For the time attack guys, Traction Control on or off?

[stugray]

Originally Posted by D K

Our cars have dogs?

Originally Posted by OkieSnuffBox

Dog rings in the transmission.

Originally Posted by 7thgear

which we don't have.......

Dog TEETH!
And yes we have dog teeth in our trans.

[stugray]

Originally Posted by PowderfaceTr.

Please tell me you know how to ignition cut shift.

So you are suggesting that instead of rev matching to smooth shifts, that we can avoid that pesky trick by shifting when the rev limiter engages?
Sure that will work maybe 3% of the time I need to shift

Originally Posted by PowderfaceTr.

If you don't like linkage connected to your coils then try the RACE ROM app. That is if computers don't scare you.

It is pretty much impossible to have more computer experience than me (unless you are Alan Turing or Wozniak) so save the insults.

Originally Posted by PowderfaceTr.

Learn to only clutch for take off. It is clear your inexperience is obvious. ?

Fuck you AND your assumptions. (since we are now resorting to insults, I wont veil mine)

Originally Posted by PowderfaceTr.

Know when to shift just as the input shaft lets you. Done correctly you never get a hint of grinding on the dogs. How else can one shift when left foot pumps ABS?

I have been capable of clutchless shifting for over 30 years.....
Your pitiful attempts at sounding smart are backfiring.

ANd MY racecar does not HAVE ABS, so again - what was your point?

[7thgear]

Originally Posted by stugray

Dog TEETH!
And yes we have dog teeth in our trans.

(Dundee)you call those teeth?(/Dundee)

[stugray]

Originally Posted by 7thgear

(Dundee)you call those teeth?(/Dundee)

Those look more like the teeth of a Herbivore.....

[7thgear]

Originally Posted by stugray

Those look more like the teeth of a Herbivore.....

Hippos don't play around, mang.

[Koa]

Originally Posted by stugray

So you are suggesting that instead of rev matching to smooth shifts, that we can avoid that pesky trick by shifting when the rev limiter engages?
Sure that will work maybe 3% of the time I need to shift



It is pretty much impossible to have more computer experience than me (unless you are Alan Turing or Wozniak) so save the insults.



Fuck you AND your assumptions. (since we are now resorting to insults, I wont veil mine)



I have been capable of clutchless shifting for over 30 years.....
Your pitiful attempts at sounding smart are backfiring.

ANd MY racecar does not HAVE ABS, so again - what was your point?

Stu, don't feed the trolls

[redlined600]

Originally Posted by stugray

So you are suggesting that instead of rev matching to smooth shifts, that we can avoid that pesky trick by shifting when the rev limiter engages?

I think he's implying that the new era will be filled with DSG, PDK ect and computer control as offered by ECUTEK with flatfoot shifting and auto revmatch.

This has been a fun albeit non-informative thread.

[D K]

Originally Posted by CSG David

It's great to be #1 out of a competition field of 1.

One time, i came in second

[stugray]

Originally Posted by redlined600

I think he's implying that the new era will be filled with DSG, PDK ect and computer control as offered by ECUTEK with flatfoot shifting and auto revmatch.

This has been a fun albeit non-informative thread.

Soon PowderfaceTr wont need any of that "antiquated driving technique" stuff when Google comes out with the "GoogleRaceROM auto-driving performance system".
Now the racecar driver can just sit back and enjoy the newspaper and a Soy Moccachino.

[CSG David]

Originally Posted by D K

One time, i came in second

I thought I was cool coming in fifth.

[PowderfaceTr.]

Traction control
is a driver aid and as such is used
to assist with consistency. In most
cases a professional driver is faster
over a single lap without the use of
traction control but over the course
of multiple laps it helps with getting
more consistent lap times. This brings
us to the key element of traction
control tuning; it has be done based
on the feedback of the driver. We
then correlate that to what we can
see in the data and make changes
based on both. It is all well and
good to have a wonderfully
configured traction control, but if the
driver lacks confidence then its work
down the drain.

[raul]

[PowderfaceTr.]

It was already said that most
drivers prefer the ignition cut
method for torque reduction in a
traction control system. Cutting
the spark means there is better
feedback for the driver and he or she
gets a better feel for what the car is
doing. This provides confidence and
repeatability. We therefore need to
configure the ECU to cut the spark to
reduce the torque. This might seem
like a simple thing to do, but we
must be careful. For example if we
start to cut one cylinder per engine
cycle straight away there will be a
very steep loss in torque, resulting in
a less than favourable situation for
the driver. It is therefore necessary
to start more gradually and cut one
cylinder every 3rd cycle and then
increase the severity if more torque
reduction is needed. Using this
method requires a lot of work on
generating the matrix for the cylinder
cut as the table needs to be very
large to control the torque reduction
adequately. Pictured is an example of
a table used for pit lane speed limit
and although this one is quite large,
it is far too small for traction control.
There is, however, a solution that
makes life easier, and that is to use a
randomiser for the ignition cut. This
uses predefined parameters and
smooths out the torque reduction.
Once the torque reduction
method is set, it is time to look at
some of the other parameters. As a
reminder, the following parameters
all influence the traction control.
If we look at for example the
User Multiplier, it is useful to give
the driver a bit of control over the
severity of the traction control.
The same switch is also used to
set the maximum allowed slip so
it is necessary to be careful when
configuring this value. Some of the
other parameters can then be seen
on the left hand side. Do we want
to control it is the spin or slip of the
wheels. How much slip is there and
how fast is the slip building up?


Looking at some data for a
specific corner, we see the traction
control is set to 4 and the torque
reduction is limited to 34.9 per cent –
this setting appears to suit fairly well,
at least it inspires confidence as the
driver keeps his foot flat and slides
the car around. We could probably do
a bit more to smooth out the torque
reduction as the rpm does fluctuate a
bit due to the ignition cut.
On the next lap the driver tries
a less intrusive setting, but as the
assistance is reduced the confidence
is lost and the driver interferes and
goes out of the throttle. We also
see much more action in the slip
percentage (Orange line at the
bottom) indicating excessive slip. This
is clearly an effect of less maximum
torque reduction indicated by the
pink TCS_trq channel.
No doubt the driver’s feedback
will be that setting three is probably
not appropriate for the current level
of grip, but setting 4 might be a bit
too intrusive so there might be a
happy medium between the two.
It is then necessary to adjust some
parameters to create the traction
control settings that are likely to
work. In order to do so it’s a good
practice to set up a simulation. There
are two elements needed for this;
a good analysis tools package and
the calculation method used in the
ECU to determine the level of torque
reduction. The way to do this will be
different depending on software and
hardware, in Pi Toolbox the lookup
table function allows us to generate
two dimensional maps in excel which
directly replicate what is used in the
ECU calibration tool so the simulation
becomes relatively easy. Pictured
are sample screenshots of simulated
torque values versus the current ones
which make it easy to predict the
behaviour on track.
In theses instances we have
reduced the user torque limit to 30.9
per cent so we can see the effect
this will have on the TCS torque.
Additionally the simulation shows
the level of cut produced by the
traction control strategy.

[OkieSnuffBox]

TL;DR