Hello,
Car: Citroen C2 VTS
ECU: ME7.4.5
*logic in question BGRLMXS, MDMAX, MDFAW, MDKOL, MDKOG, MDFUE is 95% the same as MED9.5.10 FSI ecu funktionsrahmen (car is NA so noSYS Turbo and car has only port injection so SY_BDE=0)

Now can anyone help me understand torque/load maps correlation. Specifically what I cant understand is if KLRLNMXN sets rlmax or better say after altitude and intake temperature corrections its rlmxs (lets ignore corrections because currently altitude and manifold temps in my country are 1). Now rlmxs sets mimxl1 trough KFMIOP and after FMIVL (which is basicaly 1 in my case) we get mimax_w which further adds up to mrfa_w with rest to adds up in mivbegv_w calculation and further capping mifa_w in MDKOG, but nothing in MDKOL which is further corelate with KFMIRL.

Question 1: Looking at attachment photos; KFMIOP rl_w axis goes up to 100,0099 where I find confusing why they went over this value in KLRLNMXN like for 6000 and 3520 rpms, as I understand ecu will not extrapolate beyond 100,0099 so what is the point...

Question 2: how and where IRL and IOP map interacts so they are inverted and depend on each other; this is even more confusing for me because as you can see in photos I can request 112 filling from IRL and  that would be way over IOP axis. maybe internet and forum confuses me because I believe IOP and IRL has nothing to do with each other, where IRL "opens" the throttle and IOP via speed density calculates torque which adds injection/ignition. But than again internet says mismatching them you will get intervention...looking at OEM values IRL goes way beyond IOP axis so from both views I'm confused.

Aditionaly  MED9.5.10 FSI damos(too big  for attachment):
https://limewire.com/d/0e8b7187-d31b-4842-bd9e-71300090c93b#W_XSGZcNOTrtAvhWeZX6C1cBL_l625hhnhF9uEGjB0Y
has similar thing with the values and is similar in logic for those who don't have damos for ME7.4.5. its too big for attachment so

hope some good spirit can help
Best regards
Speedhunter