So if temp goes higher than 105, the sensor will just read 105 and the 110 trigger will never be met so there is no safety intervention, temps can climb indefinitely? Hopefully I'm right 

Right bear with me in this, I'm trying to understand...

In the boost situation, given then we know the rough shape of boost curve, from previous runs below 22.5psi requsted boost (the sensor limit), if we see a flat line at 22.5 psi for x length of rpm (due to sensor max being exceeded), then we could extrapolate roughly where the actual boost would be (although its always a guess and we can't be 100% certain, and thus 100% safe). In my case, given gradient before and after straight line and duration of line, I'm guessing probably around 24 to 25 psi max, so in theory I'm only slightly over max, but only around 10%.

My uprated Turbo k04 CHR is rated to 28 psi max, but given blades are still same diameter as stock CHRA the only real advantage of having it is is that it can spin a little faster than stock, so as long as I am below 28 psi  I'm likely to realise more benefit no?  If I don't raise the boost request over what a stock CHRA can deliever I may as well have stuck with the stock CHRA. Is it likely that the turbo will exceed 28 psi with no safety intervention. I guess that's the risk I'm trying to estimate.

I'm trying to understand how I can increase torque and HP with current mods, and other than timing, the only thing I can do is play with boost request right? I've got the larger injectors and uprated fuel pump so I want to get more air going in so I can burn more fuel. Surely the only way to do this is getting the blades to spin faster and thus request more boost, but not too much??

The extrapolation effort is going to be wildly inaccurate.

Do not request any boost near the sensor max. A real PID is more complex than a thermostat, and you really should give a pretty good margin (say 200-300 mbar) of headroom.

If you want more boost, you're going to want a sensor with a larger range (and the many associated ASM patches). It really is that simple. All of this is covered in the wiki.

Finally, just because a turbo can do 28psi doesn't mean it makes more power at 28psi than it does at 20psi.

Your last sentence worries me greatly.

with logs (added more variables now)

OK thanks for that, so just to check: KRFKLN= 0 and reset DWKRMSN back to stock? Thanks.

Well I'm trying to reduce the amount of retard, so KRFKLN seems the most obviously place to start. Would be good to have some worked examples (with caveats) in the wiki; people generally learn by example rather than just theory, not that I'm knocking what you've you done as its an essential and excellent resource for us DIY tuners, just some example tuning strategies (A, B etc.) would be the icing on the cake

ok Cheers for that. given that I have knock retard kicking in I guess that means can't do anything timing wise