So what is your current timing at 65mph=2240rpm? My math indicates a new rate of advance of .95* per 100 rpm. If it starts at 1000, then I get
(3300less 1000)/100x .95=22* .. to that add the initial of 14 and 15 from the Vcan, assuming it all comes in, for a grand-total of 51, looking good.
But If she had not got that timing, the fire would start late and would not finish burning in the chambers. Instead, it burns in the headers or logs.
In logs this forces the engine to pump the gasses out of the chambers into a hi-pressure zone, costing you both fuel-economy and additional underhood heat.
Underhood heat is underhood air-pressure, and so ram air gets stalled. But worse is that your carb is now becoming a runaway reactor , sucking in ever hotter underhood air.
In headers, the heat builds even faster, but now the exhaust at least has somewhere to go instead of running from one cylinder to the next like happens in the logs. And the overlap period is foiled by the higher pressure in the pipes. This overlap produces a scavenging effect that allows the engine to draw in more air at the same throttle setting, or at the very least get it moving earlier.. Your job is to put just enough fuel in that air and to get it all burned up inside the chamber, before the exhaust valve opens. Thus your headers or logs will run cooler and so will your engine, and this is the road to fuel-economy.
But IMO having 22+14=36* at 2240rpm is still waaaaay too much power-timing, for a low-compression,probably" stock cam,engine.
I also think, there is no good reason to run 14 idle-timing; it just messes up your Transfer-slot sync, and I'm surprised you don't complain about a tip-in hesitation, and terrible, cold-engine-manners.
And again, with this much timing, the throttles are usually too far down the transfers, forcing you to increase the fueling from idle-mixture screws. Of course that just makes the engine run richer than it needs to be, all the time that it ain't at idle.