5.7L Ignition Timing Table - Feedback

I agree the chart is flipped. It will run your engine cuz the variations are so small. But it needs a ton of work to get it just close to a Distributor, then a ton more.
Your street-engine operates from about a hi of 26 inches vacuum to a low of maybe 4 inches. In Kpa this is a hi of 13 to a low of 80/85.
In your chart,
at 750, the timing varies just about 3*.
at 3500, the timing varies just about 7*.
at 4500, about 6*
at 5500, about 8*
None of the numbers are too big, and none of them are optimum.

My engine likes 14 at idle
and as to power-timing; the D adds .78 degree per 100 rpm from 1000 to 2800, so at 2800 the power-timing is 28degrees. From there to 3400, it pulls in another 4* making that span 600rpm and 4 degrees so this is .67degrees per 100rpm, for a total of 32*
My Eddie headed 367 burns 87E10 at 10.9Scr,8.7Dcr/180psi with this curve. This is without any assist from the vacuum advance system.
As to part throttle
Beginning at around 1600IIRC, the vcan starts to roll in the advance and by 2000 it is all in, and the amount is 22*. So at any cruising rpm, above 2000; up to 22* can be added to whatever the power timing might be. Ergo at 3400rpm it would total 32 plus 22=54* While between 1600 and 2000 the vcan is rolling in say 5.5* per 100 rpm. These are the maximum amounts of Vcan timing at very light throttle, as when cruising.
Therefor at 2000 rpm where the power-timing is 21.88, UP TO 22* more can be added for a total of say 44*. But as soon as you start tipping in the throttle the Vcan starts dropping out, so depending on the load, the timing could be anywhere in between those two numbers namely 21.8 and 44.
I don't see these kinds of variations in your chart.
I agree with what previous poster BBM said in post #5, especially as to the rpm divisions.


Here is a handy convertor
Wallace Racing - Convert Pressures