Something that just popped in to my head. If you have such a light springed advance curve and are having trouble setting the base timing. Take a couple rubber bands and hold the mechanical advance to nothing while setting the base timing. It might just work.

 

He has another dizzy with, I hope, a reasonable curve.

 

I hope so, too. I have two light springs in my DS-II distributor and it doesn't come in until about 1000 RPM.

 

... and it's 'all in' by 1500?

 

LOL no. I watched it to 2700 RPM and it was still going up a little bit. Didn't feel like free revving my engine that hard so I quit checking.

 

The biggest issue I was having with the procomp/MSD set up was the lack of start retard. Where the ignition timing was set was where the engine wanted idle and give the most vacuum, but the starter was struggling to turn the motor over and that was causing a bunch of BS trying to tune it.

 

Three words, manifold vacuum advance,

IIRC though the yellow DSII box retards 3 degrees while cranking.

 

Yellow is high altitude IIRC.
The better blue boxes have retard too.
I know my NAPA/Echlin module does.

 

A 2800 rpm converter likely won't even stall at 2800 behind a 302.

 

He's running a 351W with a tall roller cam, World Products heads, an Eddy Performer intake, and Eddy 1405 carb. Oh yes, and my favorite headers - YUK!

 

What are these supposedly extreme cam specs anyway, all I've read is .525 lift?

Curious about this, shouldn't all blues be the same, and anyone have any sources for info on these differences?

 

It's been said that some of the cheap Chinese blue modules do not have this function.
IDK, I have never bought a $20 module.

https://www.ford-trucks.com/forums/1...i-modules.html

The three plug yellow grommet boxes use something like a MAP sensor to retard spark at high altitudes.
http://www.fordmuscleforums.com/atta...ual-mode_1.jpg

 

And here are the roller cam specs:

Quote:
SBF - Street Beast 09 - HR110 + 4°


Reccomended valve adjustment: Intake .000" - Exhaust .000"
Lobe lift: Intake .353" - Exhaust .353"
Gross valve lift 1.60 ratio: Intake .565" - Exhaust .565"
Duration @ .050" tappet lift: Intake 214° Exhaust 224°
Lobe seperation: 110°
Recommended Intake centerline 106°
Valve timing at .050" tappet lift: _ open ___________ close
____________________ Intake: 1° BTDC __________ 33° ABDC
__________________ Exhaust: 46° BBDC ______ -2° ATDC

Degree this camshaft, using the specs provided on this sheet. The asymmetrical design of these lobes may not allow for accurate reading using the centerline method.

This camshaft is designed for naturally aspirated high torque street applications other uses may not be optimized if this cam design is used.

The power band is "roughly" between 1600 to 5000 RPM with 351-33 CID. Gear the vehicle accordingly.

The preferred minimum valve spring pressure is 150#-155# on the seat PAC Racing 1521, Lunati 73925, Comp 26925 or equivalent spring required. Lightweight chromemoly steel retainers and hardened valve locks required. Hardeded heavy wall push rods required for high RPM valvetrain stability. Tubular headers and free flowing muffleers and exhaust system required. Lubricants with a high zinc content recommended for long-term endurance. This camshaft core requires a steel, OEM compatible distributor gear.

The heads have 64CC combustion chambers, 64 CC exhaust ports, 200 CC intake runners, 2.02 Intake and 1.60 exhaust valves. I am right at quench height with the deck (approx 0.040"). The bores are 0.030 over 351W and 13CC dish in the pistons. Edelbrock Performer intake with a 1405 on it and short tube headers.

 

I might call ACC to just see what they recommend for the application. I have been looking at one of their Night Stalker converters, but their 0.02 is worth listening to IMO.

 

There is nothing that extreme about that cam.