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but were afraid to ask: 
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Pretty Please - add it to our Events forum(s) and add to the calendar! >> 
Trick6
Jedi Hopeful
Offline
Once you go above 10 + CR, ignition timing becomes the challenge with the gas that we have today. The little knowledge I have gained from the drag racing days (13:1 CR, CAM 2 racing fuel) the distributor was mechanically controlled with weights set for full timing at 3000 RPM. I warmed the engine with hot plugs and changed to cold for the race. I timed the engine by advancing the dizzy until it pinged and then backing off a degree or two until it stopped pinging. The motor loved it. Now this is for WOT racing operations. I did not dare to go above 10.0 CR with my motor for fear of this timing/gas challenge. I set the timing on my TR6 the same way now, ignoring the pulley timing marks. They are only used for reference for returning to where I was when working on the car.
All the factors written thus far are all important. Spark plug heat range, gasoline, dizzy timing, engine temp, and, not mentioned yet, cam timing. If you are getting pinging at a certain RPM and not others, the motor is telling you that you need a timing change given that condition.
You might want to take your dizzy to a local ignition shop and tell them your CR and the problem you are having. With the right equipment they can test you present dizzy configuration and build in for you the best dizzy setup without the need of the vacuums.
I could be wrong.
All the factors written thus far are all important. Spark plug heat range, gasoline, dizzy timing, engine temp, and, not mentioned yet, cam timing. If you are getting pinging at a certain RPM and not others, the motor is telling you that you need a timing change given that condition.
You might want to take your dizzy to a local ignition shop and tell them your CR and the problem you are having. With the right equipment they can test you present dizzy configuration and build in for you the best dizzy setup without the need of the vacuums.
I could be wrong.