|01-07-2012 07:29 AM|
I was just thinking that fast moving air could cause a low pressure at the stack openings as it rushed past and actually tend to pull air out of the stacks?
Pure conjecture (long for BS) on my part.
|01-06-2012 09:37 PM|
|yragat||Thats a matter of opinion----I remember reading somewhere that if you face them the other way it will mess with the air flow into the carb throats-- at high speeds it can cause the gas to swirl up out of the carb|
|01-06-2012 08:15 PM|
|Custom10||Really nice, I think the carb stacks are facing the wrong way|
|01-06-2012 07:51 PM|
|yragat||Offy intake Stromberg 97's---Only run the 2 in the middle-----For now|
|01-06-2012 07:26 PM|
|Custom10||Yeah that is very nice! What is on there for intake/carbs?|
|01-06-2012 07:11 PM|
|01-06-2012 06:40 PM|
The vacuum adds 15
This is the car
|01-06-2012 05:58 PM|
How much timing is the vacuum advance adding? what is the total total, just curious.
What is the car? big sled caddy or that sweet rod in the pic? all in by 2500 would be too much for a heavy caddy IMO but OK for that hotrod.
|01-06-2012 05:27 PM|
Played with it today,put one light and one medium spring in the Dist. Set at 10* at idle and have 32 total in at 2500 rpm (without vac connected). Sounds pretty good,probably will fine tune in the spring. Not really roadster weather in W.Pa right now,although it was pretty nice out today.
I told my wife it looked so nice out that maybe I should leave it out all day LOL
Oh yeh---she does like premium fuel!!
|01-06-2012 11:06 AM|
The stock timing without the vacuum advance connected is 5 degrees BTDC. This should be able to be safely increased to at least 12 degrees BTDC for additional performance without any pinging.
Looking at the HP RPM values and the torque RPM values, I would still suggest the all-in between 2500-3000 RPM for the best street performance.
That engine (even in stock configuration) should be great for bottom end torque. Compression is high and will require a higher octane gas. ENJOY!!!
|01-06-2012 09:57 AM|
|yragat||Only problem is I have lakes style headers and even with baffles I can't really hear if the engine is pinging|
|01-06-2012 09:53 AM|
The idea is to use the highest degree of advance timing that you can without getting any detonation. This will yield the best overall performance. Keeping the 'all-in' RPM in the 2500-3000 range will also help the performance because you will normally be close to that RPM when cruising and should be in the peak horsepower and torque band for your engine.
A simple test to check for pinging is to drive at a steady speed (around 35 MPH) in high gear up a slight incline (a freeway overpass will work). If any pinging occurs, lower the timing 2 degrees and re-test. If no pinging occurs, increase the timing 2 degrees and re-test. What you are looking for is the timing set at the highest degrees with no pinging.
Some will suggest going to the dragstrip and adjusting the timing to yield the highest MPH going thru the final set of lights. This is great for a drag vehicle, but not so much for a normally street driven vehicle. You do not normally drive on the street at max RPM (which is closer to what you would be attempting on the strip).
|01-06-2012 08:25 AM|
|T-bucket23||I have a few old motor manuals, I will see if I can look it up tonight|
|01-05-2012 05:47 PM|
Its a 1960 390 ci Cadillac----Want to know what total timing (with vac disconnected) should be and at what RPM it should all be in by
I know a sbc is usually good at around 38 degrees all in by 2500 rpm
But don't know what the Caddy likes
|01-05-2012 05:28 PM|
|T-bucket23||What year engine. Are you looking for base timing at idle?|
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