To anyone more familiar with speed density vs MAF, what would you categorize Denso volvos as? It has both a MAF and MAP, I guess it's the same for Bosch ECUs as well.

I am asking because thanks to rkam I managed to label a lot of variables, but none for instance described the so called Injection Quantities of fuel. And from my limited understanding, it really depends which type of system the ECU uses and thus the tables.
For instance most tuning guides talk about milligrams per stroke, but do I necessarily have such tables?

So far I see SparkAdvanceBase, which means this is the starting point of the Ignition Advance from which all compensations will be substracted. Raising this should up my high end power, yes?
But then, more fuel = more power(to a limit as it's a NA engine). So I need to up the fuel, although I am still searching for the maps and generally labeling functions related to sensor normalization, clamping etc.

And as always rkam was correct once more.

The parameter list is hard coded as a table inside the maps at address ROM:0006B9B8, this is in the BIFUEL LPG model ROM and maps I uploaded earlier.

The address is located after the parameter, so for 0x1005 param, the address in the other table is 0xC, this is multiplied by 12 to get the offset.

ROM:0006BA48                 .long 0x20000, 0x31CD54, 0

What 0x20000 means is yet unknown. 2 byte response

I am attaching the idb in it's current state with ROM,FLASH stitched together with RAM names filled in as well as some other locations I have inferred from whatever was happening. Note, some variable/function names could be very wrong, as it is said in the crypto world, trust, but verify.

Thanks, I did some digging, what I have is indeed a pressure sensor, but for elevation adaptation.

Not necessarily.
Too much fuel and you actually loose power.
Numbers given on picture are just example. May differ a bit between engines but general rule is the same.

This statement has nothing to do with the truth or reality.

The dynamic compression depends on a large number of factors in both engines. The only thing a turbocharger affects is the intake pressure and exhaust backpressure, nothing else.
All the other factors remain. Dynamic compression is a function of compression ratio and volumetric efficiency. Volumetric efficiency is affected by IAT, intake pressure, exhaust backpressure, and can be greatly variable if the engine has variable cam timing and/or lift.

The only thing that is static is the compression ratio, and it tells you absolutely nothing about power.

Torque (and power, which is just torque x rpm) on an otto engine is generally computed from air consumed by the engine and corrected by ignition angle efficiency, and then the inner engine friction torque is subtracted, which generally gets taken from a RPM x temperature map, and corrected by the variable oil pressure, if such pressure switching is present.
If you have in-cylinder pressure transducers then probably it is possible to calculate the inner torque produced by the engine from that (but you still need to correct it by the friction torque), however it is much easier just to measure the air consumed and the ignition angle efficiency.

GMHJ map pack... 

CSV works for WinOLS.

Attached is an example from here:
https://tools.vehical.net/s18boost

Another thing you can do is take an A2L or DAM file if you have, write a parser for it and adjust the offsets in it (and delete those that you can't find).
Then import this using the A2L import plugin.

I usually don’t let cars go higher than tabgbts of 900 for a car that’s in shimmed. If you are seeing 0.70 lambda and can’t find out why check your cwtatr this is your code word for catalyst over temp protection. 04 is active. The closer to 00 you make it this numbs the enrichment effect