MSD distributor guru

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yellow rose said:
If you have one and send it to me I will test it for free just so I have the data. I don’t really want to buy one just to test and sit on it.
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My mule has one in it. It's a chevy but I have one in my spec motor also. Next time I have iton the dyno I'll shoot a video.

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David Ray said:
So, just what is bad about a degrees retard in the upper RPM's????

Answer: Proven for decades, ABSOLUTELY NOTHING, in fact, it is a benefit.

I have been doing this stuff for only 43 years now (novice at it, compared to some of the new day "engineers"), and have built/modified just about every make and type distributor known to man, for street, and all out racing, of all types, so far. I also worked for Holley, at track carb tech, and built many "Split-Duals"
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The testing that I have done shows that some motors like a couple more degrees after peak horse power or at least stay the same. Not saying there are not applications where the opposite may be true. Almost nothing is true for every motor and application. I feel like I'm hijacking the op's thread now. Sorry
 
92b you didn't hijack, you just added information. I have been screwing with the hodge podge ignition for a few years now. You are correct about the timing, from time to time it needs more timing & other times less. Depending up where I'm racing dictates the timing with my current system & I hope by getting it setup with the MSD distributor, crank trigger & 7AL2 that I can eliminate some, if not all of the timing changes.
 
David Ray said:
So, just what is bad about a degrees retard in the upper RPM's????

Answer: Proven for decades, ABSOLUTELY NOTHING, in fact, it is a benefit.

I have been doing this stuff for only 43 years now (novice at it, compared to some of the new day "engineers"), and have built/modified just about every make and type distributor known to man, for street, and all out racing, of all types, so far. I also worked for Holley, at track carb tech, and built many "Split-Duals"
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Great. I won’t send out a distributor that is locked out, and I test every box for retard and account for it.

Do what you want. But I know for a fact that the guy who made me buy a test bench has enough wins and championships under his belt with his distributor and carbs that his success is indisputable. And he won’t lock out anything and guess at retard.

And I will continue to tell people to NOT a lock their distributor out. I’ll Jenkins said decades ago that the curve should never stop advancing. He’s not wrong, but there are times when you can advance or retard the timing to achieve a result you chose, but guessing at retard and not accounting for it makes no sense.
 
Ah, the endless "dyno vs seat of the pants" setups.

Completely different results, dyno loves excessive timing, and jetting, seat of the pants makes the engine run right.

Enjoy the dyno delusion, win that dyno race, it is real world, to some that don't have anything else to attain.
 
I remember reading in a hot rod rag years ago that “back in the day” guys hooked up choke cables to their distributors to literally pull advance out of them on the big end of the track and made up some ET. Can anyone remember doing this or trying it?
 
David Ray said:
Ah, the endless "dyno vs seat of the pants" setups.

Completely different results, dyno loves excessive timing, and jetting, seat of the pants makes the engine run right.

Enjoy the dyno delusion, win that dyno race, it is real world, to some that don't have anything else to attain.
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Who is talking about the dyno? Only you.

I’m sure all the Pro Stock engine builder use seat of the pants as their best evaluation tool.

UNREAL the idiotic **** people say.
 
David Ray said:
Ah, the endless "dyno vs seat of the pants" setups.

Completely different results, dyno loves excessive timing, and jetting, seat of the pants makes the engine run right.

Enjoy the dyno delusion, win that dyno race, it is real world, to some that don't have anything else to attain.
Click to expand...
Any theories as to why engines on dynos like excessive timing and fuel for most power? Is it like find the best timing on the dyno then subtract x amount or does it change the shape of the curve more and want less or more timing in a certian area? Does this apply to both engine and chassis dynos? Does this hold pretty much true for all engine combinations or just certian combinations or applications. Thanks in advance.
 
92b said:
Any theories as to why engines on dynos like excessive timing and fuel for most power? Is it like find the best timing on the dyno then subtract x amount or does it change the shape of the curve more and want less or more timing in a certian area? Does this apply to both engine and chassis dynos? Does this hold pretty much true for all engine combinations or just certian combinations or applications. Thanks in advance.
Click to expand...


It’s because they way the dyno loads the engine and the dyno controls the engine and not the other way around.
 
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