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Firstly the guy who sells them "Ricks Mopars" appears to be Rick Ehrenberg and many years ago I remember the threads on Moparts on the issue of trying to get a decent advance curve from a Mallory was nearly impossible. Moparts dizzy thread If you look at the exploded view of the Dizzy it shows...

In truth its easier to just get a timing computer.

Those very light and thin springs are useless to tailor a slow advancing curve as the RPM's climb

Thanks for that. Looks as though that has the YL style of advance mechanism instead of the later style Mallory YL. Does anyone know where to get the springs for that mech adv to be able to set up a proper curve?

I keep an old dizzy cap with a big hole drilled in the top to see if the phasing is correct

Do a cranking compression test and see what you get. There's quantity and then there's quality of fuel delivery and the guy who built that carb for the 318 builds them with quality in mind. That's one of the reasons it performs so well.

There are more factors involved than just octane when it comes to detonation.

Nope.....same **** like everywhere. What cylinder pressures are you cranking?

Unlikely, the guys involved are really sharp. I know the carb builder has run 12.5 to 1 on pump fuel.

I understand what you're saying but its not anything exotic nor am I trying to take away what you've managed to accomplish which is impressive to say the least. If you saw the car you would agree it was a nice restoration and look over the engine and say to yourself this will only run 14's...

Its a street car and runs on pump gas and I know people associated with the build. I'm personally at 10-1 on your equivalent 87 octane pump fuel now with a cam that's 212/220 and I'll bump it up to 11-1 in the not too distant future.

Its not about winning but seeing how different people get things done and learning from it. The real questing is why can it go mid 12's with a small cam, stock gearing and a 2.5K converter with 225 street tyres. I agree as I have a set flowing 240+ cfm but with an 1.9 11/32 valve and a port...

Ported 318 heads with stock sizes 1.78 intake valves don't flow a whole lot more than a 360 head stock but the higher comp certainly helps not to mention less gear, converter and carb. A stock 318 head only flows around 170 cfm peak where as a 360 head will flow around 200 cfm. The port volume...

No spray. 11-1 comp ported 318 heads with stock valves in a standard looking 4 door valiant Cam was comps 218/218 hydraulic

That's interesting it needed a 4600 stall rpm to run 12's with the 360 heads. I saw a 318 headed car at my local track run 12.5's with only a 2500 stall and 3.23 gears.

So what is it?

Do you have the list number from the choke horn? .

This^^^ And this^^^

I think Dan Smith did that a long time ago.........

That's a good point. Its also were a lot of vaporization of the mixture takes place so there's some interesting dynamics there between piston speed, camshaft lift and valve curtain area.

How efficient too I might add.

Looks like light Tan on the strap to me so you're in the ballpark.

With that MPH he should be mid 11's with just a small hydraulic cam on a wide LSA is a street car. Reminds me of Mike Jones' boat engine with the small duration and wide LSA that makes LOADS of torque.

115

Imagine running 11.8's with a 220 @ 50 hydraulic on a 114 LSA in full bodied street car around 3300 lbs. 351 with 2V's.......

What's the duration on the cam?

The Crane and Daytona I consider good. Most of the MSD not so much. It comes down to how well the ignition can get the burn started. The development of the flame kernel is critical to how the burn proceeds.

I hear ya. People will never understand how much a good ignition can make over what they're currently using.

What ignition system did you have on it earlier?

Why?