And they say that Timing is Everything.....
Just off teh top of my head:
Some motors are very tolerant of ignition timing. As a huge generalization, 2 strokes can stand way more advance at lower revs and smaller throttle openings and need a whole lot less at the top end under load. It comes down to cylinder pressure.
At low revs and small throttle openings there isn't a lot of air entering the cylinder to compress, so pressure is low and so is engine temperature. When it's on the pipe, pressure waves are effectively increasing the compression. Likewise at high revs, the throttle is wide open so it's pulling in more air.
The one situation that is often an issue though is low speed high load, where the amount of air going through the motor is low and it's not on the pipe, but load is high and that raises engine temperature to the point that it detonates.
If a motor is set up with a pipe that resonates at mid revs for good punch out of a corner but has ports that send waves out that work best at high revs, that will potentially make for a more complex timing curve. But if the overall state of tune is relatively low it may have a wide range of timing that work almost as well.
For a drag race motor you want high effective compression ratio. Some of us do that with clever port and pipe designs to stuff more gas in and some of us just raise compression. The former approach will always make more power but isn't always an option.
Motors that don't rev very high such as our old GTs with mild ports, crappy cylinder head design, and no existent pipe design are remarkably tolerant of timing. High revving high HP motors are way more complex.
I'd suggest that you try a few different timings on the dyno to see what makes best HP and torque and use the least amount of advance that still gives good throttle response.