I was talking to a guy that just did this, he didnt change a thing in his tuning, just added the b5 return system to a b6 returnless.  works fine so he says.

I was going to go this route with my own B6, but that wont be until summer, so i cannot help you one that right now.

Calculation of the correction for returnless fuel systems:
FRLFSDP = V pdr evmes/(pdr akt+(pu-ps))
Wherein pdr evmes = absolute pressure in the fuel circulation upstream of the injection valve at measuring Qstat
(3000 hPa)
pdr akt = actuell system pressure in fuel circulation
pu = ambient pressure
ps = intake manifold pressure
At systems with reference pressure at intake manifold pu - ps = 0.
The correction for the complete characteristic a this one is:
FRLFSDP = V pdr evmes/pdr akt
For a fuel pressure of 3000 hPa the result for FRLFSDP is:
Wherein dpus = pu - ps
Induction engine 3000 hPa /3500 hPa Turbo engine:
dpus [hPa] FRLFSDP dpus [hPa] FRLFSDP
0 1.0 1.0 -1200 1.299 pBoostPress = 1800 hPa, pu = 600 hPa
100 0.9837 0.9860 -1000 1.2247
200 0.9682 0.9726 -800 1.1678
300 0.9535 0.9597 -600 1.1180
400 0.9393 0.9473 -400 1.0742
500 0.9258 0.9354 -200 1.0351
600 0.9129 0.9240 0 1.0
700 0.9005 0.9129 200 0.9682
800 0.8885 0.9022 400 0.9393
600 0.9129
800 0.8885
There are 11 interpolation points implemented for induction and turbo engine.
during application air charge measuring, the modelled intake manifold pressure is not correct.
At returnless fuel systems the intake manifold pressure can be set by
the application system VS100 with parameter PSAPES. Therefore bit 0 at CWPKAPP must be set.
The init value for PSAPES is 1013 hPa. The VS20 application System can correct the pressure PSAPES by the factor vsfpses
with a range of 0 ... 2. The corrected pressure for calculation dpus w is pses w.

PSAPES, no.
vsfpses, maybe if it's a different value between return and returnless systems.

Does it have PSAPES and CWPKAPP also?

I observe patterns in the 2D view and look for similar/matching patterns in the destination file. Even though a map (3d,2d, or 1d) might be in 2 totally different place in 2 files, they are usually still grouped with other maps. So, map XYZ is i the middle of map ABC and map DEF. And looking at teh file in 2d you can see a pattern with the 3 maps right next to each other. Look for that same pattern in the other file and map XYZ will be right in the middle.

Now this isn't always the case. but it work more often that not.

What ECU do you have in your car,  and what ECU is the OLs for?

My mom has the same ECU (AK) that you have i think, hers is an 04 Tip though??  Anyways, i probably have a similar .bin to your car on my computer, so i can take a look and try to hunt things down for you, however you run Maestro, so you cannot change these values or less you have a map for them from Chris. 

If you do have a dump of your bin, or have the ability to tell me your software number that may help.

You can PM me ill give you my email addy and we can discuss

Hello,

Instead of starting a new topic I´ll reply to this. My 2003 A4 ME7.5 has returnless fuel system from start, but not any more.

Is there need to make any other modification than to put 1 in the FRLFSDP map? I´ve read this: http://www.nefariousmotorsports.com/wiki/index.php/RKTI_11.40_%28Calculation_of_Injection_Time_ti_from_Relative_Fuel_Mass_rk%29 but still for me some uncertainty remains.

Reason I´m asking is that now it seems to be leaning out on boost when this map was set to 1. Of course I can modify KFKHFM to compensate for this but is that the correct way?

BR. Kenneth