LS engine fly by wire setup
Discussion
We are having an LS3 based engine made for us which will endure the rigours of endurance racing, so it will have a 'proper' dry sump system as well as some other little niceties to make it a little more bomb proof under high cornering forces etc.
However, we have come to the point where we have to decide upon fly by wire throttle or a simple throttle cable. I like the simplicity of the cable, but obviously FBW has its benefits too. My concern is that I have not read much about FBW throttles on the LS3 engine and I wonder why. Does anyone have any experience of using them on an Ultima, and what are they like compared to the throttle cable setup?
Its just one of those things that is difficult to assess until you have actually tried both, hence the question.
Thanks
Jonny
However, we have come to the point where we have to decide upon fly by wire throttle or a simple throttle cable. I like the simplicity of the cable, but obviously FBW has its benefits too. My concern is that I have not read much about FBW throttles on the LS3 engine and I wonder why. Does anyone have any experience of using them on an Ultima, and what are they like compared to the throttle cable setup?
Its just one of those things that is difficult to assess until you have actually tried both, hence the question.
Thanks
Jonny
jonamacg83 said:
Interesting - how is it compared to a cable throttle? Are you able to remap your car or is it a standard/fixed GM map?
my car has GEMS x25 ecu and totally mappable. used advanced motorsport engineering who also have dynapack hub dyno.GTRCLIVE said:
The question is are you using the GM Ecu ?? if not there's not so many after market that support it ...
motec, gems.... ????? bout it really?^ It's a very complex ecu and most rolling road operators will have no experience of it. Also, GM will have spent thousands of hours establishing it's parameters safely. It would be easy to screw it up without prior experience. An aftermarket solution is simple and more mappers can map it.
Personally for straightforward plug and play I'd use the GM unit but for anything tuned I'd go aftermarket. Also the stock ecu will be biased to some extent towards emmissions control.
Personally for straightforward plug and play I'd use the GM unit but for anything tuned I'd go aftermarket. Also the stock ecu will be biased to some extent towards emmissions control.
jonamacg83 said:
GTRCLIVE said:
The question is are you using the GM Ecu ?? if not there's not so many after market that support it ...
Why is that? What is the limiting factor? I am surprised as it hasn't got any 'special' features on like variable valve timing etc.jonamacg83 said:
GTRCLIVE said:
The question is are you using the GM Ecu ?? if not there's not so many after market that support it ...
Why is that? What is the limiting factor? I am surprised as it hasn't got any 'special' features on like variable valve timing etc.Ive fitted both ECU's ie factory and non
non is easier to map but you will not get the economy of the factory unit, if your LS3 is going to be for racing i would suggest going aftermarket.... DTA is very good but i suppose it depends who is building your motor. Motec in my opinion is too expensive, with more expense when you want additional features switching on!!!
http://www.hotrod.com/techarticles/engine/hrdp_090...
Not in Corvette's yet but will come I'm sure...
Not in Corvette's yet but will come I'm sure...
BOSCH here in Germany is working on electric/magnetic adtivated valves, where you could much easier control opening time and lift.
I am acutally wondering why this is taking so long, as it would make engines less heavy and there could even be individual cylinder control, saving
again fuel and CO2
I am acutally wondering why this is taking so long, as it would make engines less heavy and there could even be individual cylinder control, saving
again fuel and CO2
spatz said:
BOSCH here in Germany is working on electric/magnetic adtivated valves, where you could much easier control opening time and lift.
I am acutally wondering why this is taking so long, as it would make engines less heavy and there could even be individual cylinder control, saving
again fuel and CO2
...hmm something similar was done by one of the major manufacturers about 25 years ago. I saw it on their test bed in Shropshire (accidentally-on-purpose stumbled into a room I shouldnt have been in). What was even more impressive at the time was the composite engine block (moulded around steel liners and bearing housing)/ alloy 16v heads. It ran a turbo along with electronic valve gear...would potter along like a sewing machine giving 50+mpg at 50HP or go straight into race mode at stupid RPM and 150hp all from 1200-odd cc ! At the time there were still lots of development issues one being the the size and consumption of the electronics to control the engine ! I often wondered why it never made it to production lines...... maybe it was just 30-40 years ahead and is just around the corner !I am acutally wondering why this is taking so long, as it would make engines less heavy and there could even be individual cylinder control, saving
again fuel and CO2
The GM FBW is very very good but as already stated does run a complex series of calcs to produce the results.
In this type of car whether or not its worth the effort is purely down to owner choice. In a much heavier vehicle you might see 2-5 mpg over a stock throttle body but this car is light, during mixed use I doubt theres much advantage except for the more-or-less 'instant' throttle response.
http://www.holden.com.au/vehicles/Commodore?gclid=...
See the AFM bit.
most of the newer commodores V8's (LS series engine) have got a special idle so that it shuts of some of the cylinders.
dont know how you would go about doing a "V-Tech" style lift control on a pushrod engine. dont think you would want to double the number of pushrods so something fancy would have ro be done at the rocker end......
(dam - i just know thats going to keep me awake all night. 12:20am on the east cost of OZ right now.)
See the AFM bit.
most of the newer commodores V8's (LS series engine) have got a special idle so that it shuts of some of the cylinders.
dont know how you would go about doing a "V-Tech" style lift control on a pushrod engine. dont think you would want to double the number of pushrods so something fancy would have ro be done at the rocker end......
(dam - i just know thats going to keep me awake all night. 12:20am on the east cost of OZ right now.)
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