Carburetor choice

Without a working advance, your Part Throttle timing Is
guaranteed
to be seriously retarded.
Firstly, it is retarded by the fact that your advance curve has a beginning point set up to achieve an ending point, that is intimately chained to the Power-Timing.
Secondly, it is retarded by the fact that you had to limit it to what your engine can handle at WOT.
Thirdly, it is retarded because it is impossible to build a timing curve to satisfy the Part Throttle requirement.

At 2400 rpm and at Part throttle, your engine may be asking for 48 to 56 degrees, (or more with open chambers and low-compression).
But your curve can probably only supply 20 to 28 degrees. So, the timing is already about 28 to 36 degrees retarded, for Part Throttle operation. EVEN WITH A MODIFIED CAN, she will still be retarded!
The peak pressure for optimum performance needs to be at or near 25/28* ATDC. But as shown, your peak may not occur until 56* ATDC. The pressure will NEVER reach it's maximum potential, because the burn started 28/31* late and is finishing at 28/31* late, chasing after the piston which the crank is
already YANKING down the hole, costing you power and fuel right there.
Now; in the past, I told you guys how I was able to get 32 mpgUSG out of my 10.7 Scr 367/3+1 A833/ and GVod/ with 3.55s.
And some to most of you, laughed at the claim.
And now, you poo-poo my use of the word "tremendous".
It is obvious to me, that you poo-pooers have no understanding of ignition timing past the determination of your Power-Timing. And even that, most of you are guessing at.
Some of you are thinking that the V-can is there strictly for fuel-economy purposes. But that is only part of it. I challenge you to Tee a vacuum gauge on your spark port, and map out what the can is doing exactly, then drive around for a few hours.
I'm guessing that my engine spends well over 80% and closer to 95% of it's time with a lot of vacuum showing on that signal line.
With my maps I can tell you what timing my chambers are seeing, at every rpm and load setting. And that knowledge, friends, is power, lol. But hey, I'm guessing that not everyone of you needs that power, or economy.
Now,, just suppose
that your car requires 20 hp to cruise at 35 mph. With 3.23s, and in 1.45 Second gear, that will be about 2150 rpm. So the torque requirement is 49 ftlbs. And you adjust your gas pedal to get it. Your sparkport should be pulling enough vacuum to max out your Vcan. Suppose that while holding the throttle right there, you dump the Vcan, all 22/24 degrees of it. Suppose that action dumps 4 or 5 ftlbs. and your car slows down, so you have to gas it back up, to continue cruising at 35 mph.
Now; that loss of say 5 ftpounds while not sounding like much, is in fact; 5/49= 10%, so ......... If you can't see that as being "tremendous", IDK, maybe I used the wrong word for you.
But remember; your timing at 2150 by the distributor is ALREADY retarded for this rpm and load setting, as explained above; so no wonder you suffer with the lousy fuel economy.
Add to that a possible very low cylinder pressure, the product of a late closing intake valve, and a low Scr, well, some of you call that doggy, lazy, or one guy used an Aussy phrase that I cannot recall.

Second challenge; install a scanner on your modern EFI grocery-getter car, to display timing and load. Then go drive it at Part Throttle and cruising, just to see what the factories are doing with computer-controlled timing..........
Com'on you naysayers, I'm rooting for you.
Contrary to most guys experience, it is possible ha achieve some degree of BOTH power and economy, and I suggest this carries up to and a lil past 1hp per cube; so with a 360, that would be to 360 hp. With a 273, perhaps 273hp; and so on.
After that number, the engine is biased more towards performance, and by the time you get to say 235/240 degrees of intake duration, your engine is spending less and less time at high enough vacuums and low enough throttle settings, to properly use the sparkport. I found that the 230/237/110* cam in my combo, is pushing the envelope.
Good luck, y'all.