I fired up the programmer and found out that I do have the EM-5 with an older software version, with the current software I can have the LOP functionality.
I watched some videos online about the controller and found after scrolling through the menus and verifying my current settings made me comfortable operating the controller. I left the low RPM timing set at:
I Changed Higher RPM 1250 and up to 23*. I input the advance schedule below.
A couple flights later left me more confident in experimenting with the timing and a little head scratching. I flew the same manifold pressure advance schedule at both 23* and 25* RPM timing above 1250 RPM.
Test flights were take off, set 90 KIAS engage autopilot on IAS/HDG to be established prior to 2000 PA where I timed the climb to 7000 PA. LOP was at 7500 and 21" map. Not enough data by any means to average out my results but here's my initial observations. 25* ran better throughout the range with:
-10 seconds less time to climb 1000-7000 PA
-Approximately 10* less CHT
-Smoother and further LOP
-(From memory) Stock EFII curve was similar CHT's and way better LOP
I can only adjust 1 ECU at a time with my current boxes, I decided play with the timing of 1 ignition while on the ground for the lower RPM's. My airplane has always had a dead spot from 700RPM to 1000RPM when slowly applying throttle. I notice the dead spot when adding power to taxi from idle and when power is all the way back in the pattern and I need to add a smidge of power in the pattern. I always assumed that I wasn't moving the throttle fast/far enough to properly engage the accelerator pump of my carb. I played with the timing from 10-40* and found 750 RPM and up that 25* timing with the 7* manifold pressure advance (32* total) seems to give the smoothest running idle. The dead spot between 700-1000RPM seems to be gone. The timing advance increased my idle 200ish RPM and things were too hot to adjust it back to 500 and play with timing there.
TooBuilder has some good advice about playing with the timing "in situ." I plan on playing with timing on 1 ignition and recording values and tweaking as I go. Good news is I get to do a lot more flying, about that time and money......
If I find the best timing value for advanced timing with 1 ignition is there a ballpark change in timing that will occur when both ignitions are set to the same advance? For Example if my engine performs best at 25* on 1 ignition adding the second ignition should roughly change the value by how much?