On a Subaru ECU the total timing is the "knock correction timing" added to the "base timing". Knock correction timing at 8 is not a bad thing. This means that EQTuning set the knock correction timing to 8 at that load/rpm and all is fine (as far as I can tell). If the advance multiplier is at 16 for 16bit ECU or 1 for 32bit ECU then the ECU will add all the knock correction timing to the base timing. If knock is detected the ECU can pull up to 8 degrees of timing at that point.
To get a quick snapshot of the knock-health while logging, log "IAM" (ignition advance multiplier). It should be at 16 all the time on your car (or 1 on a 32-bit ECU). If it drops then the ECU is seeing significant knock. And if knock drops it far enough the ECU will pull boost too (but not on your MBC=fail car). The couple logs I looked at look fine though. The only thing that would change with a new turbo inlet would be boost response (unless there was a leak), and it is doubtful that the ECU couldn't compensate for that minor change... oh that's right you have a MBC, so nevermind. I would like to see AFR and IAM logged too.
The midrange timing dip is normal. Timing is proportional to load and RPM. As boost comes on down low, timing will drop and then start to come back up as the engine revs and that small turbo's boost falls off.
BTW that Perrin inlet was missing a couple parts. The aluminum BPV recirc. line nipple was missing completely from the kit, so we scrounged one up. Cory also needed some line instead of a tee Perrin supplied. I think that inlet kit is better suited to an STI than a WRX, but either way it should have had that nipple. If it weren't for those issues Cory would have been able to install it in less than the 2 hours quoted.
Next time maybe kick in for a extra half-hour to have me log it for you
