Ignition Timing for a turbo'd big block

I'm not suggesting retarded timing. Peak torque is the indicator that you have a very safe timing curve that will keep an engine alive. If you tune an engine to peak torque, than add timing, you will make more hp at that load point, at the cost of torque and engine longevity. Peak torque indicates a timing curve that is using the energy of flame front to roll the crankshaft forward. If the dyno is showing torque falling off, but hp going up... It tells me that the flame front is happening a bit to soon, creating opposing forces on everything from the headgasket to the main caps and everything in between. Hp goes up with advanced timing because the torque lost to advanced timing gets "stored" in tdc dwell time(high cylinder pressure), and releases in the instant there is any rod/crank angularity after tdc. No problem if you have real strong components...but a very fine line to walk with stock based parts.
Lets say you want a stock based 900hp engine. For discussions sake, say the engine is on the dyno and at 15pounds of boost it's making 875hp at peak tq. You could bump in another 3 or so degrees and get real close to your 900hp goal at the same boost level, OR you could give it a touch more boost and re-tune to peak tq timing.
The first scenario gets you your 900hp with added internal stresses and less tq, with a more fuel efficient engine.
The second scenario gets you the 900hp, added tq and lower internal stresses, with a less fuel efficient engine.

Trendz, I agree with what you just said, timing is everything. The Problem is 9 out of 10 guys reading the posts on here will interpret less timing into starting at 20 degrees at 10 lbs for example when they should realistically be at 25. We aren't running LS1's or other engines that perform well with low timing, let’s face it 440 Wedge based engine combustion chambers aren't near as efficient..

I do like jyrki's ignition slope, which is an aggressive and safe place to start.

That stock blocked destroked 440 I used to run was very sensitive to timing, 3 degrees too little timing was 130rwhp difference.. (Going from 20-23 degrees.. when in hind sight should have been more like 25..).

Well I saw Randy's (wrenchinrandy) car run on the chassis dyno today (Hi Randy!) and I was very impressed. It's such a nice docile every day driver type car yet cranks out 730 hp at the wheels. Figure that's close to 860 hp flywheel and thats at only 5500 rpm. If I remember correctly this was done with only 19 degrees of advance and 15 psi of boost. The tuner tried adding a few more degrees but for some reason it didn't seem to like the additional timing. Anyways, very impressive car. Great job Randy.

my junk is not like yours, but 500" b1 106mm on the dyno we locked it at 30 degrees all the way to 30lbs and it liked it just fine on e85

Yes I love turbos for the drivability. My cam is only 224*@.050" and I made 581 to the tires at 5000 RPM because the turbo was choked on the turbine. When it flashed the converter it would jump to 700 ft lbs of torque. With the EFI the drivability is something else. Oh and the truck only need 3.23 gears to run in the 11s. Turbos rock.