Actual benefits:jeffster said:
___Dakster, the only problem is that if the plane that you happen to be flying in - fly by wire system completely fails, you will probably not be long with this world … In the MDX, you may still stand half a chanceIt is a kind of a scary thought that the brakes aren't directly linked by a cable/hydraulic line to the pedal and there is no steering column. But air travel is still the safest form of travel and they have been drive by wire for years and years...
Don't have to look too far. Remember the Acura DN-X concept? Now that car had some gadgetry.jonnygoodboy said:If we're talking throttle only, then we should still have a steering column, too. I think Mercedes has a car that's fully drive-by-wire, including steering. I'm a little leary of having software in sole control of how my steering inputs get to the wheels... But on the '03 MDX, software throttle doesn't really scare me.
#2 Shifting. The throttle can be eased for a FRACTION of a second as the RPMs hit the tranny's shift point. This makes the wear& tear on the tranny significant;y reduced. It allows for a bit more MPG (as the shift completes quicker) and ensures that the shifting in general feels more solid.
Actually, this is rarely done using the throttle vavle since the response time is too slow. It is normally done by momentarily retarding the ignition timing.
#5 Idle. By employing electronic throttle control there is a greater range of idle speeds. May help for faster warm-up, reduced emissions.
A throttle is too coarse for accurate idle speed control and this is usually done with a separate IAC vavle.
#6 Data. It is much easier to use the electronic throttle control as in input to the adaptive ECM's "block learn" mode. It can measure/compute "velocity delta" for the accelerator pedal and determine when the driver is "stomping on it" versus heading up a hill. The sensors that measure throttle input are pretty simple, but when combined with a high sampling rate/clock info such correlations are easy. Much more costly/complicated to do this with inertial sensors and such.
Mechanical throttles use a thottle position indicator potentiometer to supply this information. The data produced is very much the same, just the method differs.
Cruise control and VSC interface is the primary reason for DBW.
.......that's not necessarily true! When Acura introduced the Type-S version of the TL they increased Horsepower by 35, from 225bhp on the regular TL to 260bhp on the Type-S without any loss of fuel economy (both are rated 19city/29hwy) and FYI BOTH the TL and Type-S DO NOTpaul123 said:I bet that is how they were able to keep the gas mileage the same while increasing the horsepower by 20.
It was just a guess????vicpai said:
.......that's not necessarily true! When Acura introduced the Type-S version of the TL they increased Horsepower by 35, from 225bhp on the regular TL to 260bhp on the Type-S without any loss of fuel economy (both are rated 19city/29hwy) and FYI BOTH the TL and Type-S DO NOT
HAVE drive-by-wire throttle.
Ok I've noticed in a couple cars including my mother's BMW that has the drive-by-wire is that throttle response it not snappier. I notice they have an extended delay from when you push the gas pedal and when you go. I find myself pushing harder thinking that it needs more gas, and then when it finally kicks in, I almost screach off the line. I don't think it is snappier at all.renov8r said:
#1 Makes throttle response feel snappier. The amount of pressure your foot/ accelerator linkage puts on a throttle cable is not linear. Further, the angle/percentage opened of the air-valve may not be linear. Drive-by-wire/electronic throttle fixes that. Every extra "push" results in more "go".