OSE $12P Teaser

[Holden202T]

i dunno how the Alloytec motors work but they have a very smooth rev limiter its like the engine just maintains enough throttle to keep it at that rpm .....

and it has a not in gear limiter too of about 4000rpm i think it is.

[yoda69]

The wonders of modern electronics. The Alloytec uses an electronic throttle body (drive by wire) and has no cable. Once the engine sees it is at the redline it just closes the throttlebody to a point to keep it their. The accelerator pedal position and TPS can be different, and the accelerator is basically a torque request. ie 10% throttle may be 100Nm, at sea level this maybe 12% throttle, but at altitude may be 18%. Really weird to drive as the vehicle appears the same at altitude as at sea level, until you ask for more power, and find out that the 60% accelerator position is actually 100% at the throttle body already. The VYII 3800 V6 was the last cable operated accelerator.

[VL400]

It would be nice if we could get it to miss "spark" events and ramp it to a total spark drop. A lot of JAP cars can be set to do that, its a lot more "piston friendly" than a fuel cut and can be used as 'launch control'. The Delco way will cause an average lean condition if hit, which is why you see a lot of Commodores blow their motor's at burnout comps (idiots sitting on the limiter), this problem is amplified if the car is boosted.

Dave.

In the 808 I dont think its possible as you cant directly control the EST output, you just setup some timers that get loaded to a on board chip that handles the EST. Due to this, the spark routine is done on a time basis (every 12.5mS) rather than when it sees a reference pulse. So even messing with the timers so it misses a cyl would mean you dont get a chance to fix the timer on the next reference pulse. Would be nice to have the option of fuel or spark cut, although spark cut with a cat convertor is not a good thing.

[Holden202T]

The wonders of modern electronics. The Alloytec uses an electronic throttle body (drive by wire) and has no cable. Once the engine sees it is at the redline it just closes the throttlebody to a point to keep it their. The accelerator pedal position and TPS can be different, and the accelerator is basically a torque request. ie 10% throttle may be 100Nm, at sea level this maybe 12% throttle, but at altitude may be 18%. Really weird to drive as the vehicle appears the same at altitude as at sea level, until you ask for more power, and find out that the 60% accelerator position is actually 100% at the throttle body already. The VYII 3800 V6 was the last cable operated accelerator.

yeah and this is all fine in an auto but in a manual i can tell you from personal experience its not cool!!! you need to re-learn how to engage the clutch and use more accelerator cause i know its supposed to be instant but its not as instant as the old cable accelerator is!

[yoda69]

I agree entirely, can make a car feel quite weird at times, the revs can hang on a gear change, etc. All in the name of improving emissions.
Is also used a lot to limit torque to prevent damage to other drivetrain components, and get a nice flat torque curve.I know OE has gone from 1 or 2 Engineers to tune a car to a team with everybody having different parts, ie. Fuel map, driveability, cruise control, spark, throttle mapping, etc. From an aftermarket perspective, the stuff being done on this website is brilliant, especially with the availability of parts and the number of different engines being Deloc'd increasing everyday, and the knowledge with it being freely shared, it can only get better.

[Biggsy]

It would be nice if we could get it to miss "spark" events and ramp it to a total spark drop. A lot of JAP cars can be set to do that, its a lot more "piston friendly" than a fuel cut and can be used as 'launch control'. The Delco way will cause an average lean condition if hit, which is why you see a lot of Commodores blow their motor's at burnout comps (idiots sitting on the limiter), this problem is amplified if the car is boosted.

Dave.

In the 808 I dont think its possible as you cant directly control the EST output, you just setup some timers that get loaded to a on board chip that handles the EST. Due to this, the spark routine is done on a time basis (every 12.5mS) rather than when it sees a reference pulse. So even messing with the timers so it misses a cyl would mean you dont get a chance to fix the timer on the next reference pulse. Would be nice to have the option of fuel or spark cut, although spark cut with a cat convertor is not a good thing.

I did do it years ago with external circuit and hacking into the coilpacks (Don't know the exact setup as it was a fellow workmate who helped with the design), Cat held up no problem. Even my mates WRX with its launch control still has working cats, he also has anti-lag which dumps fuel down the turbo that keeps it spinning for takeoff. LS1's richen right up to keep the cats below set temperature and also richen up for piston protect mode. It also depends on how long fuel is being dumped for I spose. I'd rather destroy a cat then destroy a motor

[VL400]

To make it easier for people to migrate to OSE $12P I think the best option is to make the columns for all the tables the same as GM had them. Just extend the RPM range to 9600. The extended MAP range will be with extra tables. Anyone have any further input

The new lookup routine is working now with the only limitation being 16 columns, can have up to 4096 rows and 65535 tuning points This is the current VE table, disregard the column headers (they were for testing and will end up the same as the current $12 VE), but the RPM value for the rows is correct...

ExtendedTable.jpg (113.28 KiB) Viewed 5540 times

[jacomms]

to nice.....I like the table.........

[Holden202T]

that is a monster table right there

[delcowizzid]

hmm wonder what the V6 sounds like at 9600 LOL