loca5790

Note for a linear sensor you can just use the 2 point cal 4/5/6 instead of having to calculate every point.   For example something like this would cover your new values:

I'd put money on the mac valve just ran through this issue and it was wired correctly.  Unplug it and the issue should go away.  It is backfeeding into the aux circuit.
It should audibly click at the lower frequencies.  
I'm guessing you will need to take the boost solenoid off of the ignition key on switch and move it to it's own relay triggered by enabled conditions in the link to ensure it is not powering down at the same time the link is.  I also think that the state hold would work if you put a delay on the link to shut down after the boost solenoid de-energized.  The issue is that the magnetic field collapse of the solenoid is enough to spike the ecu through the aux circuit on key down.  I bet if you unplugged all your injectors the voltage spike would have no where to go and the issue would also not be present.  It spikes solenoids that then creates magnetic fields that collapse and induces power.

It won't let me post another picture but at the lower bound of the sensor the link and the factory ecu drift further apart.  At the decel the link was at 4 Kpa but the factory ecu was at 16 kPa.  
 
During driving at max boost factory logged 146 kPa and link 140 kPa.  This lines up with the idle numbers and all other driving numbers.  Idle link is 52ish kPa and factory was around 60 kPa.  The 6-8 kPa delta holds true under all conditions other than the one you pointed out.  
 
In order to scale my MAP axis to account for this error when running my axis for load via MAP was shifted by 7 kPa across the board from my original tune to my new tunes once I identified this offset.
 
https://www.summitracing.com/parts/nal-12592525?seid=srese1&gclid=Cj0KCQiA8dH-BRD_ARIsAC24umYEJaykPE9MeNTgaAA0MQCHaB6SZCODECRjy2RWrfQqlXy97rvNvL8aAr9UEALw_wcB  is a link to the map sensor.
 
Factory calibration is -11.25 offset and 312.5 linear.  The way to calculate this is as follows: 312.5 is the 5V number and -11.25 is the axis cross point at 0.
Volts Map 0 -11.25 0.5 21.125 1 53.5 1.5 85.875 2 118.25 2.5 150.625 3 183 3.5 215.375 4 247.75 4.5 280.125 5 312.5  
This is the curve generated off that method.
If you reference my table you can see it is shifted on the volt axis.  I also have a couple kPa error in there because the factory curve actually started at -11.25, I will redo that table for austerity measures.
 
Old table
+
New Table - I still may have to scale this table.... will check...

 
This table was created by calculating y=mx+b then solving for the limitation of no decimal places allowed in axis divisions in the link.  The table was broken into even steps rounded to the nearest whole number and then solved for x because decimals places could be used.  9 was used because it was the first positive number in the table.
 
Anyway, the shifting of the VE map to correlate with the discrepancy in the map reading between factory and the link should have been acceptable for trial purposes, but this again depends on how the model is calculating VE and brings us back to how does it work.
 
I am investigating bringing my MAP in across CAN and using that as a scalar on my Fuel/Ign tables but would have to be ANV table.  Would love to see CAN variable be able to be assigned to hard coded axis such as TPS, IAT, CLT... I think you understand the desire.
 
Ill try again with the updated axis and rescaling all my fuel/ign tables.
 

 
 
This curve is to demonstrate the error between the tables.  The X represents my first table and the triangle is the new table created.  The triangle is the factory curve.
I have to be honest here, bit by Holley's genius once again.  I used their curve labeled as that map sensor part number in their software figuring how could one mess that up............ wellllllllllllllllllllllllllllllllllll it is wrong.  My mistake, thanks Adam... hopeful this fixes it.