I originally posted this topic at "Cadillac Owners" web-site, but one of the posters suggested I post my latest question here. They said that "Old Bogie" could answer this question in his sleep. So, "Old Bogie," if you are listening...

To make a long story short, I have successfully transplanted a 1974 Chevy 454 into my 1988 Cadillac Brougham. I am now to the point that I have to fine tune the ignition. Here is my lastest post:

"Thanks for all the help in this project; I really needed the support through this project as some of the retrofit was quite discouraging. Finally though, everything is coming together and I just have a few more (minor) issues to iron out.

BUT, the ol' 1988 Brougham is moving under its own power and has a new lease on life! Even before I have the thing timed correctly, I am amazed by the extra power I have. I finished topping off the tranny fluid (Dexron 3) to the TH400 and dropped it into gear. The tranny instantly coupled and the car lurched forward! I put on the gas (slightly) and the car spun some dirt in the driveway.

The old driveline never spun up anything but my anger! I drove it up and down the driveway to test throttle response and I can tell right now that my timing needs some work. Also, I only have (Precision Pypes) front pipes on right now and I wanted to avoid any heavy acceleration until I get the entire exhaust system put on. I assume that this will also affect throttle response, as well.

I need to research what static and dynamic ignition timing I need as the engine is not stock anymore. I also think that the vacuum advance dashpot is defective and isn't advancing the timing like it should. Maybe I just need a new one or a another one with different advancement characteristics.

Does anyone have any idea where I can find such information or where I can send e-mail for expert advice?

Again, vital engine spec's are:
1.) Chevy 454 bored to 468 cid
2.) Compression ratio is 10:1
3.) Medium lift camshaft
4.) Oval port heads
5.) High energy ignition, but NOT computer controlled.
6.) Quadrajet 750 to 850 cfm carburetor (not sure of the flow)
7.) Edelbrock high-rise (bi-plane) intake manifold
8.) Stock exhaust manifolds (not headers) into dual (2.5 inch diameter) pipes

Thanks agian for the support,
pi-"

Again, anyone who can help me find the right way to time this thing, I would much appreciate it!

pi-