Yeah, you love those butts.

Just a tidbit here...

While I was at the college they got a new Snap-On dyno and emmisions tester and of course we had to try out the dyno with my car and one of the instructors trucks (this was in 1999 and I think his GM was a 95 or so) with a 350 TBI. I ran on but I found it difficult to get to the peak HP/RPM because the transmission kept switching from 3rd to 4th which would throw off my rpm and I would go too in speed in order to achieve the RPM/HP peak. All in all with that I pulled 135hp at the wheels to the dyno. The GM had the same problem but under the same conditions pulled out 110hp.

The next day we put one of the other students cars on. It was an old Chrysler Daytona or something like that with a 2.2L turbo. He had done alot of work to the car and it was snappy fast. He got on the (being that it was a manual transmission he was able to keep it in third and achieve the rpm required) and he pulled out 113hp at the wheels.

It was alot of fun and I got to beat the pants of the instructors 350 chev small block!!

Im hoping for high 14s next time out.......I ran a 15.4 at 88 last time at Gateway International Raceway and that was on a 90 degree night with my stock ECU, I just got done installing my WestersGarage ECU and I think with the added kick in the rear followed by the added RPM in second gear i should be able to break the barrier with some driving technique and maby if I take the car seat and all the tools and junk outta my car (unlike last time).

The way you wrote that, it sounds as if the 92/93 didn't have an Eaton blower, when in fact it did The 94/95 had the next generation Eaton, but other than that, not much changed. The 92 however, didn't get roller rockers or roller lifters, where the 93 did, but GM never changed any ratings.

My own car (take this with a grain of salt) Gteched a best of 14.7 on the 1/4. I know that'* optomistic, but considering the track temps and the weight I was running at Woodburn, I think it'* highly likely to break into the high 14'* with just the bolt-on mods I have.

So yes, it'* entirely possible to do this with a 94/95. The only limiting factor that may be a problem is that your PCM will almost certainly have to be a custom burn. Chips are readily available for the 92/93, but not the 94/95, and you need that custom PCM to take advantage of the other mods.

I'm going back to Woodburn when conditions (temps and humidity) are better, or at least similar to the Rockford track day, and I'll have my junk in the trunk sitting on the grass. If I can break a 14.999, I'll be very pleased with this old dog.

Ahh, thanks for clearing that up, I thought the 92-93 didn't have a Eaton. I got that idea from a car book but i've cought more mistakes in that book that I don't think I trust it anymore. Another thing i'm wondering about the 92-93 vs. 94-95 is why the rpm'* at which the horsepower peaks in the 94-95 is 5000 vs. 4400 in the 92-93.

And I'm back in the 14'*.

Spent quite a bit of time out with the Gtech today, mainly because conditions were EXACTLY like Woodburn, and I just re-calibrated the Gtech this morning. I figured if I went out there in the same conditions, that sucker BETTER repeat. And it DID. I was running lower octane fuel, but the rest was the same. 92-94 degrees, almost a half tank of gas. All the junk in the trunk. Front tires down to 28, ELC tricked, high speed fans on, with a 2k preload in performance shift. Turned a 15.9 @ 87.26 and a 15.734 @ 88.5, back to back. Very frustrating, so I ran again with the scantool hooked up. Guess what? 5° of KR, and the KS counter was going nuts. My timing was killing me.

The main purpose was to determine if the Gtech would read close to my track times (15.5, 15.6) in the same conditions, and it did, with my slower times being indicative of the lower octane.

The second reason I ran today was that I believe my shift points were too high. My PCM is shifting me in performance mode too far out of the peaks. To confirm this today, I let the car cool down while diagnosing my boss'* bad coupler on his 95 Riviera SC. After I left his house (car still ELC tricked), I let the tires down to 25 from 28, dumped some Toluene in the tank (enough to put me over 96 octane, and stripped the trunk and back seat. Left everything sitting by the side of the road!

Set the car up in NORMAL shift, and pulled a 14.932 E/T. I didn't have any more time to run (btw, the weather had cooled to 90° by this run), but I had 0KR. Out of gas, I just got home.

It seems in performance shift, with the Jet programming, I was shifting too far out of my power band. Including all 4 runs at Woodburn. It was killing me the whole time. I'm assuming Jet didn't program for performance/normal shift modes. The programmed their optimum shift points in NORMAL mode, with perf mode being even higher than that.

I'll contact Jet and try to figure this out. Coincidentally, this puts me within 2 tenths of my best Gtech run last year (14.7) in cooler weather. I had forgotten to put it in performance shift that time

What does your car shift at in performance and normal modes? Ive noticed in performance mine shifts at 5200 (est) RPM. But I dont drive it in normal mode enough to tell you what it shifts at then.

WHat is your ELC, and how do you trick it?....also what does it do when you trick it?

ELC makes the back shocks go all the way up, transfers weight to the front of the car. If you are looking for 14'*, get a pulley, CAI, Muffler/Cat, custom PCM, maybe ported exhaust manifolds.

Ahhhh Electronic Levaling Control..... ::little light going off inside head::

And read the Mods list man ive already got all that minus the ported exhaust mani, and the cat.....the cat will come soon, but bang for the buck getting ported exhaust mani'* are not really worth it for me.