Ok, I searched for the better part of an hour.... Can't find it.

I would like to re-curve & of course limit the total.  Need some how to advice, some tips, tricks, and of course set ups to use a go by's would help!

See if this helps, he is talking about a f100 but it worked great for me.  Good luck.

http://m571.com/yblock/distributortuning.htm

1958 F100 292

"Nothing is particularly hard if you divide it into small jobs."

"Chop your own wood, and it will warm you twice."

-Henry Ford

Here are some links



http://www.y-blocksforever.com/forums/Topic12471-3-1.aspx?

http://www.y-blocksforever.com/forums/Topic23550-3-1.aspx?


Lawrenceville, GA

Thanks. I'll let you know how it goes. I noted some strange things with the advance curve as it is currently.



It seems to want alot of initial.... I am timing it at like 25 at a 850-900 rpm idle, & end up at 38 with out vac hooked up... Seems like it is only getting a total of 13 mechanical crank degrees...??? Can this be correct? Maybe it is already in the shorter slot?



I ran the crap out if it tonight.... Runs strong! Surprising accelleration for an automatic with 3.00:1 gears & 29" tires! Pulled off on a packed dirt truck entry & tipped my toe in on the gas & it roasted the RR before tearing out of there! I know the limited slip is shot for sure now!

I think that one of the springs is weak or broken, allowing it to advance some at idle.


Lawrenceville, GA

Your experience with the ignition curve mimics what I recently tested on a 312 with a Crower Monarch camshaft installed.  With the MSD distributor in it and on the dyno, I tried each possible combination with advance stops and springs and the optimum combination was a short and lazy curve with total timing at 38°.  That meant lots of initial timing and the total coming in later than what other engines liked.  Based on this, I set up the EMC engine similarly with the total timing in at 4300 rpms.  Camming, carburetion, compression ratio, and exhaust all play into what the engine wants in the way of an ignition curve so this will not work for every combination.  My roadster engine has all the timing in at 2800 rpms and it's happy there but it's 13.0:1 compression ratio and strictly a race engine.

Lorena, Texas (South of Waco)

Ok, so dizzy is out. It only has one number & both slots look identical. number 10. Does this mean I only have 20 crank degrees avail. for advance? If so, no problem.



Next ?, I would like to play with springs. Can I get them out without removing anything else? If not, what is the process?

The 10 slot should provide about 20 degrees at the crank.



If you can see the 10 then you must have the points plate out. From this point, you should be able to remove the springs with small needle nose pliers or a small screwdriver.


Lawrenceville, GA

mine seems to be the style with a little diff weights.

trying to see wdats up with that

There are different '57 and up distributors. You might have an earlier one. Is it different than the one pictured on the first page of the first link I posted?


Lawrenceville, GA