Well, after driving home from work today, a quick thought passed through my mind... Did I interpret the maps wrong?
In that case, I could have mapped it for working only above 1.3 PR. I pressed the throttle, let boost come on to 0.2-0.3 bar and on liftoff I get surging sounds. Then I press the throttle full and let boost build, I lift off at 1.3 bar and sounds PSSSHH SH-SH-SH-SH (or something like that, you can make your own sounds if it suits you better).
Anyway, thats about correct thinking about what I put in those maps. I disabeled N249 control UNDER 1.3PR in stead of locking it open untill 1.3 (that was my plan). This will work okay when you have a vacuum operated DV offcourse, but with this electronical DV you're screwed with this settings  
Its on 1.0 now, I'll log it this week to see if it works better now.

I'll log my spike as well. Have you tried to reduce the hysterisis for control and pedal % ? (GWPLDU, HDLDSUA) and maybe tweak the predictor PIDLDSUA. mine are stock APX

On the other hand, the S3 has this eDV and the k04-064 combo. Could it be the issue of the piston dv? Or different programming in the software possibly.. I mean our software is calibrated for n249 and not for a eDV. Mine is diaphragm oem S3, maybe there is a flow difference between those 2 as well.

A piece of my log today, its not as high def as yours but my spike seems much less. This is offcourse a much smaller turbo I'm comparing.
But what I can see, is that it is actuated well before the throttle plate is physically closed, so any spike that comes should be the effect of flow restriction. I think my charge side of the valve is also restricted (oem 180degree bend silicone, might be a bit restrictive) but the valve itself is not smaller than my old OEM vacuum DV

  success

I think this thread is dead as fuck but whatever, still gonna reply. If this is all redundant and is all common knowledge that I'm repeating, my apologies.

So, I found this: http://forums.vwvortex.com/showthread.php?6881579-Why-you-should-keep-the-N249&p=84617263&viewfull=1#post84617263

It's the original post for all my gathered information outside the FR.

I also condensed it into a pdf spread so if the pics ever die, it's on hand if anyone ever wants it. I understand how it operates and how it can be applied to an eDV (eSUV) for the most part. I'm still messing around with it so I don't quite fully know what all the parameters are capable of yet. I will find out though.

Ok, here we go:

I outfitted the TFSI DV to my 1.8t, which to my knowledge can be done also to the 2.7t (a pair of DV's and n249s -->2 eDV's) which means this mod can be for the s4 guys too. (aside from the difference in software) It just makes a hell of a lot of sense to me because you can now monitor exactly and precisely when your DV opens and closes instead of relying on a partial electric signal and a partial pneumatic signal, where you cannot record the pneumatic signal in a log.

So as most of you know, in ME7.5 B_ldsua (DV actuation) is set true by either B_ldsuas or B_ldsuad. B_ldsua WILL follow B_ldsuas over B_ldsuad if both are set true or false at separate, conflicting times. I found that out through experimentation. I used this to my advantage as B_ldsuas is much more of a safe option. It's conditions set to true the majority of times and resets the flip-flop only under certain conditions. This way, your turbo is always bypassed unless you're under WOT (under the tt225  SVDLDUVS values, all over 1). This gave me a chance to truly play around with the main operating condition- B_ldsuad whilst B_ldsuas remained my safety net.

The n249's main operation is B_ldsuad, this is considered MAIN because under most files, B_ldsuas is always false and does not come into play. It is also considered MAIN because its conditions set the DV to closed most of the time and open under certain conditions, the opposite of B_ldsuas.

On a 1.8t or 2.7t, if you are removing your n249('s) and pneumatic DV and replacing it with an eDV from a TFSI, it will not operate as it should! The eDV will not open and close at the exact times that the pneumatic DV does. This is a problem as every time you shift and the throttle plate slaps closed due to deceleration, the DV needs to relieve back pressure from the turbo. If it does not, the turbo will "surge."

B_ldsuad's threshold needs to be lowered in order for operation to mimic what the pneumatic DV does; opens under every shift.
After some experimentation (and attempted calculation which didn't really go as well as I'd hoped) I found that lowering the entire table from mostly 200 hpa to 50 hpa accross the board did the trick for the most part. As you can see from the 2nd log PNG, B_ldsuad is set to true for every shift excluding 1. I'm still messing around with it to actuate for EVERY shift completely.

B_ldsuad is actuated if ALL of it's conditions are set true. In short, pedal gradient needs to be less than GWPLDU (in deceleration, negative value) and a boost error equation is greater than KFSDLDSUA. The third condition is always true. As a general rule, GWPLDU sets the sensitivity of B_ldsuad upon deceleration. KFSDLDSUA determines when B_ldsuad is set to true. This needs to be the focus for proper DV operation (if B_ldsuas is not to be used as the primary function)

I believe that you can tune SVDLDUVS, HSLDSUA, HSSLDSUA and LDUVRS together to utilize B_ldsuas in tandem with B_ldsuad so it actuates only under consistent cruise conditions and B_ldsuad operates for the majority of around town driving. I think this way, superior gas mileage can be achieved without sacrifice to part throttle power (via allowing the turbo to build boost).

The PDF attached has been pivotal to understand how the n249 (and subsequently, the DV if an eDV is used) is controlled. My synopsis is that the n249's purpose is to support DV opening function under certain conditions and not all conditions, thus for adaptation to an eDV parameters need to be modified.

Attached files:
B_ldsuad measuring: B_ldsuad (B_ldsua subsequently) missing shifts
B_ldsuad measuring-6: B_ldsuad (B_ldsua subsequently) operating for all (99%) of shifts

Once again, if all of this is common knowledge and I'm just spouting redundancies, please, let me know and I apologize.
Hopefully this will help someone out who is attempting this mod.

yes, correct. only KFSDLDSUA (200 hpa table)

 I will be changing GWPLDU pedal percentage to check it's effect on B_ldsuad with KFSDLDSUA threshold changes today. I will also be logging to make sure B_ldsua is indeed following B_lsdsuad to the tee when B_ldsuas is deactivated, forgot to confirm that.

I am also getting a bit of flutter at particular times during gradual deceleration so there is still backpressure not being relieved. I'm going to start by lowering the KFSDLDSUA 10 increments until it dissapears. GWP may help it go away too. I'll isolate the variables with scientific method to make sure I don't mix up results.

edit: I lied, thought about it, viewed logs, listened to the car. Duration of B_ldsuad needs to widen also

For anyone trying this. There was a really easy error with the hardware that i made.
The oem mk4 pneumatic diverter valve has the piston/diaphram facing the suction side of the turbo. This is how it was designed.
The oem mk5/6/7 solenoid diverter valve has the piston facing the pressure side of the turbo. This is how it was designed.

The inlet/oulet sides need to be flipped. It will work without flipping it, unless you try and pair it with Go Fast Bits DV+, the DV+ will not work if you don't flip it. The general check for the flip is: the solenoid body should be facing sideways, piston face facing the pressure pipe.

Are there any logs of running the eDV without modified firmware?

golfputtputt says it will open too slow, but that doesn't really make sense to me. I mean the whole point of existing pneumatic+N249 system is to open the DV as soon as throttle is starting to release (and not have to wait for vacuum to build in manifold), right? If not then what is the point of the N249?!

thanks for any comments. I was thinking I would install eDV in my as of yet stock 1.8T

Just to bring some clarity to this thread. The conclusion is flawed, as is the testing method.
If your DV was post-cooler and then you moved it to pre-cooler of course on the pre-throttle sensor you will see higher pressure, but it makes absolutely no difference.
This is because it is not where you should be measuring it in the first place.

The important place where to measure is between turbo and intercooler.