tuning gains

Clint@Altered

I've seen this question thrown around a lot lately. From the post I made in the 370ZTT Thread:

We had great success working with the COBB AP (and COBB directly) with this 370ZTT. With the MAFS, the car drives flawlessly. The cobb software can drop the timing curve, but the ECU has a lot of logic that modifies the curve to be what is optimal for the car at any give time.
So timing changes must be well matched - say if the curve that you've put in is too aggressive, at points the ECU may adjust. We tested the COBB AP extensively with the 370Ztt and experienced no knock, no limp modes, no codes (HFCs work wonders) and the car simply runs perfect (and moves out!)

I am not sure about the G37 however as it is different and we have not yet (but soon) tuned a twin turbo g37 with the COBB. The only way we could control the G37 required hard-wiring f-cons in the past.

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Nixlimited

I am not doubting your anecdotal evidence as such, and as I said, your results look great (and so does the build), but I wanted to know more along the lines of tuning principles. FI cars have significantly different timing tables than N/A, particularly in the area of boost onset. It may be that with the low boost pressures you are currently running, it's just not that critical. But, there seems to be no way to go high-boost without prospective control of the timing tables. I am sure the ECU is good at monitoring knock and pulling timing, but bottom line is that all of its logic is based on the assumption of a N/A engine. I am not willing to take a chance on an expensive engine with retrospective type adjustments. One serious detonation event at high-boost could become a very expensive mistake.