Total timing at a 440 high compresion at how much RPM‘s

Hi guys ,
What range you recommend that the total timing from 34-36 degree is full , about 3000-3500???

My problem is I had a big piniging problem with my engine , is it goes „ hot „ ( mostly starts permanent from 200 Fahrenheit water temp up )

After the pinging not goes away we changed as follow :


Engine was before 10,5:1

Now we change with bigger head gaskets to 10:1 but all
my cylinders still are about 200 psi in compresion test , there is a lot ?

I change my thermostat from 180 to 160 degree F. But the
engine after modification still pinging .

I change my MP distributor to a new firecore , because the old one are jumping etc.

I set the new firecore distributor to max 14 degree timing advance and put two blue springs inside and
the engine still piniging a lot ....

After I change it to two black springs it makes the pinging problem much better but still there, if the engine water temp goes nearly 200 degree F, and you drive a hill in D and accelerate ... it’s a Heavy 73 coronet Station Wagon .

Now we change The Valley pan to closed cross over and the pinging disappears !

But now my timming curve are still very very long because the 2 black stiff springs . Initial timing is about 20 degree at 800 rpm’s and timing curve starts at about 1800-2000 but full in maybe at 5000 rpms I read about 28 degree at 3500 rpms .
Now I want try to change back to a black and one blue springs and see what’s happen....

Also a question :
If my total timming are to late full in like now , it can be also rich up in wot my a/F ratio !
Because I drive a 800 Edelbrock AVS
carburator and I lean it out the secondary jets already to the 0,95 but in WOT my air / fuel ratio show‘s me between 9,8 to 10,5 and the engine stops to accelerate if you kick in WOT between 3500 and 4000 rpms ....
any ideas guys ?
I think at first I must set my timming correct before I tune up the carburetor more , right ?

Best regards
Steffen

I think 3,000 to 3,500 for all-in is about right for your wagon. 20* initial is a lot. What octane fuel? What are the cam specs? What rear axle ratio?
Mike

I put 100 Oktane or 102 octane all the time . But now it works without pinging also with 98 octane, but my timming like what I say , too late full in . Maybe if I correct my timing it will be pinging again , or and I need again the 102 octane to make it better.

Rear axle has a : 3:53 Ratio

Cam: CCA-CL21-224-4 XE274H-10

Intake : dual plane Indy

Good read about spark plugs and cylinder temps

http://www.ngksparkplugs.ca/tech-info-spark-plugs.cfm

You running vacuum advance? Just curious, now your setups are different then mine and your cam is going to factor into this it seems to me. I was told for my mainly stock setup disconnect vac advance, cap it off at the carb, then set timing full in at 38-40 degrees. I thought this is going to ping but it didn't starts and works great. Also told not to change springs to lighter ones either. 67 440. Dont know if it will work for you but some parameters to look at.

@ Frank Mopar: youre link not work .

@ Officer : vacuum advance are disconnect all time , if I connected it will be pinging like the hell :-/

The main problem on this engine was, that the pistons was 0,8 mm over the deck high ..... and a lot of copmresion too ..., we solved now with a very big head gasket , and bring it from 10,5:1 to 10,0:1

Moparjack 489 said:

@ Frank Mopar: youre link not work .

@ Officer : vacuum advance are disconnect all time , if I connected it will be pinging like the hell :-/

The main problem on this engine was, that the pistons was 0,8 mm over the deck high ..... and a lot of copmresion too ..., we solved now with a very big head gasket , and bring it from 10,5:1 to 10,0:1

Click to expand...

Glad it works more mopars pounding the pavement the better .

I just hit the link and it worked. If not, its spark plug info on the NGK website

http://www.ngksparkplugs.ca

Hit tech info for spark plugs

Wow 200psi? I use that same cam at closer to 9.5-1 and cranking compression tested 150-160, but with 84cc aluminum heads. Which heads are you running? My setup likes 20° initial and gets to 38° by 3000rpm or just over. No pinging on California 91 which has a little ethanol in it(68 satellite/440/3.73/auto trans)
I feel your total should be in sooner for sure. You'll have to just keep trying different things as no two engines respond the the same..

beanhead said:

Wow 200psi? I use that same cam at closer to 9.5-1 and cranking compression tested 150-160, but with 84cc aluminum heads. Which heads are you running? My setup likes 20° initial and gets to 38° by 3000rpm or just over. No pinging on California 91 which has a little ethanol in it(68 satellite/440/3.73/auto trans)
I feel your total should be in sooner for sure. You'll have to just keep trying different things as no two engines respond the the same..

Click to expand...

I drive normal iron heads 88cc from aero heads refreshed
Yesterday I switch one of the two black stiffer springs in a blue spring in my firecore distributer . It feel‘s maybe little better . My initial timming is also 20 degree on about 800 idleing .
My advance slots are adjust on 14 degree total advance , means total timing theoretical must be 34 degree.

I don’t know why but is very hard to read exact numbers in higher rpms , it’s sways to much , maybe my timming light pistol are bad, I will try to look for a friend one and test again.

A other problem I see yesterday by checking the ignition timming is : if I raise the engine rpm s in „ neutral „ or Park the Carburetor makes loud „ bangs „ at about 4000 up rpms ..,

Anyone a idea why the carburetor make this ?
Is it because my carburetor is still to rich in WOT , can this cause this problem ?

Today I change the rod from 68-47 ( Stock) to 70-57 in the primary to get the set up (21) in the carburetor setup up chart 1812 AVS , and also tight up the spring from 1,5 turn tight ( (stock) to 3,5 for the adjustable air flap in the secondary’s to open the secondary s later ... all this helps a Little to get leaner by WOT but my air fuel Instrument tell the still 10,4-10,8 at WOT .... how can I lean out more the carburetor ? In the secondary‘s I have already the 0,95 jet ( smallest in the tuning kit#1841