After a poor night at the track Friday night, the Holley has come back off. I'm suspecting a transmission problem (read: torque converter) has led to the inconsistent performance, particularly in 60'.

The 6210 with CC ignition was an interesting experiment, but with reduced fuel economy, cruise SES light, and no apparent improvement in 1/4 mile performance, given it's primary use is daily driving, the CC q-jet makes more sense now. Took me about an hour to put it back on.

But, after the racing season is over next month, preparations for the LS1/T56 will begin. . .

 

It's amazingly difficult to beat a well-tuned old Quadra-Bog on a mild engine, isn't it? They just don't give away much if anything at WOT to a Holley (at least to a vac sec Holley) and are damned difficult to beat for economy, short of fuel injection.

 

The 6210 is a 650 CFM DP, so it probably gave up a little to the q-jet on flow.

We haven't had the bog problem with the q-jet we had last year (bad choke pull-off), just a 2.06 60' one run and a 2.15 the next. The Holley never did better than a 2.08, but was relatively consistent the first time we took it out. The last three times have been a different story, but there hasn't been any indication of bog even when the 60' went to 2.20.

My wife & I went for a "Sunday drive" after I put the q-jet back on. City, highway, mountain, stop & go, w/AC on, using the cruise, 165 miles. Not a single SES light. It's nice to have it back.

 

Certainly a worthwhile experiment, and comforting to know you didn't gain anything going to the holley

 

I got around the Q-Jet incosistency back when I still had the Q-Jet on the 305 in the Van. By matting the pedal when the light turned green, it would turn a 16.4x @ 83.5 with a 2.28 60' every single time. I had my Q-Jet set up pretty darn well. Modified the accelerator pump for increased volume by cutting about 1/8" off the top of the plunger, pontiac style transition slots on the air valves, 1 turn pre-load on the air valves to rid myself of the Q-Bog tendency, PLUS modified the secondary pickup tab to start opening the secondaries @ 3/8 throttle. That modification had the side effect of only allowing the primary side to open about 3/4 of the way. I had to re-adjust the TV cable to keep the geometry right. The difference in throttle response and acceleration, especially quickly from a stop was much improved. Out on the highway it ran so darn well. I could run 80-90 mph in OD on the primaries, start to tip into the throttle, get a downshift back into 3rd and the secondaries just starting to open. It would rocket to 100+ in a matter of seconds.

 

I definitely had a secondary opening problem last year with a leaking choke pull off (occasional bog off the line). I thought I still had a secondary opening consistency problem, but having the Holley on there for awhile pretty much disproved that. I'm pretty much convinced it's the restalled stock converter that's causing the issues now.

But, we'll suffer through with it for the 2 remaining races of this season, tomorrow and the 21st. Then, it's on to EFI and 6-speed. . .

Did I mention it averaged a tick over 22 MPG the last tankful?