through the
R's..kinda hung 45-5000 so I got out of it.
Put timing back and let 'er rip stayed in it longer but only produced 432rwhp 376rwtq???
Decided to call it a day and drive home. I blew a header gasket during the second run as well..so I limped home. Car felt fine, drove normal except the header noise.
UGLY: Looked into what was going on. Since the car seemed fine I took a better look at the blower. One fin on the impeller was facing the wrong way..UGHH The mag lead must have gotten sucked into the blower..yes we ran the blower without the air filter. Don’t make this mistake!
Ø FASTER CAR: I feel I gained with the TSI converter, Victor intake, cold air intake.
Ø SLOWING DOWN: I feel switching from 4” to drive-able 2 ¾” full exhaust hurt the car.
Ø I believe the car will go 11.10 with a little chassis work. A little tuning will get me in to my goal..10’s with a dead stock head.
Ø Winter-03 Adding more boost!!! Swapped pulley and belt. I didn’t go crazy with pulley choice. I went 2 pulley sizes smaller(head unit). I expect 2-3 lbs more boost. Drilled out the PVCR to 5/64 on the primary side and lowered the jet(82). I added a few jet sizes in the rear(95). I also installed a spacer between my K&N style ATI bonnet. There are many who added a 70 Chevelle Air cleaner spacer to their blow-thru project to help straighten out the air as it enters the carb but I am probably the only one that had one from the factory. I really want to get the car out and run that 10.** pass with the untouched factory heads. The street strip ported heads are ready to install but not till the 10.** pass.
Ø Haven’t updated the page in a while 2002 I drove the car more than the past few years but didn’t get out to the track. Car feels strong and is easy to drive.
Ø 11-20-01 I added some jet to the primary and secondary side of the carburetor as well as added higher flowing needle and seats.
Ø 11-12-01 The TSI www.transmission-specialties.com converter that I picked up over the summer is good up to 650HP. It would work for my current power level but I chose to move up to a stronger 9” 900XHD Xtra Heavy Duty with a Mechanical Diode Sprag and anti-balloon plates on both sides. The Mechanical Diode Sprag (ratcheting type) is capable of withstanding greater torque loads and is less susceptible to skidding. The folks at TSI swapped the converters out without any problems. I know that I will be pushing the Torque and Horsepower levels higher and with vehicle weight nearing 4,000lbs the TSI converter is money well spent. Now I just need to put the transmission back together and put it into the car.
Ø 08-29-01 I finally picked up the transmission pump, I had it machined to make sure its thickness is consistent all the way around. The converter may have come apart because the JW ULTRA-Bell Ultrahousing http://www.auto2000.com/jw/ may not have been on the transmission squarely.
Ø 07-14-01 I fabricated a temporary cold air inlet for the supercharger. I used some flexible dryer ductwork and some 4” exhaust pipe. I routed the inlet through a hole I made between the radiator and the headlights. We expect a 20-30HP increase by using a cold air system.
The CONVERTER seems to be the culprit.
I’ll be sending the converter to ATI next week. We’ll also go through the tranny to wash out
any debris. The Converter didn’t come
completely apart so it didn’t send a bunch of metal through the transmission.
05-05-01 I dropped the pan and valve body out of the
transmission. No apparent damage. Fluid is red and doesn’t appear burnt. I’ll have to take the transmission out to
04-29-01 A full day to Test and Tune at Norwalk. Except for new plugs, I left the car the same
as last week to get a baseline pass. The
weather is great. Corrected altitude is
around 500ft. I feel with more jet and
timing we will reach our goal of a 10 second pass with stock oval port
heads. The first pass backs that idea up
the 60’ was a little off 1.69 but the car ran 11.21 at
120.26mph. Awesome, the car is still running lean on the top end. The
second pass felt strange. The shift
light came on at the starting line and never went off during the pass even when
shifting. The tach was never below 5700
the whole pass. The car ran 11.58 at
115mph. Did the converter Blow Up? Back in the pits I stopped the car but it
wouldn’t shift to Park, 2nd or 3rd.
I felt that the shifter was bound up.
Unfortunately it was the transmission.
Did a piece of dirt or debris get stuck in the valve body? Back on the trailer.
04-21-01 Ohio’s Fastest Street Car contest. Finished up the Less than Painless
Wiring Harness at 2am. Off to
Norwalk at 6am. I had no intention of
winning. I just wanted to make clean
passes and hopefully qualify. I warmed
the motor to 160 to make sure the motor had good heat in it. The blower is temper mental when cold. The first pass was 11.96 at 112mph. Not as fast as expected but the Ignition
feedback that I experienced last year was gone.
The car was flat the entire run.
We added jet and ran 11.84. A
little more timing (27) produced 11.69.
The car responded so we added more timing (31) and only warmed the motor
to 150 degrees before hitting the burnout box, the car made the best pass of
the day 11.31 at 118.69mph.
The MPH is lower than expected but the car starts to lay down on the top
end. I shifted at 5200 on that
pass. The motor makes power above that
but the lean condition that appears in the upper RPM range scares me a
bit. The day started early, it rained
for 5 hours, but I made clean passes and qualified 10th and received
a Summit Racing Ohio’s Fastest Street Car Qualifier Jacket. I’m not sure the day could have gone better.
Ø SPRING 2001 The Chevelle is ready to go. I expect weight to be between 3800-3900lbs with the added components. The initial Tune-up on the car is timing locked at 25, Jetting at 80/82. I am running AC Delco R45TS plugs gapped at .035. I plan on warming the car up completely before the first few passes (160).
Ø Winter 2001 Rewiring car using a Painless Wiring Harness. The Harness for 68-74 Muscle cars is little more than a universal kit with a few extra connectors. NOT ALL WIRING is INCLUDED. The taillight section is not included. The wires go to the trunk and you must extend them from there. To do it correctly I will need to purchase a GM taillight harness $100.00 and extend the Painless wires. Other problems were no alternator tickle wire. I switched the alternator to 1 wire to get past this problem. The dimmer switch connector wires are about ½ inch short. I needed to run extension wires so it could be hooked up.