Congratulations on your build JA..I totally agree. In fact I actually have a reduced timing pocket right at peak torque, but I think it's not significant enough. I may see what it likes as far as timing after 5k RPM next time I'm on the dyno. For now, I really have no need to push for more power. I'm very happy with where the car is now. Considering I've turned every bolt besides putting in the rotating assembly, I'm especially happy with it.
Not only is this build a great build, but it is also one of the better
builds which have been cataloged. This then will serve to help
others later in time.
Just a couple of thoughts for you JA.
Pulling to much timing will cause fuel not to burn completely.
Fuel which is not burned ends up as 'End Gasses'.
End gasses tend to be left behind, particularly within the gap behind your rings.
End gasses left behind are now preheated, and are above inlet charge temperatures.
So then; these unburnt gasses (end gasses) are not fully
burnt fuel, and they are at a higher temperature then
your incoming charge temperatures.
These end gasses are a primary reason for self detonation,
as on the next compression stroke they can, and do self detonate.
Also, once the unburnt fuel becomes excessive, that unburnt
fuel can cause your rings to wash out and not seal idealy.
Now, once the rings don't seal, you will have oil within the
cylinders, which also plays a large part in self detonation,
as oil in the cylinder reduces octane levels, by a large margin.
Finally, reading plugs after a few seconds on a dyno needs,
to be extended to longer duration pulls on the street or strip.
Usually this can be accomplished best on a test and tune day,
as you will want to cut the engine at maybe 600 ft and coast
down to the end of the 1st exit, pull over and read your plugs.
Just food for thought..