racelogic traction control
Discussion
i know my right foot is the solution
http://www.pistonheads.com/gassing/topic.asp?h=0&a...
it s not easy to find help for this system
may be you know some company who have installed it in tvr
I hope they can give me some advices
http://www.pistonheads.com/gassing/topic.asp?h=0&a...
it s not easy to find help for this system
may be you know some company who have installed it in tvr
I hope they can give me some advices
Hi Cerber
I have a Racelogic traction control system fitted to my Tuscan. The company that fitted it for me are now longer operating. You can me pm if you want any further information. Personally I'm not sure that having the traction control was worth the expense as I don't drive in the wet unless caught out, don't drive it hard enough for the tc have any effect, and in my opinion the OE handling set up (on one of the last built) is very good without the need for tc. On the other hand the handling on the earlier Tuscans was/is, I understand, not particularly good.
I have a Racelogic traction control system fitted to my Tuscan. The company that fitted it for me are now longer operating. You can me pm if you want any further information. Personally I'm not sure that having the traction control was worth the expense as I don't drive in the wet unless caught out, don't drive it hard enough for the tc have any effect, and in my opinion the OE handling set up (on one of the last built) is very good without the need for tc. On the other hand the handling on the earlier Tuscans was/is, I understand, not particularly good.
Cerber,
One guy on PH has fitted traction control to his LS powered Cerbera.
You might try and send him a PM via piston heads.
Try Boosted Cerb on here . Don't know if there will be any commonality between the LS engine ecu/the MBE ecu/the set up on the Tuscan, but it's worth a try....and I know Richard installed the TC himself (think it was Racelogic) so he might be able to help?
One guy on PH has fitted traction control to his LS powered Cerbera.
You might try and send him a PM via piston heads.
Try Boosted Cerb on here . Don't know if there will be any commonality between the LS engine ecu/the MBE ecu/the set up on the Tuscan, but it's worth a try....and I know Richard installed the TC himself (think it was Racelogic) so he might be able to help?
Tonto said:
What's your objection?
TVR's were built for drivers, feeling traction through the steering wheel and responding to what you feel with throttle control. Traction control takes away driver control, call me old fashioned but I'd never have traction control on a performance car, I always want to respond to what I feel through the steering wheel.
cerber said:
yes but with this system you can choose with or without and choose the % of slip you want
it can be interesting on the wet ,sometimes the rain come without prevent
this system cut the signal(the pulse) for the injector when it detect a difference of speed between front and rear
MBE has 2 batches of 3 injectors, dont know if i would want to kill them on a S6 at 4000rpmit can be interesting on the wet ,sometimes the rain come without prevent
this system cut the signal(the pulse) for the injector when it detect a difference of speed between front and rear
Page 10 on the traction control manual
"Diagram 6 shows that all four of the fuel injectors are fired off one signal from the ECU. This is more common in older cars. The traction control needs to be able to control individual injectors, so it will need to be interfaced where the signal splits to each injector. The signal is sometimes split just outside the ECU or at the injector under the bonnet, in which case extra wiring may be needed."
"Diagram 6 shows that all four of the fuel injectors are fired off one signal from the ECU. This is more common in older cars. The traction control needs to be able to control individual injectors, so it will need to be interfaced where the signal splits to each injector. The signal is sometimes split just outside the ECU or at the injector under the bonnet, in which case extra wiring may be needed."
Presumably you will be running this with the standard MBE.. does the Racelogic system essentially turn this into a sequential system.. otherwise wont you need to be careful not to cut the fuel to the same cylinder in the "batch" repeatedly.
From the Racelogic sight -
Fuel Cut
The idea of cutting fuel to an engine sets alarm bells ringing in engine builders, as they all know of the potential disaster of a high revving race engine running lean. Running in a lean combustion mode will elevate in-cylinder temperatures very rapidly, the denser the air/fuel charge, the more heat the lean burn can generate. Therefore it is vital that a fuel cut system will not cause a lean burn.
The simplest way of preventing a lean burn is to remove more than 50% of the fuel from the pulsed delivery. A mixture will only ignite if the air/fuel ratio is within a tightly defined window, look at the efforts being put into making lean burn engines fire on very low air/fuel ratios (1:20 or more). Removing more than 50% of the fuel will cause an air fuel ratio of over 1:25 and will result in a complete miss-fire, with the unburned fuel passing out through the exhaust valve. Even if a high air/fuel ratio did manage to ignite, the energy available from the amount of petrol injected wouldn't be enough to elevate temperatures significantly. Of course the ideal system will remove 100% of the pulsed fuel delivery, allowing the cylinder to take a gulp of fresh air, and the in-cylinder temperature would remain virtually unaffected. Racelogic Traction Control operates in this manner - the complete injector pulse is removed so no possibility of lean burn can exist.
Prolonged fuel cut on one particular cylinder would cause scavenging of the petrol lining, the inlet tracts, and when the next full fuel pulse arrived, it would be partially reduced in quantity by the re-wetting of these tracts. Therefore it is often important to manage a rotation of the cylinder cutting to prevent this situation from occurring.
From the Racelogic sight -
Fuel Cut
The idea of cutting fuel to an engine sets alarm bells ringing in engine builders, as they all know of the potential disaster of a high revving race engine running lean. Running in a lean combustion mode will elevate in-cylinder temperatures very rapidly, the denser the air/fuel charge, the more heat the lean burn can generate. Therefore it is vital that a fuel cut system will not cause a lean burn.
The simplest way of preventing a lean burn is to remove more than 50% of the fuel from the pulsed delivery. A mixture will only ignite if the air/fuel ratio is within a tightly defined window, look at the efforts being put into making lean burn engines fire on very low air/fuel ratios (1:20 or more). Removing more than 50% of the fuel will cause an air fuel ratio of over 1:25 and will result in a complete miss-fire, with the unburned fuel passing out through the exhaust valve. Even if a high air/fuel ratio did manage to ignite, the energy available from the amount of petrol injected wouldn't be enough to elevate temperatures significantly. Of course the ideal system will remove 100% of the pulsed fuel delivery, allowing the cylinder to take a gulp of fresh air, and the in-cylinder temperature would remain virtually unaffected. Racelogic Traction Control operates in this manner - the complete injector pulse is removed so no possibility of lean burn can exist.
Prolonged fuel cut on one particular cylinder would cause scavenging of the petrol lining, the inlet tracts, and when the next full fuel pulse arrived, it would be partially reduced in quantity by the re-wetting of these tracts. Therefore it is often important to manage a rotation of the cylinder cutting to prevent this situation from occurring.
Having had a serious moment in a straight line at 70mph on a mildly damp motorway while driving tentatively I'd have to say that this is NOT a bad idea for those occasions you find yourself caught out in the wet.
I'd rather have spark retardation cause engine damage than face an adventure into the soft (or not so soft) verge.
I'd rather have spark retardation cause engine damage than face an adventure into the soft (or not so soft) verge.
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