Is 426ci 360 a small block?
My data logger, Cody holding the timing light on the damper during a run yesterday, say's, Dad, we got a problem."
Hello Houston?
This distributor is set for 24 degrees @ idle and full mechanical before 3,000 rpm, and it is only 26 degrees all the way to about 4,000 rpm where it begins to advance to a total of 31 degrees.
Hmmm? What if? Where is the glitch? Intermediate shaft to distributor, something catching in the distributor weights, the inexpensive ignition box from Summit? If nothing else I will lock the distributor mechanical advance out and just start at 31 degrees to see what happens the next time it goes on the dyno.
Who the heck quotes themselves? Ah, me do.
This part all came back to me while I was thinking about Ironmike's struggle and a post by a very intelligent porter and engine builder's speculation about the effect of better low end torque perhaps carrying over to the upper rpm ranges.
These are the torque readings from a typical run on our engine, where the ignition was retarded from where I wanted it to be.
RPM...............TQ
3K.................467..
3.1K..............476......
3.2K..............486..........
3.3K..............496..............
3.4K..............492..................
3.5K..............492......................let's call this 1,000 rpm the dead area
3.6K..............491..................
3.7K..............487..............
3.8K..............483..........
3.9K..............487......
4.0K..............495..
4.1K..............514 where the advance starts to come in..........coincidence?
4.2K..............535
4.3K..............543
4.4K..............556
So is this 'dead area' a result of the Super Victor single plane manifold?
The TTI headers?
Maybe slow ignition timing caused by the ignition box or distributor?
Something else?
We know the timing is being held back for some reason as Cody, 'the data logger', noted. So I sprung for a programmable ignition box, heck I needed a new one for the dyno anyway. When we lock the distributor I'll set the timing curve with the ignition box. I'd like to use a crank trigger for rock solid timing, and a dual plane intake manifold, but those aren't in the budget.
Enough speculation for now, I need to get back to the crank scraper. I gotta make sure it doesn't turn out to be a crank scrapper.
