Here are Ignition and VVT tables for engines I've tuned. First is a stock longblock, squaretop, FlyinMiata Turbo, catalyst and Roadstersport 3 muffler. Second is my stock longblock naturally aspirated ITBs with 50mm stacks, borla induction throttles, racing beat header, Cobalt midpipe with a catalyst and a Racing Beat muffler. Both engines on 91 octane.

The turbo car had VVT and ignition tuned at various MGP (gauge pressure) targets to a max of 165kPa (82kPa MGP for us). This wasn't a load bearing dyno, so the vacuum areas may not be optimal. A couple of notes on the dynosheet. 1) The boost undulation was a result of where they plumbed their sensor. Boost on the logs was flat on target. 2) The car made the same peak power before and after the dyno, but with less boost, thanks to ignition and VVT. The knock sensor was beginning to register knock around 165kPa above 5500 RPM, so boost was lowered to 160kPa.


Turbo BP6D - stock longblock and squaretop


Turbo BP6D Ignition Table - stock longblock and squaretop - 91 octane


Turbo BP6D Dynosheet - 160kPa on 91 octane

Below is Scooter's VVT and Ignition tables. The car runs AlphaN because of the ITBs, keep that in mind.


ITB BP6D - stock cams


ITB BP6D - ignition table - 91 octane


ITB BP6D - Stock longblock

 

Thanks for sharing.

Got me lowkey stressing out about my exact same turbo setup because my ignition table is spicier by about a row shifted down.
Am I right to assume there will be differences between ecu to ecu? (Link vs. MS3)

 

Most definitely not.

But I don't know how alpha n tuning vs map based tuning would affect ignition advance.

 

@m1yeh VVT engines are higher compression than the others. Is yours a VVT engine?

For the same engine and setup there should be no difference in the ignition table between Link and MS3 in Speed Density (which the turbo car is on SD). Differences would come down to octane, compression, base timing/timing drift. I made sure both of these held base timing up to 6k RPM. I've seen various engines and ECUs in Miatas lose up to 4 degrees at higher RPM and a Toyota 22RET lose 8 degrees at 4k. Always test the ignition delay.

Between Alpha-N and SD, there should be no difference in a naturally aspirated car at the same altitude at WOT. Of course the Y axis means different things, so the shape is different. The difference will happen once elevation changes, where SD can account for it, but AN will not. Most of the time this isn't an issue in the BP because they're not knock limited on 91, but if you have a high-comp engine on 91/93 octane, you should pay attention to that on AN. This isn't something I've had the chance to tune accurately in my car but I do have an ignition compensation table for altitude.