The stock ECU constantly advances and retards the ignition timing using it's Corrective Ignition Advance Control. The aim is to provide the maximum spark advance possible before knock occurs. The ECU uses a preprogrammed spark advance strategy to determine the basic ignition advance that needs to be applied to the initial timing angle or base timing. The parameters of this strategy consist of engine speed, engine load, intake manifold pressure, intake air temperature, engine coolant temperature and throttle position. Once the ECU has completed it's Initial Timing Angle + Basic Ignition Advance calculation, it will then use it's Corrective Ignition Advance Control or Knock Correction Function to be more precise, to make the final adjustment to the actual ignition timing. The method of the Knock Correction Function is fairly simple, when engine knock is detected ignition timing is retarded, once engine knock stops ignition timing is advanced, it carries on like this constantly going round in a circle advancing and retarding the ignition timing. However the Knock Correction Function does not have the ability to keep on increasing ignition advance until knock is detected, the ECU has pre set minimum and maximum values for both basic ignition and corrective ignition advance or retard angles to ensure the actual ignition advance angle doesn't become abnormal for the operating conditions of the engine at that particular time.
So in summary, the stock ECU doesn't use a spark advance map as such. It uses a series of lookup tables to determine the basic advance required, then using it's input sensor signals it corrects the ignition advance to suit the operating conditions of the engine at that particular time. So even if you had the ability to read or data log the actual ignition advance being used, it would likely be either useless or misleading without also being able to read or data log the relevant input sensor signals used to calculate the final advance angle.
i get it now...so it cant be done...