Firstly, your spreadsheet can't be accessed because it's asking for a login ID and password.

Secondly, it's going to be difficult to diagnose without some detailed information on which parameters in your ECU have been recalibrated, how and why. You've got a variety of physical modifications which will require a number of different recalibrations. Is this a custom tune or an off-the-shelf remap?

To get to the bottom of this, you'll probably need to supply us or a diagnostic expert with a lot more information, such as what was changed in your ECU code and why, and some extensive logs during WOT pulls, ideally with a multi-variable logger like the one developed by setzi on here. Otherwise, it's just going to be educated guesswork

Which country are you based in? Do you have any knowledge of chiptuning or diagnostics? Just so we can get a handle on what you can do yourself to help.

TTQS

We will need to see the tune on your ECU I think.

In your log seems that you go to 7200rpm, then lift throttle and then again wot.

i hope you saw the lambda actual and requested in the log
i'm not from UK
i can return to my tuner at any time to make changes
at first i had 550CC injectors and stock fuel rail with 3bar fpr with small port head
the O2 was much better but the IDC was high as 100%+
i changed the head to big port with intake mani (all stock intenals)
also changes to 630cc seimens and big fuel rail with afpr and since than the IDC went lower but the o2 adding fuel in high numbers and my actual AFR is pretty lean until its jump out the target

neither me and my tuner don't really know what is the map that need to be tweaked and we both very busy now.
(if the problem is the tune and not with the car).
i still want to check and do log without W\M injection,and also raise a bit the fuel pressuer.
i did the calculation for IDC,i have a simple tool for it and as i say my IDC is pretty low at this log.
my ECU part number is 032HN
i really want to know how to use this data logger but i didnt understand how to, i will read again the link you shard and i hope to find out how to use it, i have 2 OBD cables
one is the cheap one from ebay that used for unisettings, and second is newer that works with VCDS 912

tnx for the help
very Appreciate it

Carl will help you out. Handy that you have the same car.

Since you're making changes to fuel injectors and FPR, I'll ask the 'obvious': is your tuner recalibrating KRKTE & TVUB correctly to take account of these changes? Intake manifold changes could affect KISRM. This is fundamental stuff before anyone starts trying to diagnose your ignition angle advance and requested load profiles, etc.

The statement that your tuner doesn't know the "map to be tweaked" worries me. He either knows what he's doing and then it's reasonable to read protect his code or he doesn't and it should be free for you to read, analyse and work on yourself. It's going to be difficult for anyone to help without knowing what the current status of your tune is.

TTQS

Hi.

There is a section on recalibrating KRKTE in the document on the link below but can't remember whether TVUB is mentioned. The battery voltage compensation curve should be with the injector spec sheet. I should imagine your tuner would know both of these, but first rule of diagnostics is never assume anything.

http://nefariousmotorsports.com/forum/index.php?topic=62.msg3330

KISRM is integrator constant for the intake manifold model and takes into accout engine displacement and intake volume from throttle body to inlet valves. The expression for calculating it is on the wiki. This should only be affected if there is a difference in volume between the stock intake manifold and aftermarket one.

http://www.nefariousmotorsports.com/wiki/index.php/BGSRM_17.10_(Cylinder_Charge_Detection,_Intake_Manifold_Model)

These factors might not be the problem, they're just what occurred to me because I've looked into them a bit. We've had quite a few questions about calibrating KRKTE that it's the first thing I usually ask about!  

TTQS

KRKTE when correctly calibrated will ensure the injectors are on for the necessary time to inject the amount of fuel to achieve the desired lambda. Overall, it will have to be smaller for larger injectors but if it's not quite right, the ECU will still have to compensate via the multiplicative or LTFT.

Have you checked for leaks in the charge air system and ancillary systems which use pressurised air and vacuum, e.g. N75 acutuation via N249? If you're losing air that has been metered and accounted for by the ECU, your LTFT will make the appropriate adjustments. Do you have good quality silicon aftermarket hoses or are you using mostly old, OEM rubber?

Again, I'm probably insulting your intelligence by asking the basic questions, but this is where I would start. Sorry, I didn't really think about the magnitude and sign of your trims. They didn't seem too bad (i.e. multiplicative << 10%) so maybe neither of these factors are the issue?

http://www.ross-tech.com/vag-com/cars/fuel-trim.html

The Ross Tech wiki also suggests "an out-of-spec value in the second field (multiplicative) [in block 032] indicates a fault at higher RPM, and may point to a faulty MAF." If this might be the issue, take the MAF meter out of its housing and give it a good clean with a volatile solvent that doesn't leave a residue, e.g. aerosol-based brake and clutch cleaner.

What peak figures are your expecting on that hardware configuration? 236 g/s equates to 295 bhp which is pretty good for the 1.8T but I would have thought 320+ bhp is possible on a big turbo?

We need to see some WOT pulls with setzi's ME7logger.

TTQS