Started with a eurodyne tune 550cc injectors and frankenturbo, FT injested a small animal that had been living in the airbox after sitting for years and swapped for a gtx2863r elim. KFMLDMX would max out at wastegate pressure or higher above a certain rpm causing bad fueling due to stock WDKUGDN and higher flow at and above 4k. Put sensor in larger housing and scaled with mafadjust.exe for actual ID's of old and new housings, lost low rpm torque and fuel was all over the place (actual - trim), once I saw timing was also off set KRKTE and TVUB to theoretical and tried to use Me7Tuner to correct MAF, car would die at idle. It was after this I noticed ps_w would jump and how I determined KFMLDMX was to blame based on MAF voltage when jump down occurred. I might not have noticed if WDKUGDN was correct. Got the 5120 working somewhere in between all of this by going over the FR and my file with idapro, one of the XDF's I was using had a password but another couple did not so I could view addresses and go from there, I did a lot of the work while I was sick but I think fho_w 1013 was doubled instead of halved, a couple of the 1013's were mislabeled and the MAF/ fuel issue was throwing me off.

From what I've gathered once I get MAF correct then lamsoni_w *should* match LAMFA and I can then play with KFKGFM (FKVVS is suggested instead on wiki) if they don't, THEN I can finally get msdk_w to match mshfm_w with WDKUGDN so the car will not melt valves without MAF connected does that sound about right or do I have the wrong order?





The only non-standard part would be the maf (and wastegate pressure), it's not exactly a smooth curve yet

Thanks. I might have to start logging "mi" variables again because I might be getting there.
I'm close to getting the MAF straightened out, decided on matching ps_w to pvdks_w and scale down after.

So how much lower should ps_w be than pvdks_w?

Is there a formula to adjust WDKUGDN?

A couple more,

Is there a list of tables that would need to be interpolated if I wanted to run actual load instead of underscaled MAF? Or is it even worth it?
I saw high 250's and low 260's when checking 80% duty cycle with app mode and would be nice to have more granular control of the high end. This might make more sense with E85 and decent boost pressure, I'm not sure there is any timing left at ~30psi with 93octane though.

Assuming there is any power to be made at 30PSI, what should my target lambda be? low 0.70's? I'm assuming IAT plays a large role


Maybe a bit OCD of me but is there a way to bias fueling in a specific cylinder, say cylinder 2 or cylinder 4 is running lean from fuel rail pressure drop or intake manifold pressure drop? Or do I need to be investigating aftermarket replacements for these?

So I completely re-did torque tables, fueling and throttle plate angle and fixed a few issues with my 5120 after confirming the correct addresses of a few maps. I mostly messed around with the low end to try to get some decent performance off boost but am about to start going over LPRPID again. A hose clamp broke at the end but this is 4th gear from as low as I could go before downshift in the tiptronic. My cam chain tensioner is doing something weird at high pressure. Can someone tell me if I'm on the right track, should I adjust timing to cater to the worst cylinders? Is 40C+ IAT water/meth territory and what kind of timing is reasonable? I'm requesting 1.5° at 250 rl / 5k rpm. I just guessed low as I have no clue.

Rods are not stock. 91 octane. The requested lambda is intentional, I don't DD like that.  characterizing the WGDC. In the past timing pull wasn't nearly as bad with 93 but I don't know what timing or fueling should be at all above say 160 load, I had no clue.

Edit: I got the 5120 working some time ago, recently fixed the air conditioner disable because of brake booster pressure. I forgot to double the pressures in the .ecu file
8.5 cr pistons

Thank you for the fuel and timing pointers

Doesn't matter what pistons you have, you can't run this amount of boost on this engine.
Either your exhaust backpressure is skyhigh or something else is wrong. You should not have -3 deg actual timing with real 8.5 CR.

I did all the internals except the girdle about 8 years ago expecting to throw a big turbo on, bought a new car and this one sat. Was planning on something like megasquirt until I found this online community.

There is something wrong with the cam chain tensioner, I knew about it but didn't realize it was that bad. Also why in the hell is my timing pull almost identical at 1.2bar as it is at 2bar??? Has anyone ever seen that before?


For a sanity check I went all the way back to one of my first posts from last year and it's almost exactly the same there


Looks like something has been wrong with cylinder 3 the whole time and the only thing I've changed is requesting more boost and less timing. Also attached old and new KFZW pics, I'm pretty sure I lowered timing request to complete boost PID but idk if the motor is about to explode I will just only tune PID for the lower duty cycle requests under 70% or so