It's probably pretty close "as is" unless you've done a lot of race modifications. The problem with race engines running a stock advance curve is not enough advance a little off-idle. It's possible to slightly restrict the total travel of the advance weights to limit the maximum centrifugal advance a few degrees, and add a corresponding amount to the initial timing setting by turning the distributor housing. Unless the centrifugal advance is slightly restricted (10 degrees or so) the extra initial advance to give good off-idle performance can cause an over-advanced situation at top end. One degree too much spark advance robs as much horsepower as 5 degrees of retard from the sweet spot. I've documented that on bunches of dyno runs.
A total centrifugal + initial advance of 34-36 degrees is usually about right, and it seems to be about the same regardless of the manufacturer. That rule of thumb has worked well for me on Chevy, Ford, Chrysler and American Motors race engines. For street use, add about another 10 degrees with a vacuum advance for light-throttle fuel economy. The vacuum goes away almost instantly as soon as the throttle is opened up for acceleration or passing, leaving only centrifugal and initial.
Jerry
