I would (1) set the initial with the "vacuum gauge method" then (2) with the FBO $25 plate, set the total to the norm for the eng type (35 for a SB) which will get you "close" then (3) mix & match springs (do toss out the thick one with the elongated loop on one end & sub in a mr gasket/MP/transdapt light spring in its place for a start) & any combo advances in a linear fashion so you are just under the pinging point at WOT up thru the gears on your hottest/driest (most likely to ping) day & peoples' hearing varies & there is silent ping so give your eng a cushion as ANY ping is extremely damaging then (4) plug in the can to ported & adj it so you are just under the pinging point in everyday driveing conditions of varying RPM/load on your hottest/driest day (CCW with a 3/32 allen wrench slows the onset of it but the curve amt (total from it) stays the same & you can work with the notch to limit the total (takes alot of of work to get it dead on). FBO touts manifold vac adv which has a different procedure & some people swear by it (no exp here). confirm the bushing/rotor phasing are good & vac adv swings the RP in the opposite direction of rotation and it increases the reluctor/pickup gap (which may or may not delay the spark, that'd be an engineering question). get a cap with brass terminals & keep them sharp with a dremel (reduced required voltage).