[ANSWERED] How to Decipher eLSD Display
The original question is here.
jcthorne asked: Can you tell us what the information in the eLSD display screen means and how one might make use of it or understand what its trying to tell us. Tadge answered: Good question, jcthorne. Many people have asked about that display. Electronic limited slip differentials (eLSD) have only been introduced relatively recently, so many are unfamiliar with the details of their operation. The Corvette is a very sophisticated machine and we try to provide instrumentation that is accurate, readable and informative about the hardware. When we first decided to add eLSD to the 7th generation Corvette, we started thinking about how we would inform drivers about its operation and decided an added display might be interesting to some customers. Generally speaking, we try to calibrate our chassis controls so that they are virtually invisible to the driver. The idea is to integrate our electronic and mechanical systems to the point where the Corvette just feels like a naturally great handling car - intuitive and benign without unwanted interventions that take the fun out of driving. Normally I write answers on the forum myself and check in with appropriate experts for additions or suggestions. I can't take any credit this time. Our eLSD integration engineer, Jason Kolk, provided a detailed answer below. He is one of several chassis controls engineers who calibrate the chassis controls to great effect on the Corvette. Also, I would be remiss if I didn't remind everyone that the eLSD does some of its most important work in some pretty aggressive maneuvers. That is not the time to be looking at the display.... First priority is to keep eyes on the road! Jason Kolk answered: eLSD is standard on all Stingray Z51, GrandSport, and Z06 models. The eLSD display (the bottom page in the Performance display group) was added in the 2015 model year to Corvettes equipped with eLSD. There are two pieces of information on the display, eLSD clutch coupling percentage value on top in yellow, and the slip percentage of the rear wheels on the bottom in white shown in the bar graph. eLSD Percentage in the top/middle: In the center there is an image of the car, two wheels and the differential. The differential lights up as the eLSD coupling increases. The value shown is a percentage of the full locking coupling capability, and it is the actual value reported by the actuator. When we calibrate eLSD, we work in units of torque. 100% corresponds to 2000 Newton-meters (1475 ft-lbs) of break-away torque (every 1% is 20 Nm (14.75 ft-lbs)). Said another way, while holding one wheel stationary it would take 2000 Nm of torque on the other wheel to make the clutch between the two wheels slip if the display read 100%. For reference a C6 mechanical differential clutch pack was roughly 120 Nm (88 ft-lbs). The actuator is very quick to respond and is able to change from open to locked (0 to 100%) 150 ms (.15 sec) in order to respond to any dynamic situation. There is a lot going on behind the scenes in the software to come up with the eLSD coupling that you're seeing here. There are a number of algorithms that are running at the same time to collectively decide how much coupling is needed for the different vehicle dynamics situations that they each monitor and control. We have some logic to decide which one of them wins out or which ones add together to deliver the final command that you see on the display and feel in the car. At the most basic level, the eLSD can have a subtle but profound effect on the handling of the car. We really consider it to be a 'base chassis' component. It's something that plays a big part in setting up the character of the car.
Each package is tuned individually so a Z06 won't have the same values as a Stingray Z51, for example. Automatic and Manual transmissions have different calibrations, and even suspension and tire packages like FE3 and FE4, FE6 and FE7 do differ from each other. eLSD is fully integrated with the stability control and Performance Traction Management (PTM) systems. Note that changing from Tour to Sport to Track has no effect on eLSD mode. eLSD mode does change automatically when the Traction Control button is pressed. No unique input from the driver is required.
Wheel Slip percentage on the bottom of the display: The important thing to know here is that this slip display is not directly connected to the eLSD software. This wheel slip display has its own calculation and it's showing the average rear wheel slip compared to the average front wheel slip. It's not showing how much slip is occurring across the eLSD clutch (between the two rear wheels), even though I can see how a driver could make that connection. ` Think about this as showing how much rear wheel spin you're getting at the drag strip in a burn-out box, for example. There may be rare instances where you see this display flicker when you first start to move or when you come to a stop. Don't be alarmed by that, it's function of the math behind the display when the numbers get really small. |
Wow! Thanks! Great and detailed explanation. I think we all learned a thing or three today about this amazing piece of engineering. I need to go read it again as I know I missed some things. Really appreciate the effort to answer so thoroughly.
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Great answers!
Summarize this as 'it's complicated'. |
That should answer all questions for the next 5 years.
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That is the kind of answer I like to see.
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This was a very good and thorough answer! :)
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yup, good answer, thank you
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Great response to a great question!
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It's a great explanation without being overwhelming!
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Awesome answer with great information. I wish I would have seen this question sooner (before it was asked), I would like to know the relation of the eLSD to TPMS (if any).
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Hands down one of the best technical explanations I've ever read. Very informative and well written. I love this stuff, it's so cool to be able to explain some of these things to customers.
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A detailed explanation like this on the calibrations and integration between systems really makes me question if the aftermarket DSC Mag Ride controller is really a plus or potentially a minus in the overall handling of the car. I wonder if overall stability algorithms programmed to work with the MR controller are being overridden by simple inputs from the control arm sensors when using the DSC controller.
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Thanks for the info.
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Great information!
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Wow that was an excellent technical explanation, thank you Jason.
Onyx, you raise a very good point. I'm wondering the same. |
What are the effects on rear tire wear?
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Great stuff...:thumbs:
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Fantastic post! I learned a lot. :cheers:
I would really like to see this kind of information released when they bring out a new generation or just a major update or addition of something on a current generation. Thanks. :) |
Excellent explanation, with a response on par to the one given by the chassis engineer on the various PTM modes and how the car's systems are affected.
We need more in depth technical responses like this one. Congrats to the engineer who wrote the eLSD response. |
This answers most of my questions, however, I still have two concerns:
1. Tonight I noticed that my ELSD is reading 1% while I am stopped. I pushed the clutch all the way to the floor to make sure that it wasn't slightly engaged but my display didn't change. 2. Intermittently, I have a growl that seems to be coming from the rear end just as I am starting out. Most of the time this has been soon after starting the car but on one occasion it happened three times on the same trip (slightly less at each consecutive occurrence). Could this be a "bleed event" that was described or do I need to take the car to a dealer for service? |
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