I certainly hope we shall hear feedback from members who have engines with TFS heads (that have been tuned on an engine dyno) and can share with you their ignition timing. Please.
If not I would personally start with 12° BTDC static advance, plus 12° centrifugal advance, for 24° total ignition advance.
Caution: Are you re-using the original crankshaft damper … or did you replace it with a new one? If you're re-using the original damper the timing marks are not viable. The positioning of the ring on the hub has almost certainly moved. I see them displaced on cars that are only 20 years old.
Regarding your Crane camshaft
Crane Cams HR224 (part number 529551)
Hydraulic roller tappet camshaft
286°/294° duration at 0.004 (advertised)
224°/232° duration at 0.050
0.586/0.609 gross valve lift at 1.73:1 rocker ratio
LSA = 112°
Overlap = 66° (based upon advertised duration)
Intake lobe centerline ℄ = 111° ATDC
The lobes are asymmetric thus the intake lobe “max-lift” occurs at 107° ATDC
This is the "off the shelf" hydraulic roller camshaft I would recommend for a street engine using small port (2V-style) heads and the OEM 3.50" stoke crankshaft. Roller rocker arms are mandatory with this much lift, but they are also mandatory with the TFS heads. I would hope the valve springs provided by TFS have 150 lbs seated force, approximately 420 lbs/inch spring rate, and accommodate at least 0.610" maximum lift.
Although Crane advertises the cam as having 286°/294° duration, that is measured at 0.004 tappet lift. That unfortunately does not represent valve motion. Tappets hydraulically lock at 0.005 lift, this is why 0.006 lift was chosen as the standard for advertised duration; 0.006 tappet lift best approximates true seated valve events. Here are my estimated specs based upon an "assumed" hydraulic intensity of 56°:
280°/288° estimated duration at 0.006
LSA = 112°
Overlap = 60° (based upon estimated duration)
Intake lobe centerline ℄ = 111° ATDC
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Seated valve events (based upon estimated duration)
EVO = 77° BBDC
IVO = 29° BTDC
EVC = 31° ATDC
IVC = 71° ABDC
Since the intake valve is closing at 71° ABDC, not 74° as advertised, I suspect you have more dynamic compression than calculated. I would also caution you that 8.0:1 dynamic compression is a good limit in consideration for the limitations of the cylinder walls. I normally target 7.8:1 dynamic compression as this allows a margin for cylinder to cylinder variations in dimensions, ignition timing, and in fuel/air ratio, and for variability in gasoline performance.