The solution to his problem is summarized in the first reply to his post.
If you don't understand, then you need to do a lot more reading before messing with ECU's.

It is applicable to any engine and ECU with cam adjustment, the only thing extra with DI is to make sure scavenging is active so that injection pressure and angle is correct to prevent blowing fuel out the exhaust, but the ECU takes care of that for you as long as you are in the right mode.

Maybe stupid question but:
Is it possible to make similar on 1.8T with cams that have overlap?

I don't know how to put it otherwise, but you are just wrong.

Given that the stock VVT settings on ME7 already extend well into the meaty part of spool, there isn't that much difference delaying changeover a bit further. Yes, it makes some difference, but if you have big turbo, its going to take a long fucking time to even get to the stock changeover range. Unless I'm missing something obvious.

The bypassed air due to valve overlap creates more flow over the turbine helping spool.
Once turbo spools up, the backpressure overpowers the effect at some point... so the overlap is ramped back down. Basics of cam timing tuning applicable to all engines with variable cam timing.

On a MPI engine, you are blowing unburned fuel into the exhaust during the overlap stage, as the bypassed charge is already mixed with fuel in the intake manifold.
Extreme examples on factory cars are Evo IX and Evo X, where as much as 30% goes straight out the tail pipe as black smoke during spool, because of the large adjustment range of MIVEC and fairly aggressive timing. VAG's early 20 degrees is very mild in comparison, but much better for fuel consumption. However the Evo's spool much better.

On a DI engine you can retard the injection angle so that no fuel is injected until the exhaust valve is closed.
As this is relevant during spool up you don't run out of injection window either. This is what the scavenging combustion mode does on S18.

Sorry, maybe i didn't express what i meant clearly; I didn't mean to say VVT doesn't do anything; i meant to say (at least on the 2.7t), changing the *stock* VVT changeover point gives you limited gains as the stock point is already fairly high.

LOL!

Another example of the know-it-alls arguing, while saying you are too stupid to understand it.
Good thing they don't either. Usually because their experience is limited scope.

Pretentious and arrogant. This place has some of the most toxic people. I laugh, as not to take it seriously and feel sick.
Whats funny is looking up their own "noob" posts from 10 years ago, and how much their attitudes have changed.
Bullied become the Bullies.

The information here is a completely disorganized mess, with many of the downloads and information removed and redacted.
Many people here end up being shit-peddlers and scammers. Very little is community oriented unless you are one of the resident assholes from several years back.
"The information is in the thread". It's like a group chant. The information is out there to do anything and everything known to mankind. So?

If you want honest information regarding, look elsewhere for practical examples from multi-million dollar organizations with higher maturity level than these folk. .
Check out the "aggressive" Dual VVT on the Volvos used to maintain flat tq through the rev-range. The Evo MIVEC example was great, unfortunately you will still have to battle the moron who will argue dragsters with "Stage 5" cams lock out phasing.