Torque Managment, Yes or No
Thread Starter
TECH Apprentice
Joined: Jan 2003
Posts: 308
Likes: 0
From: Mission Viejo CA
Torque Managment, Yes or No To start with what is it and how does it work. Shoudl I remove it or not based on my mods and if I do what will the pro's and con's be of doing it or not doing it? Hows that for a question? 
Do a search on "Torque Management". You'll have hours of reading to help you understand it. To sum it up, the PCM pulls ignition timing to reduce power output during the shifts to prolong the life of the trans. It makes the shifts feel sloppy. I'd remove it without question.
I dont know as much as many other guys on here but i read an article wher slp said not to do it. They said it would give you a tenth but that wouldnt matter when you have to replace a lot of parts.
The problem with the stock tune is that it pulls back
torque even at moderate load, meanwhile allowing
long shift times for you to notice it. Miniimize shift
time and you won't mind it so much; raise the torque
limit if you choose. I run a nominal 500lb-ft limit with
a modified trans torque management table and a
modified spark vs torque reduction table. Just to
cap off the really hard abuse, while having no TM
noticeable in normal sporty driving.
But you could always just take the axe to it.
torque even at moderate load, meanwhile allowing
long shift times for you to notice it. Miniimize shift
time and you won't mind it so much; raise the torque
limit if you choose. I run a nominal 500lb-ft limit with
a modified trans torque management table and a
modified spark vs torque reduction table. Just to
cap off the really hard abuse, while having no TM
noticeable in normal sporty driving.
But you could always just take the axe to it.
Trending Topics
LS1 Tech Stories
The Best V8 Stories One Small Block at Time
6 Common C5 Corvette Failures and What's Involved In Repairing Them
Pouria Savadkouei
Retro Modern Bandit Pontiac Trans AM Comes With Burt Reynolds' Autograph
Verdad Gallardo
Top 10 Greatest Cadillac V Series Performance Models Ever, Ranked
Pouria Savadkouei
Top 10 Most Powerful Chevy Trucks Ever Made!
Hennessey's New Supercharged Silverado ZR2 Has 700 HP
Verdad Gallardo
Coachbuilt N2A Anteros Is an LS2-Powered C6 Corvette In Italian Clothes
Verdad Gallardo
Awesome K5 Blazer Restomod Comes With C7 Corvette Power
Verdad Gallardo
10 Camaros You Should Never Buy
10 LS Engine Myths That Refuse to Die
Verdad Gallardo
TECH Enthusiast
Joined: Mar 2004
Posts: 647
Likes: 0
From: Australia
I allow some timing to be pulled during shifts as it is a daily driver, not a track warrior. The TM pulled at WOT is only about 9 degrees according to 3% torque reduction. I limit the timing using the Max. spark retard to 13 degrees. It makes for much more sane street manners and you dont get the jolt in the head.
More critical than TM is line pressure and accumulation time for the gear change.
More critical than TM is line pressure and accumulation time for the gear change.
Originally Posted by MNR-0
I allow some timing to be pulled during shifts as it is a daily driver, not a track warrior. The TM pulled at WOT is only about 9 degrees according to 3% torque reduction. I limit the timing using the Max. spark retard to 13 degrees. It makes for much more sane street manners and you dont get the jolt in the head.
More critical than TM is line pressure and accumulation time for the gear change.
More critical than TM is line pressure and accumulation time for the gear change.
accumulation time for the gear change?
Bill
Shift Adaptation Time, aka Desired Shift Time,
aka ... different names in different tools but
it's the only thing with "time" in it.
This param is the "goal" for shift cycle time
total, that the PCM adjusts during-shift line
pressure to meet. You also have the during-shift
line pressure adjustment and I'm not sure how
these interact or overlap; the adaptation time
always has done the job for me.
aka ... different names in different tools but
it's the only thing with "time" in it.
This param is the "goal" for shift cycle time
total, that the PCM adjusts during-shift line
pressure to meet. You also have the during-shift
line pressure adjustment and I'm not sure how
these interact or overlap; the adaptation time
always has done the job for me.
Originally Posted by Tiger2o69
I dont know as much as many other guys on here but i read an article wher slp said not to do it. They said it would give you a tenth but that wouldnt matter when you have to replace a lot of parts.
I know SLP is a sponsor, but a lot of the stuff they say is wrong. The 4L60 has been around for years without TM. I've personally seen older non-TM setups last 200k in a truck application with plenty of heavy towing. 
I hated TM when it was activated on my car. It would kick in at half throttle sometimes, very annoying. It wasn't a problem until the converter, after the cam it was soo bad. I was glad to get it removed when I got it dynotuned. Much better with out it. TM 
To each his own... to more than a few, a new
transmission. A little kindness at the right time
can go a long way, and you can make it not
cost you if you're smooth about it, is all I'm
saying.
transmission. A little kindness at the right time
can go a long way, and you can make it not
cost you if you're smooth about it, is all I'm
saying.
Originally Posted by MyLS1Hauls
Thats just a bunch of I know SLP is a sponsor, but a lot of the stuff they say is wrong. The 4L60 has been around for years without TM. I've personally seen older non-TM setups last 200k in a truck application with plenty of heavy towing.
I know SLP is a sponsor, but a lot of the stuff they say is wrong. The 4L60 has been around for years without TM. I've personally seen older non-TM setups last 200k in a truck application with plenty of heavy towing. TECH Enthusiast
Joined: Mar 2004
Posts: 647
Likes: 0
From: Australia
Originally Posted by Bill Bowling
I have also increased the line pressure. What and where do you change
accumulation time for the gear change?
Bill
accumulation time for the gear change?
Bill
Increasing the line pressure will increase shift firmness and reduce the shift adaption time - but only to the limits of the tranny accumulator. If indeed you are runnign max. line pressure and the shift is still taking too long, you can either introduce TO Management to retard some timing durign the shift and help it along OR put softer springs in your shift accumulator piston.
Cheers
