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Ken Caruso

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About Ken Caruso

  • Rank
    Fresh Meat

Profile Information

  • Location
    Northeast Mass
  • Interests
    Amateur Radio, Auto Racing, working on old Pontiacs

Forever Pontiac

  • Name
    Ken
  • Gender
    Male
  • Year
    1966
  • Car
    Grand Prix
  • Engine
    389
  • Style
    Coupe
  • Color
    Burgundy

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  1. Hi All, First real post here. I was inspired by a couple recent posts to float this one by the group. I mostly solved a severe "pinging when hot" problem on my 66 GP 389 YE Block / 4BBL / Dual Exhaust by really going through the cooling system (boiled out radiator and a Flow Kooler Water Pump). Reduced observed temps from the 215 - 225F range to the 180 - 200F range. I also map some of the pinging to old gas. I typically get through only 1 or 2 tanks of premium gas a season. The car doesn't get driven between Dec 1 and May 1 (nearly half the year). Other factors include an aftermarket Carter AFB 625 CFM installed 2001 (before I received the car) and a Pertronix pointless ignition and coil which I installed in 2014. At that time I discovered the advance weights were totally gummed up and resolved that problem so they move freely now. Having said all of that, the engine will still ping slightly after a highway cruise (20-30 miles) / exiting and driving local backroads stop and go. I checked the timing per factory instructions, I.E. disconnect vacuum and 500 RPM. It is right on at 6 degrees BTDC. I guess that would be the Initial Timing. I reconnect the vacuum hose and the timing jumps immediately to around 22 - 24 BTDC at idle (estimate based on progression around pulley from timing marks). I then rev the engine to maybe 3000 RPM and the timing will max out at around 32 BTDC. This makes sense, that would be the advance weights doing their intended function. I guess this would be Total Timing. It's the fact that the timing immediately jumps to 22-24 BTDC at idle when the vacuum is connected that concerns me. Does anyone have experience as to whether this is normal or not? Could the vacuum line need to be connected to a timed port rather than a full vacuum port? Am I being fooled by the fact that in actual driving conditions the vacuum drops under acceleration and most of the timing advance is provided by the advance weights under load conditions? Ken
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