More likely ignition breakup or map/transient enrichment needs to be cleaned up if reading very rich or wideband flickering lean (rich misfire). Injector deadtime errors will have the biggest impact at idle/cruise where any errors represent a larger part of injector on time, at high load it should make very little difference.

Interesting, i have an idea about the waste gate setup for the intake and exhaust. I can leave my shitty 8 psi spring in the exhaust waste gate and have an 18 or so psi spring on the intake side wastegate and i can plumb the EBC to only allow the gates to see pressure once 16 or 18 psi has been achieved. Its ghetto I guess because my exhaust gate cant do it alone but it would work.

18psi spring in the intake side wastegate? I don't think you understand how turbo control works.

He wants to run around 18psi and stop the overboost due to the undersized exhaust gate. If he plumbs one conventionally with boost source acting against the spring it should do that. Not just using it as a BOV for closed throttle.

Some modern cars close the drive-by-wire throttle to prevent overboost. That seems safer than adding a second BOV or wastegate to the intake because it should keep turbo speeds and exhaust manifold pressure lower. Perhaps you could fabricate a simple pedal stop to prevent the throttle from opening far enough to overpower the wastegate?

that is exaclty how you drive a marginal turbo into surge, if he is getting genuine surge and not ignition breakup doing that would make it worse.

Ported the wastegate further and now it sees 15 psi peak with the wastegate arm disconnected, it was just a problem of it hitting too much boooost