Tons of information that I don't understand but it's always appreciated to get an in depth look behind the scenes as to what's happening in the tuning process! I'm sure this knowledge is exponentially more valuable to those who are actively learning how to tune their own vehicles. Solid work Aaron! Look forward to seeing you guys again soon
Aaron, very interesting video again! Because I have an AEM Infinity and a 4 port boost control solenoid, too. And I have a 0.4 bar WG spring in my MK3 Supra 2JZ VVTI doing 2 bar + of boost with this setup. I tuned the boost control a little bit but stopped it because of wet and cold weather the last few month here in Germany. But I'm very interesting in this and will get back to it, when the sun comes up again. If I'm right I set the PW output to about 25hz and have very low P and I numbers. Boost values stay very close to my Targets but most time I have a little bit overshooting in the spoolup area. It would be great if you could give us some practice examples of changing the PID settings and the effect of each. My understanding of PID is, that you should tune the proportional gain at first to get close to your desired target boost while zero out the I and D. Why not tuning the derivate gain next to stabilize the steady state error before tuning the integral to get closer to the target value? I often see that boost control settings where it's more a PI than a PID control because no one really use the derivate gain. Is it because of the poor or unstable MAP signal?
Earlier versions of the Infinity firmware didn't seem to have enough filtering so definitely had issues with the MAP sensor causing feedback issues. I use lots of derivative for things like idle control, but less than I can for most things. Maybe I should do a video specifically on PID tuning?
@@AaronONeal1 Aaron, that would be great if you will give us some practice examples. Another interesting thing would be if you tend to use a little bit higher or lower duty cycle in your base map to get a desired boost level as a starting point for the feedback control?
@@speeedya I do normally start less than I feel it should be. I've tuned enough cars that I have a decent idea of what duty cycle will get me a given boost level on a given wastegate spring. So that way the feedback will adjust up, keep it safe, and I can get an idea of what it actually should be.
@@AaronONeal1 all right. I'm doing it the same way. I've found that the 4 Port solenoid is more sensitive to small changes of the duty cycle than the 3 Port. In my example 1% Duty Cycle increase will give me an increase of about 20 kpa. That's a little bit tricky, because the boost values for a given duty cycle varies a little bit with temperature. For example, "cold system" makes 1.8 bar at 26% duty. After a few runs you need 28% for the same boost target.
Tons of information that I don't understand but it's always appreciated to get an in depth look behind the scenes as to what's happening in the tuning process! I'm sure this knowledge is exponentially more valuable to those who are actively learning how to tune their own vehicles. Solid work Aaron! Look forward to seeing you guys again soon
blows me away that one of the best tuners in the world only has 365 subs. I give it a year and youll have 100k subs. keep the vids coming aaron!!!
Thank you, that is very kind. I don't know about best but I'd like 100k subscribers.
you're the main tuner at the best shop on the west coast. Arent you the one that tunes all the record setting ETS/English cars?
@@Deckageskate666 I do not tune those cars generally. I have helped with them at the track but not the same thing :)
Aaron, very interesting video again!
Because I have an AEM Infinity and a 4 port boost control solenoid, too. And I have a 0.4 bar WG spring in my MK3 Supra 2JZ VVTI doing 2 bar + of boost with this setup. I tuned the boost control a little bit but stopped it because of wet and cold weather the last few month here in Germany.
But I'm very interesting in this and will get back to it, when the sun comes up again.
If I'm right I set the PW output to about 25hz and have very low P and I numbers. Boost values stay very close to my Targets but most time I have a little bit overshooting in the spoolup area.
It would be great if you could give us some practice examples of changing the PID settings and the effect of each.
My understanding of PID is, that you should tune the proportional gain at first to get close to your desired target boost while zero out the I and D.
Why not tuning the derivate gain next to stabilize the steady state error before tuning the integral to get closer to the target value? I often see that boost control settings where it's more a PI than a PID control because no one really use the derivate gain. Is it because of the poor or unstable MAP signal?
Earlier versions of the Infinity firmware didn't seem to have enough filtering so definitely had issues with the MAP sensor causing feedback issues. I use lots of derivative for things like idle control, but less than I can for most things. Maybe I should do a video specifically on PID tuning?
@@AaronONeal1
Aaron, that would be great if you will give us some practice examples.
Another interesting thing would be if you tend to use a little bit higher or lower duty cycle in your base map to get a desired boost level as a starting point for the feedback control?
@@speeedya I do normally start less than I feel it should be. I've tuned enough cars that I have a decent idea of what duty cycle will get me a given boost level on a given wastegate spring. So that way the feedback will adjust up, keep it safe, and I can get an idea of what it actually should be.
@@AaronONeal1 all right. I'm doing it the same way.
I've found that the 4 Port solenoid is more sensitive to small changes of the duty cycle than the 3 Port. In my example 1% Duty Cycle increase will give me an increase of about 20 kpa.
That's a little bit tricky, because the boost values for a given duty cycle varies a little bit with temperature.
For example, "cold system" makes 1.8 bar at 26% duty. After a few runs you need 28% for the same boost target.
Awesome info Aaron - How about some real world examples of the 4-port for those of us stuck in the open loop world.
I can do that
does open loop mean no ebcs?
Open loop means that there is no correction based on background tables I have programmed/tuned
If there any way you can help me with mine ? I have aem infinity 506 on my 94 supra with a 2 port selenoid. Thanks.