Hope I'm posting this in the right place.

Long-time lurker, almost-first-time poster who's been slowly figuring things out .. I think.   I'm trying to get this setup dialed in, but I'm not sure I'm looking at the right things in TunerPro or heading in the right direction in adjusting things.  Maybe someone can give me some guidance in what to look at or suggest something I'm doing wrong?  Long post to try and give as much information up front as I can.  

The engine is an AEB from a 1998 Passat, rebuilt to run counter-clockwise and installed in a high-roof 1975 VW camper with the Passat 012 gearbox. Other than the reverse-rotation it's mechanically stock -- pistons, cams, head, intake manifold, turbo, intercooler, compression ratio -- aside from an aluminum diverter valve, and the only change to the AEB's wiring was an ICM delete and the use of newer 4-pin coils (bolt-down type).  It's been running well for a couple of years, there's no issue from the reverse-rotation setup -- I've had several multi-day trips into Canada and down into California since the original conversion along with a lot of daily-driving use.  The pipe between the MAF and turbo is a hair longer than stock, also the hose between intercooler and TB is a little longer than stock, but that's it.  I've swapped the ECM, harness, TB, VVT chain tensioner and MAF for the system from an '02 Passat AWM engine (ME7.5 wideband with DBW, ECM 4B0906018CM), re-pinned the crank and knock sensor connectors to use the AEB parts.  Using things I learned here, I've successfully reflashed the ECM to a 4B0906018CH bin with IMMO off, turned off LDP and SAI (AEB head, no port) and have it running generally pretty nicely with the new electronics.  N75, N80 and N249 are all enabled and connected like they should be (N112 went away with SAI), the MAP sensor is in an adapter in the pipe between the intercooler and TB -- the AEB intercooler didn't have a spot for it.

I think I'm having issues with the fueling and possibly the injectors, and I'm second-guessing myself because this is all new to me .. though I am learning and am apparently not as dumb as I thought I was.    

I'm running the AEB's 4bar FPR because I have it.  From the charts I've seen, AEB injectors (0280150447) are 210cc/min, AWM injectors (0280156065) are 282cc/min, both measured @ 3bar.  The AWM injectors are too short so I didn't use them.  Initially I ran the stock AEB injectors and bumped KRKTE to 0.13493 from the stock 0.10478, which is what MasterJ's "ME7 TUNER WIZZARD" Excel program calculated for 210cc/min injectors.  That seemed much better than it was with those injectors before I changed KRKTE,  but I still got lean DTC's sometimes .. and I'm also concerned I might be maxing out those injectors, but I just don't know.  I also have a set of longer EV6-style injectors that physically fit, flow tested as 367cc/min @ 3bar.  No idea what P/N is because it was ground off, they were supposed to replace 0280150450 which are (EDIT, typo) 378cc/min.  I put them in the other day, changed KRKTE to the calculated 0.07721 and from watching VCDS it was running rich, with pre-cat O2 sensor control (measuring block 33) in the 23-28% range at idle.  Adjusting KRKTE lower into the 0.072xx range made it worse, adjusting it the other way improved things, and I most recently bumped KRKTE to 0.08458 which got the block 32 LTFTs to 5.8% at idle and 0.0% at partial throttle, with reasonable-seeming pre-cat O2 sensor control values at idle (3-7% range), but I'm back to getting some lean DTC's, and while driving the pre-cat O2 control values go into the negative by like -12% to -18%, which worries me.

Am I overthinking things about block 33 being high at idle?  Am I on the right track with using these injectors and adjusting KRKTE?  Should I go back to the AEB injectors and put KRKTE where it was working well and adjust from that point?  Are there other injectors that would fit the AEB manifold/fuel rail that would be better to use?  I'm not looking to tune this thing for major HP or torque -- it's a slab-sided box on wheels, the handling gets pretty hairy above 80MPH, and even the AEB's 150HP is about twice what it came with.

I've got some logs in CSV format generated by VCDS I could dump if they'd be helpful.  I haven't gotten ME7 Logger working on my laptop yet, and I didn't realize until literally just now that there's a logging function in NefMoto.  Maybe I AM as dumb as I thought I was.  At least I don't have to rely on this car as my daily.

Any guidance or suggestions would be appreciated.  Thanks!

Get ME7L working. Until then, you can continue to at least get KRKTE and TVUB dialed with only trim information.

See also http://nefariousmotorsports.com/forum/index.php?topic=9740.0title=

Yea i'd get known good injectors that you have the right specs for.

So I teed a gauge into the line between the pump and fuel rail, did some static and drive testing, and barely hit 3 bar at the highest.  Pump was Bosch 0580463016, commonly sold as a stock replacement for Vanagon, VW Bus, Beetle and 914 (among other vehicles), and the specs I found at www.bosch-motorsport-shop.com.au -- the only place I found actual flow/pressure specs -- list it as 75l/hr @ 2.5bar .. no wonder.  Replaced it with a Walbro GSL392, 255l/h @ 6.0bar and a fresh filter, so I should have no more issues on the fuel delivery front.  I've also ordered injector "unspacers" so I can use the new Bosch 0280156065 injectors that came with my ECM and harness in the AEB manifold.  Those injectors have known specs, which I hope will make future tuning easier.

I also realized that I was interpreting the LTFTs and STFTs backwards, meaning that I'm still a dumbass.  

Since I'm waiting on the unspacers, I've spent some time screwing around with the mystery injectors while they're installed.  I know it's not the right way do things -- like I said I'm screwing around so please don't yell at me for it -- I copied TVUB values from a TT225 bin, my thinking being that those injectors have flow specs close to what my mystery injectors were measured at.  I did several runs over the last couple of days with those values, logging STFTs and LTFTs as best I could with VCDS because I still hadn't gotten ME7Logger working, and VisualME7Logger just crashes.  By changing KRKTE and leaving TVUB alone, I've gotten to where the STFTs at idle are lean in the 8-16% range, off-idle STFTs richen into the -3% to -12% range, and LTFTs of 2.3%/-2.3% after a good hour of varied driving that included some freeway pulls on a grade up from 55 to 75MPH, which was the best I could manage because of traffic.  Current KRKTE is 0.08636 (prior KRKTEs "on the way" to this were 0.07814 and 0.8048), TVUBs are 1.74 1.14 0.811 0.60 0.44 (from 1.878 1.085 0.685 0.437 0.267), and it certainly *feels* better now than it has since the new harness/ECM replaced the DBC AEB stuff.

Like I said, I'm just screwing around and I know this isn't the right way to do things so please don't yell at me, but I think this screwing around gave me a slightly better understanding of how things work -- I'm one of those people who can read up and work things out on paper just fine, but still need some hands-on experience for it to start "clicking" in my head.  I've got the stock-tune modified bin (SAI/LDP delete) stored safely so I can flash it back when I pull the mystery injectors out.  Plus this screwing around with car stuff sure beat the hell out of spending the last couple days chasing my wife and her adult daughter around the mall, the outlet mall, the restaurants, the museum, the zoo etc. while her daughter has been in town visiting.

I'll look into disabling LTFTs before my next round of driving/logging.  I've got ME7Logger working but haven't had time to play with anything for a couple of days, and it'll be a couple more days before I have a chance to do anything.

Thanks for being patient with me. 

Post your ECU bin, maybe I have some XDF and map pack for that ECU

Howling, here is the XDF that I have made that is Fairly complete for 018CH utilizing the 360101 software.

I've been using your R2 XDF with some scalars copied in from another 018CH XDF I had, didn't know there was an R3.  Thanks!

Added in to the R2 I've been using are UADPUMX, UADPLMX, CLASLV, CLASLVE, CLALSH, CLAHSV , CLALASH, CLALASH2, CLAHSH, CLAHSHE, CLAHSH2, CLATEVE, CLALDPE, MNAXF, MSLBAS.  Dunno if I actually *need* to have them or touch any of them, but they seem correct and it seemed worthwhile to add them for the sake of completeness.  I also swapped in the ESKONF and ESKONF2 tables from the other XDF because they're set up to display values in hex and have a nice description of which byte does what.  I'll attach it here so you've got it.

I spoke a little too soon on happy times, I think.  I hit nearly 20psi of boost on an onramp earlier this afternoon -- not while logging unfortunately -- and it seemed to go into sort of a limp mode, down on boost down on power barely getting out of it's own way.  The running cleared up after a couple of miles and it ran normally after that.  I don't have a functioning CEL but no new codes were stored.  Dunno what that's all about, it's a stock K03, stock N75 valve and I have the lightest spring installed in the alloy diverter valve...