alright. I am going to attempt to draw a flow chart at some point.

hopefully i'll get it right.

i think i got it now.

Thanks. Fixed.

Any suggested working for level 1 vs level 2 intervention?

Just wanted to say this is a great thread -- After reading through it about three times, the light bulb came on and I think I finally understand well enough to effectively update the following tables in "concert"...  KFLDRX(NW), KFMIRL, KFMIOP, and KFPED while avoiding (minimizing) torque intervention.

I ran into all the problems mentioned in this thread...  Raised KFMIZUFIL thinking that would keep torque intervention from being an issue, but I only caused lots of level 2 interventions -- very inconvenient "throttle shutdown".  I experienced the strange timing oscillations too -- it was audible in my exhaust note while cruising.

One piece of advice that stuck with me -- Rick said that tuned KFMIRL/KFMIOP, but then fine tuned with KFPED.  That really helped lay out the process for me...  Start with KFLDRX, then design the KFMIOP axis you need to achieve those values.  Create KFMIRL values by translating KFMIOP stock table values "through" the new KFMIOP axis.  Finally, cross-check requested load vs max requested load by processing KFPED thru the new KFMIRL and KFMIZUFIL thru the new KFMIOP.  Reduce KFPED whereever requested load is above max requested load.  I've skipped a lot of translating and interpolation steps, but you get the idea. 

Once I had this modeled in Excel (nothing fancy -- manual interpolation using freeware Xlxtrafun, http://www.xlxtrfun.com/XlXtrFun/ReadMeXlXtrFunAndSurfGen.htm), I found I could optimize my pedal response while also avoiding torque intervention.  The stock KFPED wasn't very aggressive at low pedal angles and low rpm, which makes driving a turbo standard transmission harder than it needs to be.  I also found my stock KFPED was designed to violate KFMIZUFIL (induce torque intervention), which I wanted to design around.  Why rely on a safety mechanism in normal operating conditions?

Thanks to everyone that took the time to document their issues and discuss solutions.  I don't know how I would have figured this out otherwise.

Guy, I don't know if it's mentioned jet, otherwise consider it as junk.

KFMIOP shares axis with:

- KFDZWOAGR
-KFZWOP
-KFZWOP 2

I'd have to state it otherwise, SRL11OPUW defines the axis of:

-KFMIOP
-KFDZWOAGR
-KFZWOP
-KFZWOP 2

By the way, this topic helped me a lot, and by reading and testing I figured I have al lot to learn and a lot to figure out.

Load will not increase beyond highest load figure in KFMIRL. KFMIOP will just ride the last load line of the table for anything above the last figure.

Please, just stop.

MBC. Just. Stop.

Using an MBC is most definitely not doing.

Doing would be using the N75 to control boost.