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69 Malibu Pro Touring build

I'm just about ready for 2022 race season to begin.

I didn't make any major mechanical changes to the car this season other than some minor spring rate, sway bar, and roll center adjustments. I'll finish off last year's Yokohamas, while I wait for backordered Nankangs to come in.

I'm very happy with the new look without the stripes.

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cheveslakr said:
The fit and finish is fantastic. And I doubt that's your primary focus, very sweet.
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Having grown up in a body-shop, it's still a pretty big concern... It hasn't been wet-sanded and buffed yet.
Looks great outside, but under the shop lights there are some flaws that bother me. I doubt many others will even notice. We're always our own worst critics. :rolleyes:
 
I know some have voiced a dislike for the rear spoiler. Maybe because it was 'just out there'. Though now with the chin spoiler and hood vents, it ties it all together and very purpose driven look.
 
If it were only visual, I'd probably run a 6" or 8" rear spoiler. The 10" is too tall, even for my liking, but since I'm trying to win races I'll run the biggest one allowed by the rules.

I do have an 8" spoiler I made for roadcourse events, as that's the limit in USCA rules. I lay that one way back for high-speed tracks.
 
Okay, just read the whole thread.
I guess one reason I am at ten years for my 68 El Camino build is that I only have time and funds to do it once.
Will be similar to your car in some ways but not nearly so track oriented, just a "Gonna need bail insurance" GT car that may see some Hill-Climb and Silver State Challenge action.
Handicapping myself I suppose, since I refuse to give up 15" wheels and a first generation 327/M20 combo.
Your notes on front end lift are very interesting to me.
Not sure how I may incorporate similar into my build with the cowl induction hood.
My entire front clip is 'Glass, way less expensive than an aluminum block with much more weight reduction.
Rear end is rebuilt Jag XJ6 with 3.92 gears and Power-Lock.
At least the El Camino came from the factory with a boxed frame. ;)
 
77cruiser said:
How much do you street drive it now?
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Drove it 220 mile round trip to the event and put 8 autocross runs in on it yesterday.
Won my class, took top PAX index of the event, and set Fastest Time of Day out of 58 drivers. :)

Had to work on it a bit, DNF'd 2 runs. Had a dead short in the wiring (dumb story there) that popped the keyed power fuse that triggers the relays to power up the ECU and fuel pumps in the middle of my first run. Then tossed the serpentine belt on my last run, and lost power steering going into the scariest turn of the whole course.

I need to change my gear ratio, I was on the 7200rpm rev limiter in 10 places on a 60-sec course. Thinking of going with a 3.70 ratio instead of the 4.11s in it now.
 
Richard150MPH said:
Your notes on front end lift are very interesting to me.
Not sure how I may incorporate similar into my build with the cowl induction hood.
Click to expand...

The easy-button solution is to cut holes and use bolt in louvers like these https://racelouvers.com toward the front of the hood, but behind the radiator.
Also, seal off the cowl induction to the intake so the high-pressure air at the base of the windshield isn't adding to the problem by cramming more air in through the rear opening of the hood.
 
Another day, another broken part... Finished 3rd overall raw of 65 drivers (4th in PAX) at the Corvettes of Minnesota autocross yesterday, running all day on only 3 shocks.

An unknown bind occurring at full compression snapped the shaft on my LF coilover on my first run, so I made 6 of my 7 runs, and drove 60 miles home with the shock doing absolutely nothing on that corner. Only decently fast way around a right-hander was to be real smooth with the brake, settling it down on the bumpstop before turn-in, and trail braking to keep it on the bumpstop through the middle of the corner.

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When I fabbed the upper mounts and checked my clearances, I didn't pull the bumpstops, so there was a bind where the spring was contacting the frame after the bumpstops compressed that I didn't know about, which put a bending load on the shaft. There was a fast section on the course with a big elevation change that loaded the suspension hard. (and the grip is amazing when it does that!)

Rub marks on the shock body are from flopping around inside the spring for the rest of the day.
 
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