Use of this system requires some knowledge of how a PID system works. The current system is using only the P and I components at this time. Proportional control is a direct acting parameter based on the immediate offset of the value from the target value. Integral is a reaction to the difference between the target value and the current value which adds or subtracts against itself over time.
Traction Control Enable will need to be set to 1 for the system to work.
The values used in Torque Reduction from Spark will have an effect on the values that you use for P and I, since P and I values calculate the Trac Torque Reduction Percent value which is referenced in the Torque Reduction from Spark table. If you lower the values for ignition timing you will find that you need a higher p and I to produce same ignition reduction result. The opposite would be true if you raised the values.
The base tables are different for CBA and DBA cars in the Torque Reduction from Spark table due to the way that the system works with each timing strategy. You will not be able to take the exact spark and P and I settings and transfer them from CBA to DBA or vice versa, even for the exact same mechanical setup! Transferring between CBA only or DBA only will work fine.
In order to tune the system quickly using real time tables you have the option of setting Traction Map Selection to 8. This will allow you to change the values of any table whose label starts with Mode 8 in real time. At this time there is only Mode 0 (normal per-gear and base table mode), and Mode 8, which all allows you to tune and run the real time tables.
iState Maximum can be used like a hysteresis for the system becoming active due to wheel slip.
iState Minimum is the maximum correction the integral and proportional component will be able to apply and will also limit the maximum Trac Torque Reduction Percent which can be calculated. You can use the parameter to limit the maximum amount of timing (and throttle) you would like to see removed.
The COBB traction control system has a special designation for a shift event for more accurate torque control during shift events. While traction is still being controlled heavily, especially in lower gears, the system is very useful. In order to tell the system that a shift is occurring we use Delay Count for Recognizing Gear Request to offset Gear Requested before the shift is accounted for by the traction system. The reason for this offset is the length of time from when the gear shift is started electronically and then actually physically achieved. This parameter is configurable in real time using the Mode 8 version of the variable. You will want to monitor the parameter Trac Gear Requested Delay Count, and the start of the actual shift event where you will see the rpm monitor start to decrease. Taking that value where rpm is about to or has just started to decrease for the delay count will let the system know when to freeze torque reduction calculation. Torque Reduction calculation will hold a constant value until Gear Current matches Gear Requested, signaling that the shift has been completed, and traction control torque reduction calculation can resume.