TEMIN is NOT tuned experimentally based on trims, that is what KRKTE and TVUB are for.

If the required KRKTE and TVUB end up with a te_w that bottoms out on TEMIN (meaning that lowering TVUB and KRKTE no longer solve richness at idle), you can ONLY lower TEMIN if the injector allows it. See the injector specs.

If the injector does not allow it, you may have to increase your idle speed or increase idle torque reserve (to have the motor ingest more air during idle).

This may, however, cause richness on VERY light throttle (decel, part throttle just above fuel cutoff) - you may have to bring in fuel cutoff sooner.

Good and qlarifying info!
*Allowing te_w below the knee (TEMIN too low) may cause stalling and too high TEMIN can cause drivability issues and rich conditions.
*TEMIN is NOT tuned experimentally based on trims, that is what KRKTE and TVUB are for.
*Also you can use FKKVS for fine tuning at the end.

Tricky
*KFMESK etc work but I had to re-work the AC compressor maps too and a few other things.

Sounds like i have alot to tune this spring    Te most disturbing thing is that i cant use Me7 logger on my ECU.. sucks.. I have to figure out something.


Thanks for guidance so far !

If you read the FR I'm sure they mention it's value in return systems,  definitely another way as you say.   Personally I think it's a good map for dialing in injectors/fuelling. 


Either way the Audi  code uses it but alas stock files are all ones that I've seen for the S4 anyway.

Good explanation there wiki?!  I've mostly worked on return less so maybe I am bias

Good point!  Different ways like you said.

Thanks for declaring that.. I have been lying sleepless at night thinking exact about that! My FKKVS table is now 1.001 because im almost certain that my fuelsystem is linear now with return line and a Bosch 4bar FPR.

Now im a bit uncertain when KFLF is the table to adjust and when MLHFM is the table to corrent... What is it that points me to use KFLF or when to use MLHFM? My understanding is that KFLF is a correction table under part load and MLHFM is due to modified air intak that is so modified from stock that it need a touch up.  Like me going from a NA engine to an turbo.. Now the air must pass trough various pipes and an intecooler and so on.. What is a good method of dialing in the MLHFM and the go over to KFLF?

When I think after now.. I should have calibraed mt MLHFM when the engine was almost stock. Then i would have seen the deviation clearly.. I should have modified the car one step at the time derriving from stock calibrated engine.