With my experience rebuilding distributors and testing advance curves multiple times daily, I can agree that timing retard truly depends on a lot of motor factors, such as dynamic cylinder pressures, fuel, and of course combustion chamber shape. Most of the time, a distributor WILL retard at the top end, whether you want it to or not. That can be worked out by reducing clearances, using stronger advance springs, reduced shaft end float, and limiting the timing travel. The flathead being a 3 gear system to drive the distributor (crank/cam/dizzy), there is very little backlash which is great. The better the combustion chamber design, the less timing you have to run. You could always try to run the Pertronix to trigger an MSD box with adjustable timing on the dash, but in my experience, the more layers of electronics you add, the more power you stand to lose at the plug. If you're overpowered (ignition) already, then its ok. If you're on the fringe, you'll see a loss. Just be mindful of RFI and EMI. Maybe use the retard knob while at the dyno to see what it nets you. More likely than not, if retarding the timing makes more power, you may be too far advanced across the power band to start with?