I have recently purchased and installed the MSD 6 Ignition Control. Other than regapping the plugs as recommended by MSD, is there anything else that could be done to get the most out of it. Like maybe retarding the timming some, colder plugs (read in archives), etc.
BTW, I have Rapidfire plugs and are factory gapped, should these be regapped anyways?
I have all free mods and am in the process of installing Edelbrock TES headers.
Any thoughts?

 

if you are running too rich, then plug gapping, heat-range, and timing retard will be of no help at all.

I am going to have to write a post on proper tuning methods when I get a chance.

btw I run the coldest nonresistor plugs that will fit my heads, .033 plug gap, and have my timing change dynamically as engine load changes... 35-degrees total in 3rd gear.



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*I do custom performance mods on Edlebrock Performer carburetors (dualplane intake mods in the works),
White 1986 Irocz, 305 with iron #416 heads,
383 with aluminum TFS heads,
Edlebrock Performer-RPM intake and Performer #1407 carburetor, +110hp shot of crack, 700R-4 tranny, Vigilante 2400 lockup converter, 3.25:1 Ford 9" rear, Mcreary Road-Stars, SLP-stainless 1.75" shortie headers & Y-pipe, single 3" Borla exhaust, Linginfelter-TPI camshaft part number 74216 pulls 17" vacuum solid. Cam specs 213/219 @.050 114-LSA, sometimes advertised at 216/219 @.050 112-LSA .462/.470 lift @1.5:1 ratio. Using Harland Sharp 1.65:1 roller rockers. MSD-6AL, billet distributor, multi-retard, blaster-3 coil, and RPM switch. SouthSide machine subframe connectors, SSM lift-bars, Moroso 4" underdrive crank pulley.

N/A runs 10.9 @124,
Crack-runs 10.3 @135
haven't run at track since Oct-99

 

You may also consider using a MSD Blaster HVC coil, which was designed specificaly for a MSD CD (capacitive discharge) ignition, and MSD wires, which have a resistance of approx 50 ohm per foot. The low resistance is necessary in a CD system to minimize power dissipation in the wires.

ODB, what car are you running the 383 in & what compression ratio are you running on your 383? I take it those e.t.s are for the 383 car & not the '86 iron head 305 IROC? - just curious......

Tim

 

Thanks for the tips. I did forget to mention that I already have the MSD coil but not the wires. I will have to change them anyways because of the headers.

 

ODB, what car are you running the 383 in & what compression ratio are you running on your 383? I take it those e.t.s are for the 383 car & not the '86 iron head 305 IROC? - just curious......

Tim[/B][/QUOTE]

I switch engines a lot for testing purposes. I run both in my 86Irocz. They share very many parts including the camshaft.
The E.T.'s posted are from the 383. My C.R. is approximately 11:1 in the 383, and 10:1 for the 305.

 

Cool! What times did you run with the 305? 10.0:1 is pushing the envelope for iron heads on 92 pump gas - do you have to run higher octane to keep it from detonating? (I take it you are fairly close to sea level elevation, in IL.) You must have a roll cage installed, too, for the 1/4 track to let you stick around when running those times!

Tim

 

nope no cage,
I don't like to run at the track constantly. I only go to get corrections for my vericom, and I go to run bonsai's at the end of the season. Otherwise when I'm there playing I just sandbag... unless I line up with a rival.

The 10:1 ratio with iron heads is not really pushing. For a stock engine running at stock temperature, then yes it would be. The only time I get detonation is when the barometer goes way up and I'm running uncorked. Then it's only mild in high gear. I change my spark advance dynamically as I go down the track to adjust for load changes (gears & wind-drag). I start off at 42 degrees and end up at 35. I have just run amoco gas in the past, but will be switching because of Amoco's alcohol content varies so much as to throw off my tuning. It also tends to clog the air-bleeds in my carb. I don't want to get in the habit of doing density checks every time I refuel either.

The 305 will be going back in the camaro very soon for a new round of testing. I will post the times on here after I run it down the track again. The last time the 305 went down the track was in 1996. I would run mid 12's N/A in good air, and high 11's with 110hp of crack.
I'm not sure what it will do this time. The only thing I can say is that it will be much faster than before.