Timing Curve on 360 in an RV

AJ, since no one else has said anything, thanks for the timing explanation. I’m sure it will help those who may not understand how timing effects the engine.

I don’t quite know how to explain this in a way others will understand so here goes, While I understand timing and have run some advance numbers in neutral that have been in the 40’s with a quick advance factory distributor and vacuum can, and with the vacuum can disconnected setting just the mechanical to 32* total by limiting the advance available to have a starting point around 20* this which ran great, this Edelbrock system takes all of this and throws it out the window. As you say there is a start point and an end point that are both adjustable. Vacuum advance is 0-15* adjustable in 1* increments. If you try and set this system up in the same fashion it will not tolerate timing advance numbers much over 30* without a backfire occurring around 3K rpm’s.

Obviously just cruising down the freeway at say 2500 rpm you would expect to And most likely want to have more than 26-27* of total timing and that is not possible without a limit on either total or vacuum advance or moving the all in number to say 4K rpm or higher. Anything over this 30*+ or - will result in backfire. I have been trying to get it to work In a similar fashion as a factory distributor timing curve unsuccessfully. I’m not as seen by this post the first one to have this issue.

Someone asked above about locking out the distributor, that is not an option as the Hall effect distributor is non adjustable. Timing is verified by locking timing At 12* and verifying with a timing light. After verifying, timing is unlocked and the computer takes over. I have discussed with tech support multiple times and that conversation is a waste of my time as I believe a lot of efficiency is left on the table with the limited timing with no explanation as to why this backfire occurs.