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I used to get small amounts of detonation at 15 psi with both the SFMU and 8 injector setup, but now with the MS, its totally gone..I'm not so sure its a timing issue so much, but more of the stock ECU doing something goofy with the fuel map during peak torque(where i got the detonation). From my tuning efforts with the MS, and my gauge readings, 17 degrees of timing(what the stock ECU starts out at for timing), is really close to what we need for 15 psi and 93 octane fuel. My EGT's get a bit warm even with a 11.5:1 A/F, which indicates we either need one or two more degrees of timing, or we are running out of fuel octane for that boost pressure. The bad thing about just "retarding the timing" for higher boost,is that it hurts your power curve, and also makes for higher EGT's. To me, thats not a properly tuned engine. You are straying away from what the motor really should have. Turbo size and efficiency has a lot to do with this also. A larger, more efficient turbo should be able to run a little bit more pressure for the same fuel octane, mostly because it's more efficient. 15 psi on 93 octane, for the S16G is getting really close to pushing the limits of the fuel. Colder intake temps, water injection, ect will help greatly also for more boost. 
13.5 @108 MPH-2.2 60ft(stupid FWD!)
S16G @ 18 PSI/FMIC/Running on MegaSquirt II (Now with sequential
fuel injection)
My webpage: http://eclipsed4evr.home.comcast.net
-1998 Mitsubishi Eclipse RS-T- "Toy"
-1992 Plymouth Laser Turbo AWD(SOLD)
-2000 Honda CR-V(daily)
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I've found that we need maybe another degree or 2 of timing at that boost level, so unless you tune it rich, EGT's can get pretty hot on a real long pull(using 93 octane pump). Shoot for 11.5:1 and it should be ok. Be sure to run plug gaps of .028-0.30 though. I use the NGK BKR7E
