With the Camaro finally idling and revving cleanly, we strapped it to the Dynojet to see how much power the Commander 950 would deliver. After a couple of easy runs, Paul Svinicki put the hammer down--and ran right into a torque converter that flashed as soon as he hit the throttle. The B&M Holeshot converter was stalling around 4,200 rpm--way too high for an engine with a powerband that starts almost 2,000 rpm lower. We had the same problem with the 750-cfm carburetor, but it wasn't as severe. "With the carburetor, I could at least roll into the throttle," Paul said. "But with the EFI, there was no way to ease into the gas."