I have successfully been tweaking KFVPDKSD/E to 1 just up over WG cracking pressure which makes it snap to WOT only when requesting base WG pressure or higher.

Then of course recalibrated KFWDKMSN to suit.

Yes, but it isnt needed unless you run CWBGMSZS.0 or if you want to be able to run it with MAF sensor unplugged.


That is exactly what KFVPDKSD/E does, I maybe misunderstanding you here though.

Ok so let's get into this a little more since this is an issue that I experienced w/ my 605 setup back in the day as well. (21 psi w/ 0% WGDC).

So what the the Y-axis represent... 

FR states the following: Pressure ratio of intake air pressure to base boost pressure.

So is the Y axis just boost pressure in BAR? (ie. 1.0 = 14.5psi?)

What does the numbers in the table represent and how does it all work together?  1 is no change in boost setpoint, less then one is less req' boost for the set point?

I'm interested in the way of scaling TB maps. Is it ok to start with scaling by the percent of area difference like with MAF housing?
For example going from 57 mm to 64mm would give 26% difference.

Regards
Lobuziak

PRJ:

I've been toying with KFMSNWDK and the inverse, KFWDKMSN.

Adjusting MSNWDK to the point mass airflow and calculated airflow over the throttle plate matched results in a significant decrease in the values of the map (1360 was my last row). I then took the values in this map and transferred them to axis of WDKMSN. How exactly does one determine which values work well here (for the map, not the axis WDKMSN)? I notice the RS4 file ends at 52, I find it hard to believe that's as far as the TB opens, when the s4 file ends in the 90s? Any tips? Am I missing something significant? Right now with the hemi TB my calculated airmass over the throttle plate and measured airmass are fairly perfect, but I feel WDKMSN may not be correct.