In retrospect, I think that is why Porsche has FKKVS and FKKVSNWS tables, unlike many other cars.  The Porsche tuners eventually realized -- even with well characterized, linear injectors -- that 2 tables were really needed to properly address the large differences caused by a 30 degree change in overlap.

I'm envious of the dyno.  It would be nice to be able to dyno and more easily/quickly cover a broader range, but I think I got a pretty good tune with street driving.  Trick was realizing RL had to be disabled, multiple tests were required and the data had to be carefully filtered/screened to minimize noise from street data.

Another key learning for me...  Because the EV14s are so linear (compared to the OEM Siemens DEKAs), I assumed I needed to set FKKVS to 1 and start over.  As part of this process, I realized a non-linear FKKVS doesn't mean the injectors are non-linear.  A lot, if not most, of the non-linearity in those tables are simply engine characteristics (varying efficiency, etc.).  So, starting with the stock values, scaled as appropriate, is a huge step forward versus starting from scratch.

Similarly, I currently use stock KFKHFM values even though I've changed the MAF to the RS6 from OEM.  I figure KFKHFM is really MAF housing characteristics -- not MAF.  So no need to alter it, if using the same housing.

This may not sound like a big deal, but my stock FKKVS and KFKHFM have variances across the table greater than 10%.  That is huge.  Not using stock as a starting point makes tuning much more difficult than it needs to be.