Its getting better.  I am still working on the spool.  The n75 duty cycle is still a bit low in a lot of areas and opening the VGT too soon.  I also think I am pegging the MAF.  See log.

great car, but for some reason i find no video's, that is a necessity to posting your single turbo s4 on this forum

This makes absolutely zero sense

Right now I am getting worn out.  As it was eleglantly pointed out to me, I really do not understand the PID control.   I keep reading the Funk pages regarding the PID, and it is just not clicking yet.  The WIKI gives me a general area as to where I should focus, and days and days of searching this forum and comapringg files have shown me a few areas to look.      

What I have done to this point:
Almost max out the KFLDRL table.  With the values set high here I still wasnt getting the N75 to do what I wanted.  I would log it and I would see that it was responding to the throttle tip in going into a higher demande load area, but wasnt givin me the high duty cycle I wanted.  So, this table was obviously not where all the changes needed to be made.  Something else was limiting or reducing the duty cylce of the N75.  

I was directed to look at the KFLDIMX map, since this one is supposed to limit the Duty Cyle of the N75.  Hopefully I am not misunderstanding this one.  I have been making small changes in the areas indicated by the WIKI, 800-1000 millibar 2500-5000rpms range.  Logging has shown that I am now getting more duty cycle sooner out of the N75 which is great.

Along with making the changes in the DIMX map, I have been lowering the DRL trying to get the duty Cylce to taper back off in the higher Load areas.  I have been playing with the idea of dropping the LDRXYN in the 4200rpm range since at this point the turbo should be fully spooled and neds to start transitioning to the larger AR ratio.  From what I have read and has been recently confirmed, the duty cyle is going to stay high if requested is much higher than actual.  According to my logs my requested is following the RXYN, and I kind of understand the logic as to why the duty cyle is staying so high.  What I am not so sure about is what else will be affcted if I lower the values.

I dont want to mess with the IRL or IOP maps yet becasue I really dont understand how they work together just yet.  I know I can add a percentage to IRL to get more load down low on part throttle/cruise...or so I have read in the several threads regarding the maps.  I know the IOP is an "inverse" map of the IRL, but I dont really know what to do to keep that map happy just yet.  Also, what other maps use input from theses two and need to be altered alongside.  At this point I dont think either of theses two maps are what I need to mess with just yet.

All I am trying to do right now is to get the N75 to, not gradully ramp up the duty cycle, but go 95% almost instantly.  With my 7PSI wastegate actuator the turbo has enough energy to start pushing the VGT open without the actuator controlling it.  I guess I am kind of trying to get it to be as close to a MBC operation as possible.  Normally closed to block off much pressure as possible and help the actuator hold the VGT closed.  I also think that how large of an A/R the VGT opens the hot side to, boost can be regulated without using a wastgate.  I will worry about that part after I get the spool charectresitics dialed in.  

I can actually feel when the N75 kicks into high DC.  It feels like the car has a bit of lag, slowly building boost, and then when all of a sudden she just takes off when the duty cycle jumps.  I know from when I had the VGT locked down in a minimal postion thath the hting can spool early, and build boost really fast.  Now I am trying to control it with the N75 to get as close to the same response as before, but now actually get the benefit of having the the VGT transiong to the larger AR.  I am hoping for a really broad power band and I know that controlling the VGT will be critical in getting the job done.  

I just have to figure out how to get it done.    

 

  

I'll try to be a bit more constructive.

First thing to figure out is your fueling... in particular why your two banks are reporting such different STFTs
UNTIL you fix your fueling, dont bother worrying about boost. ONE thing at a time. NEVER try to fix several things at once.

Perhaps you have a bad injector, or valve, or fuel filter/pump/pr.

At some point, your LTFTs and STFTs should be more or less the same between the banks.

Once you get that problem fixed, you want to use KRKTE/MLHFM/TVUB to get your LTFTs more or less zero in both idle and part throttle regions.

Once you get your LTFTs stable, you can move on to boost, or try to clean up the STFTs. The biggest thing to remember about logging STFTs and using them to set up KFKHFM, is that you really only want to pay attention to values when load/rpm is stable. If either is moving around, your STFT isn't very useful.

So pick a gear and load point, aim for that, and hold it. Let it settle. Take a peek at your STFT. Rinse, repeat for different load/rpm combinations. Do corrections in KFKHFM. Obviously, this is much easier to do on a dyno than on the road.

Get all that working, come back, and i'll try to help with your boost issues.

STFTs are in VCDS block 33 (iirc)

STFTs are short term fuel trim based on narrow band O2 to correct fueling to get lambda=1