I also see what Tony is saying now as well. Basically you can choose the scaling for the MAP sensor and for a big turboed car, you would want the top line to be 3.1 bar - 3.2 absolute (2.1 - 2.2 bar boost pressure). Obviously for a smaller turbo car where the engine is never going to see that boost, you would use a different scale (to take full advantage of the limited number of mapping points available with the L8 ECU). From what I understand from what Tony is saying, the scale for the MAP sensor on Luke's chip stops at 2.87 bar absolute (1.87 bar boost pressure) AKA "the top line", which is the scale you would expect to see on a small turbo. Although you CAN extrapolate the boost curve to accomodate this, you would only normally do so above the end of the MAP sensor, as you can change the scaling to suit anything within the sensor's range.

So what Tony is suggesting is that a smaller turbo MAP sensor scale (and therefore ignition curve) has been cut and pasted into the file. Given the ignition values that Tony has posted up, this would make perfect sense and also looks like from 4500 onwards the ignition curve is from a map with a smaller turbo (where the boost tails off, so you can run more ignition).

I hope this clarifies things in layman's terms for peeps? I'm still not suggesting that the map is at fault, although the ignition curve is pretty aggressive, you would have to check the car on the road to see if it was experiencing any det, as the figures I have posted up are conservative ones, so the 7.4:1 compression may have been low enough to prevent the det.