NefMoto

I was hoping I could get a sanity check from the experts here.  I'm still new to this and this seems like the right place to post this.

I'm working on a tune for my Golf mk4, AWP 1.8T.  The car originally came with a "K03s" (I think K03-053).  It is now equipped with a Borg Warner "K04-001" (p/n 5304 950 0001, compressor map attached).  My car uses a 06A 906 032 HS ECU, xdf and bin are attached.  

My understanding is that the purpose of KFLDHBN is:

• to protect the turbocharger from overspeeding
• Overspeeding is likely to happen when air density is low and a high PR is required to meet requested load
• Conditions like this exist with very high IATs, high altitudes, or both

My intention is that by modifying this map first, I should have a sane PR limit in place so that the turbo is protected if I screw up somewhere down the line.  I do not intend to run close to the MAP limit so I hope these assumptions are valid.

My process for modifying KFLDHBN is as follows:

• Calculate the flow required for the engine at VE=1 using the inputs for KFLDHBN (n and IAT) and the displacement of the engine
• Multiply this by the existing PR values in KFLDHBN.  The result of this should be the flow produced at the relevant IAT, engine speed, and PR
• Modify the PR values used to calculate flow in the above step from the k04-001 compressor map.

Will this at least put me in the ballpark for a sane compressor pressure ratio map? Have I neglected something important?

I couldn't attach the map pack for some reason, I got it from here.
https://nefariousmotorsports.com/forum/index.php?topic=401.0

You will destroy your rods before you do anything with the turbo.
This turbo on stock actuator can run 100% duty cycle forever. It's so soft that the wastegate opens under backpressure before you damage the turbo.

You put a lot of thought into something that is completely irrelevant :D

To fill this map as the OEM does, you need a turbo shaft speed sensor and pressure ratio monitoring just before and after the charger.
It's not an exact science though, especially if the car has VVT.

Thanks prj! This would explain why I couldn't make heads or tails comparing stock KFLDHBNs to compressor maps.

In that case, I will just move KFLDHBN out of the way if I ever get to the point where boost doesn't follow LDRXN.