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I guess the question is why you think a curve would slow the car down? The absolute worst case scenario would be that the car ran the same. And the engine would thank you for not beating the **** out of it around peak torque.

It’s SLIGHTLY different going from the dyno to the track. It’s not like it’s some massive change.

That’s what you have to do. Account for it.

I have never seen anything adverse from running offset lifters. Like I said, when I see that I look at spring load and heat treating. One other thing it could be is pushrod flex. The incredible loads generated by pushrod flex is real.

I know some guys who weren’t traction limited were adding 3-4 degrees of timing at the hit to get the car moving and they pulled it out at the gear change. I know the guys with powerglides didn’t do it because the engine didn’t want all that timing all the way through low gear.

When locking out the timing did you account for retard? Timing stability is easy to get if you aren’t married to some way of thinking. I can tell by what you wrote you haven’t read what Bill Jenkins said in 1975. That science hasn’t changed.

Ok lol

I haven’t. But it will retard. At what RPM and how much there is no way of telling until you test for it.

Ok, I doubt you have 37 degrees at 5800 and up. And probably less than that even at lower RPM. All ignition boxes retard with RPM. They don’t retard at the same RPM and at the same rate, even comparing boxes with the same part number. Other than not knowing exactly what the timing really is...

lol that was it. Damn getting old sucks.

Where is the timing at 5800 and at 7000? You probably need 2 degrees more at 7000 than you do at 5800. Are you foot breaking or on the trans brake? Damn. I had one more question and I forgot it. If I think of it it I’ll ask.

That’s true. So does William Baldwin. I usually start with the distributor locked out and then tune from there. I have a 3 stage retard on the desk I use so I can change the timing and see the results. A bracket car maybe, maybe I might lock out. Maybe. But to do it so you are not beating the...

Thrust plate.

lol it’s not a ******* theory. It works for ANY internal combustion engines. I absolutely guarantee you that your engine doesn’t have a clue it’s a race engine. Bet all you have and a lot of what you don’t have that 37 degrees of timing at peak torque is EASILY killing 20-30 HP. If it was...

Then you won’t get the proof you want. My question to you is why would locking out a distributor make more power? Most everyone knows that ICE’s want a curve.

Of course. It’s not like I’m the only one who knows what locking out a distributor costs. It’s not a secret.

I have dyno sheets.

Pretty sure proof has been posted before. What kind of proof do you want.

Yes he does. The frustrating thing is guys like Tuner share what they know and some people just won’t listen. Of course Tuner doesn’t have a patent (at least I don’t think he does…I’ll ask him when I talk to him today) and he’s never written a book (God knows I tell him to write a book every...

I think Jesel lists rocker lengths on their web page. I’d look there. If they are the same length and if .600 is enough offset I don’t know why they wouldn’t work.

Yeah, that’s ugly

IIRC the length is wrong. Also it takes about all the offset you can get. If it’s a .700 offset (I forget if that’s exactly what it is) you probably won’t get enough clearance with a .600 offset. Unless you use an undersized pushrod.

That’s not that low of spring load, but RPM and valve train weight matter. Every time I’ve seen that the valve train is not happy. And the heat treat was off. Of course, the cam grinders will never say the core was heat treated wrong. You have to send it to a 3rd party and have them test it if...

I have as many patents as you do. So who cares. The Taylor book covers how bleeds work. Evidently Urich didn’t read that book. Because he is wrong. Since you don’t test and blindly follow anyone who writes a book you’ll always be wrong.

Ouch lol!!

Smaller bearings are lighter. That’s one reason why smaller rod throws are generally better. A smaller throw means a smaller lighter bearing. NHRA screwed everyone when they banned composite connecting rods. They didn’t need a rod bearing. The rod ran on the crank. IIRC a standard 2.100...

.030 tops. Probably end up at .025 or maybe .028. I wouldn’t run less than a 7 box with what you have. A magneto would probably be better.

They are the same. 273 is the same too.

I’ve broke in TTI headers with the coating. When the tune up is right it will dull 12-14 inches of pipe.

So would every race track disagree.