Drove the 'vette for the first time in a while. Been too busy and almost always have the kids, not enough seats in the 'vette.

Worked the N/A tune a little leaner. Went too lean and picked up a little detonation, so I went back a little. Started at mid 11's AFR now I'm at upper 12's and all is well.

Sprayed it with the 250 shot. Felt a little miss at around 120 mph, just a couple very quick single cylinder misfires. Brought back, pulled plugs, can see some very minor speckling of the porcelains. Was plenty rich on the wideband and timing is retarded 12 degrees for the 250 shot. Anyway the peppering is very very mild and under a magnifying glass is all black so all is fine with the powerplant. Plugs are pretty clean looking and have a nice fuel ring coloring just like they should.

Then I found my #8 plug had almost no gap at all. I then remembered dropping that one when I installed it last time but never looked at it as I was in a hurry. Stupid. I looked very close and there is no sign of anything contacting the plug. Anyway, I think the slight miss when spraying was likely from that plug having nearly no gap and the flecks on the plugs was from the previous detonation.

Haven't sprayed again after putting in a new #8 plug but after this run I'm sure I have picked up alot since the last track trip. Being that I ran a 10.66 on a 225 shot and spark plugs with no ground straps surely I'll get that 10.40 now. Sure feels like it. Seems to pull alot harder now than before.

Anyway, just wanted to chat a little about how happy I am with my C4 and glad I stuck it out when the times were tough with it. I think, other than a rear, my performance mods have reached their end for quite a while. I couldn't be happier with the way it runs and drives and hooks up and romps everything I match up against on the street. Next purchase barring any break downs will be new sunvisors and new seat covers. Time to finish the interior and the little details!

Sweet!

Right on!

Hope you get to run it a few more times before the weather turns.

I'm really hoping to get to the track soon to get it completely dialed in on motor and spray on pump gas. It is very close.

Then, I hope to go 1 more time late in the year, fill it with a tank full of race gas and start making nitrous passes. Won't mess with the motor tune but I would like to try this on spray and keep adding 2 degrees of timing between passes till I start finding any signs of detonation on the spark plugs, then go back down a degree or 2. With the amount of compression I'm running (11.4 SCR, 9.2 DCR) and spraying as much as I am with only 383 cubes, I have a feeling race gas will really help my ET and MPH. Would be nice to try anyway. Plus it's easy with the timing retard box, just turn the knob.

Also hoping to get a D44 in it this winter or next winter and run 3.45 gears. I think the 3.07's are killing me when the converter locks up on the big end of the track. It's dropping the rpms way below the powerband. 3.45's will be good and still give me a little room to grow.

So when's the big CG head to head drag race?

Matthew

I'm ready now for the race on pump gas.

Probably going to have to do it at separate drag strips and post the times and the times adjusted to DA since we are all over the country.

If I get beat then I'll have to try the race gas thing sooner. If it picks up alot of power on race gas and more timing I will consider a small water/meth injection kit so I can keep the added timing and still run pump gas. Don't want to spend any more on performance mods right now, but....


JOSH....hurry up and run a bottom 10 to get me re-motivated to performance mods. Or, run a high 10, save me a bunch of money, and get out your pink marker!

good to hear

ha.. nice.. what nitrous system are you running? soleniods nozzles? what fuel system upgrades do you have?

I'm running a Zex kit. Had to change the -3an feed line that came with the kit from the NMU to the intake to a -4an line and drill out the fittings to the same size as the inside of a -4an line because the -3an line was only as big as the 175 jet. Also had to drill out the nitrous side of the nozzle to make it big enough for more than a 175. Now I'm up to 250 and the solenoid in the NMU is maxed out. You know me, I do whatever it takes to get the best results with the least amount of money spent.

I love the Zex kit because if the bottle isn't fully hot yet I can still spray and not have a rich mix, it just won't give me the full 250. Regulates the enrichment fuel to match the bottle pressure.

I have a walbro 255hp in tank pump, direct replacement of the stock pump. Lines are all stock except for the braided steel that go from the filter to the fuel rails up the back of the engine. Holley rail mounted regulator. I only run about 37 lbs fuel pressure because I don't want a big pressure/volume drop when I hit the spray. The lower pressure also helps the pump keep up, they pump alot more volume at lower pressures. Although, I have never had any fuel starvation signs, symptoms or issues but keeping the base pressure a little lower keeps me more on the safe side.

are you running a single fogger? i have a NX kit. i have the standard NX soleniods and currnetly installed a single shark 2 nozzle. i have a plate that is drilled for 2 foggers which i plan to install in the very near future. i have only sprayed up to a 150 shot on the old motor..i would love to have felt a 250 shot on the old set up. i am almost chicken to hit the button on the new motor, even on a 100 shot. but i want to run a 200 shot on the new motor once i get the sand out of my vagina. what ignition box are you running?

I'm running the single nozzle that comes with the Zex kit. The fuel and nitrous lines both hook to it. It is installed behind the MAF, in front of the throttle body. Was on the side of the intake duct but the right side cylinders ran leaner than the left so I moved it to the bottom, dead center. I did have some front to rear distribution issues, not to major though. I ported the heck out of the tops of the intake runners on the front cylinders but left the back unported. That seems to have straightened it out pretty good. All plugs now look about the same.

I'm running a Crane Hi-6 CD box, with the TRC-2 timing retard box. When I hit the nitrous switch it also activates the retard box, so I only get the retard while the nitrous is spraying.

I found that 150 to 175 shot on a stock-ish compression motor is pretty much an out of the box install with just retard timing some and make sure it isn't lean. When you get up to spraying 225 or more and on a high compression engine, the wideband 02 is prettymuch worthless. My wideband reads around 9.8 to 10.5 while spraying, but then after the run it reads all screwy for a minute or 2, almost like it gets too hot and messes up till it cools down. Plug readings are the only way to go with big shots. Also, your plugs need to be really cold. It took me a while to find plugs cold enough to spray that much, but hot enough to not foul out during lots of part throttle driving. I ended up with Autolite Racing AR-3933's.