Stop in for a cup of coffee

You want some cool tech?
Like Baldwin says here, too many people drink the kool-aid.
https://board.moparts.org/ubbthread...mallory-unilite-timing-issue.html#Post2488599He used to have a facebook page with videos. Did lots of circle track stuff.

Tuner tells it like it is. Same as I learned from my coworker:
The mechanical advance compensates for the retard in the electronics to provide a flat static total or continue to advance all the way through the RPM range, however the engine likes it and you set it up.

This is a technique I have used for distributor curves since the 60's, though I didn't come to understand the reasoning behind it until the early 70's when I replaced a points ignition that did not retard as RPM climbed with an electronic ignition that, like all electronic ignitions, has slew-rate retard, and the car slowed down.

A-B-A-B it was faster with the GM dual-points distributor, even though the spark energy was higher with the electronic, a GM Magna-Pulse, and the electronic had the same “curve” except for the retard after the “total” was reached at 2500. Jenkins book “The Small Block Chevrolet Racing Engine” details the high-RPM curve and explains his reasoning, ...

Instruction about advance curves like this can be found in all the manufacturers' “off road” instructions and shop manuals. Smokey Yunick and Bill Jenkins both advised such advance schemes in various print media. Odd that the magazines ignored this and the “all in at 2500” deal is all anybody knows or cares about. When you get it right where the engine likes it, it is almost an unfair advantage.

https://www.tapatalk.com/groups/racingfuelsystems/too-much-advance-at-light-throttle-t666.html#p5625