[running horse]

I have 1965 Mustang with a 69 302 C9OE engine with 10.1 CR , with flat top pistons. 1970-351W heads DOOZ with 1.94/1.60 valves. The head are ported and polished. The heads also have 7/16 ARP screw in studs.The carburetor is a 1966 Autolite 4V 600 cfm ( rebuild by Pony Carburetor). The engine was converted to a complete roller system. The cam is a comp hydraulic roller cam 35-425-8. Comp spring 986-16. Ford roller lifters FMS-M-6500-R302, and 1.6 ratio rocker arms FMS-M6564-AA351. Ford Harden push rods FMS-M-6565-L302 and guide plate. Double Roller timing chain. 1969 Ford 4V aluminum dual plane high rise intake manifold C9OX. Shelby Try - y long tube headers. Flowmasters 2 chambers with X-pipe. Ford T5-five speed transmission from a V8 1993 mustang. 9" rear end with 3.70 gears. Here's my problem. I have been fighting cancer since 2005 and I let person who is supposed to be a top ace when it come to working on ford engines. Due to my illness I let home tune the engine. after I got the car back is set for about 4 months. So a couple of days ago I to star the car. After I started the it did not sound right. I let the car warm up and decided to check the timing. I also hook up the vacuum gauge. The reading on the vacuum gauge was late timing and the vacuum gauge reading was around 5". I called comp cam and I was told that the vacuum reading at 800 rmp should be around 10" and at 1200 rpm the vacuum reading should be at 12". My opinion is that the distributor gear is in the wrong place. My question is as follows, if the vacuum reading is showing late timing, should I move the distributor forward "clockwise" 1 or 2 gears. Or should I move the distributor gears backward or "counter clockwise" 1 or 2 gears. If anyone know what to do please let me know. Thanks

[The Greek]

To advance the timing this way, move the dist gear in the clockwise direction. The dist rotates in the CCW direction, so going CW will advance. Did you try to rotate the dist in the CW direction to check if you can get the right amount of advance without pulling it out? You will notice the RPMs increase as the timing gets advanced.

I noticed something with your exhaust system that is not a good combination. The use of tri-y headers and an X-pipe. They are both designed to promote exhaust scavenging using the exhaust pulses from the opposing cyl bank. When both are in the system they seem to have a canceling effect on one another and hinder the scavenging effect. Use one or the other but not both.

I want to offer you God's blessings for a full recovery. You seem to be a tough old bird. Keep on fighting.