This weekend I had the oppertunity to race a 05 Pontiac Grand Prix, the 3800 supercharged varient. I'd raced this car for about 4-5 weeks straight before my carb iginition swap, so I know I could always just run even with him, roll or stop. So we went a couple of times from a rolls on Friday, and we were running pretty even, but usually with my reeling him, and I was always give him the initial hit, couldn't get a good feeling for if we were still close, or if I was signifigantly quicker. We finally got lined up from a dig. I stalled up to about 1500 on the converter, this new carb and ignition setup is launching really well, so I figured I better not go crazy and blow off the tires, I wanted to beat this guy. He's ready to go too, the light changes, and I launch. Some wheels spin through most of first, but not insane, billowing clouds of smoke, just a hard launch on a less than perfectly flat street. I put two cars on this guy by the end of first, and let it go out through second just to be sure, he wasn't catching, he was actually dropping back. This was a car I could never beat by more than half a car lenght, and I had over 3 carlenghts on him by 65mph. I guess the carb/ignition and the tuning that followed has been a good step forward.

what kind carb/ignition

I went from a CC-Qjet and DUI CC distributor, to a Edelbrock 1406, a 600cfm, electric choke, vacuum secondary carb, and a vacuum/mechanical adv Summit distributor, courtesy of 86TA. I did spend some time rejetting the carberator and playing with the timing, the results were obvious. This new setup runs circles around the computer controlled stuff I was running.

awesome LG4 kill!

the ECM delete and the mods that go with it are what ive got in store for my LG4 in the next few weeks. wasnt sure if it was going to do anything powerwise... just thought itd be easier to tune... but after reading this post it looks like i should see some gains from it

Well, I'm not sure it'll provide gains in and of itself, the CC-QJet "should" provide more power than the 600cfm Edelbrock I'm using now. And in therory, a properly tuned ignition curve via the PCM should allow for as much performance as my mechanical/vacuum advance setup does now. And, the CC-stuff should yeild MUCH better mileage.

That disclaimer out of the way, I'm getting better mileage than I did w/ the improperly functioning Q-jet, and I haven't even rigged a lockup switch on my converter. And I'm making way way more power from idle to 4500rpm, and equal to the Q-jet from there. Now, And the tuning options are so much better, the Q-jet was not an easy piece to work on. Sure, it can be rewarding, but this setup was much easier, and is rewarding enough for me. I was dealing with a messed up wiring harness that was causing all sorts of pcm problems, and this was the easiest way that made the most sense to deal with it.

When I went from a q - jet to a 1406 & a summit HEI ignition I got huge power gains I don’t think my old set was running right because I took out he LG4 put a 350 out a 71 Camaro in.

im not replacing my carb with an Edelbrock... i went with a 650cfm holley DP. dist is a new Jegs adj vac advance HEI unit. all my ECM controlled stuff is original from 84' and probably never been messed with, tuned, adjusted, etc. im in the dark when it comes to CC carbs, but i do know my way around a holley carb. so even though youre not SUPPOSED to see any gains from the swap, i probably will see a little something simply because i can tune the car much better/easier than with the old CC stuff

thats good news about the milage and the lack of a lockup switch. i had to put that part on hold due to the cost of the other parts, and im glad 2 hear it wont make my milage suffer any

I think the main reason I'm not suffering too much w/o a lockup is I'm usually cruising about stall speed anyways, so I'm not building a horrible amount of heat. I'm sure things will get even better when I do make myself a switch.