Setting static timing, Windsor EFI
 

I'm just about ready to fire up my 418 sb Windsor, Mass-Flo EFI, after a cam, lifter and spring change. Big cam, AFR 205s, 10.5 CR, 42 lb injectors. Ran great before and hoping for the same or better now that is sealed up better.

I'm doing this by myself so I'd like to make sure it fires in good timing shape with no drama or as little as possible.

I have it at exact TDC on 1, distributor in and rotator blade is pointing at the No. 1 terminal, SPOUT is unplugged.

So, is there a more exact engine off static placement of the rotator blade, like leading edge just before the terminal or at it or whatever, that will guarantee a better starting set-up.

I can get a timing light on it pretty quickly, but I would really like to see this go well and I'm not really that experienced with the EFI Mallory.

This is a EEC-IV controlled motor, so the computer will build in 20 degrees total timing electronically, on top of the initial mechanical setting of the distributor.....I hope. I'm planning on setting it at 14 degrees initial with the light and hope for 34 total once I plug the SPOUT back in give it back to the computer.

Been at this off and on for a few months, so today is the day! Like everybody else, hoping for a good day.

Thanks for any advice or help.

It will need some advance.

The way I do it is to put the balancer at about 20° BTDC, then point the rotor at the #1 terminal on the distributor cap. It will have plenty of advance that way and will light off immediately. Make sure it's on the compression stroke...

Initial timing with the Mas-Flo SPOUT connector disconnected will probably be around the 14 degree point or wherever the information you got with the Mas-Flo says to use for inititial. Once you get the engine up to temp with the SPOUT still unplugged adjust to the timing setting that you're shooting for.
Once you plug the SPOUT back in you won't be able to use a light to determine what the full advance is. With the spout plugged in the ECU controls the timing and changes it too quickly to use a light.
The A9L ECU that Mas-Flo uses has a fixed program that can't be changed in the unit itself. To make any adjustments to the program you'll need and aftermarket chip plugged into the J3 port on the ECU. Your Mas-Flo should already have an aftermarket chip plugged into the J3. That's what Mas-Flo uses to customize the tune for your particular engine setup.
There are a couple of aftermarket units out there that allow you to monitor what the ECU is doing. Tweaker and Quarterhorse are two that come to mind but to use them effectively you need to have the existing J3 chip read and the program made up in a form that the aftermarket adjustable unit recognizes.
Once you're at that point the learning curve for futzing with the program is horrendously steep. there are somewhere in the order of 150 or 200 parameters in the program and, in general, changing one of them will effect several others.
Best advice is once you get the engine running take it to a tuning shop that understands the A9L program. They aren't particularly easy to find but there are some out there. Unfortunately it will take some digging on your part since most of the "tuners" out there are pretty focused on pure top end power and have no idea how to keep the system drivable once it's tuned for insane top end output.
Best advice I can offer is to get the engine running and then see if you can live without getting into it further. Mas-Flo is pretty good at providing a solid middle of the road tune with their system right out of the box. If you feel you just have to get into it and can't find someone locally who can make the adjustments you want be prepared to a lot of midnight oil learning the A9L.
DonC

figuring 45 degrees between terminals i would put the pointer between the two. i would shoot for a little too much on startup than too little and get your headers hot. rounding off the leading edge of the bug/pointer has been recommended to reduce spark scatter if that gets to be a problem.

I always pre-time my engines with a timing light, spark plugs out, plug wires grounded, no fuel supply, engaging the starter, while aiming your timing light. This also allows you to establish oil pressure prior to firing the motor.