There will be good advice &.....bad advice. I will give you 50 yrs worth of good
 Forget about the carb for now
 Forget about the curve in the dist for now
 The first thing you do is get idle timing correct
. Everything else THEN follows...
 The low comp ratio & big-ger cam reduce low speed efficiency, require more air to idle; t/blades are now open further at idle to get more air in, so that you are pulling vacuum through the Ported VAc ADv [ PVA ] port. PVA is useless by the way, see link below.
 To start set initial timing close to factory number, not critical. Disconnect & plug VA.
 Engine idling, in gear, wheels chocked. Turn dist slowly
CW. idle rpm will increase.
Use eyes, ears common sense, no AFR or vac gauges. Keep going CW until you get the highest rpm. Toggle dist to make sure you have the highest/smoothest rpm. Now check the timing.
 Say  is 34*. You use vac adv connected to manifold vacuum to get this number. You will also need an adj VA unit, stock will NOT work. Get the adj unit & turn the Allen Key fully CW [ softest spring setting ]. These units have about 30* of movement, so to get the reqd 34* at idle you can use any combination of init + MVA to get 34* [ Eg, 12 + 22, 8 + 26, 18 + 16 ].
12/22 is probably a good choice. You will need to fabricate a stop for the VA plunger arm to limit travel to 22*.
 This is all part of the tuning process. It is a bit of work. It is needed to get the best out of the combo.
 Test  will
result in a large increase in idle rpm. After , the idle speed screw can now be backed out & mixture screws reset. Usually after setting up as above & improving efficiency, the engine will now idle at a slightly lower rpm & smoother.
 The centri curve in the dist will need to be modified. You do that LAST, not first like so many do.
If the engine runs best with 36* @ WOT, & you chose 12* for the static initial , then the dist curve needs to be 24*. You will probably get all sorts of charts thrown up but THIS engine is no longer than stop & only dyno or track testing will get perfect numbers.
 I suspect that even after getting the optimum idle timing as above, too much T slot will be showing above the pri t/blades. 0.060" is max, & less is better. The fix is to drill the t/blades. I would leave that for now & do the above & report back.
 Man vac supply for the VA unit: any port or fitting in the intake man runner [ eg power brakes ]. Any port on the carb below the t/blades; you can tee into any fitting that is connected to man vac [ except PCV ] such as choke dashpot etc.
David Vizard has written 30 + auto books. This is a quote about idle timing, but it is in a Holley carb book. Think about that...
' The optimum idle advance
is typically about 35-40* for a for a short cammed street engine & though not commonly realized as much as 50* for a street/strip engine'.
MVA benefits, scroll down to post #6.