Stock LS3 with Vortech, how much timing can I run?

[TGMachine]

This is a 2009 Corvette manual with A&A kit w/ V3Si, 3.8" pulley, 60# injectors and fuel pump booster on stock fuel pump. Everything is stock including exhaust manifolds and NPP exhaust. I'm running 93 octane pump gas and LS9 MAP sensor. I have the car tuned myself with all the proper injector data and it runs great. This is my first boosted LS so I'm not sure how much timing I can safely run though. I am at about 11-12 degrees at full boost and would like to keep both MAF and speed density portions of tune working as they are now. What I am looking for is a more experienced eye on my tune to see if there are any obvious adjustments or changes that can safely squeeze a bit more power out of it including timing advice, or maybe any issues you see that I'm not aware of that should be corrected/adjusted in the tune. I have spent dozens of hours reading and learning HPTuners to get to this point via street tuning myself but not sure if I'm missing anything obvious. This is just a daily driver that I like to rip on occasionally so I'm looking to keep it fairly conservative and not too risky. I've attached my current tune file and a couple logs. I would love to hear any input from folks that have more experience running similar setups. Please let me know if any more info is needed. The wideband is currently installed in the place of the B1S1 O2 sensor if that matters.

[Alvin]

You are missing the commanded PE by a decent margin at WOT early in the pulls.

Timing could be higher when you not making so much boost. You don't have to run supercharged timing when boost is low/0.

Commanded PE is too rich. Put knock sensor settings back. These don't need desensitizing. then slowly creep timing into it.

[TGMachine]

Thanks for your input! I'll do some more VVE tuning to bring actual AFR in line with commanded PE. Then lean the commanded PE a bit and check from there.

I didn't realize my timing was so far reduced before getting into boost so I'll review that as well. Knock sensor settings were a recommendation I (poorly?) utilized so will look at bringing those back to stock as well.

[TGMachine]

So I've spent the last week further dialing in the MAF and VVE, and with each disabled I can get a good lambda with the other acting independently. The strange thing is that when I enable both MAF and SD again, I am still showing a lean condition in early boost at around 3-4k RPM while still in the "Normal" air calc mode. Once the air calc mode changes to "Hi Speed" at 4k RPM the lambda lowers to what I want. I am considering lowering the Dynamic Airflow High RPM Disable from 4000 to 3000 RPM which might resolve it, but that seems like a bandaid to avoid some other issue causing this. Any ideas on what could be causing this?

[TGMachine]

Here is the current log and tune in blended mode showing the issue. I hit WOT and build some boost @ 3m45s in the log and you can see the lambda staying fairly lean until after 4000 RPM. When I run with the MAF failed the lambda is fine throughout a similar WOT run, and same for when I run MAF only with Dynamic Airflow disabled. I'm just not sure why when I re-enable both MAF and SD and run both together I am getting that lean area in the 3-4k RPM range.

[CBC]

Those are very impressive HP/TQ numbers from the 1strun log for a stock engine.

[TGMachine]

Those are very impressive HP/TQ numbers from the 1strun log for a stock engine.

Thank you, but I'm not sure how accurate they are

If anybody has any input on my issue of the lean spots when having both SD+MAF active.