Guide me in making a supercharger and turbo map!!

Start with the basics… Horozontally that table is scaled by RPM, vertically it's scaled by MAP (manifold air pressure). MAP is measured in kPa. 100 kPA ~ 1 bar. kPA is an absolute measurement; 0 kPA is a vacuum, 100 kPa is approximately equal to normal air pressure at sea level and your map is scaled to 200 kPA which is twice normal air pressure ( or 1 bar boost).

So n/a wide open throttle would run along the 100 kPa line, while cruising at part throttle you'll be in the vacuum portion of the map, down near 50 kPa probably, and then anything above 100 kPa is boost.

The best place to start is, as andyborris says, to copy across the advance from your standard engine to the n/a portion of this table. You can then do a basic extrapolation into the boost section. I've read/used two different methods for that. 1 is to reduce the advance 1 degree for every 1psi of boost (about 7 kPa), the other is to to halve the advance for every 1bar of boost and smooth the cells in between.

That gets you a base map to start with. After that you either need dyno time (preferable!) or to do some seat of the pants tuning. Most of the time you can run a bit more advance than a distributer would either side of the peak torque section of the rev range and often you'll be able to put a bit more advance back in the boosted area, as the extrapolations I mentioned at the start of this post as only safe guides to start off with.

Often on boosted cars the max power is found just before knock, so if you build some detcans (google for DIY cheap versions) or install a knock sensor you should be able to keep advancing little by little till you get the beginnings of knock, then back the advance down a couple of degrees and have a pretty good ignition table in the boosted areas. Two things to note of caution though: 1. this method only works while in boost, in the n/a portion of the map if you advance as far as knock you can often be well past max power, it's much harder to tune the n/a portion of the map on the road. 2. Any knock event is bad for your engine, and a big knock event could be game over, holed pistons etc. So it's better to air on the side of caution, and be alert while mapping.

Good luck!

Incredibly helpful, I think I'll jot all that down somewhere for future reference!

Pretty much all boosted cars run speed density (MAP vs RPM) based maps. Boost pressure only becomes positive once the charger/turbo are outflowing the capabilities of the head, so once in boost the increase in pressure is directly proportional to the increase in flow rate. So 10psi will be a fixed CFM for a given engine

Sorry to interject but why can't these clever little ECU's tune themselves up if you have an AFR? It would make life so much easier!

Any of the Megasquirt based ECUs can do self tuning of fuel tables if you use the Tunerstudio software. It works very well You still have to manually tune the ignition advance table.

Cheers for info people

Froggy, my supercharger is on a clutch......at the moment it's disengaged at 3.5k via shift light on rev counter, opens a bypass valve and let's turbo take over

But now I have the ecu, will be swapping it to one of the outports on that

if you map it with turbo only first you should be able to find the right spot to lose the charger without dropping a lot of boost .
i doubt youll ever bother with carbs again after the learning curve on efi . you should have the latest firmware if you register the tuner studoi software for a few dollars so you get all the latest stuff like the auto warm up mapping so you don't have to take your laptop every time you start it to get the enrichment tables sorted

if you can operate the bypass to open as you lift the throttle you should be able to leave the throttle where it is but if you have to put the throttle before the charger it needs to be as close to the inlet manifold as possible as whatever volume you have ie intercooler and pipework etc then becomes plenum volume and beyond 3 times engine capacity you lose a lot of throttle response and makes idle control very difficult .

all the squealing is the rotors being forced apart in the blower case as the air has nowhere to go but backwards .

To give you an idea off amount of pipe and space, here's some pics

Idle/vacuum operated bypass next to throttle body