Simulating everything feature

[Swagger897]

Haha! Yeah, mixed with cold and you got yourself a perfect recipe for an atmospheric changing race at the Seattle circuit...or maybe not.

I just hope that pixilated rain drops go away..

It looked so good in the dynamic effects trailer at e3

 

[Swagger897]

In oval racing times are measured in hundredths of a second, whether has a huge effect.



What engine can do that? You mean changing the timing right (phasing). Most of the changes would be in the fuel/air mix anyway.

Almost all racing is measured with thousandths, not hundredths. And phasing yes can be another word for the process but I was using the mechanical tools that are doing the work. And yes most calculations are carried out by the air/fuel ratio, the cams allow more air to be sucked in... There's more to it but that's a substantial amount to explain the process of the decrease in oxygen levels..

 

[Punknoodle]

Just about every car past 1965 has an O2 sensor, controlled by the computer which will determine how fast to rotate the camshaft to allow for more or less oxygen. The fuel injectors are also limited or increased, adding more gasoline to the cylinders. The spark plugs a re also measured to determine optimal firing ranges, in the measurements of pico-meters I would assume. So with an increase in altitude, your o2 sensor is controlling how much power will be created.

And I didn't even get to the second or third stage o2 sensors....

Most cars have 02 sensors yes, but in all but a few modern cars they are mainly narrow band O2 sensors that are only detecting a rich or lean condition. This is mainly used for cruise and idle, to maintain a stoich mixture for emissions. Cam control doesn't come in to it for the vast majority of cars.

When the engine is under load, the computer is going off a predetermined fuel and ignition map, making corrections for coolant temp, air temp, throttle position and air flow (or manifold pressure). It can be quite dangerous to target an AFR when the engine is under load as if the sensor is giving an inaccurate reading, the ECU may put the engine in to an excessively lean condition, causing damage. That's why tuners spend the time tuning a car on the dyno and locking that map in as they know it is safe.

More modern cars (I'm talking post 2005 here) have things like Wideband O2, multiple O2 sensors, but they too are mainly for emissions.

 

[carracerptp]

Almost all racing is measured with thousandths, not hundredths. And phasing yes can be another word for the process but I was using the mechanical tools that are doing the work. And yes most calculations are carried out by the air/fuel ratio, the cams allow more air to be sucked in... There's more to it but that's a substantial amount to explain the process of the decrease in oxygen levels..

They could let more air and fuel in (depending on the cams camshaft profile) but mainly it would be changing the cam timing.

Other racing is measured in thousandths (I would think they all are) but it's not very accurate (unless you are talking about F1). On a standard road course it would be very hard for a driver to run back to back laps reliably within a thousands of a second even if he was "perfect". Now in oval racing you spend a long time in the corners and running laps within hundredths of a second is common and they are hugely affected by track temp, air density, etc.

 

[Swagger897]

Most cars have 02 sensors yes, but in all but a few modern cars they are mainly narrow band O2 sensors that are only detecting a rich or lean condition. This is mainly used for cruise and idle, to maintain a stoich mixture for emissions. Cam control doesn't come in to it for the vast majority of cars.

When the engine is under load, the computer is going off a predetermined fuel and ignition map, making corrections for coolant temp, air temp, throttle position and air flow (or manifold pressure). It can be quite dangerous to target an AFR when the engine is under load as if the sensor is giving an inaccurate reading, the ECU may put the engine in to an excessively lean condition, causing damage. That's why tuners spend the time tuning a car on the dyno and locking that map in as they know it is safe.

More modern cars (I'm talking post 2005 here) have things like Wideband O2, multiple O2 sensors, but they too are mainly for emissions.

I'm not a tuner, and I'm not saying you are/ are not a tuner, but I can't disagree with that. It was just the smallest evidence needed to show how elevation will affect a human body compared to a car. With our brains, we can't adjust the blood sent to the lungs to a smaller amount, but we can limit the oxygen we supply. Cars do both for equilibrium and production ratings as set by their own standards to comply with most nations emissions standards.

It's all about being efficient nowadays, yet the efficiency I see being introduced is minimal compared to other products such as computers and electronics. Of course, the car is over 100 years old and electronics are taking off faster than ever so they might have already reached their prime..(vehicles that is)

 

[Swagger897]

They could let more air and fuel in (depending on the cams camshaft profile) but mainly it would be changing the cam timing.

Other racing is measured in thousandths (I would think they all are) but it's not very accurate (unless you are talking about F1). On a standard road course it would be very hard for a driver to run back to back laps reliably within a thousands of a second even if he was "perfect". Now in oval racing you spend a long time in the corners and running laps within hundredths of a second is common and they are hugely affected by track temp, air density, etc.

The Stig can do it.... No, that's not an excuse. I understand that it is relatively impossible unless the cars were congealed together. I do find it interesting though how much practice oval drivers put on a set of tires before noticing a grip change. I watch some cup practices go on for a couple of stints compared to lower drivers, and they trailblaze the times even on tires that have blistered laps ago...

 

[Punknoodle]

I'm not a tuner, and I'm not saying you are/ are not a tuner, but I can't disagree with that. It was just the smallest evidence needed to show how elevation will affect a human body compared to a car. With our brains, we can't adjust the blood sent to the lungs to a smaller amount, but we can limit the oxygen we supply. Cars do both for equilibrium and production ratings as set by their own standards to comply with most nations emissions standards.

It's all about being efficient nowadays, yet the efficiency I see being introduced is minimal compared to other products such as computers and electronics. Of course, the car is over 100 years old and electronics are taking off faster than ever so they might have already reached their prime..(vehicles that is)

I'm not a tuner, no, but I installed my own Haltech engine management and O2 sensor in to my GT-Four and set up the base timing and base map before it got sent off to the tuners who have a 4WD dyno. I did a lot of research in to tuning so I know what the general idea was, and I also log the data on track days and look at it on my laptop so it makes sense after a while.

So basically under high load the ECU is doing what it's been tuned for, and so as you gradually remove oxygen from the air by going up in altitude, the engine will run rich, but it's safe as rich is safe, lean is unsafe.

When I take my car up a mountain, it bangs and pops a hell of a lot more up top than it does at the bottom, due to the rich mixture. Sounds awesome

 

[Swagger897]

I'm not a tuner, no, but I installed my own Haltech engine management and O2 sensor in to my GT-Four and set up the base timing and base map before it got sent off to the tuners who have a 4WD dyno. I did a lot of research in to tuning so I know what the general idea was, and I also log the data on track days and look at it on my laptop so it makes sense after a while.

So basically under high load the ECU is doing what it's been tuned for, and so as you gradually remove oxygen from the air by going up in altitude, the engine will run rich, but it's safe as rich is safe, lean is unsafe.

When I take my car up a mountain, it bangs and pops a hell of a lot more up top than it does at the bottom, due to the rich mixture. Sounds awesome

The last part to your quote is why I'm afraid many people look at the f-Type and say OHHH... That wet exhaust... But it could be engineered that way from what I've heard. I find that, along with an Akropovik exhaust on an R8 no different, except the extra cylinders juicing more rpm

 

[carracerptp]

The Stig can do it.... No, that's not an excuse. I understand that it is relatively impossible unless the cars were congealed together. I do find it interesting though how much practice oval drivers put on a set of tires before noticing a grip change. I watch some cup practices go on for a couple of stints compared to lower drivers, and they trailblaze the times even on tires that have blistered laps ago...

A better example would be qualifying. At Bristol (short track oval) the gap from first to 20th is -0.253. Everything effecting the car is a big deal now.