Update: Mike looked at my dyno sheets, and agrees that I am seeing valvefloat at higher RPM's. However, he thinks it is all after the peak, in which case I may not gain any peak power by fixing the problem.

 

Torque Management most certainly has an impact on M6 cars. It is more invasive on the '01+ cars than on the pre '01s. If you powershift an '01+ car you can feel it lay down as torque management kicks in. My '03 Z lays down bigtime inbetween shifts from TM. It has never been a big issue on my '99.

 

Has anyone here used the oil restrictor pushrods to combat valve float?

Cstraub

 

Nick, what solid data do you have to back this up? Any timing logs? I've tried it both ways on the dyno and at the track on M6's and have seen no difference in timing or et/mph either way. Not trying to bash you, I've had this question for a while now and no-one seems to be able to prove to me with solid data that TR affects an M6 and if so, how. As a matter of course, I now delete it all together on any car but have only seen a difference on A4's. According to the Carputing LS1 Edit Users Guide: "This table defines the timing retard used to implement the torque reduction that is requested in the shift table. It defines the timing retard that is used for a requested % torque reduction. See the Transmission Page, shift firmness tabs for abuse control parameters."

 

What's a oil restrictor push rod? A P-rod that keeps oil in the lifter so it can't bleed down.

Do they hurt the valve train?

 

My 99 will break the tires loose with power into 4th and doesn't lay down so much for Torque Mangement

 

"As a matter of course, I now delete it all together on any car but have only seen a difference on A4's"

Mikey, why delete it on M6's if it has no effect via timing tables at the track/street? I didn't include the dyno because you can't powershift on the dyno.

 

They restrict oil to the rockers only. One end of the tube is die formed solid then a wire EDM is used to put a .030" hole in this end. This end goes towards the lifter and restricts the oil up the pushrod. This maintains oil above the plunger and keeps the lifter from "pumping up".. I have sold a few sets to engine builders for the LS1's. We have made hundreds of sets for the 5.0 Mustang guys.

Cstraub

 

Because some say it makes a difference. I have not seen it at the dyno or AT THE TRACK like the post says. Did you read it or just wanting to start ****? FWIW, we track tested our head and cam car both ways while power shifting with the RAM VDS 910 and saw no timing retard either way. The car went low 11's every pass and same mph. Show me proof is all I ask. Do you have it?

 

Mike what did you use to check the timing on the runs? When you say you saw no timing retard was it still using the max timing in the computer? Maybe TQ management is used only in certain conditions?

I am not on anybodies side on this matter its just for personal information and Mike has been to the track more times this season that I will in a lifetime I bet.

 

Tis' the season huh pal?

I'm not starting **** with you Mikey, I merely asked a question. Sorry to get your underwear in a bunch, I was just curious. This is not a thread about torque management. I too have issues with a package from JPR but I'm not airing them here. And yes I read the thread.

Have a great holiday.

 

Using auto-tap one weekend and a tech 2 another weekend. I was actually trying to find a problem and suspected the torque reduction function but that wasn't it. Turned out to be a defective SLP MAF (surprise )

 

HA!!! Check this out. My car was originally an M6. Well guess what? I just looked at my tune and there are still stock values in the TR tab. Imagine that, 9.65 @ 139.21 with TR! Guess it should runs 8's without eh?

 

Hey Mike something for ya:

http://www.efilive.com/forum/viewtopic.php?t=314

 

Good post Jim. That's what I see too for the A4's. Sometimes I actually leave it in there when stock trannies are in use.

 

9T9BlueTA,

The way that guy talks about his car on that efilive site makes me think it is an automatic. He says "the transmission downshifts to first" and "as the PCM calls the tranny to upshift to second"

The way he speaks reinforces Mike's point that torque management is a (significant) factor in A4 cars, but he does not address M6 cars.

This thead has taken me a half hour to read, but I am a slow reader.

Merry Christmas to all,
Matt

 

I wanted to let everyone know what a good guy Mike is. Here is what he has done for me, in spite of the fact I have given him alot of ****:

1.) Analyzed my dyno graphs to help diagnose the problems.
2.) Offered to leakdown and replace the ARE shortblock if needed.
3.) Offered me a sweetheart of a deal on a Rapid H/C package if I want it.

 

Excellent! Good luck man, let us know how it turns out.

 

If I was you... I'd jump all over #3, that will cure what ills you.

 

I'm giving it serious consideration....its a tempting offer. Just can't tell my wife if I spend MORE MONEY on the car.