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Link G4 Plus Software Tutorial: Anti Lag

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Anti Lag

06.27

00:00 - One of the advanced motorsport functions included with the G4+ is anti lag.
00:05 Anti lag is used in turbocharged cars to help maintain turbo speed when the throttle is closed, reducing lag.
00:13 Anti lag will result in extreme temperatures in the exhaust manifold and turbocharger.
00:18 It requires very careful tuning and can result in damage to the turbo, manifold or engine.
00:25 Only set up anti lag if you're familiar with the system and understand the risks.
00:31 An anti lag system is more than just the software functions and will require some way of introducing extra air into the engine during anti lag operation.
00:40 This is usually achieved with either an air bypass solenoid or by kicking the throttle body open.
00:47 The anti lag parameters can be accessed through the ECU settings menu by clicking on the motorsport tab and then anti lag.
00:55 If we click on anti lag we can adjust the settings to suit.
01:00 First we need to turn the anti lag system on as by default it is disabled.
01:05 We now have a number of parameters to configure.
01:09 Anti lag system arming controls how the anti lag is activated.
01:14 We can use a switch connected to a digital input for instance or in group N applications, we can have the anti lag system remain active continuously.
01:24 The G4+ gives the option of incorporating an anti lag ignition cut table.
01:29 This table is optional and if you want to utilise it, turn it on.
01:33 ISC override can be used to force the idle speed motor to a wide open position when anti lag is active.
01:40 This on its own will not generally flow enough extra air for good anti lag operation though.
01:46 The anti lag retard mode specifies if the ignition retard table is in degrees, percentage or degrees absolute.
01:54 This has a big impact on the amount of ignition retard so it's important to understand how this will affect the final ignition timing.
02:02 Degrees will add the specified amount of ignition timing to the normal ignition table.
02:07 To retard the timing, we need to enter a negative value.
02:11 Percentage will add a percentage to the numbers in the ignition table.
02:16 Again we need to enter a negative percentage to retard the timing.
02:20 For example if the current ignition timing is 30° and the retard percentage is -100, 30° will be removed, resulting in zero degrees final ignition timing.
02:32 If we enter -200% we will end up with a timing of -30°.
02:38 Degrees absolute will result in the ignition advance in the retard table being used whenever anti lag is active.
02:44 For example if -20 is entered in the table, we will see -20° ignition advance.
02:50 Any time there is a zero in the retard table, the ignition timing will revert to the main ignition map numbers.
02:58 Next we have the AL enable RPM and the AL enable TP.
03:03 For the anti lag to become active the RPM and throttle position must exceed both of these values.
03:10 Normally these are set to a point that the anti lag won't become active during normal cruising.
03:15 The anti lag deactivation time specifies how long the anti lag will remain active if the RPM and throttle position falls outside the enable paraeters.
03:25 This ensures the anti lag doesn't remain active when you don't want it.
03:30 Five seconds is a typical value.
03:33 The cyclic idle function is useful when competition rules don't allow for an external air bypass solenoid and the throttle body is constantly held open.
03:43 Cyclic idle is used to limit engine RPM to a normal idle speed when the anti lag is not active.
03:49 If the cyclic idle is enabled, there are a few more parameters to configure.
03:54 Cyclic idle low and cyclic idle high set the throttle range over which the cyclic idle is active.
04:02 These parameters are used to smooth the transition between idle and driving.
04:06 Typically cyclic idle high will be between 3 - 5% higher than cyclic idle low.
04:13 Cyclic idle low must also be set slightly higher than the throttle opening at idle.
04:18 Typically by approximately 2%.
04:21 For example if the throttle position at idle was 20% then cyclic idle low would typically be around 22% and cyclic idle high would be around 25%.
04:34 Cyclic idle limit is the idle speed that the ECU will target when the throttle position is below the cyclic idle low value.
04:43 Advanced mode specifies whether the ECU will use the default limiting parameters or whether you wish to adjust these to suit.
04:50 If you've chosen the cool down mode you will also have a parameter called cool down time out to set how long the cyclic idle will remain active.
05:00 There are four modes for the cyclic idle.
05:03 When it's turned off it will not function.
05:06 Always on mean the cyclic idle will always be active regardless if the anti lag is armed or off.
05:13 Cool down means the cyclic idle will only remain active for a fixed time after the anti lag transitions from active to armed.
05:21 On equals system armed means the cyclic idle will only be active when the anti lag is armed.
05:29 The G4+ allows two sets of tables to be used for the anti lag parameters.
05:34 This can be used to provide a mild and aggressive anti lag setup that can be selected using a digital input for example.
05:41 The dual tables menu lets you select how the dual anti lag tables are enabled if you wish to use them.
05:49 Lastly we have the anti lag ignition retard, anti lag fuel and anti lag cut tables.
05:56 These can be adjusted to give the desired anti lag performance.
06:00 It's important to understand that all of the anti lag tables are overlaid on top of the normal fuel and ignition tables.
06:08 You don't need to actually tune every zone in these tables but rather just the areas where the anti lag is effective which are normally down at low throttle openings.
06:17 If there is a zero in any of the anti lag tables the engine will run with the normal fuel and ignition from the main table.

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