September 2011 Chevy High Performance Q & A

Knowing When To Say When

Kevin McClelland Jul 28, 2011 0 Comment(s)
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A: Three hundred miles one way is a long way to get to and from the track. We assume that you have a friend drive with you in another vehicle? Have you ever had to walk home after a bad day at the track? Can’t say that we’ve had to, but we have had broken cars on the trailer.

It’s really tough to tune a carburetor long distance, especially if it’s been modified. Baseline stock Holley carburetors are pretty easy to tune and find stock data that makes sense. Not knowing what’s been done to your carb puts us at a real disadvantage. What we’d recommend is to throw your carb into a box and send it down to our friends George and Bobby Vrbancic at the Carb Shop. We’ve known these guys since the early days of Pro Gas here in Southern California, racing together back in the late ’70s. They have been building engines and tuning carburetors ever since. Give them a call at 909.947.3575 to get information on recalibrating your carb to your current engine combination. They have an in-house DTS dyno that every recalibrated carburetor goes across to ensure that everything is dialed in before it gets to you.

Since the carb acted the same way on your old engine, and you have run through the jet game, I think you need a new baseline. The Carb Shop will be able to get you on the right side of the fuel curve. Oh, by the way, your truck runs pretty good already!

Source: customcarbs.com

Hippity Hop

Q: My ’69 Camaro has a Muncie four-speed and a stock monoleaf-spring rear suspension. I recently installed a ZZ502 big-block and now need to upgrade the rear suspension. I’m experiencing severe wheelhop and it feels like the springs are collapsing under most hard acceleration. I’m looking for your recommendation on springs, traction bars, and anything else you think should be considered to handle the new load and stiffen things up. I’d like to be reasonable with dollars but want to make smart choices that solve the problem the first round rather than cutting corners.

1109chp 01 O  September 2011 Chevy High Performance Q A Drawing 2/3

Jim Jaeckel
Littleton, CO

A: We have firsthand experience with a ’67 Camaro with a big-block, Muncie, and monoleaf rear springs. Our good friend Bill Kimack came driving by the shop back in the early ’80s with the ’67 Camaro that he had just finished installing a mildly warmed-over 454. He wanted a picture of the car doing a burnout. We hopped (perfect word) into his Camaro and pulled right out in front of the shop. Bringing the rpm up and dropping the hammer, the rearend began to hop and we couldn’t get the clutch in quick enough, and the cluster exploded in his Muncie trans! Well, the car had just enough speed to roll right into the shop, where we pulled the trans and fixed it. What are friends for?

The monoleaf suspensions in the Camaros have always been a problem. This is especially true in the ’67 because both of the rear shocks were on the front side of the rear axlehousing. In 1968 they staggered the shocks and moved the driver side shock to the rear of the axle. This was a very weak change to try to help with the wheelhop issues. Also, in ’68-on, the higher-performance Camaros were equipped with five multileaf springs. This helped, but the aftermarket has stepped in with outstanding components for whatever use you are going to subject your Camaro to.

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