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Maybe I missed it, but I didn't see where it was pinging. 57* at cruise is NOT excessive. At cruise, the engine is under the least amount of load. Some of the 57* is coming from the VA, & some/all of that amount reduces as you load the engine & vacuum drops.

Post #242 [ Ramm ] gets it....

Yes, I know.....& I did NOT introduce Pontiac into this thread.....somebody else did...& many others commented...not just me.

Just getting back to the SD455 Pontiac..... P built this engine for racing. Completely re-designed block that was strengthened & had provision for dry sump oiling. It had round exh ports & the intake ports were widened at the pushrod pinch, & had steel tubes inserted, & the prods ran inside...

No substitute for cubic inches.....

I have used a tach buffer cct that I got from Peter Serio, a fellow in the US that repairs car instruments & gauges & knows his electronics. I have used it with HEI dists that are used with cars that originally had points. It is a bit more than a resistor....but easy to consruct for a few bucks...

The answer to post #43 is smart people look at what the other guy is doing; maybe they will pick up some ideas that will improve their performance.....

The SD 455 was hampered by a 8.4:1 CR....& cam. Pontiac wanted to run the Ram Air 4 cam which was pretty stout for a production car, 231/240 @ 050 & had over .500" valve lift....but failed 1973 emissions. A milder cam was installed...& lost power. I believe it did 13s with the RA4 cam, showroom...

I would venture that the reason for keeping the adjuster cup close to the rocker has nothing to do with strength.......but more to do with rocker ratio. The further out of the body the adjuster is, the more 'ratio' that is lost on the prod side resulting in lost valve lift & duration.

Jim, A tight LSA cam with less duration can also idle smooth, see post # 309.... & give more power. Since both cost the same, I will take the one that gives the bonus: more power. Cheers.

...that D. Vizard 'invented' tight LSA cams & that they were never used in production engines. Not so. The Morris Mini 850 engine came with a 230* cam [ adv duration ], 107.5 LSA. The low duration allowed for smooth idle etc. All of the BMC factory production cams were ground on 107.5 LSA. Some...

MSD DynaForce or any starter that is rated 3.0 hp or more. Be wary of: - a company that does not provide a HP rating for it's starters - cranking tq #s quoted for the starter. Useless. Just like a certain amount of HP is reqd to move the car, a certain amount of HP is reqd to 'move' [ crank ]...

Mike said in post #7 that the stroker behaved like it had 324 cubes.....not that it had 324 cubes..... Does not surprise me that it felt like 324.... People building engines do not pay enough attention to the rod/stroke ratio. The stock 225 is already low at 1.6. Stroking the 225 & keeping the...

Sorry, The et/speed I quoted in post #37 is incorrect. Will try & find the correct #s.

Pontiac Lemans 3950 lb without driver, first drag race experience. 455, Hi Port alum heads, headers, factory RA4 intake [ dual plane ], 236/230 @ 050 hyd roller cam [ note less exh duration ], 3.31 axle, T400, street tyres, not a Holley but a Chrys 850 TQ prepared by me, 11.78 @ 115.

Ant, Did you bother to watch the video of post #298??? You will learn a lot. I keep mentioning D. Vizard. He was contracted by Crane cams to do cam testing, which is where the 128 condensed rule originated from his cam program. At Crane, he tested over 19,000 cam combinations! When I meet...

He is now blaming the heads/valve job.

...that max air flow into the cyl is going to be close to, or at max lift. A cam with a 110 LSA installed straight up has the exh valve at max lift 110* BTDC & the int valve is at max lift 110 ATDC. Why is that important? On the intake stroke [ more importantly at low & medium rpms ], the...

[1] If you are running a grd cable from the starter [ block ] to the battery, that will be part of the problem. Too much resistance, which causes a power loss. You should use the body/chassis as the grd connection. [2] I had a look at the TuffStuff website & two starters are shown for the SBM, a...

www.stewartcomponents.com

All Carter/Edel carbs are great carbs. See below. Carter 625 AFB v 600 Hol. Carter made more tq & hp.....& used less fuel doing it. Spread bore. The term appeared when the QJ appeared in the mid 60s. To accommodate the huge 2.25" sec t/blades, the c/line of the t/bores had to be 'spread'...

Rebuild the AFB.

Add broken rings to the list.

Not sure about the 'logic' that the sec coil res is 10,800 ohms. The tach connects to the primary of the coil which is 0.7 ohms.

And some people still think that the lifters in the cam & lifter package for $200 are still made in the US.....

You have a light car, big engine, 4.56 gears & a 3500 rpm c'ter. It should be doing somersaults...... There is a fundamental problem, & I doubt degreeing the cam is going to 'fix' it. But should be checked. I suspect a more fundamental problem such as wiped lobes, valves not sealing etc.

The initial body position does not matter. It is 8 cyl, so you have a choice of 8 positions. On some engines that use a vac adv dist, the VA unit may get in the way....so select another position.

Dribble some engine oil onto the pivot points. I do my hingers [ & door hinges ] once a year. Put rag underneath to soak up any excess.

Turk, You couldn't explain anything to anybody because you know nothing....

Is the shaft worn where it runs in the bronze bush in the block [ assuming your block has the bronze bush ]?