Quote:
Originally Posted by w72
You guys are nerds and I love it. I'm just curious which fuel would get into detonation or pre-ignition first. I'm about to fire up a new 467, going to try it with the Sniper running timing control as I don't have a suitable carb handy.
I'm sure the efi unit can handle the fueling for break-in, but not keen on taking chances with the built in all-or-nothing timing setup that brings all the advance in at once. I'm comfortable setting up a 2d timing table in the Holley software. Any input on a good starting place?
It's a fresh Len Williams 467 (4.25" stroke), zero-decked, Melling SPC-8, 1.65:1 rockers, RA manifolds with the larger collectors, RPM intake. I've seen people recommend wildly different timing specs for similar mills. I'm more concerned with a safe first 1000 miles than maximum power for now.
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It would be nice too know what elevation range you expect to drive the car in.
If you want to be safe it isn’t a bad idea to start out around 28-30 degrees total on the timing to get a good feel of the fuel it likes. I don’t tune stuff much different jumping back and forth to and from ethanol blends, for me that small blend falls with an acceptable range for how the engine is tuned.
I have a friend running a similar mid 9s SCR 455 (467) combo in a 4x4 pickup. It gets driven 8-10K miles a year, it is pushing 40k now..He has more intake port flow than 250, but the exh side of the heads is almost stock, running Rhoads Vmax’s (set to .010”) and a 60919 Crower, which builds more compression than a SPC-8. Not a lot more, seems to be about .25 of a point. It ran the first 20K mile with the timing backed off to 30 and run 87 octane with ethanol. I gave him a hard time about it and he uses 91 now and more timing. It has a much tougher life than most peoples muscle car, pulls 17K trailers out on county rock roads. It has a hard life, secondaries get kicked in pretty frequently…shifts at 5500, sometimes 6. If he hasn’t killed that yet, don’t be too worried, they are pretty tough
