69, what a crock of idoicy in your diatribe. I completely understand timing for all typoes of conditions and engine parameters, obviously, you have very little, to NO clue.
Early 11.00:1 Corvette and Chevy 283 used a dual point distributor with no vacuum advance, solid lifer cam with very late inlet valve closing, which made low idle vacuum, too low for vacuum advance use for the advances for the times (NO adjustable vacuum advances at that time). So, with the inlet reversion and other low vacuum factors, timing was set to 18 in/hg. A better situation is now available, conservative initial, and adjustable vacuum advance that adds timing to a reasonable 22 to 24 deg/BTDC initial timing for the application and the low vacuum.
"I ran the idle timing to 30 degrees without vacuum advance it made an improvement. I added vacuum to the can bringing the idle timing to 36 degrees. Definitely an improvement brought the idle up to a 1000 rpms and gave me 11" of vacuum gauge still is fluctuating not as much though. The idle is smoother It will now idle in gear on it's own without dying. The timing does bounce with the vacuum advance connected. I need to get the vacuum advance working right. The tach is isn't steady not moving much maybe I have a slight miss? I also noticed the air fuel gauge is steadier."
It is refreshing that you completely avoided reading what I posted right above this post, it shows I outlined what would happen, and why it would occur, but you did it anyway, proving I am not wrong, and NOT STUPID.
Also, if you can't figure out where the email address for the vacuum and other timing package is, you would be blind, because it has been posted in numerous places here, and other websites. But, to help the chronically sight impaired, here it is...AGAIN.
Man, this is getting extremely old, if you don't want to do it right, just stay quiet and go make a mess out of it, or, listen to someone that shows no knowledge of it, 69, and pals.
BTW, 69, any idea why a Top Fuel/Funny Car nitro engine runs .018 to .020 plug gaps with a 60 ampere magneto pair, AND 60 to 65 degrees locked out timing? That much spark energy is lethal if a person is shocked by one. Fuel teams are required to have ONE team member that is CPR certified to revive a person shocked by one of those systems. The key here is, why the 60 plus degrees of timing. I didn't think you knew.