What is your interpretation of these advance springs?

I have a combo like that, in my aluminum headed 10.9Scr 367. It provides 14* at 2800 crank degrees and all in of 20* at 3400; which with 14* initial, keeps her out of detonation on 87E10.

When decoded into distributor talk (half crankspeed) this becomes
~0*@ 600 distributor rpm
14* @ 1400
20* @t 1700

Your numbers ,if distributor rpm, look about right for a stock late engine
"Mechanical advance:
2 degrees @ 700rpm.....(1400 engine )
6 degrees @ 1100rpm....(2200 engine )
17 degrees@ 2000rpm...(4000 engine)
With 34 in the mechanical, this makes your initial allowable of about 2*
You asked for opinions;
So without knowing anything about your engine;
As to [email protected], in a 1980Volare auto, with 2.45s
I couldn't run that as is; the slots are toooooo long. But if you shorten them, likely, the One-long looper will no longer function. And in my engine neither of those are light enough. I dug thru my pile of Ds and found a light-blue one long looper and a light V8 spring that work pretty good in her at about 12* initial. Yeah I had to weld up the slots. Also the Vcan is too short for mine and too slow.
The point is every engine is different, and you the tuner, have to figure out what she wants, little by little, until she says too much! Sometimes it takes two summers to get it dialed in. And sometimes you have to back up before you can go ahead. Welding up the slots is the easiest part, cuz most engines will want to be limited to ~36* power-timing, and most slantys will want between 6 and 12 initial to maintain the T-slot exposure. So you shoot for 10/34 and Badaboom you are in the ballpark. You can get pretty close by doing a bit of math on the working range of the slot. Find the biggest Vcan you can find, and after you get the mechanical sorted, install that baby and pour the coals to the slanty at cruising speed; she might want 46 to 56 degrees total.