It'll only cause damage at higher loads, you can ping all day at low loads and just get a funny noise out of it. I ran my VW like that for *years* because the vacuum advance was to aggressive for the total timing I needed to run for the cam I had. Sometimes you learn these things because you have no choice then to run a sub-optimal setup. Had I had MS at the time, I would have taken some timing out! I would read up on EGT and the effect of AFR, I'll link up a good aircraft related article that helped me understand it a good bit.
I think the VE table looks good, it seems to follow the afr table smoothly, which is how it should be. I wouldn't bother with that last one, just tune to 14.7 in decel for now then turn overrun fuel cut on when you need it.
That bump in the VE table could be a misfire, or just needing more accel, it's hard to tell without a log that shows what caused the analyzer to do that.
MAP loss at high rpm is intake restriction, could be anything. A motor that breathes looses almost nothing up top, and some see over 100kpa at the resonance points for the intake length they have.
I personally would try to lean out cruise a bit, but that's your call. I have my current motor running just sub 16:1 on light cruise with 42deg timing and it seems to be working quite well. Hard to say the actual AFR as my wideband only goes to 16 on that side. Getting good gas mileage though.