No, I do not believe I should need power braking to do burn outs with a 383 stroker. I can do burn outs with a 302 F100 with paltry 150 hp because torque is high down low. I had a 76 a 78 an 81 camaro with 350 and a 85 Z28 with a 305 that could do burn outs. This car is supposed to lay down over 400hp. I read people having similar problems with cars that have just wrong spec'd large cams. I will spend a little more time on tuning and then may have to take out the cam and see what the specs are. Only if the guy who put it together would get back to me. It would be so much easier. I wonder if he was a member here. It seems he got parts from thepartguy and classic auto air, I have a ton of receipts from restoration except on the engine BTW I found these two links, First is just basics, second has some good info pertaining to my situation. http://www.camaros.org/pdf/timing101.pdf https://www.hotrod.com/articles/set-ignition-curves-create-optimal-performance/ Small snippet from the second link for folks who do not want to go thru the hole thing "Let's put these ideas into action with a specific example. We dropped a very mild 383ci small-block into an early El Camino pushing through a TH350 trans and a very tight 11-inch converter. With 16 degrees of initial timing and a properly adjusted idle circuit in the Holley carburetor, the engine struggled to idle with the in-gear vacuum dropping to below 8 in-Hg. Adding more initial timing meant making major changes to the HEI distributor to limit the mechanical advance that was ideal at 20 degrees advance (16 initial + 20 mech. = 36 degrees total). The distributor was fitted with an adjustable vacuum-advance canister, so we connected the can to manifold vacuum, which added 14 degrees of advance and created 30 degrees of advance at idle. The idle vacuum instantly improved to 12 inches in gear and allowed us to lower the idle speed to minimize that annoying in-gear clunk. The added vacuum advance also allowed us to further lean the idle mixture slightly. This engine only had 8.5:1 compression, so it prefers more timing. After additional driving and tuning, we finalized this combination with 14 degrees initial, 20 degrees of mechanical advance, and 14 degrees of vacuum advance for 48 degrees at highway cruise speeds, yet it runs fine even with 87-octane fuel. "