Glad the numbers went up, but they are still way low IMO. As a "for instance" - the 496 is in an E body, 3.23s, and 2800 convertor. He gets in the mid-teens with it, and that's cruising at 75 on reproduction bias plies.
The rings will be seated before the cam is fully broken in if the engine was machined properly and moly coated rings were used. If the bore finish was too rough, or std iron faced rings were used, it will take a few hundred miles to break in.
The cam is not large for a 440. I used to run the actual 270H in a small block 340 and had to pass emissions yearly with it. It's mild. I think, with the open chamber heads, it doesn't have enough lead and I'm sure the carb can be tweaked better. I am not a fan of the FBO setup or curves. I know, some love it and it works well for them and he preaches well, but I don't like it myself. Especially when it comes to tuning the carb at idle and transitions. If you have it, work with it. I'd add another 2-4° initial, and another 2-4° centrifugal and make sure it's coming in faster enough to be "all in" by your cruise rpm. Once the timing is set, the carb will need to be tuned. You will want to tape a vacuum gage plumbed to manifold vacuum to the windshield and go for a drive. Jot down the readings at idle in gear, at light throttle cruise, and at part throttle acceleration as you'll need the figures to choose the internal parts.
Edit: You also want to make sure the alignment is correct, and that the tires are aired up to within 2psi of their max pressure on the sidewall. Most tire shops only fill to 30psi, and a lot of modern tires are supposed to go higher. Soft tires will kill mileage quick.
