The other change I had was bushed steel rockers. Also, amazingly, I got 1 mpg more this year than last year. How you go from dual 850's to dual 1050's and pick up fuel mileage. Go figure.

Had a great Dragweek 2018. As always could not of done it without my dad, Jack Miller. Not one issue with the cougar. 90% of the time the engine ran at 180 and the tranny at 165. Climbing the mountains from NC to VA the engine max’d at 200 and the tranny at 180. We did try a different cam this year but it didn’t respond quite like we hoped, maybe the springs are a little week or maybe this cam wants more compression to wake up, but I’m sure Blair and my dad will be coming up with a plan. The biggest issue I need to iron out is how to make this car leave off the trans break. It just won’t do it. It will only leave off idle. I’ve got to figure out the leaf spring/cal track combo. Anyways, very happy for the win at Dragweek.

Yes sir!!

Sorry, everybody. I got back to Virginia and dove right back into work. I'm trying to remember everybody's questions. The rear gear is a 4:30, I was still going through the traps at about 8000 rpm. I need to do some calculating to see if my torque converter is slipping too much. I do run mono leaf caltrak setup. Like my dad said though my rearend is rotation severely, the wheelie bar almost touches the ground before the front tires come off the ground, this is making the pinion angle too steep. The rockers are getting fatigued, this is the 3rd year on them, only the 1.80 intakes broke. We are going to try to have T&D make a small design change on the rockers. I really need to find an overdrive solution for the highway, does anyone make a lockup racing torque converter? I would love to know. Anyways, we will take what we learned and try to refine the car a little more, I have too, Frank Beck with Beck racing engines is building a chevelle to compete in this class next year. He might be able to build a BBC with more horsepower but if I can get this car to 60' in the low 1.20's I can still be competitive, I have been 1.25 before so a better suspension setup should help. Thank you all for your kind words.

Day 1 at Cordova was a good day with a second pass of 9.10 and 1.26 60' leaving off foot brake again. I tried the trans brake first and just roasted the tires. Shift point was 7200 rpm
Day 2 at Gateway was all my fault. I foot braked it, another 1.26 60' but then accidentally short shifted from 1st to 3rd. I was so mad at myself because the launch felt really good. I moved the shift point to 7400 to see if I could be quicker but the missed shift screwed that up. I also found out when I returned to my parking spot that the linkage to the front carberator was not hooked up, I had placed a towel over my carbs while prepping the car for my run and when I removed the towel unbeknownst to me I pull the clip off the linkage. So I made that run with only the rear carberator hooked up. I got a 9.22 and it was good enough to stay in first so I played it safe, however the road trip from Gateway to Byron was your typical Drag week gremlin showing itself. The trip was 280 miles, we left the track at 12:30pm. About 1/3 of the way in we heard a loud tap tap tap. Turned out to be a broken intake rocker on #4 cylinder. Guess where my spare rockers are......not with me, crap, how could I forget that. I called Blair and Jay to have parts coming from two directions especially with the hurricanes wreaking havoc with FEDEX and UPS (rightfully so). We received both packages this morning at about 8 am. We installed the rocker, packed up and made it to Byron at about 11:30am.
Day 3 at Byron. Waited for 2 hours in the pits and since I arrived late I knew I would only have one pass. So I moved the shift point to 7300, foot braked, and quickly rolled into the throttle instead of my normal just mashing the pedal to the floor as fast as I can. I didn't want to break traction off the line. I also lined up horribly in my lane because when I left the car pulled hard right and I was WAY out of the grove and had to correct it back into the grove. the run was a 9.29 with a 1.30 60', again good enough to stay in 1st so I was pleased.
My Dad, Eugene, and I are in the hotel near Great Lakes dragstrip now, the trip was a good trip. I will footbrake again tomorrow, stomp the throttle, shift at 7400, and see what happens. On the last day after my safe run should I be blessed to still be in the completion I will try the transbrake again and go for it.

The car is making 912hp at 6900 rpm and does not fall off very fast. I have 4.30 gears. It weighs 3250 with me in the car. I have a 4500 stall converter, Hoosier 30x10.5x15 slicks. I think if I have a good cool morning run and I launch well and shift correctly I can get close to an 8.99.

Thanks for the incredible willingness, comradery, interest that Blair and Jay have shown me to make this Drag Week as successful as it can be. Thanks for all who are following all us FE guys at Dragweek, you all make it fun!!!

I felt the need to properly give credit where credit is due. Sometimes I write in these forums and it may sound like I have a lot to do with my cougar. Yes, I do own the car, yes I wired the ignition and made a rain plate for the carbs, that is where it ends. I am so busy managing our family business and running three teenagers here and there that my Dad with Blair's help do 99.9% of the work. I literally drive to drag week, hop in the car, and drive it down the track. What an awesome dad that does all the work. Blair build's this awesome engine and then dad assembles everything himself, final tunes the engine, transmission, gearing, suspension, everything, with almost no help from me. It is very easy to look good when someone like my dad is such an expert on the FE's and 68 cougar's and mustangs. Thank you Blair, and especially thank you Dad.

Jay, Did you run M/T P315/60R/15 radial slicks last year? I would like to try these this year but don't know if they will pass the go/nogo gauge.