In theory, someone who's competent enough at using dreamscience/sct CAN make the st170 ecu (which is just a 104pin EECV, contrary to the marketing rubbish about black oak) work properly in forced induction applications, as there is a spare sensor input which can be connected to a MAP sensor and enabled/configured/used in maps using the dreamscience software with all the capabilities found as in the FRS.

The purpose of VVT in NA cars is generally (by my understanding) to introduce extra cam over-lap at low engine speeds (to increase cylinder filling) and reduce it at high engine speeds (to stop the mixture being blow/sucked straight through the cylinder and into the exhaust system), thereby linearising and improving the VE/torque throughout the rev range.

This is generally the right strategy to apply to a boosted engine as well, but only if the change to reduced overlap corresponds with boost arriving. With a supercharged engine (with a roots or twin-screw charger), boost arrives very early so there is an argument that VVT is pointles; but with a turbo'd engine, allowing extra blow-through by the extra overlap will not only help off-boost low-rpm driving, but also assist in spooling the turbo up quicker. That's one reason why Simon170's car is making a bar of boost before 3000rpm!


Also, the VVT on the ST170 is PWM driven - many aftermarket ECUs allow you to map the PWM outputs w/r/t load/speed, boost/speed etc. This includes Omex, DTA, and presumably AEM/Pectel/Motec/GoTech/etc.

It would be possible to drive it using a switched signal from e.g. a vtec controller, or a shift-light controller (or any other rpm-based switching device); but wouldn't give the full advantage (or perhaps even any) as you could easily find that the extremeties of the adjustment range do not suit the engine you build.

Hope this helps,
Chris