The best thing that you could do is setup that Probillet dizzy to 14 degrees of mechanical advance total additional. Then set your timing to 20 initial. You didn't mention vacuum advance. but I limit mine to 8 degrees.

I'm not for 109 LSA. I'd ask Howards if they could grind it on 112. I used a 232/238 114 Crane street sollid roller with .640/.660 lift

 

Those flow pretty good, however it takes 195cc’s to flow close to, but less than the 180 cc’s in the eliminator line.
Potential for more than 400 hp for sure. Almost $1000 cheaper than the Elimators.

 

I did purchase my 190s bare and ported them so they might be a bit large for my current 355 but im still on th lookout for a cheap 406 down the road they may get repurposed for... I can say I have noticed nothing but positive results so far going from the iron eagle 180 heads to these aluminum heads. I have had to jet up a bit as well as increase the squirter and cam size due to some lean areas on the afr meter and a stumble off idle.

 

False

 

Locking out the timing can be hard on the starter nose and that's it , no 36 degrees won't get as much gas mileage as 50 degrees while cruising like a stock distributor but otherwise fine , no it won't break ring lands or pistons at 36 degrees but detonation can , most any MSD box now days has a start retard built in to it

 

Opinions all.over the place here so let me see if I can get caught up..yes 4 valve relief forged trw L2256 .30 pistons, these puppies have been in 3 engines in past 25 years still going strong..vacuum advance is non existanst on this dizzy was done away with when mechanical advance was locked out....solid lifters nah..I already have the tie bars made by howards and I really don't care for maintaining lash on this engine, just want to set it and be done...shaving heads well that is certainly possible but PTV issues would become more likely at that point the piston would prob chase down the exhaust valve if I ever over revved or had any float so I'm gonna steer clear of shaving for now. I do appreciate the feedback even if we can agree to disagree on the dizzy, keep in mind this build is composed of parts that I had laying around and I have matched them as best as I could ballpark. I do have a couple HEIs laying around but I'd loose my factory tach.

 

​​​​​​​am I the only one seeing the contradiction here?

 

i saw it..surely he meant 20* instead of 50*....all this timing talk ive been digging around and found the weights springs and bushings for the dizzy...couldnt find the vacuum advance but I may put her back together with 2 silver springs and some middle the road bushings and see how it runs.

 

ahhh, I see spare parts engine. Sure then anything is fair game.

just so you know, I have a 108 LSA cam with .549” lift, 55.5cc angle milled heads and still have .140” clearance on the exhaust valve at closest passage. 350ci 5.7 rods, nothing special.

 

The thing is that fuel takes time to burn.
Under light load, low throttle openings there is less flow into the cylinder. Less turbulence, less mixing, less atomization, less heat, lower cylinder pressures, etc. Fuel can only be burned in it gaseous form. So the closer we can get it to that (atomization and heat) before ignition then the more completely it's going to burn.
Since in cruise vaporization is less present due to the reasons stated, then lighting the fuel mix earlier is a way to give time for it to vaporize and burn more completely. Lighting it off late is a sure way to not completely burn the fuel and simply pump it out the exhaust.
During cruise, max power is not the primary goal. Leaner mixtures and earlier ignition can be employed to get good (relative term) fuel economy and ALSO more power from the fuel that IS introduced.
Later ignition during cruise wastes the energy present in the fuel by not burning it as completely. So does excessively rich fuel mixtures.
The fuel economy loss is two fold. We don't use the fuel that is there completely and since this also has the effect of a shorter less powerful burn, it therefore requires larger throttle openings to produce the power that would have otherwise been produced with earlier ignition and smaller throttle openings.

So although a fixed timing will work, it is not the most efficient way to go about it in an automobile.

 

LOL , when you are cruising easy , it would be 36 degrees PLUS vacuum advance degrees and most of those are 14 to 15 degrees so you can do the math and come up with 50 , engines like 50 degrees of timing with no load , vacuum advance increases cruising gas mileage but 36 degrees "locked" does not cause unburned gas which is what you said

 

never have a heard an engine that liked 50* of timing and although my vacuum advance is locked out you are adding the numbers when it is mechanically impossible, initial or base plus advance in an unlocked dizzy........locked out mechanical cannot use vacuum advance there is nothing to advance all moving parts have been removed or bolted down...

 

almost every engine on the roads does this on an easy say 50 mph no load cruise if it has a vacuum advance including new computer controlled cars that don't have distributors

 

what would you call unburned fuel? If ALL of the fuel is not consumed then some portion of it is not burned, correct? Then where does that fuel go?

My statement is a summation of the end results.
The op has suggested locked 36*, no vacuum advance, no mechanical advance.

Maybe you think I mean liquid fuel dripping out the pipe?

 

your statement was 36 degrees locked cause un burned fuel and it's not true , that is the timing for the most power , unburned fuel is HC on an exhaust analyzer

 

These? LOL!

 

I would like to see examples of these modern cars that run 50* of timing...

 

First off I don't read all your jargin so could have missed something for sure , you do a lot of typing but don't say much that pertains to anything that the OP asked about , reminder below

Engine going together now specs are:
Forged flat tops, .017 in the hole with cometic .027 head gaskets, 64cc aluminum heads 190cc runners, howards 227/235 roller cam with 1.6 sharp rockers giving 550/560 lift, RPM air gap intake, 770 holley, msd pro billet distributor locked out at 36* ...So running the compression calculator I get 10.17:1...compression, just wanting some feedback on the setup, this is going in a 4 speed 3.55 rear gear car...

 

I'm confused as to what your contribution is here and what you're trying to say.

 

my contribution here today on this thread was to stop the nonsense on a locked down distributor , it doesn't melt pistons or burn a hole in the center or knock the ring lands off of the piston and 36 degrees doesn't cause un burned gas in the manifold ..but .. it can be hard on starters , the suggestion on the kill switch to crank over engine and then flip the ignition on was spot on and my suggestion on a MSD box having start retard for a locked down ignition was good too .
Still confused ?