Anthony;46739 wrote
I'll challenge the above:
B23E (non-turbo) around 83 era had compression as high as 10.4 : 1, with a few owners reporting they couldn't solve a pinging problem, maybe their engines had their head reconditioned and machined flat hence raising compression. So if a no-turbo is having issues, it must be torture on components with compressed air being pushed in as well.
Pinging is obviously a far bigger potential issue with turbo engines, and this occurs at peak torque around 3,700 rpm (plus or minus 200 rpm).
B23 Flat top pistons with a 398 head will give 10.3:1, and with a 405 head 10.0:1. The user manual recommends 96+ octane petrol in these engines. Timing specs are 5° +/- 2° BTDC for the 398 head/A cam version, and 10° +/- 2° BTDC for the 405 head/K cam version. I'm running over 20° from memory, but use 98 octane minimum.
My first hand experience with my 82 244 running a stock 405 head, H cam, stock distributor (K cam curve) and ignition advanced well beyond specs:
Pinging occurs at low altitudes only, because timing was adjusted at 3000ft.
When pinging occurs it's at lower revs, and goes away above around 2800rpm.
I'm confident if I backed off the timing a bit, the ping would go away.
Getting back to the original question:
I'd recommend a manual swap, mod the airbox, 2.25" exhaust and some suspension work. That combination is fun and affordable. Not particularly fast in a straight line, but that's not everything.
I'd forget cam swaps for now, it'll either have an A or K. It's worth checking which one, but not worth upgrading when you still have an automatic in there.
