NefMoto

Hi,

I wonder if someone can point in to a thread to help with tuning for a 4bar FPR?

I have a TT with a AET VT262C (rated 370bhp), DW65V, Bosch 117s + the necessary Intake, and Exhaust upgrades.

I have been tuning with the default settings from this forum
KRKTE  --
0.06205

TEMIN  -- 
0.7493

TVUB   -- 
7.96           10        11.97   14.01   15.98
2.6990   1.5389   1.1201   0.7308   0.5227

I have been managing to stay ahead of the ignition retard - and been adjusting the lamfa and timing whilst upping PID to come in line with the desired boost.  I made some changes which for the first time I have found myself where there is clearly too much boost and the fuel injectors cannot keep up - for example I have desired 0.82 but it is struggling to reach this and is 0.88 - this has only started happening since increasing the boost onset (this is quite a move before I was reaching 200 g/s at 5K and 240g/s at 6K  - but these changes are getting 200g/s at about 4K and 240g/s at 5K - this is now causing ignition retard on each cylinder.  I have fitted a 4 bar FPR instead but I am trying to find out what settings I need to change to utilise the 4 bar FPR - or is the correct solution to upgrade to 630cc injectors?

I can see that KRKTE is supposed to be lowered slightly - alternatively, is there any other changes I can do fuelling wise on a 3bar FPR - the "ms on time" for the injectors were 14ms to 18ms during this issue with keeping up with the desired.

at the moment I am keeping my logs to under 5K RPM when testing changes.

Many thanks for any pointers.

so what I made change wise made it start horribly - until warming and struggle over 3K and also run pretty lean.

I think I will surrender and get the 630 @ 3bar injectors instead - switching back to the 3bar settings (although lowering the temin to 0.6ms to try and battle the clearly rich idling) 

doe other people actually map 4 bar FPRs as part of a re-mapping scheme or desperation to get a little extra out - as it seems to be a bit of a black art.

hardly a black art.

there really isn't anything special about 4 bar FPRs unless you're having fuel pump issues, especially if you have proper latency reference tables for whatever injectors you are using.

Some logs would be of help . If your IDC rise but AFR stay same then you pump can not deliver enought fuel

Hi,

Thanks for you replies,

The fuel pump is only a couple of months old and a genuine Dw65v - I hope it is not failing.

I think my issue is related to the PID alignment, I am going to return to a trusted bin which had very little ignition retard 1-4 and AFR Desired and AFR Current very close, but what I have seen when the Desired is not being met with the Current is the EffInjector is only for example 17.4ms at 4000RPM which is only about 58% injector duty cycle. (1/4000*60/1000 = 15ms * 2 = 30ms 100% IDC)  and then doesn't really get over 18ms up to 6K.

I am unsure about what the % of KRKTE is based on?   air mass percent?

for KRKTE from s4wiki it said to use 34.125 / injector size cc/min  (I originally put in 550 but I think these are actually 544 cc/min)  - but is the 34.125 specific to a S4 - as when I look at the VVVortex URL - it calculates it to a lower figure?

https://forums.vwvortex.com/showthread.php?5496661-Ongoing-DIY-Tuning-Bosch-ME7.5-for-1.8t

So I dont actually think I need to press on with the 4bar FPR until I am maxing out the 3bar FPR IDC's

tunerpro says that KRKTE is ms/%  and I had in 0.06205 in this and if I divide 17.4ms effinjector on time into 0.06205 it equals 280.42 so I dont understand is this related to load somehow?  my load was about 200, if this is related to the map sensor - I have gone over the limit and I wonder if this is the issue and I really need to drop the boost or the 5120 hack?  I thought there was a form of open loop in boost where the system used the Desired AFR and MAF to calculate the fuelling?

is the sensible thing at this stage simply get a 4bar MAP sensor and apply the 5120hack? 

I have seen someone elses 1.8T K04(stock - with stock injectors) log where they have 25ms effectiveinjector ontime on at 4K RPM so to achieve this the tuner had managed to handle over 18ms effectiveinjectorontime and would have been 25(ms) / 0.08347 (KRKTE) which is 300%, the load in the log was about 210 and the actual boost and desired boost were also at the map sensor limit. 

So I am wondering if there is a "max effective injector on time" somewhere set as 18ms?  I have put this into my ME7Logger config so will do a short run tomorrow with the reduced PID - aligned more with desired.

I am sure all these queries sound a bit stupid, but I am still trying to learn this - every time, I can see how something seems to be working in parallel with the s4wiki, some other input attribute interferes with my understanding :D

my actuator is too stiff so my WGDC range is limited in my current testing, but apart from easily going over the 22.5psi - I dont think that is causing the lack of IDC?  If the PID is the main culprit for this issue, once I have it aligned I will up the load to try and keep them aligned to see if the IDC increases/

Thanks for your patience and any pointers :)

The sensible thing is to set the MAF, KRKTE and TVUB to theoretical (you can scale all three from stock value based on the % change from stock hardware - diameter, injector size and fuel pressure, fuel pressure respectively), and trial/error scale KRKTE or MLHFM until your part trims are zero.

Then tweak TVUB until your idle trims are zero.

Then adjust KFLF, KFKHFM, or FKKVS for individual lean/rich spots.

You should never have to alter the fueling PID unless there is something extremely non-stock about your fueling/O2 set up.

I have no idea what PID "alignment" is, and if you actually mean the boost PID, which has nothing to do with fueling.

Going over the MAP limit doesn't affect fueling, but hitting the ps_w max does. I'd avoid worrying about any of that if you can't even get fueling right. Stick to 20-21 psi until you do. You are juggling way too many things at once. Stick to fixing one problem at a time.

I think you didn't understand how KRKTE, and If I can remember there is map for max injection time but it doesnt stop on 18mS,
And I have totaly wrong settings for MAF and injectors, but ECU was still trying to reach desired AFR. So as nyet said, solve one by one. Or you will get chougt in circle without exit

Sorry tiping from my mobile phone
Edit:
Take a look at this you will make things more clear about KRKTE
http://nefariousmotorsports.com/forum/index.php/topic,320.msg6774.html#msg6774

550s should easily holds up those 240gs
Why are you not making a logs? O2 correction,  fuel trims etc?
 Maybe it's just too low maf readings causing a lean condition

Absolutely awkward story here
Start from basics and read how the motronic works
If you reducing boost with a PID settings I'm not surprised you had similar problems with a fuel due to lack of knowledge

I would advise to not use TVUB to adjust idle, as it reflects physical properties of the injectors. As a matter of fact the values that go in this table should be given by Bosch. I would use FKKVS for idle.

Thanks for you replies,
the reason I am adjusting the boost PID is because the actuator is stiffer.  I tried to run fixed WGDC to set up pre-control, but couldn't get over 20% without getting ignition retard.

I think I need to rollback to the beginning, the Turbo has a "Turbo Smart IWG75" I am unsure of what that is supposed to be for cracking pressure (some articles suggest 1 bar, others 11psi), with 2 turns of preload 0% WGDC was returning about 16psi.


here are a couple of logs showing the AFR following okay and another one where the actual was way off once the boost leading to ignition retard.

the AFR_BAD  file is all in 3rd gear - what I see quite often is under heavy load I get the selected gear showing up as gear 2 - I thought it might be the clutch slipping or something - but I check Vehicle Speed versus RPM in ECUPlot and it is a straight line.

I set the FKKVS table using the tool from here.


Thanks  I will also look at the KRKTE article referenced above.

Disagree. In fact, FKKVS should be fine as all ones unless the fuel system is returnless.

Incorrect TVUB results in idle fueling being off (offset affects low pulsewidth more than anywhere else), which is why adjusting it may be required, especially if you only have reference values for a different fuel pressure.

In any case, ALL maps reflect physical properties. If the theoretical values were correct, none of the maps would need tuning.

Btw. My original NA soft has KFKHFM all ones , and instead FKKVS is modified. also it has 4 bar fpr by factory and return system ofc.

Disagree about what exactly? TVUB should be correct, of course idle will be off if it is wrong, never said or implied it should be wrong. When I say that it reflects physical properties I mean it is more like a description of the injectors' physical open delay based on voltage more than it is a setting to play with to adjust idle. I think it should be set to whatever the manufacturer is recommending and not be used for idle corrections only because it happens to take more effect on idle and sounds like the best choice. I had much better results adjusting FKKVS in low rpm/ms area with my idle and simply think it's the better choice.

Adjusting TVUB essentially tells the ECU what time the injector needs before it opens and starts letting fuel in. If you change it, yes it affects idle, but it just gives the ECU false data, which in my opinion is not the best solution to idle problems given there's a cleaner alternative.

Here is some reading material from Bosch about their injectors, including TVUB, I think it is interesting... probably already seen by many, but still...

This depends on entirely on two things

1) the source of the error
2) if you want to correct the source of the error in the "correct" map or you want to use the map that you are most comfortable editing and/or ends up with the best results.

FKKVS is the returnless fueling correction map. It can be used to correct for other things
KFLF and KFKHFM can also be used to correct fueling that isn't lambda req or MAF related.

If part/full throttle fueling is dead on correct but idle fueling is off, the most common reason is TVUB is calibrated incorrectly (most often due to aging injectors or non-stock FPRs which move latency around)

YMMV, can agree to disagree, there are a zillion ways to skin a cat.

Agreed.

okay so anyway back to me.... :P

I have dropped the load right off - not interested in that stuff until I know I am safe to push on ;)

reminder genuine bosch 117's (550) + DW265V + AET VT262C(370) + intake + 3inch turbo back

I have put in the K-RK-TE (I separated as I believe the RK is related to the RK_W (airmass) and TE is time <-- ?


KRKTE = 0.06205

and TVUB from the gif provided on this here forum.
7.96     10.000   11.97    14.01   15.98    - Volts
2.6990   1.5389   1.1201   0.7308   0.5227  - Offset



I have cleared faults and clear adpations and when the coolant wad operation temps this is my STFT and LTFT - which I think are stable and correct? the STFT go from (about) -4 to +4 and the LTFT are (about)1.5



so as this seems correct, am I supposed to be testing fuel at a load?  I did a low(ish) boost earlier which still caused AFR Current for 0.5 seconds to go the wtong direction and react instead of stay up with my desried?

why are you using a camera to take pictures of your screen?

he he, I was videoing it to see if the STFT reduced when the LTFT compensated.

I tried the removal of dipstick to introduce unmetered air but the STFT didn't jump up to 20% which was on the ross-tech youtube video of how to check and fault find by using fuel trims.

I have now used a xls calculator for KRKTE - from on here, which made it 0.599 for (...117s) 550s  I put in 544cc/min

Can I please have some guidance on whether the process to ensure the fuelling settings are okay?

This is what I think I need to do (still on 3bar FPR)
1. set KRKTE and TVUB
2. warm up car
3. check STFT are cycling ~ -4 to +4 or closer (on idle)
4. check LTFT is about 1.5  (on idle)
5. set car to a safe low powered map
6. log for > 30 minutes cycling through all the gears driving at different revs, and then use the FKKSFixer app to set the FKKS table.
7. check STFT are cycling ~ -4 to +4 or closer to zero (on idle)
8. check LTFT is about 1.5 or closer to zero (on idle)

I dont know what to do if the STFT and / or LTFT are not any good at idle? how to adjust TVUB or KRKTE to get the STFT and LTFT looking good? 

also if STFT and LTFT are acceptable at idle does that mean it also is okay on partial throttle and WOT?

I have today
1. reset my actuator to 2mm pre-load - 16.5psi at 0% WGDC is surely too tight.
2. installed an inlet manifold spacer - to reduce heat soak between block and inlet manifold
3. set my map to my target lamfa setup
4. set the map to a fixed wastegate 10% and will do to logging runs
   a.  with N75 unplugged so wastegate 0%
   b.  with N75 plugged in so wastegate 10%
  These are to start collecting the data for the LDRAPP


What I think may have been happening is the boost was coming in too quickly for the injectors to adjust - so when I want 0.8 LAMBDA that was DESIRED meeting ACTUAL until the Turbo got going then suddenly ACTUAL drifts away from DESIRED for 0.5 seconds - the IDC was only about 50% at 3KRPM - I dont understand why the ECU didn't go okay have 22ms of fuel instead of 16ms?

this is an example of the AFR straying when the Turbo starts delivering 23+ psi

Why are you posting screen shots of excel? Just post logs.

Please don't post xdfs either.

Also, forget about boost until you get krkte STFT/LTFT idle/part right. Stop trying to fiddle with 3 million things at once. Focus on one thing at a time. you literally don't need more than 1.5 bar to calibrate fueling at this point.

The discussions about how to adjust TVUB/KRKTE and scaling KFKHFM are literally exhaustive, not sure what you are asking for.

Thanks nyet.
I tried to just highlight the symptom with the screen shot,  but will upload the logs from now. I am wondering whether changing the lamfa delay to 0 instead of default 10 ms

I have seen some of the fuelling discussions,  but was hoping to find a definitive guide,  as I've struggled identifying the methods in amongst discussing the results. And what discussions are for 1.8 versus 2.7. I will take another look at the injector migration thread. 

Thanks for you advice

All of that would be much easier to visualize in ECUXPlot. Also, I don't like all those 2559s. Not sure why they're there at all, they shouldn't be. You didn't appear to heed any of the warnings around running near the ME7 absolute pressure limit :P

as you pointed out - I seem to be trying to sort loads of stuff out at once - 10% WGDC actuator is going up to the limit, even with 2 turns of preload - I dont get this, but instead of trying to sort that out at the same time - I will focus on confirmation the fueling is correct first for this 10% WGDC about 19psi

I will post back once I have re-reviewed the migration to EV14 thread with my results and what I have done. I assume it is okay to simply use a 4 Bar FPR with a decent DW265V fuel pump and the correct KRKTE and TVUB settings - or is that exceeding the designed limit of both the injectors and pump?

in the s4wiki it says if you are stock injectors and FPR you dont need to touch the settings,  but surely if that was the case then the settings widely used for TVUB and KRKTE for my bosch 550s would be right too - or can even the stock injectors, fpr and pump be tuned? 

I will try the latest XDF for BAM as some threads mention tables,settings other than TVUB, KRKTE and FKKVS for setting up the injectors.

Hi,

Okay so I have calculated my KRKTE and TVUB in the following way.

I used the calculation from the VWVortex web site - but I do have a question over the constant - I copied the n-heptane 0.684 - is that the correct one for 99 octane petrol in the UK?  it looks like there is a variation of constants depending on the fuel type?

then I got the difference between 43.5 and 39.15 and multipled the OFFSET by this to then in turn multiple the dead times provided by nyet in the migration to ev14 thread - is this the correct thing to do? I somehow got 1.1119 as a multiplier yesterday I thought it was the multiplier between 39.15 and 43.5 but I must have typed something in wrong as that is 1.11111

well anyway my new settings have been on there for about 90 minutes of driving, 50 miles in 4 journeys including idling and driving up to about 5K (just in case fueling is really bad)

you can see my fuel trims - can anyone confirm the left hand of block 32 is the LTFT for Idle? it looks quite good at 0.19% - and is the centre value the part load fuel trims? at 1.56% - do I need to adjust the KRKTE by 1.56% so update from 0.06016 to 0.06076 and reset and try again?

I have also attached a short log but not a power run, just to see if the AFR Current is following the Target.


I do have a question over the Load % for the KRKTE ms/% load the closet thing I can find is rk_w so if I divide 14.0534  / 0.06016 =‬ 233 and rk_w is 237 - but my requested load is 191% and the actual load is 188% on that specific line - so I am struggling with what makes the 237 in rk_w and whether that is derived from an actual value or desired?


Nyet mentioned about scaling the MAF - if I have a stock Bosch MAF for the same part that came with the car and the base car map is the original stock map - am I still expected to fine tune the MAF scaling?

Many thanks for your advice (sorry the images are not contextually embedded)

Hi, Sorry for the bump - but can anyone help with my questions about the "long term fuel trims "


is 0.19% okay for IDLE LTFT and 1.56% okay for PART THROTTLE LTFT (I think that is what the measuring block is showing?)


and also my original issue was with a lot of boost from the start I had a problem where it was going lean desired 0.8 actual 0.95 ( or even worse)  but the injector on time was only about 70% IDC - so I had a question over the ms/load % data source and whether that was my issue?

thanks for any help - I have held off making any changes without the guidance.

yes those are both totally fine

post logs with complete variable set.

Excellent,  thanks for your replies,  I will do a couple of logs,  a low boost one which is okay and then one a bit over the map sensor.

hi sorry for the delay - I have a log with fixed waste gate ok at 12% and 15% (20% is blowing hoses)  and a variable < 18% low power which has waivered and looks like triggering enrichment of 0.75 at 5 seconds into run.

"mixed wg lost afr" demonstrates the waivering - at such a low powered run - it's worrying - but I did slightly raise KRKTE on that map as I was getting cold start issues when sometimes the car would start then sputter and misfire and even stop.


the 12WGDC log has all the fields in the csv, I somehow lost the cfg on the subsequent runs.  but it doesn't seem to lose touch current AFR versus Desired AFR in the same way the latest log with large KRKTE - can increase in KRKTE actually reduce the fuelling instead of increase it?


I could try the map with the variable wgdc and krkte the same as 12wgdc to see if the AFR stays inline with desired?

That is an enrichment i've never seen before (its not reflected in req lambda) but I am seeing that huge lean spike, followed by a gigantic lean lambda correction, which seems to trigger the enrichment, but for some reason it never comes back.

That said, you definitely need to fix the sporadic lean condition. Bad injector, fpr? Definitely not good but I dont think it is related to tune.

Also, you really shouldn't see that much boost with only 15% wgdc.

Initial lean spike and subsequent enrich is likely from boost leak (see MAF readings, which spike)... I might start there.

Might have triggered something.

hmmm  just lost my post... :( too many attachments or too big

Essentially..

Thanks nyet for taking the time to look at this.

I do have a new Forge FMDV008 fitted now and have done a new log on the way home, I upped the KRKTE a touch as the morning starts were pretty difficult.

what I have found is when under the map sensor the AFR follows desired. Is this purely because when going up over 24 psi the leak is causing an issue or is it because the map sensor is being used to derive the fuelling?

should I be getting an air compressor onto the TIP to find if I have a leak, I do have a phenolic spacer too now, all of these introduce possible leaks.

also will try and reset WGDC again this weekend to try and get the turbosmart IWG75 to be less than 16.5psi at 0% WGDC

Have a good weekend,

Thanks

Its not the map sensor. When you max ps_w (modeled pressure based on MAF) fueling goes wonky.

DO NOT GO OVER 24PSI

To be specific, rl_w goes wonky, causing too lean fuel and too much advance. Boom.

Hi, thanks so what are the options to go over the map sensor limit? My AET turbo is rated to 370bhp, but within the map sensor limit is around 235g/s
Is the correct next step 5120 hack? Or should I be considering an ignitron ECU?

S4wiki mentions 'open loop'  boost, I thought setting dslofs to 0 was literally for a tiny bit extra but wonder if it supports more control.?

Is the only true open loop using a fixed waste gate map?

MAP is NOT MAF

There is literally no reason to go over the pressure limit with your set up. Yes you can use the 5120 hack but you need to walk before you run.

Stop screwing around. Fix one thing at a time.

Hi,

So to refresh - I think the fuelling is correct reviewing LTFT and under the MAP Sensor limit of 2559 the Actual AFR follow the desired AFR

I reset the actuator to now only one turn of pre-load - in order to try and run the exercise to set up real pre-control with the PID and I have only gained a tiny bit more adjustment.

I have attached 3 logs  running codeword =8 and Fixed WGDC

0% WGDC which looks like the actuator is 1bar and the actuator is relatively close

10% WGDC

20% WGDC <-- this is just under the MAP Sensor Limit


I set it to 30% and didn't go over 3K RPM as I could tell this was far too much - I have also uploaded a snippet of the log


With this in mind..   should I simply try the pre-control PID exercise between 0 and 22% Fixed WGDC?  (22% will probably be the MAP Sensor limit)


these turbosmart IWG75 - are not cheap - and I am sure the actuator is what is causing the easy overshooting.  I am probably misunderstanding how to get the PID set up properly, Other people seem to get their waste gate duty cycle range going to 94% - I would say that is far too high for this engine and pipes would just keep blowing off (lucky probably)

Thanks for some direction to go to next.

Nope, you aren't misunderstanding anything. If 20% wgdc is too much, the PID is not going to be able to control this turbo at all, You're better off with a MBC in parallel or a locked WGDC, which will end up with crap part throttle drivability, but what else can you do?

1. What solenoid are you using? Frequency can be wrong.
2. 1 bar actuator is way too much if you want just 1.5 bar boost. 1 bar actuator I'd use for something like 2-2.5 bar boost. Is it adjustable? Can you reduce the preload? Can you change actuator?

every time I looked at whether it is adjustable - I am just pointed to a site about fitting a 10psi spring to them, I will have a look again - as the N75 connector does rotate and I turned it around to fit the existing pipe - unless under higher boost the N75 isn't controlling the amount going to the actuator?

I just tried 22% and it is way too much causing knock at 4000 rpm - far too risking.


it's this turbo   -  https://www.aetmotorsport.com/products/aet-turbos-hybrid-k04-1-8t-20v-bam-370bhp  (but without the optional 10psi actuator)


it seemed so much easier to get the max out of a stock turbo

what I will do is limit the max waste gate to 20% and put on the conservative map and have a rethink.  lots of people run 2bar - but usually from big turbos create 450bhp.  I think the issue is the back pressure, I have Inconel exhaust valves but stock exhaust valve springs.

Thoughts on using the pre-control LDR hack with TVLDMX set to 22%? It's not optimal but the best of a bad situation?

As in.. treat 22% as your 95%, scale KFLDRL & KFLDIMX up to 22% maximum and do fixed DC runs for each DRL column. Would this even work? It's disgusting hackery but I think it might. The biggest drawback is the fact that the tool will only accept integer values for IMX and DRL so you might need to make some tweaks.

Also, check CWPLGU - I'm pretty sure it's 0 in your file so it's a bit more involved than copy/pasting tables.

Edit: or 20% even

Why not just ditch the whole crap and use proper springs and setup to get a decent resolution good wgdc / boost graph instead?

Was going for the 'make do with what you got' approach.. SW changes are free (.. mostly :D )

Get a proper spring. If your hardware is bad then trying to bodge it somehow with SW hacks is really the wrong approach.
ECU will be constantly fighting with throttle plate against the boost, there will be high boost pre-TB, lots of dump valve actuations and just shitty off-boost behavior.
Absolutely no reason to do it this way.

Obviously I'm 100% in agreement with prj on this matter.

When looking at the turbo smart documentation for iwg75   these actuators have a maximum of 3 springs fitted, I probably have a 10psi and 5psi spring fitted. They suggest the maximum boost is 2 x the actuator spring pressure.  So 1bar would make maximum of 2 bar.

Do you think that if the pipe work from charge pipe to N75 to actuator leaks when over 18psi it is not sending enough air to the actuator? Hence why each increase in wgdc is crazy.

Or is this normal behaviour

0%=15psi
10%=17psi
20%=21%
30%=??? 30psi maybe?

It isn't a good sign you didn't plan this out or even know what springs you have installed BEFORE doing any tuning :(

I bought the 2nd best hybrid turbo for a forged 1.8T engine which is a k04 frame, rated at 370bhp.  Its probably more like my personal ability which is lacking.

Plenty of people run near or over 2bar through these engines.  The actuator came with it, and with only 1 turn of preload must be 1bar as it is 15psi at 0% wgdc.

What I found much easier for pre- control starting point was a stock turbo with a 10psi actuator because the range was 0-70% 

That because that is the normal range and resolution for proper boost control is between 0 and towards 90 % or so, not 0-10% that is just bad. Literally put on a stock ko3 actuator or something and check how it works.

you shouldnt hit peak boost with 10% wgdc or so , that is bad, you gonna have shit driveability and other crap, thats why you have the n75 in the first place.

Hi,

I have a few actuators stock 6psi, chinese 10psi, turbo-rebuilds 14.7psi - if I want to change it or I remove the 5psi spring from the turbo smart actuator to make it 10psi....  but, I changed the N75 Valve and now 21% is the same as the previous 10% runs,  this valve must have been blowing to 100% - hence the berzerk boost off the chart.


I included an ECU plot overlay of the previous 20% WGDC versus the new N75 21% - looks much better.

Incidentally, although I can now remove a turbo in about 40 minutes - I have done this about 6 times in the last year, I really dont want to do this again, and you cannot back out the actuator bracket bolts enough to remove the actuator as the coolant feed bolt is the way.

Hi, just a brief update.  I'm having a great time- inching this map forward.
Since changing the N75, I am finding.. what was essentially fuelling compensation due to the lean running fear, needs to be brought back to the theoretical values, as it smells rich. She's my 0.80 desired is regularly 0.79/0.78.


I know the general consensus is get a lighter spring in the actuator,  I think I could actually remove the actuator from the bracket without removing the turbo. But as it is, it is 1bar spring, 40% wgdc takes it to approx peak 1.5 bar, so apparently 80% takes it to 2 bar. There's a lot more range,  and confidence in controlling this.

I still have the high load, high revs timing rolled back. My aim is to get a safe + smooth WOT run,  then start to add a bit more timing advance back towards stock, with the old N75; as soon as any noticeable power- there's associated knock and afr drifting. I have not had any afr issues since changing N75 (fingers crossed) and although the boost profile is under the map sensor limit.

Once I have something im happy with I'll upload some logs.   Thanks for the help.