As you will notice i have noted the dot on the center piece of the diaphram clamp thing, and the notch on the edge of the lda. when the dot is directly facing the notch, the boost pin is turned to it's lowest fueling setting, and the steepest shallowest side of the taper. no fun there haha, as you can see i have mine turned completely opposite to the highest fueling point. you may also notice that i point a mark with a permanent marker on the opposite side of the pump to the notch.
To really see what's going on you need both EGT and boost gauges.
I can appreciate the "maximum fueling" concept, but it's not the approach I take even if I want max power. My approach is to turn the max fuel screw in until it smokes a bit when floored off boost. Then adjust the starwheel, pin stop ("smoke screw" in the initial pic) and boost pin rotation in order to achieve a similar amount of smoke across all of the boost pressures the engine experiences, e.g. if the smoke clears as boost comes up then go for a more aggressive slope or lower the starwheel. Once a similar smokescreen occurs throughout the range of boost, then turn the max fuel screw in or out to increase or decrease all of the fueling across the board. Just turning the boost pin to max or lowering starwheel to max can result in excessive smoke/EGTs at certain times and in essence hurting max performance of other times when the fueling is less. Rotating the pin to more aggressive and dropping the starwheel can result in excessive EGTs at inopportune times, e.g. hill climbing. If going for an unequal fueling, I would actually prefer to see excessive smoke off boost and then clear on boost as it will spool the turbo faster and result in lower max power EGTs.Andrew