Running octane booster would be a last resort.
Im still learning with this APP, so i have no clue what im doing atm besides just taking notes on the readings and going from there. Unfortunately, i didnt have a look at the RPM as well when it started to ping, all i know is that i was already in OD(45mph+), when i decided to accelerate more from there, the pinging started. So if i had to guestimate the RPM, it had to be between 1600rpm-1800rpm(45mph-50mph), all i was fixated on was the vacuum reading, so when it dropped to 7hg, it started to ping and i continued on for a moment till it saw it drop to 5hg, then i let off the throttle.
To me, this makes absolutely no sense for this engine to be running lean causing this pinging issue when the carburator has been taken apart,cleaned, rebuilt, and richened up as much as it is, the vacuum drops low enough for the installed 6.5hg power valve is opening mid throttle on accelerating, and at this point, the vacsec dont open up till im at WOT. The 770cfm is more than adequet to feed this engine. Even the plugs shouldnt look this lean with the amount of jetting i went up on IMO, i just need to do further testing, first, to see what the fuel pressure is, at idle at least, if its below spec, then out with the old, and in with the new and i'll make sure its rated for 6psi max, its all the carb/eng will need.
Im starting over diagnosing engines per say.... last hotrod i owned was a 1975 chevelle back in the early 90s, it still had the a/c and heater intact, totally unmolested, till i removed it all to lose some weight. I sold the original 350 2bolt main that was in it, found a long block standard bore 350 4bolt main from a 1975 el camino, had it cleaned, checked and bored .030 over, stock 3.48 cast crank, stock 5.7 rods, arp hardware throughout. I reused the 882 76cc smog heads, cleaned and checked, put in stainless valves, kept the 1.94int but went 1.6 on the exhaust, then had them pocket ported, milled for screw in 3/8" rocker studs and guide plates. I went with hypereutectic flat top 4valve relief pistons, moly rings, comp cams 270h hydraulic flat tappet cam(224 I/E - .470 I/E - 110LSA), comp cams 1.52 roller tip rockers, performer rpm intake, holley 750vacsec(3310-2), stock build HEI, headman 1 5/8" full length headers with 3" collector, true dual 2 1/2" exhaust to tail pipes with flow master 40series mufflers. Stock rebuilt TH350 with b&m shift kit for firmer shifts, TCI flexplate and 2000rpm 12" converter, 8.5" rear diff with brand new original GM 4:10 gear w/posi with actual bolt in axels, non c-clip. a mystery find in a 1976 malibu 4dr car with posi from the factory, installed a 160F thermostat, a 4core radiator made for big block chevy engines with a/c and auto trans. The engine was basically an iron headed 9:1 engine using .041" felpro head gaskets, not a single issue, no pinging, detonation, knocking whatsoever, easily revved to 5500rpm, consistant 14.40s at the 1/4 track back in the day and cutting .509 lights, i knew this car well, used stock carb jetting(72front/75rear with metering block conversion, original metering plate was rated for 75jets), along with a quick change secondary spring kit using the short yellow spring, i bought the car back in 1993, i was the 3rd owner, and i kept the car till 2009, then sold it off. Good Times
