Rant mode on....
They only needed to google 'EC.XDF'. He found my disassembly on gearhead-efi along with the XDF file. Gearhead-efi took down the offending XDF file very rapidly after finding out it was based on copyrighted material. A bit more googling (which I am going to guess Wester's did) would have led him here, to dripspeed's site, and probably to at least a few other sites hosting the file(s). Wester's does have a right to defend copyrighted and licensed material. If you think his price is too high, then don't use his product. You don't have the right to think that the price of a television set is too high and just walk out of a store with it without paying. It's just plain wrong. From Catholic to atheist, most of us were taught growing up 'Thou Shalt Not Steal' or something very similar but now is it not convenient? The fact is that someone that bought Wester's package leaked the file, breaking the copyright and/or license agreement.
You have disassemblies that are enough to decode and develop an XDF. If you use a 'free' XDF for any of the automatic transmission vehicles (4L60E/4L80E), update the addresses, then add the diesel stuff that is well documented in my disassembly, you do not have to break a copyright. You know, I think doing a disassembly to the level of the one that I *gave away* so that someone else could make a from-scratch XDF file is being awful nice since that represents hundreds if not a thousand hours of work.
Rant mode off...
Also, the new engine controllers are all being locked up tight, thanks to new EPA rules, IP protection, and liability. The OEMs (and I work for one) do not really want to 'give away' too many more secrets than they need to. Also with the model-based controls it's not like you can just 'crank up the boost' or 'crank up the fuel'. Table functions are now so interwoven that it takes a 4,000 to 10,000 page manual to describe the calibration process... along with many cautions and warnings. A real-life (true) example from a turbocharged gasoline ECM - one scaling factor used to model the intake manifold volume. So you lower the value so you get a bigger 'pump shot' - the MAP value estimated by the MAP reconstructor leads the true value of MAP. But you now destabilize the MAP reconstructor, throttle airflow estimator, desired throttle position airflow corrector, feedforward torque delay compensator, boost pressure controller, and MAF-to-boost pressure feedback corrector algorithms. The calibration manual specifies that you need to measure the frequency/phase response of the loop and gives a procedure to do it and you need some high-speed logging (>1000 Hz) to do it. But a DIY calibrator does not have that piece of information or procedure. That single change of one value then causes the throttle to thrash back and forth and wear itself out in ten or twenty miles - then stick OPEN when the gears break. Fortunately the OEM put in detection logic to find a broken gear but it just shuts the fuel off and you coast to a stop. All of the newer controllers work in this interwoven manner and so part of the 'locking it up' is not only for emissions but liability and also making sure that someone tuning it has the correct information on how to tune it. Probably one of the 'most common' ways of tuning an engine now is Matlab CAGE or similar tools - google it. Data is gathered normally on a motoring engine dyno then fed through CAGE to generate engine performance models. You can run embedded models (calibration and code are intertwined, with tables replaced with polynomials from curve-fits, plus differential equations). That would be almost impossible to 'tune' as there are no tables there to tune. I've not generated code like it but apparently it is being done.
