Launch Control: Input Configuration
Watch This Course
$39 USD $19.50 USD
-OR-
Or
8 easy payments of only $2.44
Instant access. Easy checkout. No fees.
Input Configuration
09.39
| 00:00 | - Now that you're familiar with the M1 tune software and the various worksheets that we're going to need to be using to tune our launch control, we're going to actually look at the configuration and setup, so we'll go back to our wheel speed worksheet for a start, and as I explained in the last module, for us with our Toyota 86 package, there really isn't a lot of work to do, which makes our life nice and easy. |
| 00:22 | The setup is really quite straightforward. |
| 00:25 | if you are using a sensor, you just need to work your way through the sensor setup, and basically define what sort of sensor you have got attached to each wheel, how many teeth are being used per revolution, and then from that the ECU can measure the rotational speed of the wheel, and also we've got the circumference of the wheel, the rolling circumference of the wheel. |
| 00:50 | Again, if you're going to be changing your wheel and tire combination from what's factory in one of these OE packages, this is an area that you'll want to look at to make sure that your wheel speeds are actually remaining accurate. |
| 01:04 | Now, once you've configured all of your wheel speed sensors, the next step is to check and make sure that the ECU is reading these correctly. |
| 01:13 | This worksheet actually gives us all of the information we need to check that. |
| 01:18 | Okay, on the right-hand side here, we've got our wheel speed diagnostics, and down in the time graph, we can see exactly what's going on there as well. |
| 01:27 | I just started the car, and what I'll do is I'll just engage first gear, and we'll just drive along, and you can see that as I do that, the wheel speeds increase, and obviously when I stop, they slow back down. |
| 01:42 | One of the keys when we're setting this up is you can use the T key on the keyboard to pause the time graph, and if I press F6, I can full screen that. |
| 01:53 | Obviously, I've just driven along slowly there so we've got no wheelspin. |
| 01:57 | We expect all of the four wheel speeds to be matched, and they are. |
| 02:01 | At the same time, we've got no diagnostic errors, so the ECU is receiving valid information from all of those sensors, so we know that side of things are setup correctly. |
| 02:12 | For us at the moment, that's really all we've got to do here for our wheel speed setup. |
| 02:17 | Now we're going to move through to our race functions sheet and we're going to look at the setup that we need to do in there. |
| 02:27 | At the moment, we'll just look at the parameters we've got available. |
| 02:31 | We're not actually going to be using a launch control switch for this. |
| 02:36 | We're just running on the single default setup, so we don't have a switch wired at the moment. |
| 02:42 | We're just going to be using a single parameter for our launch control, and I've enabled the default mode here, as you can see. |
| 02:53 | The other thing we need to do, of course, is enable the launch control system itself, and we've done that already before we got started. |
| 03:02 | It was already set to enabled. |
| 03:06 | We've already looked very briefly at the options we've got available. |
| 03:10 | For the activate parameters, I'm going to leave these both set to zero. |
| 03:14 | We're not using either of those, and the throttle position entry and exit, again we're going to leave those set at the default parameters. |
| 03:23 | Now, I just want to talk a little bit about the ignition timing advance limit, and explain how I'm going to use that. |
| 03:30 | This is, if you remember back to the body of the course, we can use ignition retard to help us spool large turbos, help us build boost. |
| 03:38 | Now, Toyota 86 is fitted with quite a small turbo. |
| 03:41 | It's very responsive, so first of all we don't need that. |
| 03:45 | Now, the limit, the target I should say for the ignition timing is set here, and you can see at the moment it's set to negative 0.1 degrees before TDC. |
| 03:58 | Now, with this particular package, that's the maximum value that we're able to enter. |
| 04:05 | We can't enter a positive number. |
| 04:07 | What I've found through my own testing with this particular car is retarding the timing back to TDC was still quite aggressive. |
| 04:13 | It was resulting in quite a lot of popping and banging in the exhaust. |
| 04:17 | Now, I didn't need that to spool the turbo, so the way to disable that retarder if you want to is the retarder's controlled by, you can see here we've got a proportional and an integral gain value, so a PUI control algorithm. |
| 04:34 | What we can do is we can zero the gains out for both the proportional and integral gains, and what that's going to do is it's going to just leave the ignition timing at the table values. |
| 04:47 | It's not going to retard at all. |
| 04:49 | I found personally for this car that worked much better. |
| 04:53 | Feel free, though, of course if you do have a large turbo, you can use that ignition retard to help spool the turbo. |
| 05:02 | The body of our work is going to be done here in our engine speed limit table, and what I've done here is I've set this up for the first test we're going to do in our next section, where we're going to treat the launch control system like a simple two-step launch control. |
| 05:21 | We've got our engine speed limit versus ground speed. |
| 05:25 | Now, again, you'll understand all of that from the body of the course, so you can see at the moment we're on our default setting, the little yellow arrow there shows the currently-selected map, which you'll remember I'm not using a switch, so this is just set to default. |
| 05:41 | This is where we're operating here. |
| 05:43 | You can see I've started it at zero ground speed with an RPM of 3,000. |
| 05:48 | We're going to look at exactly how to adjust that in the next module. |
| 05:53 | This is where we will be making those changes, though. |
| 05:57 | Now, the next one that is really important, these two work hand in hand as the margin. |
| 06:02 | I mentioned in the last module, this works on top of the engine speed, so it's essentially a control range for the limit function. |
| 06:10 | Now, I've left the setup the default value of 50 RPM, which I've found again for the 86 through my own testing so far works really well. |
| 06:19 | It will depend, though, on your engine, the number of cylinders and the torque that the engine's making, and what you may find is that you'll get smoother limiting by increasing that margin out. |
| 06:31 | You do need to be aware that if you increase the margin, let's say we took the margin from 50 RPM to 500. |
| 06:39 | Now, that is going to essentially add to the values that you've got and your engine speed table. |
| 06:47 | Instead of 3,000 RPM for our launch control, we're going to end up at about 3,500, so it'll be the engine RPM plus our margin. |
| 06:57 | Feel free, there's only one way to really find out what's going to be best for your engine, and that is to test it, so feel free to try different values. |
| 07:07 | Again, we'll look at that in the tuning module. |
| 07:10 | Now, I mentioned we've got the ability to trim the fuel volume. |
| 07:14 | Personally, I don't normally find there's any real need to do this. |
| 07:19 | Also be aware that when you are on the launch control function, the reading from the lambda and the exhaust will be irrelevant. |
| 07:28 | We're going to be passing a lot of ambient fuel and air through the exhaust system, so the reading that we're going to be getting from the lambda sensor will generally be very, very lean. |
| 07:36 | Unless you understand that that's what's happening, it can be quite misleading and quite worrying for a novice tuner. |
| 07:43 | When we are on launch control, particularly with an ignition limit, you're going to get a lot of ambient fuel in air, basically making the reading form that sensor completely irrelevant. |
| 07:54 | Next, we've got our throttle control limit, and we're going to look at that in the next module in two ways. |
| 08:00 | We'll leave it initially set to 100%, and then we'll look at how we can use that to reduce the engine power. |
| 08:07 | As usual, if we press the A key, we can setup a throttle control table relative to ground speed, which is going to be important. |
| 08:16 | You remember that we want to, if we are going to use throttle control, we want to try and bring that back up to 100% at the end of first gear. |
| 08:27 | Lastly, we've got our boost aim. |
| 08:29 | Again with this car being that it's got a very small turbo, it spools quite well, and we actually really want to run on wastegate boost. |
| 08:38 | During the launch, we're going to leave that set at zero, but if you did want to target a specific boost pressure, you can do. |
| 08:46 | A key again here, this is a MoTeC M1 sort of idiosyncracy. |
| 08:52 | Remembering that the boost control aims always engage pressure, and that's really pointed out to you by this little G, so if you wanted 0.6 bar of boost, 60 kPA of positive boost pressure, you would enter the value of 60 in here. |
| 09:10 | On many ECU's, including MoTeC's older ECU's, you would have been looking to enter an absolute number, so 60 kPA of boost would be 160 KPA absolutes. |
| 09:22 | You can get yourself into a lot of trouble if you forget about that. |
| 09:26 | We've gone through the basic configuration there. |
| 09:30 | What we need to do, and now we're ready to actually do some testing, so we'll look at that in the next module. |
