took a look back at the log, my concern was more inexperienced confusion. I'm not used to interpreting logs.

It does seem that my fuel protocol is doing what it's supposed to do when ignition is retarded. Any thoughts on why I'm getting knock at such low levels of boost? My ignition angle is stock. Is this something that can occur from the factory at these points? I've taken logs before at higher boost with no ignition retard found.

What could be causing the fueling to go rich and stray from requested AFR past 5550 rpm?

Also I'm curious why WGDC is at 95% at beginning of spool up? Shouldn't it be 95% closer to max boost, maybe a bit before?

And why my throttle plate isn't open all the way during 100% pedal position...I am a noob and I have a lot of questions.

just so I'm understanding this correctly: WGDC means n75 duty cycle? Opening of the solenoid means the actuator diaphragm valve is subjected to conditions taking place inside the pressure pipe downstream of the turbocharger. If WGDC % is high (95%) the actuator is more subject to these conditions than if it was low (10%) (because the n75 flutters on and off rapidly) but the wastegate cannot open until the turbocharger builds pressure enough to counteract the spring in the actuator. So it doesn't matter if the WGDC is 0 or 95 because the spring is holding the wastegate closed and allowing boost to build. (assuming turbine housing (hot side) pressure doesn't force it open)

K03s spring pressure is 6psi correct?

So, why place WGDC at 95% as soon as boost begins to build? Why not keep it at 0 until shortly before max boost and ramp it up to say 60% (settling % after max boost?) Whats the benefit of being at 95%?

You'd have to add yet more gain scheduling to the already complicated PID to accomplish this, for absolutely zero benefit.

0% n75 duty is limp mode. It means all pressure is directed to the wastegate, causing it to open at the spring pressure (3-5psi)
95% duty is maximum possible boost. All pressure is directed back into the intake pipe and wastegate is bypassed.

For some reason, lambda control is cutting out. Not sure why, but I have seen it happen on wideband cars up top.

But when it is active, it keeps pulling quite a bit of fuel, so your KRKTE (or MAF) isn't calibrated correctly quite right yet, and/or you have some sort of intake leak still.... so when it turns off, it stops pulling fuel and you go rich.

The solution (like with narrow band cars) is to make sure open loop fueling is right.

That said, someday I should dig around the FR and find out what might cause lambda control to turn off during WOT.

no, both are the short term (current fuel trim).   Long term fuel trim values are the "adaption" variables.

I wouldn't concern yourself with the end of the run where it goes rich for now.  You are running an odd "tune" with lower output than stock, yet more fuel, and who knows what else you might have mucked up in the file.  It's not really a real-world tune, don't try to tune around hypothetical scenarios.

In fact, again, I am confused about what this thread is really about and what you are trying to solve, or if it's just another thread to help you gain answers to questions that are answered multiple times throughout the forum.

 

Ok so to confirm:
lambda control (fr_w)=stft lambda control avg (frm_w)=also stft
Adaptation partial (fra_w)=ltft

Ive been searching and I can't find anything saying whether or not you should disable LTFTs while tuning KRKTE.

TVUB and FKKVS pertain to fuel trims at idle correct?

Tuning KRKTE: you're looking for fra_w, fr_w and frm_w to be as close to 0 as possible...?  Do I have this correct?

http://nefariousmotorsports.com/forum/index.php?action=;topic=2819.0

read this but I'm unsure how to interpret the data he posted along with how to replicate the graphs/charts he made.
Does anyone know how to make axis labels visible on maps in tunerpro?