First of all, I have to say that your posts on this forum are a little suspect. All of your posts on this forum started today, after this thread. You don't own a 4C and it's pretty clear from your comments in another thread that you never will own one (you said it aggravated your back issues). That said, I'm going to take everything you said at face value and address it.
I do have a dilemma though. If you are who you say you are, then you are about the last person I would want to explain some of this stuff too because Bosch intentionally makes it difficult to tune ECUs. I am not going to help them out by explaining our process for getting around that. This is sort of like a safe manufacturer asking a safe cracker how he does his job. So with that in mind, I'll continue.
Let's start with the power and torque numbers. We have been extremely clear that we publish numbers based on testing results using Auterra. That's the most accurate way of generating numbers for this car because it allows plenty of airflow through the radiator and intercooler, plus we don't have any wheel speed sensor issues or disagreements. Best of all our customers can easily purchase the software and see the numbers for themselves. They don't have to take our word for it. We also use Dynojets, and sometimes publish those numbers, but for the reasons I discussed earlier I consider Auterra to be more accurate on this car, especially a tuned one. If you have any doubt about the accuracy of Auterra, I suggest you use google to research it. Any reasonable person would conclude that it's accurate is used correctly. It shows about 230whp/242wtq on a dead stock car and those are the numbers we use for comparison.
Now onto the presentation of our data. Yes it's plotted into another format so that it matches the background of our PDF flyer. That's extremely standard in the industry. In fact, not only is it common in the aftermarket, it's exactly what the big manufacturers do, including Fiat. If you are who you say you are, then you should know that. I'm not sure why you took issue with it.
You ask about fuel injectors, fuel pump, and turbo limitations and describe them as if they are hard limits. They just aren't. A manufacturer's limits are generally much lower than we in the aftermarket use. That's because they have to build to the lowest common denominator. We don't, we tune specifically for our target customers, which tend to be enthusiasts who take good care of their cars, change oil on time, properly gap spark plugs, clean the air filter regularly, etc.
Let's look at the turbo for a moment. We spin the turbo faster than the stock ECU allows (I am assuming that's the limit you are talking about as there is no published compressor map for this turbo). How exactly we do that isn't something I will share with you. When it spins faster it creates more boost (all other things being equal) We also take advantage of that boost in ways the factory just didn't. For more on this please read: VVT Explanation and Tuning
. That has a lot to do with power on this engine.
Of course the fuel injectors do have an actual hard limit, well sort of. That limit is 100% duty cycle. We certainly don't run them to the edge there, but we get a lot closer than they were originally. Of course with more fuel pressure, you get more fuel for each percentage. So if we run them to say 92% and don't want to go to 93% there are options. That should be enough info for you to make a darn good guess at what we did there.
The question about the "the 1000 degrees Celsius problem" is interesting to me. It's not a problem for us. I simply don't want to explain how we deal with that because that information could benefit other tuners. No typical customer would ask that, because only someone who has been inside the ECU even knows about it.