Is it possible to find KLNEHDP like curve in SIMOS18 ECUs?

It seems vacuum pump from gen3 EA888 could be mounted on gen2 EA888 - at least gasket is with same part number between both engines.
If gen3 vacuum pump have HPFP driving lobe with greater stroke - then could be an option to be retrofit it on gen2 engine while copying KLNEHDP from SIMOS ECU.

I'm a little bit confused now.
In order to rule out HPFP upgrade we decide to return stock high pressure pump - with stock pump result was even worse, obvious even with 0% DC on WG and charge pressure roughly 1bar.
Than I was thinking maybe it is LPFP that failed meanwhile.

I hooked pressure meter on the low pressure side right before HPFP and it seems there is no problem there - It is catching up quite well, until Rail pressure can't be maintained anymore, B_ebks is set and LPFP duty cycle goes to crazy high 90% (stock calibration of FLAFEBKS). In this moment pressure meter hooked to Low pressure side goes to max, and I don't know how much over 7 bar there is in the low pressure system.

It seems it is not a problem with delivery from LPFP.

Ok next I was thinking while they put CATCAMS, exhaust camshaft is not correctly aligned and now difference from TDC on cyl 1 to TDC of HPFP is no longer stock one.
So I was trying with different settings of MFDD_phiOTZ1OTP_CA and it seems there is really some 8 degree discrepancy - not much but definitely better overall results with -10 degrees, instead of stock -18.

However rail pressure drops like a rock! It is not slow pressure degradation, but really huge drop!
I can't believe this is only because of HPFP limit is reached.
My thinking is that when HPFP can't keep up with rail pressure requirements it will start to degrade much slower.

In the three log files, I colored the problematic areas.
One file is with stock 1.8TFSI HPFP, another two are with RS3 DAZA HPFP and -12 degrees MFDD_phiOTZ1OTP_CA (maybe a little bit worse than -10, but not so sure about that).
Two of the files are with fixed 40% DC of N75, another one is with manifold pressure directly inside wastegate chamber (0%DC).

With DAZA pump it is a little bit better, but still not enough.
With 1bar charge pressure (0% DC) it is possible to go to redline, but after 6000rpm again rail pressure drops a lot.

Any opinion what could be wrong with the fuel system is welcome.

Didn't get that 

This car have as standard Bosch closed type HPFP, very different than more common Hitachi HDP on 2.0 engines.

Yeah I know Bosch and Hitachi HDP have inverse control of MSV but DAZA RS3 HPFP is also Bosch, so the same MSV control like original one on the car.

In the attached excel file - pin conversion in order to switch from 1.8TFSI MED17.5 -> 2.0TFSI MED17.1 ECU.
I tried to order them in a way it is easier to rearrange wiring harness.

So T60 is smaller connector, and you need to:
    1) move brown/grey wire (should be 0.5 cross section) from pin 1 -> pin 45, and pin45 should be already empty;
    2) After that you should move brown/black wire from pin17 -> pin 1. We already free it up on the previous step;
    3) You should check and be sure there is nothing on Pin 2, 4, 18, because MED17.1 outputs there control for AVS system on exhaust valve, which is missing on 1.8TFSI.
    4) move blue/grey wire from pin 53 -> pin 54 (54 should be empty).
...
...

It is tested and worked for me - with Immo off 2.0TFSI ECU.
Car starts, and I have bunch of errors for AVS solenoids, but let's say it is expected behavior.

up 

read the FR, log everything NOT with VCDS but rather vehical instead and you should be able to figure it out. or not

Ever heard of Google translate? Or you are THAT lazy?

What you fail to understand is that if you don't do the ground work yourself you'll never understand what you're doing. You are just sitting here behind your computer screen asking for people to do shit for you. Do it yourself, there is more than enough documentation available on here for FREE that you should be able to, unless your IQ is the 2 digit type.