Stunning car. I originally stumbled across your build thread when I was researching Webers for my car.
Hadn't followed your progress for a while, but I spent most of the morning getting caught up on your progress. Nice to see the Webers back on.
I would like to hear more detail on your observations on the 'before and after' driving impressions when you have time to post them.
Here is a summary of the results of the recent upgrades. I wrote this some time ago but never got around to posting it. Hope this answers the question in a reasonably objective fashion.
1.
Suspension: Changing the springs and shocks made a noticeable difference. Contrary to expectations, increasing the spring rates to 650 front and 500 rear did not ruin the ride, since the shocks are adjustable and in the softer range will still give a rather docile feel. The GT corners flat. I suspect the stiffer shocks keep the suspension settings closer to the 'sweet spot.'
2.
Steering: adding those welds and machining the steering column where it passes through the bearing took out that bit of annoying play in the steering column. The only noticeable play present now is in the quick release hub, and that is insignificant.
3.
Engine: What can I say. Another 100 horsepower really made a difference. The power does not kick in until 3000 RPM but when it does, hold on.
The Weber carbs came from Jim Inglese. He pre tuned them based upon the engine specs. It must be some sort of Vodoo magic, since from the driver's seat it feels like he nailed it. Our engine builder commented that they were much more 'crisp' in their response than the Holley's he was accustomed to. They start and idle promptly. The dreaded dead spot between 2500 and 3000 is inconsequential. All we had to do was balance the carbs and set the mixture screws and idle speed.
4.
Instruments: The GPS speedo, with the little information window, is much easier to install and dead on accurate than mechanical systems. The data one can scroll through on that little window, like trip odometer, clock, 0-60 times, quarter mile times, and altitude, provides interesting information. The 270 degree sweep and illumination makes the gauges easy to read at a glance.
5.
Fuel tanks: Ah, yes. Probably the biggest single project in this rebuild. But no regrets. Yes, we gave up some capacity (I am estimating about nine gallons per tank, eighteen gallons total). But one feels a bit more secure knowing there is a very solidly constructed fuel tank inside the sponsons. The anti slosh foam does not eliminate the rearward / foreward movement of fuel in acceleration or braking, but certainly slows it down. The electronic fuel gauge pick ups have a bit of a delay as well, so the needles do not bounce around as they would with a conventional mechanical pick up.
6.
Expansion tank: This is what started the rebuild project. Ryan spent many hours designing and building the expansion tank to resemble the original style tank. It took a fair amount of adjusting of the coolant tubes to bring it all together. But it does not leak and going from one quart with the Canton to four quarts can only help. The Schroeder fitting which was temporarily used to compress the system while adding the coolant proved to be an excellent idea. Once filled we added little more to top it off. And the heater worked well from day one suggesting it was at least mostly if not completely bled by the compressed air. The recovery tank (the non pressurized tank connected to the expansion tank) is still in use. The coolant level typically goes up when the engine is hot and back down as it cools – working exactly as intended. Increasing the size of the expansion tank did NOT eliminate the need for the recovery tank.
7.
Fan relay: The Waytek electronic fan relay that permits the engine compartment cooling fans to remain on after shut down for a pre set time period is great. Don't have to come back to the car to manually shut off the fans anymore. And using the ground as the switch point enables one to simply shut it off completely any time.
8.
Avon Tires. Going from Goodrich tires with a 400 tread wear to Avons with an 80 tread wear . . . Ryan won't be braking traction in fourth gear any more.