anti-lag

[s.cha]

i was wondering if you can just tell your tuner to install the anti-lag just like the 2-step, like for example i wanna tune on crome and can i just tell him to install it? and is the anti-lag good for the motor or would you guys prefer the 2-step launch?

[da_dude]

Your tuner should be able to set up your 2 step for you.

[inspector01]

Crome doesn't do anti-lag other than in gold, and I doubt that it actually works that well. You will have to upgrade to something else if you want anti-lag, otherwise crome's 2 step works fine.

Anti-lag isn't good for the motor, but in moderation, you should be fine.

[s.cha]

is the anti-lag system and 2 step the same?? just watched youtube and they seem to be the same except the anti-lag system is louder plus more flames.

[hatchbone]

i think anti lag pulls timing so you have combustion in your charge pipes from un burnt fuel wich in turn keeps you spooled at the line, but you better have a engine that can handle the shit or you gonna waste a hole lot of money when she goes pop

[Whispering Eye]

Anti lag and 2 step are NOT the same. There are a few diffrent ways to achive "anti lag" one is programing a spark in the ignition when there shouldn't be. Something like 180 off timing. It's not good, just like brake boosting is it good for ur car? No not all that much. A 2step is a lunch control system used by crome and it is adjustable by ur tuner and should be set it the 4500 rpm range.

The gain ull see from using is is so minimal I don't think Its worth the engine.

I use 2step but not anti lag!
I'm anti anti lag

[inspector01]

Originally Posted by Whispering Eye

A 2step is a lunch control system used by crome and it is adjustable by ur tuner and should be set it the 4500 rpm range.

Wouldn't this vary from setup to setup???


2-step and Anti-lag are not the same. 2 step is essentially just a second rev limit, that is only active at below 5 kph, it will only rev to what you set launch control (2-step) to, thus it holds a steady RPM for consistent launches without having to feather the throttle. As soon as you pass 5 kph, it will rev to your normal rev limit.

Anti-lag works to hold it at a set RPM similar to 2-step, but also dumps extra fuel, and retards timing somewhere in the 10-50* range, so that the extra fuel burns in your exhaust manifold/turbo so that it spins the turbine faster creating boost, and also causes flames to shoot out the back, and the popping noise.

Anti-lag isn't great for the turbo, but in moderation, it should be fine.

[SPANISH-RICE]

Originally Posted by Whispering Eye

A 2step is a lunch control system used by crome and it is adjustable by ur tuner and should be set it the 4500 rpm range.

yuck. i had my 2step at 4500 and that was awful. 7k is more fitting

[da_dude]

Originally Posted by inspector01

Crome doesn't do anti-lag other than in gold...

It can be done: http://www.d-series.org/forums/engin...rome-free.html

[MR_EJ8]

Originally Posted by inspector01

Anti-lag isn't good for the motor, but in moderation, you should be fine.

Yeah ive heard of anti-lag destroying turbos by bending fins on the exhaust side as well as being pretty hard on the motor.

[AlexD]

haha are you talking about the anti-lag setup the evo 3 used in initial d? i think the concept is completely different.

a 2 step is for launching your car.

while an anti-lag or misfiring system works while the car is actually moving keeping the turbo spooled while shifting.

stick with the 2 step unless youre doing some hardcore road racing or rallying.

[AlexD]

heres the video im referring to.

initial d is an awesome series. start at about 5:10 or so and watch to the end. pretty cool.

http://www.youtube.com/watch?v=uBgGOHj220E&feature=related]

http://www.youtube.com/watch?v=uBgGOHj220E&feature=related]

[SPANISH-RICE]

Originally Posted by alexd

haha are you talking about the anti-lag setup the evo 3 used in initial d? I think the concept is completely different.

A 2 step is for launching your car.

While an anti-lag or misfiring system works while the car is actually moving keeping the turbo spooled while shifting.

Stick with the 2 step unless youre doing some hardcore road racing or rallying.

the car doesnt need to be moving to use anti-lag but it is used at really low speeds mostly. Rally cars use it off the line and constantly through the twisties

[inspector01]

Originally Posted by da_dude

It can be done: http://www.d-series.org/forums/engin...rome-free.html

Yes, and that is retarded and ghetto, but I guess it works ok (fitting for crome)....

[h22cl]

its a Bee Rev Limiter had one in my gsx worked well! its like 350$

YouTube- Mike B's RX-7 catching on fire

YouTube- Mike B's RX-7 catching on fire

[h22cl]

YouTube- bee r revlimiter : evo 4

YouTube- bee r revlimiter : evo 4

[travail]

How the turbo Anti-Lag System works

Bang-bang (also known as ALS which stands for Anti-Lag System) is an engine management technique that allows to minimize the turbo lag time.

As you might be aware of, turbochargers display what is known as lag time which is the time needed for the turbine to reach its full throttle from an intermediate rotational speed state. The duration of a turbocharger's lag depends on many factors among which its inertia, airflow efficiency, back pressure, etc. The issue is partly dealt with by fitting a turbo dump valve, which acts each time the driver lifts his foot from the throttle. The dump valve will evacuate the pressurized air coming out of the turbocharger while the inlet manifold is closed thus allowing the turbine not to stall and avoiding possible damage to its bearings. In race cars it is very common to fit oversized turbochargers in order to be able to produce enough boost pressure and assure a sufficient engine output. Big turbochargers display significant amounts of lag due to their increased rotational inertia. In such cases the dump valve is insufficient to allow the turbocharger not to loose too much speed when the driver lifts off. Additionally rally cars are fitted with a turbo restrictor, which is regulated by the FIA. One of the restrictor' effects is to increase lag time. This is why in racing cars, and more specifically in rally cars, where torque and engine availability are critical performance factors, most applications use anti-lag systems.

During lag time the engine is much less responsive and its output well below nominal. To counter the effect of the turbocharger's lag time drivers used to anticipate the engine's reactions by accelerating well before they would have done in a non-turbo car. Others have used a technique, introduced by the German driver Walter Röhrl, known as "left foot braking" where the driver uses his left foot to brake the car while his right foot accelerates to keep the turbocharger in optimal load. Left foot braking is very hard on the brakes which are put into extreme stress but is very efficient in keeping the turbo spinning.
ALS was a simple idea but one that was relatively difficult to implement. Only when electronic engine management systems were advanced enough to allow taking into consideration many more parameters, in real time, than in the past it became possible to use them efficiently in handling ALS. To the best of my knowledge Toyota Team Europe were the first to use it in racing (Toyota's implementation is known as Toyota Combustion Control System while Mitsubishi call the system Post Combustion Control System).
How ALS works

When the driver lifts his foot from the gas pedal the ignition timing is altered with sometimes 40° or more of delay (retard) and the intake air and fuel supply mixture is made richer. The inlet butterfly is kept slightly open or an air injector, bypassing the inlet butterfly, is used to maintain air supply to the engine. This results in air/fuel mixture that keeps getting in the combustion chambers when the driver no longer accelerates. The ignition being severely delayed, the air/fuel mixture reaches the exhaust tubes mostly unburned. When the spark plug fires, the exhaust valve is starting to open due to the ignition delay mentioned above. Additionally, the exhaust temperature being extremely high, the unburned fuel explodes at the contact of the exhaust tubes. Luckily the turbo sits right there and the explosion keeps it turning (otherwise it would slow down since its intake, the exhaust gases, is cut-off). The effect is vastly lower response times with some downsides:

* A quick rise of the turbocharger's temperature (which jumps from ~800°C to the 1100°C+ region) whenever the system is activated
* A huge stress on the exhaust manifold and pipes (mounted on a street car a bang-bang system would destroy the exhaust system within 50-100 km)
* The turbo produces significant boost even at engine idle speeds
* The explosions which occur in the exhaust tubes generate important flames which can, sometimes, be seen at the end of the exhaust tube
* Reduced engine brake

The ALS effect is mostly dependent on the quantity of air allowed into the engine, the more air supplied the more the ALS effect will be noticeable. Consequently ALS systems can be more or less aggressive. A mild ALS will maintain a 0 to 0.3 bar pressure in the inlet manifold when activated whereas, when inactive, the pressure in the inlet manifold with the throttle closed would be in the region of -1 bar (absolute vacuum). Racing ALS versions can maintain a pressure of up to 1.5 bar in the inlet manifold with the throttle closed.
While the systems mounted in Toyota and Mitsubishi racing cars are relatively smooth and noiseless those fitted in Ford and Subaru cars are much more noisy and aggressive.
The bang-bang system owns its name to the loud explosion noises one hears whenever the driver lifts off. Most racing implementations have user selectable anti-lag settings depending on the terrain, usually three settings can be selected by the driver going from mild to very aggressive.

Note that some regional or national European events prohibit the use of ALS systems while more and more WRC events regulate the noise levels allowed by competition cars effectively disabling ALS.

Starting in 2002 new anti-lag techniques, such as Exhaust Gas Recirculation (EGR), are slowly overtaking the method described above as they are kinder on the engine's mechanical parts.