I like to get the engine running at close to cruise RPM, maybe 2,000 or so, and use full manifold vacuum to the gauge. Carefully start advancing the timing until the vacuum maxes out, then go a bit further until it drops slightly. Back up to the best vacuum reading and lock the dizzy down at that point.
If the engine is able to start without kicking back from too-early initial timing after making the cruise-RPM adjustment, you're good to go. Otherwise, you'll have to re-curve the centrifugal advance system to get the best compromise of starting and cruise-speed advance.
One little precaution- - - -on several dyno runs, I've observed that one degree of over-advanced timing drops as much horsepower as five degrees of retarded timing from the optimim HP point. Always err on the side of a little less timing, rather than having too much!
Jerry
