Hello,
Car: Citroen C2 VTS
ECU: ME7.4.5
*logic in question BGRLMXS, MDMAX, MDFAW, MDKOL, MDKOG, MDFUE is 95% the same as MED9.5.10 FSI ecu funktionsrahmen (car is NA so noSYS Turbo and car has only port injection so SY_BDE=0)

Now can anyone help me understand torque/load maps correlation. Specifically what I cant understand is if KLRLNMXN sets rlmax or better say after altitude and intake temperature corrections its rlmxs (lets ignore corrections because currently altitude and manifold temps in my country are 1). Now rlmxs sets mimxl1 trough KFMIOP and after FMIVL (which is basicaly 1 in my case) we get mimax_w which further adds up to mrfa_w with rest to adds up in mivbegv_w calculation and further capping mifa_w in MDKOG, but nothing in MDKOL which is further corelate with KFMIRL.

Question 1: Looking at attachment photos; KFMIOP rl_w axis goes up to 100,0099 where I find confusing why they went over this value in KLRLNMXN like for 6000 and 3520 rpms, as I understand ecu will not extrapolate beyond 100,0099 so what is the point...

Question 2: how and where IRL and IOP map interacts so they are inverted and depend on each other; this is even more confusing for me because as you can see in photos I can request 112 filling from IRL and  that would be way over IOP axis. maybe internet and forum confuses me because I believe IOP and IRL has nothing to do with each other, where IRL "opens" the throttle and IOP via speed density calculates torque which adds injection/ignition. But than again internet says mismatching them you will get intervention...looking at OEM values IRL goes way beyond IOP axis so from both views I'm confused.

Aditionaly  MED9.5.10 FSI damos(too big  for attachment):
https://limewire.com/d/0e8b7187-d31b-4842-bd9e-71300090c93b#W_XSGZcNOTrtAvhWeZX6C1cBL_l625hhnhF9uEGjB0Y
has similar thing with the values and is similar in logic for those who don't have damos for ME7.4.5. its too big for attachment so

hope some good spirit can help
Best regards
Speedhunter

KLRLNMXN output in NA has absolutely no direct connection nor influence on rl_w. It indirectly caps requested torque trough KFMIOP non the less values are higher in KLRLNMXN, it will end up with highest KFMIOP value.

From FS's application note: Bei Vollast sollte rlmxs_w = rl_w sein (plus Toleranz fur Systemstreuung) or in english: At full load, rlmxs_w should be equal rl_w (plus tolerance for system variation).

Second to that values are slightly manipulated so that rml or better say %Calculated Load (SAE PID OBDII) represents: exactly what it is or what oem wants- example in some oem diagnostic its labeled engine load or whatever and could be in NM which has absolute 0 sense).


Piece of advice:
remove yourself from here for a while!
Here "ME7" term is very generalised like "all ME7 works the same", "my script works with all ME7".....no it ISN'T and it WON'T work on 90% of other type of ME7! Beside 10 pages of torque structure theory from ME7 brochure, there is barely any SW similarities between mentioned VAG ecus and lets say PSA or FIAT ME7
When they say ME7 - they mean ME7.1.1 or ME7.5.
Knowledge past C166 and VAG is almost 0 here.

Whatever you do stay away from wiki. Take a book and read multiple FS's 50 times. Every night and morning look at damos, do trial and error with parameters, perform logging.
Yes its sad that comunity is that autistic...