Has anyone noted the differences between the ME7.5 and ME7.1 regarding tuning?
for example
the ME7.5 225hp wideband
1.) Does not have over boost protection.
2.) Going from 3bar to 4bar with the fuel pressure regulator will have no idle issues or starting issues what so ever. I have been driving the car for a week with the 4bar and no misfires, no differences in timing before or after raising fuel pressure, no codes, and best of all the injector on time is much less at max power.

I've worked quite a bit with LDRXN to find a happy spot between low MPH / low RPM boost and high MPH / low RPM boost since obviously the engine will not catch up as quickly at high MPH heavy load.

Okay move on to requested load KFMIRL. I have spent a lot of time working with this map and I have to be missing something. I can adjust it to go to max boost before 50% no problem and I can adjust it to go to max boost after 50% no problem. Everything I try with anticipation of a result has given me exactly what I expected.

Absolute air pressure is 980mbar and I hit 2550mbar and carry it towards 64k RPM. But with a strange thing happening to load as the RPM approaches 64k.

What I don't understand is if I put the pedal to the floor, my car will feel like it is limiting the power but as I lift the pedal my car will increase power and accelleraton as I am lifting down to 65% pedal. I can drive around all day only pressing this far down and my car just hauls a#$. There has to be a different map that has an effect on load.

Here is a log when I am holding the pedal to the floor starting at 2120RPM and lifting at 6280RPM:

RPM   Load   Absolute Pres.   Absolute Pres.   Load   Inj. On Time    Mass Flow
2120   93.2   1910                1230       101.5       8.5            49.14
2480   120.3   2340                1540       131.6      10.54            73.78
2960   170.7   2480                2130       191.7      15.98           135.36
3640   191.7   2490                2550       191.7      18.02           158.94
4320   191.7   2480                2520       191.7      16.32           168.03
4920   189.5   2460                2320       184.2      17.34           176.81
5440   178.9   2360                2140       172.9      18.02           180.67
5920   169.9   2220                2080       158.6      13.94           185.14
6280   163.9   2170                1990       145.9      12.92           188.17
6080   11.3   980                1520       9.8      0           6.19

I am going to take a look at my adaptation and throttle body to verify the pedal. I will let it do an auto adaptation by disconnecting the battery to see if this can be it.












Feel free to download the maps and notes that I have been keeping while working on my own car. It is more than enough info to chiptune a 225hp TT.

Just get map editing and flashing software with checksum correction.

I use other stuff, but I'm pretty sure nefmoto can help with the software for a ME7.5 and is probably far less than what I paid. 

I found the problem and it is related to two things but as far as overboost protection. Am I wrong assuming overboost protection goes to limp mode? I have not hit limp mode and I have hit and held 2550mbar Actual fine at lower RPM's.

Also to raise the requested load at higher RPM's I found KFLDHBN  "LDR height limit (maximum compressor pressure ratio)" tapered down quite a bit from 3k RPMs to 64k RPMs.  By making the map the same from 3k up, I have close to 2550 request from 3k up and my pedal related power loss seemed to be much less. I then started getting "not meeting requested load" codes and took a look for leaks only to find if I went five clicks higher on my forge DV I would get even better power and no pedal related power loss.

I am suspecting the Split R DV itself or maybe an ECU map for the grey control valve upstream of the DV is related to not meeting requested boost. I need to find what controls the DV and if for some reason does it allow boost pressure to keep the DV closed or is it all spring?

I see that if the N75 ever failed, the boost could still be limited by the DV and this may be my problem, can this be the overboost protection with no limp mode.

STFT = 0 LTFT = -9.4 was -3, yes it adapted

Latest Log
RPM   Load  Absolute Pres.  Absolute Pres.  Inj. On Time  Mass Flow
2000   53.4    980                  1040        3.4                14
2520   94    2360                  1240       5.78                30.92
3360   157.9    2500                 1970      8.84                67.53
4600   191.7    2520                 2420      14.96                154.22
5600   172.9    2520                 2150      15.3                171.81
6480   153.4    2510                 1960      13.26                183.03
5960   9.8    980                 1300      13.6                157

Correct

More than a few.

In short, the PID maps, and the linearization map

See my sig for me7.1 information. I am pretty sure 7.5 is similar.

Whoa. I didn't know that that DV was vac operated?

So what maps control the BOV if you may?

Here are screen shots of my maps and a screen shot of my latest log. The blue after 2550mbar is what I am working on. I suspect the BOV is leaking or told to open from the ECU and as the motor spins higher RPM the actual boost goes down but the request stays up.

KFLDRQ2 is not tested yet but will be later today.

Apologies for the software I used. nefmoto software is better

the bov opens on protection....just like the S4 would.  Its controlled only for protection.  If something is not proper, it will open.  Such conditions like overboost, you get the dv open, and throttle body closes on you.

Its reallly hard to say anything without your tune being available here, or at least a full description of what maps you changed, and screenshots of the values so we can see if you are doing something wrong.

EDIT: Nevermind saw you posted that!!!!! sorry  Ill have a look