Well Lane I'm glad you looked for and found some broken stuff. Now the question is what has caused the motor to come loose in the chassis. Maybe just not tighten the bolt enough when installed, but I suspect something else. Now that you have moved to Salt Lake City, you might want to call Neil & Parks Racecars, in KS, Frank and Scott Parks started in SLC, 785-654-3440. I'm sure they could give you some advice and a contact in SLC to help you get your chassis right.
Now about your racecar set-up, one of the biggest things to keep in mind, is if you raced your car in FL [ about sea level] and then ran the same tune-up in Salt Lake [ 4400' above sea level]. There for allot less air at that elevation, so she'll be rich. BTW, you changing your main pill from .100 to .095 just made it richer. THe pill controls the fuel going back to the tank, ie .095 = more fuel into the motor. If you want more advice on your fuel tune-up you could call Don Enriquez at Hilborn, 949-360-0909, he can help you no matter what fuel system you are running. You could also call Spud Miller at FIE, too.
We have raced there twice, 2013, 2014 [runner-up] in the JrFuel Heritage, and I put one size smaller nozzles [ #12 from #14 Hilborn], changed the powerglide 1'st gear from 1.68 to 1.76, and the 11" wide wheels instead of the 12", moved the timing to 42° from 32° and maybe the biggest change, a much looser converter. Because of the 6600 DA any motor will make less HP, so that's why the changes I just listed, like 10 mph slower thru the lights than Bakersfield. I would also like to try a 5.14, or 5.34 rear gears too [instead of my 4.88], because I'm down 300 rpm thru the lights. I'm not sure how much looser the converter is because I never ran the SLC converter at any other track, but my guess is 500-600 rpm. I just called A-1, 360-574-9966, and told them I needed one for 4400 to 6600'. I think I'll go even looser for 2015 SLC. You see the converter is a big deal on performance, you want to have the converter let your motor run in the RPM range it's making good power.
We run a 406ci SBC on injected alky, so I don't know what converter advice to give you on your 548ci. But the best is to run your motor on a dyno so you could send the dyno sheet to A-1. If no dyno sheets, call Allan or Adam at A-1 anyway, see what they recommend, they may also be able to change your current converter. But if you plan on racing any other tracks you may want two converters, one for SLC, and another for the lower elevation tracks. If I could legally run your motor in our 1435 lb car [ with driver], we would be running 6.60-6.70's.
So, have fun, I know you'll have a blast once you get your combo straighten-out.
Say, how about coming to Bakersfield Oct 16-19 for the NHRA Museum Hot Rod Reunion, and look us up, an all orange JrFuel car.
Anyway all this you can work on AFTER you get your chassis program worked out.
Feel free to call me anytime, 805-444-4489, SoCal
Jon Hansen