Happy Holidays everyone!

Been away a bit focused on other matters and looking to get back into my project Hemicuda.

The engine was dyno'd a couple of years ago on race gas to the tune of 577hp and 545 trq. Since then, I have been running on pump gas (92) and have had to reduce the timing to avoid pinging.

I feel the engine can improve in throttle response and overall performance and decided to roll up my sleeves again and get this Hemi back to where it should be.

Info on the engine:
472 Hemi, Stage V intake with Edelbrock AVS carbs jetted by FHO, .530 Hydraulic cam, MP aluminum heads and a newer MP electronic distributor (Mallory adj type) connected to anSD 6AL. All backed by a 5spd Tremec and Dana60. W/ 4:10's

From what my memory recalls, I curved the MP Dist to give a total of 34 deg total at about 2500rpm. I drive it with the vac adv capped.

Just ordered from Dvorak a carb sync tool to sync the carbs and after discussing with him he highly recommended tossing the distributor for either an MSD billet or better yet a $125 knockoff billet distributor. Anyone know which distributor is he referring to and where to get it?

My two largest concerns is the engine doesn't seem to be as responsive as it should and I have a pinging when a roll onto the throttle in a higher gear.

Any suggestions on your experiences with billet distributors, spark plugs and gaps for a street driven Hemi would be greatly appreciated.
Thanks in advance!

My engine is similar to yours with banning stage v heads and one of his street roller cams. Pump gas with msd billet. Tim was pretty good on helping me get mine set. Can't remember where but very pleased with the engine. 600 HP at 6000. Very street able cam

Thanks for the inputs.

I just fumbled through my Larry Sheppard book on HEMI's and seen it is recommending 28 total. My first Hemi so I'm learning here. I'm use to the typical 34 total on big blocks.
Thoughts on the 28?

My pinging does not occur during WOT. Only while applying throttle aggressively on a higher gear (i.e. Third gear and about 2-3k rpm).

So far no bad words about the distributor I have

With the "vac gauge method" you keep advancing the initial timeing till the manifold vac on the gauge stops advancing then back off the timing till the vac number drops 1 in hg & this is your ideal initial that YOUR eng likes/wants. If the starter balks when hot then reduce the initial (not the in hg) another 1 degree & retest & maybe reduce another 1 degree or instead of reducing it more than the initial 1 degree which you ALWAYS do you might try an ign bypass & crank it then switch on the ign while it's cranking if you want it tuned to the nth degree & dont want to compromise the timing just for the starter. When finding the "initial" all the while you are advancing the timing you keep slowing the idle speed back to what your lowest hot in gear idle speed is which is what you will see at the stoplight. Also you want the springs to start advancing no less than ~200 RPM above this hot idle speed number

Thanks again Rob. I'll give it a whirl and post my findings. Happy New year!