Sounds like what I have here going on, great machine shop, best friend is a great builder and helps me make sure things are right, you know what I am up to here with my mess.... cannot wait to fix it all!!

great numbers on the dyno! what was the issue with prochargers? I know a few people with them and love them no issues, just curious? or was it other issues that made it hell for him before like mine?

Nice work guys! I have to call bob today and get some things squared away for a pair of 515's with 8-71's

I wish I could get into a crew like that around here. I don't know much about engines, which you already know lol, but I can run a mill and lathe well enough to handle a lot of the accessory mounting work that comes with assembling from scratch a complete engine.

Sounds like a blast!

34 deg.the dist is locked out.supercharged engines like the advance from start to finish.

Ok I'll be the first, how much for a clone? lol! Great teamwork guys

Ok, this comment through me a curve ball. Are you saying that since he's only running 10 lbs? Which some may say is kinda up there for those 20 min WOT fun run's. Is he going to run a detonation sensor / monitor? What were EGT's like through the pull?

Andy

Very nice build guys. Joe I'm curious what year is the 42? Also engine config. Stag or side by side? When do y'all plan to water test? Hats off to everyone on what looks and sounds bad ass.

Mike, its a 1997 Staggered 42 with Imco SCX drives.

Hey Andy. I've been running 34 degrees in my blower engines for a long time with good results. Actually for a while, they were at 35* total. Mercury, ran 35* in the 525sc, and 33* in the 600sc. No intercoolers and iron heads. Granted the boost was less, but the air charge was much hotter in those.

I think what scared guys away from ignition lead, was the fact 20 years ago, guys were tuning their engines by glancing at a spark plug once and while. When the engine would get hurt, they'd blame timing, and retard it. Not realizing their fuel tune was way off, their cam choice was way off, and other issues. So they retarded the timing to help crutch the engine, from hurting itself again.

The chamber design, camshaft design, crankshaft stroke, air intake temperature, coolant temperature, quench factor, engine rpm, will all play a role in what an engine will like, or tolerate, as far as ignition lead. The days of retarding the timing to 28* in a big block to keep it together should be long gone.

I have no issue with 34 or even 35* at 6000 RPM. However, I would be all for, running a programmable ignition, such as the Daytona Sensor box, where it allows you to pull timing around around Peak Torque range, but still have lots of lead at idle and WOT. IMO, that is where you'll get into trouble with too much lead. You prob wont hurt it holding it at 6300RPM wide open for a poker run, but you may hurt it cruising along at 4500RPM with a boat full of people on a leisurly ride, if in fact, you have excessive lead.

As far as the EGT temps, hottest I saw on this yesterday was about 1320 on the #5 cylinder. Most were in the mid to upper 1200's.

More timing = less egt, burn starts earlier and less heat is left over to go out the exhaust.