Remember those of you that buy and use a new MSD dist. They ship them with
the strongest springs they have. Look on the side of the package and
determine what curve you want and use the springs and bushings that will
give you what you want. Of all the "curves" I've done on MSD distributers
the ones that give the best performances is either of the two bottom right
examples ( I like the middle one the best) it gives you, with the blue
bushing, 21 degrees of mechanical and if you have the max set at 36 degrees
(a Ford recommendation) that will give you about 15 degrees at idle, which
if you have a cam that has more than 280 duration you are about right.
And as you can see on the graph all the mechanical is in at about 2500RPM.
Jerry Christopherson
9473187
-----Original Message-----
From: tigers-bounces@autox.team.net [mailto:tigers-bounces@autox.team.net]
On Behalf Of Samouce's
Sent: Tuesday, April 26, 2011 10:00 PM
To: 'Teepen, Jere'; 'michael king'
Cc: 'Tigers TIGER'
Subject: Re: [Tigers] My 347 numbers!
Yea....I noticed that the first time I saw the video. With all the runs we
did, I never saw it. I thought I would also pass this on about my timing
fun today.
Timing....what a PITA. Lets talk about what hell I went through with timing
today.
1. Pulled the valve cover over #1 to determine TDC for the compression
stroke. Discovered there were two identical sets of 0-40 degree timing marks
oriented the same way ~45 degrees apart (there are others that face the
other direction for a pointer on the other side) on the balancer. I had
obviously referenced the wrong one. So I marked the correct with white
paint.
2. Got it running and discovered that if the distributer was not really
tightened down (were talking torque down hard), it would turn and retard the
timing. This would happen over 3000 rpm. That screwed up some runs.
3. The mechanical advance weights in the BRAND STINKING NEW BIG $$$$ MSD
distributer kept get stuck in the rotor cap. I had to remove the cap and do
surgery with a dremel to correct the problem (calling MSD tomorrow). This
also screwed up runs when I discovered the advance would not go past 20
degrees and was stuck partially advanced.
So, you can see why I was happy with the 416 HP and got the hell out of
there. Will do the rest of the tuning with it in the car and/or a chassis
dyno.
Almost makes my EFI days seem easier...........almost.
Duke
B382002037
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