Quote:
Originally posted by Richard Hudgins
By installing traction control, you have in essence controlled (read reduced) the HP (or Torque) that the chassis will see in a dynamic situation. Exactly the correct thing to do with your engine/chassis combination. By using traction control you have taken an inherently unstable platform and applied controls that will allow this platform to remain in a stable longitudinal dynamic window.
With the Motec M800 I think that you are limited on the digital input side to 4 inputs for wheel sensors. I do not know if they can read the A>D outputs of two accelerometers and correlate with the wheel speed sensors to provide total traction control. But I am sure that OZVENOM will know how to do this and program them correctly. But with a manual throttle I do not know if a really effective friction circle system can be developed. But you can certainly make a single dynamic system work well.
|
Richard, thanks for the reply. You now have me intrigued as to the capablilities of the system for the racetrack. I was going to be content with simply applying the traction control based around the wheel speed sensors, but I'm going to send an email to Motec Tech to see what they have to say about the accelerometers and drive-by-wire throttle. I was concerned about the suitability of simply retarding ignition timing, as I believe that the motor will still be making 600+lb/ft with only 14 degrees TOTAL timing. The ignition cut seems like a brutal way to cut power, and I certainly can't see that it would help the chassis dynamics to have the engine hitting a soft rpm limiter mid corner
. This leaves me with drive-by-wire, and mounting the throttle body before the supercharger to effectivey choke off the intake air supply. Much more delicate and effective, I'd assume...
"It's an OZ thing...." I might have a sticker made up for when I bring the car over for next year's Fling!!!
Craig