RomRaider

Actually, you can use antilag for launches. On a large enough turbo, the traditional fuel cut launch control just won't get you enough boost. So, you need to cut some spark and retard the timing to get some more energy to the turbine, ala anti-lag.

That's a 2 step rev limiter with timing retard. It's for drag racing or launching from a standstill. Antilag is used during overrun to maintain turbine speed. 2 different things.

Look, I'm not going to get into it over semantics. No matter what you call it, you're still burning fuel after the motor to power the turbine, end of story. Call it whatever you want.

IMO, calling it Anti-Lag is much easier than a 2 step LC with timing retard and cut. It's just Anti lag between neutral and 1st.

It's worth spending the time to differentiate the terms. They have different meanings, let's not confuse the two.

Agreed.

It is also important to realise that there are 2 distinct types of anti-lag (timing-based and bypass/actuator-based). As well as the fact that 2-step rev limiters can be implemented in several ways, some of which can assist to make boost while stationary and provide an "anti-lag" effect without being anti-lag per se.

I think we can all agree that this thread is about causing combustion downstream of the exhaust valves to generate boost. In which of the following scenarios is it OK to refer to that as anti-lag?

1) During shifts.
2) At a standstill, to get a faster launch.
3) When braking, to get power faster when you let off the brake and give it throttle.
4) Are there more scenarios that I'm missing?

(I have no interest in anti-lag for my own car, I'm just curious.)

Anything that helps to make boost when the engine would typically be under vacuum conditions is technically anti-lag

Basically, the best anti-lag system would be one that keeps a constant minimum boost and never allows your engine to go into vacuum - but these types of antilag systems are very destructive.

As for what is usefull to daily drivers - I'd actually say none. A proper antilag system has no place on a daily driver and will quickly destroy OEM driveline components and turbos.

For mild motorsport cas that are still daily drivers, I'd say LC and FFS is prolly as much as you'd want - and even then, your chance of breaking things is high.

At the end of the day, if you actually competed at a professional (or even semi-pro) level in a motorsport your car wouldn't be a daily driver anyhoo, and most likely you wouldn't be using the OEM ECU, but rather a proper aftermarket ECU with all the functions you require - including both types of anti-lag systems, FFS, LC, 2-step, etc.

dont forget that when antilag is active, your brakes become....useless!

Thought you were MIA for a while Tiny - good to see you back

Hows that new 16-bit LC patch going

'coz no vaucum?

yep

Hi all, got this ecu rom from our group n rally car. It has anti lag and launch control. Problem is no usable xml to use in romraider for it. help would be appreciated. ecuid is ATJ1XOO, tuned for Avgas and 32 mm restrictor and with additional features. I ran an ecu with ecuid A4TE002B on the same car and it ran pretty well with no CEL, and at least I had the definitions for that one too.

The CID for your Group N ROM is at offset 0x20017 and is A4TJ1X00. This matches the one posted at http://forums.openecu.org/viewtopic.php?t=3862.

What software was used to tune your Group N ROM for Avgas? What model year is your car?

I posted that one too, car is late 2003 STi rally prepared in Japan. The ecu is the one referenced here http://www.specialstage.com/classifieds ... 1212675477 all pre-tuned. Really wanted to get the defs or pointers to help understand the map.

I believe this ECU runs the car on MAP sensor, and not MAF like stock