If you send me that DSP tune and I can give you the WG DC and DT values and you can paste them over your S2 values.
In theory, your boost lvl and curve will be exactly as it was with your DSP tune,,,,if the wga preload is the same.
That makes sense to me . Both systems (DSP / SCT) are controlling the ECU in the same way , they are just organized & labled differently , so it seems .
I am assuming the DSP tune is based on a 2.25 bar setup ( stage0 , or 1 ) so the ECU might not use the two tables exactly the same as a stage2 flash , but these differences should be inconsequential . They should be limited to small differences such as some torque-reduction thresholds , I think an extra row of "map in kpa" values in the desired torque table , maybe in the WGA duty cycle table too . These can easily be extrapolated (filled in with an educated guess).
Buzzkill , did I read that you have the original stage2 WGA ? If so , I would like to point out that it may be advantageous to use it when you want to dial in these tables . They have been written with that exact WGA in mind , once you get a feel for how the WGA is supposed to react with the ECU , then you can use your FM unit & have a point of reference as to what the ECU is expecting of the WGA . Did that make sense ? I could be splitting hairs here , but I just wanted to point that out .
Which brings me to this idea of a good "Foundation" for your tunes . Without going off on tangents , Let me say that you can get a PRP tune to make your car go faster , pretty easy . you can , but shouldnt , just go straight past the injector rescaling , as i said before , up to a point , the ECU will adapt . It will still shoot for the stociometric AFR in part throttle , closed-loop mode . It will then build a long term fuel trim memory that will be applied ( to an extent , i think ) to your WOT , open-loop mode . But that is not the proper way to do it because it will ultimatley lead you astray . In that example above , the initial math used by the ECU for the fuel charge would be wrong , and the ECU will have to apply other math to it to get it in the right range . Seems ok , untill you realize that many othere things are going on with these calculations . Like this .
In open loop mode . the ECU doesnt actually know what the AFRs are , its not reading the o2 sensors for that information . the stock sensors are a narrowband type sensor . They can only nod their head , or point in two directions . That is to say , they can tell the ECU One of three things .
1. The AFR is correct for closed loop , 14.7
2. The AFR is below 14.7
3. the AFR is above 14.7
But when you are in open loop mode , that would be too lean of a mixture , your motor wants a richer fuel charge , something in the 11.8 range . Since the ECU/o2 sensor combo cannot actually target an AFR that is NOT 14.7 , it has to extrapolate . That is what the Power Enrichment table for . The values in the table here are modifier values that are used to calculate how much fuel will be added at what boost/rpm level to achieve desired AFR at WOT . Which , in the enhancements flash i sent you were at .015 across the board . That , if the initial rescaling is correct , will give the ECU a target AFR in the mid 11s . If the math is wrong in the first place , these calculations will be skewed & incorrect . Your ECU will never know because it in open loop mode , it is assuming the initial math was correct & it cant see that its wrong .
This dynamic plays itself out in other scenarios as well .
That said I too am guilty of ignoring my own advice . While most of my recent flashes have dealt with a e-85 mix , I should have taken the time to get my LTFTs spot on in my gasoline flashes . they still arent perfect at & below Idle PWM (1000 & below) . But no worries , they are well within the accepted limits for me . It still targeted a perfect 14.7 afr at idle , confirmed by my wideband .