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04-10-2021, 12:15 PM | #26 | |
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Member#: 509998
Join Date: Dec 2019
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Quote:
I could use an OTS map from an 09 STI (didn't that come with a vf52?) for example to get the v52 PID tables for. All other parts would be the stock ones on my 2008 WRX, So I'd likely need all the other tables from that map? Most importantly the primary fueling table values in the 08 WRX OTS map are all based on calibrations for my stock intake and MAF housing. Also I can feel your head gasket's terror from here when you mention the cracked radiator.
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Last edited by HarryCaveMan; 04-10-2021 at 01:40 PM. |
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04-10-2021, 01:56 PM | #27 | |
Scooby Specialist
Member#: 235475
Join Date: Jan 2010
Chapter/Region:
PRSIC
Location: Puerto Rico
Vehicle:2008 WRX Silver |
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04-10-2021, 02:18 PM | #28 | |
Scooby Newbie
Member#: 509998
Join Date: Dec 2019
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Quote:
**Update: I see..... I'm unable to open the 2010 map in my version of AT which is for a 2008, So I'll have to get the values from some other source... What I would want to consult an engineer for would be to learn how changing the turbo affects the math, here's an example: First of all, I'm not quite certain what the "proportion" metric means in this case. When I did PID before (one time in undergrad quadcopter project) P was for "position" which essentially meant "magnitude and direction of deviation from desired position" or (desired gyro signal - actual gyro signal (in degrees (signed int))). The I and D were just the Integral (cumulative sum) and Derivate (change/timestep) of the same metric WRT time. Here are guesses I came up with based on my previous experience: - Boost Error (Target-MAP)? - marginal or "proportional" boost error (Boost Error/Target) - marginal or "proportional" boost error (Boost Error/MAP) Then there's the graphs, does the line represent the coefficient to be used under the conditions defined on the axes? Understanding things like this can help me start to build the complete picture and figure out what assumptions I can test, for example: - With a larger wastegate port on the VF (or another future turbo). It seems like this would primarily affect the way Derivative maps to WGDC, because a smaller change in WGDC would result in a larger change in flow... well, maybe, under certain conditions... I don't know xD. It would definitely mean that you would need less WGDC to achieve the same bypass volume, and bypass volume is certainly related to the derivative of compressor RPM which is related to the derivative of boost pressure... When I look at the tables, it appears to be a PI system only and not a PID system, is this the case? Anyhow, even this conversation is great because rubber ducking with people helps me think things through... Last edited by HarryCaveMan; 04-11-2021 at 01:19 PM. |
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04-13-2021, 09:39 AM | #29 |
Scooby Newbie
Member#: 509998
Join Date: Dec 2019
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Self tuning my vf52 swap
Starting to finally put all the pieces of info I have been collecting together in a meaningful way.
One thing I notice is that EFI-U (aka COBB) seems to incorrectly describe the boost control system as a PID controller when it is actually only a PI controller...please correct me if I'm wrong here. I'll be going into more detail when I actually start tuning, after I install the new turbo, later this month. I found on this thread RomRaider which is incredibly helpful. |
04-16-2021, 02:23 PM | #30 |
Scooby Specialist
Member#: 515308
Join Date: Jun 2020
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No engineer or tuner has the answer to this. And getting it correct is much easier than u are thinking. Take the info, make an intelligent guess and test. Repeat.
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10-03-2021, 11:56 PM | #31 |
Scooby Newbie
Member#: 509998
Join Date: Dec 2019
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Accurately test how though?
The thing about "testing" is that I can't accurately measure the AFR during my test if it becomes too lean or rich.
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10-04-2021, 02:28 PM | #32 |
Scooby Specialist
Member#: 149347
Join Date: May 2007
Chapter/Region:
NESIC
Location: Tolland, CT
Vehicle:05 LGT ,09 SpecB Black/silver |
FWIW, I remove the studs in the up pipe and bolt the turbo to the up pipe. I got bolts from the dealership. They are the same bolts used to mount the up pipe support bracket to the block.
It makes lining up the oil return, inlet tube and up pipe at the same time much easier. Also, the grimmspeed TMIC is a great upgrade, both my cars have one. |
11-02-2021, 11:11 AM | #33 |
Scooby Newbie
Member#: 527268
Join Date: Nov 2021
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Is the vf52 turbo stock on 2009 impreza wrx premium?
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11-02-2021, 02:10 PM | #34 |
Scooby Specialist
Member#: 149347
Join Date: May 2007
Chapter/Region:
NESIC
Location: Tolland, CT
Vehicle:05 LGT ,09 SpecB Black/silver |
FWIW, I have been running a vf52 with stock fueling since Aug 2011, some 150,000 miles ago. I also bolt the turbo to the up pipe. It makes lining up the turbo, new oil return hose, turbo inlet and up pipe at the same time much easier. Car was dyno tuned at 21psi back then.
I got bolts that hold the up pipe support bracket to the block from the dealership. Those bolts worked great to bolt the vf52 to the up pipe. |
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