From my viewpoint, the long wait times all leads back to lack of workforce.  That is what I hear from suppliers.  Materials are hard to get and I would bet that is lack of workers at the mills.  If not the mills, it's the mines not producing due to workers.  Etc.....

Ya, once I drilled the squirters out big enough to fill fhe void....it runs great.

Looks like someone I know. 

In all my first round runner up glory...ugh.  Went dead on with a 1, but too late on the tree to make it work.

Oops, sorry guess I never did report back. 

So far, no real ET or mph improvement.  Nothing noticable for the most part.  Maybe I haven't had the perfect weather either because it took a few TnT to get the carbs dialed in.  Now its just 90* all the time.

Larry get yourself a torque multiplier. You get 600 ft lbs and it feels like 50 lbs. At our age it’s like cheating.

It was like 15 yrs ago and basically a one time deal so a buddy just lent me the big wrench.  I was a bit younger and dumber then too....LOL.

From back when all we had was the old beam style torque wrench to measuring the bolts to within a few thousandths.  We've come a long way for sure.

When I check stretch, you can usually find a happy torque value to pull them down and get it close.  That is kinda my way to verify there isn't a bolt that is out of spec(bad manufacturing, heat treat, etc).  Usually it's about 5+ lb/ft more then what the old book calls for but that usually depends on how accurate the wrench is and the lube, etc.  So I just pull most of them right to that number, confirm stretch and go to the next one.

I watch a video of a guy working on a bit Cat engine.  They torque the main caps to XXX lb/ft and then take it 1/2 turn(or so).  Since it's hard to find a torque wrench to go that far and even harder to pull something like that while laying on the ground they figured a basic torque to yield way.  I did the rear springs on my Mack years back and had to pull the U bolts to like 600 lb/ft.  What a bear that was.  Had to borrow a buddies BIG torque wrench, then had to try to support it off the ground so I could reach out and pull it, and pull it, and pull it......ugh.

Tom, advice well taken.  The plenum on this Weiand is not that big actually.  Slightly larger then the TW.  The scary thing is the fact I had two different squirters on the carbs, and one being almost stock size and it worked perfectly all these years on the TW.  I can see why it doesn't work now, and I should have looked at them sooner. 

Jay, I do still have the 660s and will try them if need be.

Here's a story for you.  The 660s on the blower car?  It has a huge bog at lower rpm.  I drilled the squirters out to the largest drill I had and it still doesn't like it.  I need to being running 3000 rpm or so before flogging it or it drops on its nose.  Unless I slide the clutch and get the tires spinning.  Im not sure the 660s will do any better on the tunnel ram?  Granted the plenum is no where as large as that 671 blower.  I wonder if I won't need a pair of 650-750 DP to get enough shot to overcome.

Dyno and real driveability are two different ballgames.

Oops, just confirmed what is in there.  One #37 and a#28!  Yikes, no wonder it falls on its face.  How the heck did I get this so messed up??  Been so long since I even looked at the squirters in the wagon carbs I was completely off base.

The cams are in the #2 slot, so it has a long gradual pump, not a big short burst.  With launching at 4500 the throttle is open a bit and I want some pump left.