I feel like it was kind of a vague data sheet as well usually they give minimum pulse spec as well as multipliers to setup FKVVS

I've been playing more with the bvc and I'm beginning to suspect that the high engine load at idle is the source of the issue.... First -5% adjustment to BVC .71 lambda until o2 correction kicks in load is 32%. Second -5% adjustment to BVC leans it to 1.14ish until o2 correction kicks in but acts a bit quicker to hit target lambda with a engine load of 22%. I checked my target filling and optimal torque to see if those had any thing to do with it but nothing.
22% seems a bit more like it but why did the engine load change by lowering bvc?

thats what I thought maf should be scaled properly throught the profile and I wasn't sure if maf readings were the go to adjustment for engine load at idle. I'll give it a shot. Also 13-16kg/hr didn't seem that high at idle to me although this would be my first time running this maf.

I started out with Maestro's flowmeter profile for this particular maf. Tune was done using a similar setup to mine (Same maf part number, HEMI throttle, sem manifold- I have the IE intake, gt30ish turbo, 1000cc injectors-I have gen 2 1000's). I tryed using the base file even though seeing 20+ multiplier corrections in FKKVS/KFKHFM which seemed sketchy. Cold starts were rich, idle rich, WOT corrections were -20-+20% Calculated peak load was 160-170ish at 21-22psi.

I decided to start from scratch used stock FKKVS, KFKHFM, alphaN, KLAF and KFWDKMSN advise taken from Gonzo. I used MAF profile for my V8 audi maf(offset and curve) KFMIOP and KFMIRL from tapps tune Part throttle was alot smoother. Much better starting point. ALthough at idle I was seeing load vary from 27-32% which seemed off(lambda would stay around .8-.75 until fuel trims would kick in). Everything I've read so far has lead me to believe the load I should be seeing is around 10-18%(tuning books I've read). Fuel trims where around -9.8%, +20% after a cruise.

I've been trying to rescale my calculated load with the MAF curve, -1.95% reduction at the start and 1.9% at the end (if I use 2% at the end my W0T would go way to rich). I've gotten to these numbers to rescale by intervals of about .5% which ended up getting my load at idle to 15-17%. Only issue is warmup has leaned out 1.10-1.20 lambda until fuel trims kick in. WOT peak is now 185-187% corrections down too 10-14% (still high but lambda is hitting target

From this point should I use FKKVS to adjust TVUB? Am I going about this the right way?Or should I lower TVUB? Fuel trims after a 20minute ride would be -2.4%, 3%. Warmup idle has o2 correction/timing advance swings until  operating temp achieved and fuel trims hit those numbers. Should I be seeing o2 swings? SHould I be looking into adjusting KFMIOP? Fully warmed up the car will have a slight hickup every 30 seconds or so.

KRKTE-.032 which is calculated.

TVUB is manufacture spec.

I could understand adjusting the throttle vrs airflow (which I have done before and have resorted back to it because of odd random startup leanness). What I have trouble with is believing the problem is solely in FKKVS. Yes my injectors are nonlinear at pulsewidths between 1-3ms (total MS), no I don't have the multipilers for injector offset but will all this effect calculated engine load? Before rescaling my flowmeter the idle load was 28-34 (random occastions at warmup it would swing to 40%). Total pulsewidth would be around 2-3ms. Proper pulsewidth should be between 1.5-1.6 based on my Latency of .98 and calculated ideal injector pulse of .55 for 900rpm with these gen 2 1000cc's.  My load would max out at 160-170% at 21-22psi (which explained my overboost using n75 for control, I would see 30+psi).

After the rescale my load dropped to 22% (small hiccups in idle barely noticeable, warmup is still a bit rich and until fully warmed up the idle swings timing/load/lambda).

I'm not denying that FKKVS could be the issue I'm just trying to understand why.