""I ordered a Turbo Action TC today. Should give me more stall.""

Which unit did you buy?
Paul spec'd out a Tight 10" for me and it flashed to 3500rpms with 3:55's and 26" tires. That made a huge difference in my bottom end torque over the stock converter that I swapped out.

Like others asked, do a Compression check to see where the motor sits as is. 110?, 130?, 160? etc.

With the pistons above deck and that cam, should be around 150+ IMO The 3.23,s arent helping for sure. Does it run super in the power band?. Also, check the plugs, you could be Pig rich/ or lean.

Paul took all of my specs and recommended the converter that ends in ST. I can't remember the model number. It's the 10 inch, 3500 stall unit.

I will check the compression as soon as I can. I work late so may be the weekend. Will check plugs when I do.

Timing maxes out around 2500 rpm

""Paul took all of my specs and recommended the converter that ends in ST. I can't remember the model number. It's the 10 inch, 3500 stall unit.""

That is the "tight" 10" unit that I and a few other members had/have behind their SB's. Good choice!!

You should be happy with that vert.

Ok....I finally had a chance to check my compression and my plug condition...

All plugs looked really good. Actually better than I expected.

The compression was fairly consistent in the 180 psi range for all 8 cylinders. I checked each one twice. Anyone care to give me input on that number? Is it good or bad? I think it's probably decent but I don't know that much about the meaningfulness of a certain number.

I checked my carb float level and made a couple small tweaks. They were a tad on the high side. I also change the vacuum secondary spring to the next lighter spring just to see if it would make a difference. I didn't mess with the mixture because my plugs looked so good.

The car will spin tires from a dead stop for about 4 to 6 feet without power braking. I don't guess thats too bad for a 340 and 3:23 gears.

I received the new Turbo Action torque converter this morning. I don't think I will be able to install it this weekend. I may be able to get it done next weekend if my wife doesn't bury me in honey do items. I will let you all know how the TC works for me. I think I am also going to try to find a 3:55 gear set. I may wait unit The Nats and look for one there.

What did the 340 stock converter stall at?

I have a Hughes 27-25 right now. It's a 2500 rpm stall.

On the compression, a consistent ~180 psi sounds very good... about as high as you would want for pump gas as a rule of thumb.

180 is very good

Do my aluminum heads give me a "cushion" on the gas I am able to use? I have never had the slightest knock. I do use premium but have accidentally used regular with still no valve chatter.

Have you confirmed your initial timing, curve and total advance?

It seems like with that compression that even with aluminum heads it should rattle a little at least on 87 Reg.

Do the heads have fast burn chambers or conventional chambers?

Magnum type chambers would explain why it will run on regular but not enough advance would cover that and also explain why it doesn't scoot like you expect.

Kevin

I am sitting on about 22 to 24 initial and about 38 all in at the moment. I tweaked the timing a bit earlier today. With the vacuum gauge I am good at no more than 24. I have one purple and for the life of me I can't remember the other spring color in the distributor. It comes in pretty quick and all in around 2500 rpm.

I just received a new 3500 rpm stall torque converter. I plan to get it in next week. Hopefully it will improve things a bit.

The heads are Edelbrock 60179 for a 340. The chamber is 65cc which in hind sight I understand I probably should have went for a different head. I went with these because they were supposedly made specifically for the 340. If all of my "tweaks" fail I might have them milled down a bit over the winter. I will cross that bridge when I get there.

I can change springs...What would you recommend? I am learning here. I do appreciate the advice and I have a whole kit of springs waiting to be swapped out.