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Unlike many other performance vehicles, the Type R doesn’t offer a factory launch control system. In it’s place the car offers a stationary rev limiter of 3500rpm. This can help to regulate engine speed making a basic launch possible, however it uses the throttle to control RPM, leading to a low maount of airflow and little to no boost pressure. The lack of boost pressure and thus available torque from the engine can lead to a sluggish start.

COBB Custom Launch Control for Honda Civic Type R is a comprehensive system allowing multiple benefits. The first feature is a multi-part system that includes dynamic engine speed limiting and load targeting, allowing you to regulate and optimize wheel slip for a better launch. The system can even remain active through multiple gears in order to prevent excess wheel spin in traction limited vehicle speeds. The second function is a limiter that uses ignition and/or fuel cut instead of a throttle closure to build and maintain a target boost level allowing you to have a more aggressive launch with more power immediately available.

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As the actual engine speed (RPM) approaches the dynamic rev limit, ignition-based torque reductions will activate and reduce engine torque preventatively in order to avoid over-shooting the rpm limit. In effect the reduction of torque operates like a basic ignition based traction control system. If the ignition based torque reduction is insufficient to keep engine speed under control and the RPM exceeds the value in the Rev Limit (LC) table a fuel cut limiter will activate (.

The table Maximum RPM for Fuel Cut (LC))uses a combined ignition and fuel cut to control RPM when the value is exceeded. In our OTS maps we want to use this for any RPM target so we set it to 0 to always be used.

The wheel speed axis is adjustable to allow launch control to remain active and correct differently at different speeds and into multiple gears. The values in the COBB OTS maps are set to remain active through first and second gears. In order to keep the LC system activated the driver will need to do a flat-foot-shift from 1st to 2nd gear as the accelerator pedal needs to stay above the Accelerator Pedal Position Min. of 80% in order for launch control to stay engaged.

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Since users are able to adjust the load target with no regard for what is set as the target, it’s important to set the Launch Control Scaled Max to establish a hard limit for load after any adjustments from the AP. This will prevent the load from exceeding a safe limit in the event that an end-user adjusts this to more than what the engine would be able to hold.

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Interaction with Stock Rev Limiter Functions:

Several factory tables relating to rev limit hysteresis, integral and proportional gains for predictive torque reductions in engine speed limiting, and wastegate control have been modified in addition to our custom code.  These tables have been modified to manage the response time and duration of fuel- and ignition-based torque reductions, maximizing boost response while stationary and in-gear.

Rev Limiter Response:

A new table group has been added under “Rev Limiter Tables” called “Rev Limiter Response”.  These tables are always active, not just when launch control is active.  However, these tables are key for optimizing 1) boost response when stationary and preparing to launch, and 2) reactivity and “stickiness” of torque reductions made when encountering the dynamic rev limit as the vehicle accelerates in launch control.

To prevent engine overspeed, the factory control strategy calculates a predicted engine speed, compares that to actual engine speed and the current engine speed limiter, and can activate pre-emptive torque reductions to avoid overshooting the rev limit.  The following tables contribute to this system:

·        Ignition Cut RPM Offset

·        Predictive Rev Limiter Offset

·        Rev Limiter Offset (Fuel Cut)

·        Rev Limiter Offset (Fuel Cut) #2”

·        I-Term Gain RPM Control

·        P-Term Gain RPM Control

·        Time Delta Engine Speed Check

Modification of these tables can increase or decrease the threshold between actual RPM/predicted RPM and the rev limit where torque reductions can occur.  The I-Term and P-Term tables specifically will contribute to how “sticky” these torque reductions are by modifying how torque is ramped back in after encountering the rev limiter.  We found that to optimize stationary boost response, strengthening these I- and P-Term effects while in gear zero (neutral) works best.  However, to prevent sluggish acceleration when in gear, weakening these effects (numerically increasing their values) helped to bring torque (via spark) back in faster after encountering the dynamic rev limit.  Further tuning with these tables to fine tune traction and torque delivery may be necessary to optimize acceleration and quell wheel hop off the line.

Wastegate Control:

The tables “Wastegate Special Position – Engine Speed Threshold” and “Wastegate Special Position – Exh. Mass Flow (Fuel Cut)” were modified in OTS to ensure that the wastegate stays shut while on the stationary rev limiter, increasing boost immediately available off the line.  If attempting to launch at an engine speed above 5000RPM, increase the Engine Speed Threshold table value.  Similarly, if attempting to launch with significantly more boost pressure than what OTS creates (4-6psi), increasing the Exh. Mass Flow (Fuel Cut) table may be necessary.

VTC Control:

Although this table was not modified in OTS, we added a table to the VTC Tables group called “Max. Engine Speed (Spool)”.  This is a limiter on the maximum engine speed allowed when the variable cams are in Spool mode.  Increasing this value to allow the variable cams to command significant overlap greatly benefits the amount of boost that can be generated while stationary – in testing, we were able to build up to 15psi with this limiter increased.  VCT Spool mode triggering conditions are not fully understood at this time, but appear to use a delta between Air Charge and Air Charge Desired – when the difference is large enough, and engine speed is below this RPM limit, the cams are commanded into the relative positions calibrated in the Int./Exh. Camshaft Desired Angle (Spool) tables.  Note that in the LC Load Target table that load target values at all engine speeds and zero MPH rear wheel speed, load target is set to 190.

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Additional Launch Control Limiters/Control

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Safety Tables

A few tables are built in to limit the use of launch control to situations where it is safe for the vehicle and user. These can be custom tuned or also disabled in the Launch Control Safety Switches folder if you like to live dangerously.

• Coolant Temperature Min/Max: Sets a temperature range where launch control can be activated to prevent it from being done with the engine is still warming up or is too hot

• Engine Oil Temperature Min/Max: Sets a temperature range where launch control can be activated to prevent it from being done with the engine is still warming up or is too hot

• Exhaust Gas Temperature Max: Requires the exhaust gas temperature to be lower than this value in order to operate launch control. Makes sure the turbo/catalytic converter etc. don’t overheat (danger to manifold)

• Launch Control Time Out: Limits the duration of how long the car can sit in space with launch control active

• Steering Wheel Angle Max: Requires your steering wheel to be within X degrees of centered when using launch control. Helps make sure the car doesn’t activate launch control in an unstable manner.

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