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2025 C2 of the Year ('63 and '67) Finalist - Unmodified
2024 C2 of the Year Finalist - Unmodified
While I have been waiting for the F.I. unit to get finished up, I have been working on getting the convertible top to stretch enough to latch it. It finally complied where I could clamp both the front and rear down. Some time in the sun will serve this well.
The F.I. unit had successfully completed it's hot test (fighting a lean condition) and thus was ready. I chased that down on Wednesday and was chomping at the bit to get it installed.
In all, I am really happy with how this part of the project turned out. The cosmetics were just what I envisioned, and so far this thing runs really nice. The 097 cam sounds soooo nice
Today would have been for additional tuning, but my wide band O2 had a differing thought (exit stage right). I'll get some miles on today, and tweak a few things here and there, starting with the steering box lash. It's not bad, but could be better. The car drives nice, brakes straight, and so far does everything a good old Corvette can do.
Posting #32 in the following thread has some hints about adjusting the Econo stop and Power stop. Maybe they will help when your wideband equipment is working again.
Your attention to detail and the desire to keep the drive train and car as delivered warms my heart. The song that Fuelie sings is pure symphony to my ears. Thank you so much for sharing your journey.
Tim, I can't believe I missed this thread until finding it this morning. Amazing work and great documentation. Kudos. I like the untouched original cars as well and your adventure throughout this thread keeps my juices flowing with my recent purchase of 1967 VIN 0123. Panama 58 (Garry)
2025 C2 of the Year ('63 and '67) Finalist - Unmodified
2024 C2 of the Year Finalist - Unmodified
Try as you may, sometimes things don't work out as flawlessly as you'd like. Right off the bat, something was not right with 1st gear. It was acting like it is not a synchronized gear when downshifting into 1st. Even a crawl up to a stop sign or into a driveway, it would grind. It's fine when the car is completely stopped. On the bright side, everything else in the transmission is great. Even the achilles heel items in a typical T10 are wonderful. So, out it comes. Tom will be on the trans right away, so that should minimize the downtime.
Aside from that, I am thrilled with the car! I've got about 125 miles on it so far. It makes excellent power, brakes and handles as good or better than all other C1's I've driven. In all, wonderful to spend time behind the wheel. As I have stated before, this car makes all the right noises
Aside from that, I am thrilled with the car! I've got about 125 miles on it so far. It makes excellent power, brakes and handles as good or better than all other C1's I've driven. In all, wonderful to spend time behind the wheel. As I have stated before, this car makes all the right noises
2025 C2 of the Year ('63 and '67) Finalist - Unmodified
2024 C2 of the Year Finalist - Unmodified
The transmission woes were caused by the wrong synchro in 1st gear. I am told a Muncie synchro will fit in there, but not slow the gear down to synchronize it. I'm happy there was a smoking gun discovered. That having been said, the transmission came in yesterday and I got that stabbed in right away. I took the long way home last night, as well as into work this morning. The car is just a sheer pleasure to drive. It rips off 6000 rpm pulls effortlessly.
On my way into work this morning, I crossed the 200 mile mark since getting the car on the road. An oil change was in order to remove the break in oil, and just have a look around. The oil and filter looked great, and declared a clean bill of health for the driveline.
My new wideband O2 will be here tomorrow. I can get the F.I. unit dialed in that last bit and continue to crank on some miles.
2025 C2 of the Year ('63 and '67) Finalist - Unmodified
2024 C2 of the Year Finalist - Unmodified
Last thing on the docket, fine tune the F.I. unit with the wide band O2.
This picture reminds me of Back To The Future
I started out with an AFR on the rich stop of 11:1, and the lean of 13.5:1. Per the advice of Jim Lockwood, I am shooting for 12.9:1 on the rich stop (full power) and 15.3:1 on the lean stop (part throttle cruise).
After 90 minutes of so, the rich stop is now at 12.6:1, and the lean is adjusted to yield 15.3:1. After that, I just adjusted the idle mixture screw to yield the best idle quality, yet prove to transition to load with the greatest amount of ease. Now all of these numbers are achieved with 100ll gasoline. Pump premium (non ethanol 91 around here) should run leaner. That having been said, I am going to leave the rich stop right where it is at, for a little buffer should I have to get a load of pump gas.
Just that adjustment makes a difference I can notice in drivability, idle quality, and transition to load.
Remember to check (and adjust) the vacuum level at which the Ratio Lever just begins to touch the Economy Stop. If your engine has the Duntov 097 cam, you want that vacuum reading to be 9" Hg. If you get a reading higher than that, shorten the Enrichment Diaphragm rod. If lower, lengthen it.
Your BTTF car could be mine..... different color of course:
The original poster said he's running 100LL. I completely understand that as I too have been using this type of fuel for many years. It has high octane for performance engines, great shelf life and excellent air-o-matics. It has high reed vapor pressure, that is resistance to vapor lock, something Rochester FI engines tend to want to do. I personally have gone through 5 different O2 sensors tuning engines using this type of fuel. Seems O2 sensors and catalytic converters do not do well with TEL found in 100LL. If he is able to make his wideband A/F meter work - all the best. I through in the sponge after the last sensor failure. BTW when one of these Rochester FI engines is running right they are the best... Al
Designer Imagines A Corvette That Looks More Like a Corvette Than the Corvette
Slideshow: A Jaguar designer's personal project imagines what a modern front-engined Corvette might look like if Chevrolet revisited the golden age of the Stingray.
