Since the potential for higher speeds is inevitable, we decided to dump the stock upper an
While temporary fixes like adding an airbag or a stiffer coil spring on the passenger-side rear would help to prevent the rear axle from lifting the right side due to normal torque reaction, the best solution is a dedicated antiroll bar. This is not the same thing as a rear sway bar. An antiroll bar looks like a sway bar, but rather than connecting to the lower trailing arms, the antiroll bar clamps the bar to the axlehousing and then uses adjustable links that attach directly to the car’s frame. This is exactly how the BMR antiroll bar works, which is what we mounted on the Chevelle. There are also two mounting holes on the bar to adjust the amount of leverage applied to the frame through the bar. A slight amount of preload can also be applied through the endlinks.
We were also concerned about safety when we discovered a crack near the ball joint in the passenger-side lower control arm. That was enough to convince us to trash all four original arms in favor of new Global West tubular drag race upper and lower controls arms for the front. Several years ago, we replaced the trailing arms in the rear suspension and added an upper control arm brace, but now it was time for the front suspension. We also added new, tall Global West drag-race front coil springs to improve weight transfer under acceleration. We also need more adjustable shocks for the Chevelle. Unfortunately, our story deadline prevented us from installing these suspension pieces quickly enough to get back to the track, so our test of the Orange Peel’s new suspension will have to wait, but the results appear promising.
These numbers are not Holley’s published tune for the NOS Cheater system. These are what we used with a true 6-psi fuel pressure and 950-psi nitrous pressure, and we found these leaner fuel numbers worked well and made more power. Of course, we also retarded timing by 8 degrees and used cold plugs.
Eighth e.t. x 1.57 = quarter-mile e.t.
Eighth mph x 1.24 = quarter-mile mph
||Quarter E.T. (est.)
||Quarter MPH (est.)
Weight (with driver): 3,645 pounds, TH-2004R trans, 3.55:1 rear gear, 12-bolt
1) Best normally aspirated pass from Part I
2) First nitrous run: spun badly off the line; NOS jetting: 63 nitrous/57 fuel
3) Second nitrous run, no changes: delayed nitrous start; best e.t.
4) Third nitrous run: 19-psi tire pressure; spun, lifted; best mph
5) First nitrous run with LPE nitrous computer controller (NCC): delayed start; slow 60-foot
6) Second nitrous run with NCC: 30 percent initial hit; excellent 60-foot; best pass
7) Final nitrous run with NCC: 40 percent initial hit; slight tire spin; slower 60-foot
|NOS Cheater system
|NOS bottle heater
|NOS blow-off valve
|AEM A/F meter
|LPE nitrous controller
|LPE 0-15 fuel pressure
|LPE 0-2000 N2O press.
|LPE pressure harness
|LPE Hella relays
|BMR antiroll bar
|Global West front upper arms
|Global West front lower arms
|Global West front springs
|Global West rear lower control arm
|Global West rear brackets
|Autolite LS race plugs
Global West Suspension
655 S. Lincoln Ave.
39 Old Ridgebury Road
Lingenfelter Performance Engineering
2700 California St
Holley Performance Products
1801 Russellville Rd.
928 Sligh Ave
3406 Democrat Road
2205 W. 136th Street