Update; I was concerned that the exhaust temp went from my usual 1180 area to 1205, then 1225 degrees. I also went from a 108 pill to a fatter 104, then with the temp still rising, I went to a 100 pill. The 1225 degrees showed up with the 100 pill. If the temp was that high, in the past I would see scorching on the plug base, usually about half way around from the ground strap. So I pulled the plug on the cylinder with the exhaust temp probe, and it was only scorched on the ground strap. As I understand it, too fat (and I burned a lot of extra fuel!) and alky is still burning in the exhaust when it goes by the temp probe, giving a false high reading. So maybe there is a bit more in it. I plan to start at 108 next outing, about 8 percent leaner. It should run better, and might want 112 for a pill, which was a bit fat before the new cam. So the jury isn't all in yet! I did find some crap in the filters, but not enough to lean it out, IMHO.

This isn't a suggestion...... More like a "I wonder what would happen if..."

I wonder how much different the car would run if the motor were basically the same, only built with today's parts.

-CNC 345 heads
-tricked up 4500 carb
-run on Q16 gas
-easy(er?) on parts cam

Just curious but how much is Q16 now. That's a hard sell after running alcohol

Where we live Q16 is the same cost as C14 or C14+. Was why I switched 10 years ago. We used to buy by the barrel but air kills the fuel so we switched to 5 gallon pales. In our area it is $85 a pail!!

What kind of compression does the combo have now?? Also what is the trap RPM, Shift RPM and Shift Recovery RPM?

Al, trap Rpm is 7400, shift Rpm 7450, recovery 6275 for a difference of 1175 drop on the [censored]. Compression is about 14.9/1.
One thing that bugs me is the acceleration graph. I couldn't get a picture to load, but here are some data points.
Time starts at trans brake release.
.19 seconds g force is 2.14
.33 sec drops to 1.58
.53 it goes up to 2.38
.72 drops to .1.64
What's up with the big swings in G force?

What does the driveshaft RPM look like on that run? Without seeing it I would say off hand hook, spin, hook, spin scenario is likely.

That is a big drop on the shift. Which leads me to think that converter is way to tight for the combo..That 6275 is also the stall speed of the converter unless something else is happening. I think if you could tighten that shift recovery number up a but you would find a big gain in ET. How long does the engine "stall" on the RPM graph after the shift?

Al, I have a second converter I could send in, see what happens. On the driveshaft rpm, it definitely shows spin/hook/spin/hook. Two things come to mind; it hits the wheelie bars hard, and maybe the rear shocks are set too soft? I have new Big Gun afco shocks on it, set a fair amount stiffer than the suggested starting point, roughly 2/3 of max on extension.

I would guess the spin and hook could be attributed to track prep, or possible you need to tweak the shocks a bit. For a ladder bar car its almost impossible to go to stiff with most stack valving honestly. I would not be afraid to tighten them up on extension at all. But this is a place where video can be your friend for sure. These are calls made based off track conditions. The better the surface the stiffer you can go. The lesser the surface the softer it will need to be to hook. You may also want to try loosening the compression a few clicks. The extension setting will control the hit and plant the tire the compression setting is used to keep it planted. But if it is hitting to hard you will need to slow that down a bit. Once again video and data interpretation.

I don't think trying a looser converter would be a bad thing. Definitely like to see that shift recovery RPM tightened up a bit. Reading and interpreting your data will say a lot there. I would imagine when you shift to high gear the RPM stalls or climbs very slowly loosing that much on the shift.

Is this car a ladder bar? With a less than 100" wheelbase?

106 wheel base, 30 inch ladder bars