Drivers/Racers - 4 Speed Driving Lesson Required

>Some quick math says that your Scr (Static compression ratio) is possibly as high as 9/1
>Wiki says Waterloo is at 329Meters/~1100ft elevation.
>A bit of a cam to me has an Ica of ~64degrees. And to make 320 honest Crank hp, your 318 would need all of that plus more pressure.
>Using those numbers, the Wallace calculator predicts a cranking cylinder pressure of just about 137psi.
> 3.23s are a great gear for; ........ for a multi-purpose car, or a car with a bigger engine. But lousy for performance in a low-compression 318, and especially for to do burnouts with, without a Line-Loc/Roll-Control.
>If that pressure prediction of 137psi is close, I suggest you do a compression test, before you do anything more. In a manual-trans application, the less pressure you have, the harder it will be to develop a technique, and with a low pressure reading, you will just end up being very frustrated.
Until then and until you get your Line-Loc installed; I suggest that you forget about doing burnouts, ...... unless you got skinny 235s or something.
> In any case, I've been driving the A833, on the street, almost continuously since 1970, and I have never learned no heel and toe. So either I am an un-coordinated sob, or it takes a boat-load of practice. Besides, without a Line-Loc, your engine will be fighting the rear brakes . Your engine, if 137psi is close, does not have any extra low-rpm power for that.
With the lack of pressure, and no Roll-Control;
you will have to abuse your combo with rpm, to shock the tires/suspension to get slippage started, and then immediately get on the gas to keep the secondaries open, while simultaneously scrambling to adjust the brake pedal to keep the engine from stalling or to keep the car from skating unpredictably (with the front brakes locked and skating, you cannot steer). That's a lot to learn in a very very short period of time; and EVERY time you try it, circumstances will be different, so your brain will have to adapt........ constantly. I suggest also to install a mechanical-Secondary carb, it will make control so much easier.
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Here's how I do it, with 3.55s and 295/50-15s/235s on the front :
>I set the Line-loc with a toggle switch, so I can set it and forget it.
> I rev the engine up to, IDK in the range of 1800 to 2000, and start feeding in the clutch, while maintaining the rpm. If the road surface is particularly good it might take 2500 to bust them loose.
> Then, once the tires are rotating, and the clutch pedal is up, I idle the engine down to just above stalling, and let the tires howl for a while, sorta like I hear "coon-dogs" baying on the telly. Passengers and spectators alike, seem to find this very entertaining; as do I lol.
>As the tires heat up, they start to drag the engine down, so I give her a lil more gas-pedal
> then when the tires are ready, as shown by the smoke pealing off, I rev her up to IDK maybe 3500 and stuff it into second. Then I just keep her there, sometimes playing with the throttle, while the guys in the back seat are rolling with laughter.
> after a bit, I might release the line-loc, idle down a bit, and start doing Figure-Eights or Donuts. After the guys are ready to puke, I'll do one of three things;
1) straighten out and slam the go-pedal to 65mph, then slam the whoa pedal. or
2) I have been known to do huge full-lock 360s around buildings and such, and have the tickets to prove it. or
3) if one of the guys can't keep his stomach down, I might have to stop. But if I see a speed-bump, I'm hitting that first. Everybody gets a puke-sac when they get in.

In my rig, 65mph is 5500 in Second gear. But in First-over (GVod) it is 6900, and she is screaming like a banshee, on fire. Lotsa times the tires are too.
If you ever get the chance; 6900 at 65 mph, lifting with 11.3 to one Scr and simultaneously slamming the un-proportioned brake pedal, with the 295s, is a flipping hoot! Watching the passengers whipping around back there is an even bigger hoot! Caution; don't do this with a girl in the car or skinny-azz nerds. And for gosh-sake yell out that yur gonna do it, lol.
>BTW, I also have small chambers, and the Ica on my cam is 63*. So my engine is sorta just like yours except 367 cubes to your 323. Oh and 177psi cranking cylinder pressure, or more.
>I run the factory heavy 340flywheel, just had it rebalanced. My car is 3650 with me in it, so it likes a heavy flywheel.
>BTW-2; this is what 177psi can do for you. If you only have 137psi, most of this will not be in your "playbook". It's Not about cubes. At NO TIME does my 360 need full-throttle. What it is all about, is the running cylinder pressure. And that starts with having the ignition timing set right;
Your engine, every engine, has exactly one ideal crank-position at which peak cylinder pressure should occur; namely, in the range of 25 to 28 degrees AFTER TDC. ALL your advance systems need to be set up to make this happen at ALL load and rpm settings; but without computerized timing, this is impossible. What it is possible, is to get your "PowerTiming" after about 3600rpm, set up pretty close. And so, it is very important to get that dialed in. As for the rest, below about 3600, if it ain't detonating, it can wait.

Ok so lets see your compression test results;
I sure hope the Wallace is wrong, and IMO, that can only happen if I input wrong data .
EDIT
Well, while I was typing, I see the cam specs have surfaced, so that cam does not have an ICA of 64*; probably closer to 57*, so I guess we'll see. With the new Ica of say 57*, the Wallace predicts a CCP now, of 146psi, which is certainly a lot better.