What is torque management? *TCS & torque red. info

[shelbyracing]

My understanding is that it limits your engine at shift points to protect your trans. Only automatics have it, and it is set at a specific amount of torque.

I wad told this is 100% false, so does anyone else have valid information on just what this is? I would like to have a better understanding.

[shelbyracing]

I couldn't find a super credible article, but this is the first one on Google.
www.ls2.com/forums/showthread.php?t=361225

[caleditor]

This is very old and incorrect information. I will go over this and correct it as needed
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Torque Management,Traction Control Reduced Torque, and Torque Reduction.

Cadillac Information. (Similar to Corvette’s)

96 to 99 Information

Torque Management
Torque Management is a function of the PCM that reduces engine power under certain conditions. Torque management is performed for three reasons:

• To prevent overstress of powertrain components.

• To limit engine power when brakes are applied.

• To prevent damage to the vehicle during certain abusive maneuvers.

The PCM uses manifold vacuum, intake air temperature, spark retard, engine speed, engine coolant temperature, A/C clutch status, and EGR valve position to calculate engine output torque. It then looks at torque converter status, transaxle gear ratio, and brake switch inputs and determines if any torque reduction is required. If torque reduction is required, the PCM retards spark as appropriate to reduce engine torque output. In the case of abusive maneuvers, the PCM may also shut off fuel to certain cylinders to reduce engine power.

There are five instances (listed in the service manual) when engine power reduction is likely to be experienced

• During transaxle upshifts and downshifts.

• Heavy acceleration from a standing start.

• If brakes are applied with moderate to heavy throttle (input supplied by the Extended Travel Brake switch).

• When the driver is performing stress-inducing (abusive) maneuvers such as shifting into gear at high throttle angles.

In the first two instances, the driver is unlikely to even notice the torque management actions. In the other cases, engine power output will be moderate at full throttle.

When the PCM determines that engine power reduction is required, it calculates the amount of spark retard necessary to reduce power by the desired amount. This spark retard is then subtracted from the current spark advance. In the case of abusive maneuvers, the fuel injectors for cylinders 1, 4, 6, and 7 will also be disabled for a period of time.

Traction Control
Traction Control is a function of the PCM and the EBTCM that reduces front wheel slip during acceleration by applying the front brakes and reducing engine power. Refer to Brakes for an explanation of the EBTCMs role in traction control. The PCM continuously sends out a PWM signal that indicates the torque output of the powertrain. This signal, referred to as the Delivered Torque signal, is used by the EBTCM to determine what action is required when it sees the front wheels slipping. The EBTCM may decide to apply the front brakes only or apply the front brakes and request reduced torque output from the powertrain. The EBTCM requests reduced torque using another PWM signal. This signal, referred to as the Desired Torque signal, is used by the PCM to determine if the EBTCM is requesting reduced torque output from the powertrain. If the EBTCM requests reduced torque, the PCM will disable between one and seven fuel injectors to achieve this.

Desired Torque will normally be a 90 percent duty cycle signal to the PCM. When the EBTCM decides to request reduced engine power, it decreases the duty cycle of the Desired Torque signal by the amount of torque reduction required (90 percent duty cycle means no torque reduction, 10 percent duty cycle means 100% torque reduction). The PCM responds by shutting off fuel to one or more cylinders depending on the percent torque reduction requested. The PCM will not shut off any fuel injectors if any of the following conditions are present

• Coolant temperature is below -40°C (-40°F) or above 131°C (268°F).

• A low coolant level is present.

• Engine speed is below 600 rpm

The disabled fuel injectors will be re-enabled one by one as the need for traction control ends.

Several DTCs disable traction control when set. They will also trigger a TRACTION OFF light or message. The PCM traction control override also disables traction control and triggers the message. To diagnose a Traction Off light/message, diagnose any DTCs set first. Then check the traction control override and, if active, deactivate the override. If the TRACTION OFF light/message is still present, refer to Brakes for further diagnosis.

On 96 to 99 FWD Northstar’s when the T/C is turned off the PCM starts the car in second gear to reduce torque output
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PCM

Fuel Shut-Off Mode
The PCM has the ability to completely turn all the injectors Off or selectively turn Off some of the injectors when certain conditions are met. These fuel shut-off modes allow the Northstar powertrain to protect itself from damage and also improve its driveability.

The PCM will disable all eight injectors under the following conditions:

Ignition Off (prevents engine run-on).
Ignition On but no ignition reference signal (prevents flooding or backfiring).
High engine speed (above red line).
High vehicle speed (above rated tire speed).
Extended high speed closed throttle coastdown (reduces emissions and increases engine braking).
The PCM will selectively disable up to four injectors under the following conditions:

Torque Management enabled (transaxle shifts or abusive maneuvers).
Traction Control enabled (in conjunction with front brakes applying).
Low coolant condition (protects engine from overheating).
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Traction Control System (TCS)

Traction Control
Traction control will not have any effect on the operation of the vehicle until the control module detects one or both of the front wheels rotating faster than the rear wheels. At this time the electronic brake and traction control module (EBTCM) will request the powertrain control module (PCM) to reduce the amount of torque applied to the drive wheels. The PCM does this by retarding timing and selectively turning off fuel injectors (up to a maximum of 5). The EBTCM will apply the front brakes, thus reducing torque to the front wheels. Once the front wheels begin to rotate at the same speed as the rear wheels, the system will return full control to the driver. During the traction control mode, if the brake is applied to only one front wheel, most of the torque from the engine will be directed to the other front wheel which will improve the traction of the vehicle.

The braking is accomplished by closing the TCS master cylinder isolating valves, this isolates the master cylinder from the rest of the system. The TCS Prime valves open to allow the pump to get brake fluid to build pressure for braking. The drive wheel circuit solenoids are energized as needed to allow for pressure hold, pressure increase, or pressure decrease.

The TCS may be deactivated by the driver if desired. In order to deactivate the TCS with the engine running, depress the traction control switch. The system will remain deactivated until the ignition switch is cycled, or the switch is pressed again.

The EBTCM output (Desired Torque signal) is sent to the PCM as an input. When the PCM has a value of 100% the input is a 90 to 95% PWM at 128 hertz signal from the ABS/TC pulled low.
If the PCM has a constant 90% PWM signal. The PCM will not reduce Torque in this part of the program. It can reduce torque from the torque management, but it will not be from wheel spin.
If you add a PWM driver that hold the circuit at the 90 to 95%, but can be switched back to the cars system with a flip of a switch. Then you have a good piggy backed system.

On a 2000 to 2003 FWD Northstar if you turn off the T/C the PCM will reduce the torque output. This is similar in theory to the earlier cars starting in second gear. So don't turn off your T/C!

If a T/C DTC is set the PCM will reduce torque output!

I disconnected the ABS/TC module on a 2003 car and it ran just a tick slower. I thought that it was a fluke. No it was slower. It may have been a .1 of a second, but it was slower. The PCM will set DTC's for open circuits and the PCM does not receive that all important State Of Health (SOH) code from the ABS/TC module.

I tried to test the stall speed in a 2003 DHS. To do this you place the car in gear, apply the brake to hold the car, and mash the gas. The car would rev to 1800 RPM's and then start to drop off. Then if I held it for more than say 5 seconds it would kill cylinders. pretty soon it was 1500 RPM's

When the PCM see a brake pedal input and a TPS angle increase the PCM retard the timing (the first RPM drop) then the PCM shuts off cylinders via injectors. Just listen the your exhaust. We figured this out at the track. Try to launch with the gas and brake you really add to your time. Tell the guy running the dyno he can not use the brake and gas!

I made up some 1K resistance connectors for the dyno. We change a few wheel bearings a year. I started to cut the connectors off of the old ones. I soldered in the resistors and then just clipped them on for the dyno. I had no DTC's set or messages, but we only made 200 RWHP. Is this because the ABS and the PCM wheel speed did not match? I am not sure if this caused a reduction in power. I will take a data logger next time.

Engine Torque Reduction Tables

These are the tables inside of the PCM's program!

IAT:
Yeah The Intake Air Temp sensor will reduce torque on a Northstar. It will revamp timing and shift speeds. When it is cold out lets just say 30° out and you get that Ice possible message on your DIC. Nail the gas and at 30 MPH, it will only drop into 2nd. If it is 50° out you will get it into 1st gear. If the temp is 90° out the PCM is trying to protect the trans and it reduces more timing on shifts. If the car is hot under the hood say 160° you would get detonation so they pull out timing. If you get some cold air going in to it the PCM will add some back without getting detonation.

IAT Spark Correction vs IAT vs MAP:
This is one of the tables used for above

Brake Torque Control:
This will reduce timing, reduce injector pulse, and shut down injectors

AC Clutch Engagement and Release:
This will reduce or increase timing, reduce or increase injector pulse, and reduce or increase IAC counts

TCC Engagement and Release:
This will reduce or increase timing

DTC Torque Reduction:
This can reduce timing, reduce or increase injector pulse, and shut down injectors depending on the DTC set

TCS

Traction Control Spark Retard vs RPM:
This table is the setting for the amount of spark retard at a RPM when the T/C is active.

Traction Control Spark Retard vs Desired % Torque Reduction:
This is the factor table for the desired amount of reduction.

Traction Control Aggressive Spark Retard vs RPM:
Think of this as when your on ice.

% Torque Loss vs Spark Retard:
This table is the reverse of the other table and tells the PCM how much torque is lost for a given amount of spark retard.


% Torque Reduction When Traction Control Disabled:
This is the table for the % reduced when a DTC is set, the T/C is off, no SOH message received, and the PCM receives a message stating that the T/C can not control traction.

Desired Torque Failure Limit:
Number of invalid desired torque reads out of Desired Torque Pass Limit reads which will set a fault.

Desired Torque Pass Limit:
Number of desired torque reads which will set a pass if Desired Torque Failure Limit invalid reads have not been reached.

Traction Control Re-enable Time:
This is the amount of delay before the system return to normal.
When I test have test driven some early CTS’s that have a very long delay. Like I can count 2 thousands before the PCM returns the power.



Engine Protection:

Low Engine Oil Pressure:
This will shut off all the injectors and or the Fuel Pump

Camel hump Mode AKA Over Temp:
Shut off cylinders to cool the engine

Over RPM:
This will reduce timing, reduce injector pulse, and shut down injectors

Misfire Balance Timing offset:
Adjusts the timing to prevent damage from internal torsional stress when the engine is misfiring.


Vehicle Protection

Vehicle Over Speed:
Shuts off injectors

Extended Brake Pedal Travel:
This will reduce timing, reduce injector pulse, and shut down injectors

Wheel Speed Sensor Failure:
This can reduce timing, reduce injector pulse, and shut down injectors depending on the system and the VSS

Catalytic Converter Protection

Misfire Detection:
This will reduce timing, reduce injector pulse

Catalytic Converter Over Temp
This will reduce timing and Vehicle Speed (Shuts off injectors), Change Stoich to stabilize converter temp


The 4T80E has a full set of Torque Management Tables also.

Drivetrain Abuse Management
This will reduce timing, reduce injector pulse, and shut down injectors
Examples: Neutral drops, Over Speed Governor, Trans Slip

Garage Shifts:
Reduces Trans Line Pressure via the trans PCS

Trans Upshift and Downshift Torque Reduction:
Trans PCS change, Shift Timing, Ignition Timing Reduction.

[caleditor]

OK I have some Data Logs.
We ran out of time this morning. I will get the amount of torque graphed in ft lbs. I was looking at too much data at one time and the data and the data is a little choppy. One run we did not go as fast as the others, so I ended up with 0 to 73 MPH graphs.


Engine: Torque Management - General
Maximum Torque
The values affect the maximum torque allowed by the VCM. Many of these values only apply to Electronic throttle control vehicles.
 Max Engine Torque vs. RPM vs. Gear: Maximum allowed engine torque vs. RPM and current gear for transmission protection. Electronic Throttle Fitted Vehicles only.
 Max Torque vs. Gear: Maximum allowed engine torque vs. current gear.
 Max Torque vs. RPM: Maximum allowed engine torque vs. RPM, whilst TCC locked.
 Max Torque: Maximum allowed engine torque for Electronic Throttle Control fitted vehicles. This value is also used to control a torque based PCM output, this is used on some Holden vehicles to reduce Fuel Pump voltage when torque is below this value. WARNING: increasing this value on those vehicles will result in reduced fuel pressure, lean conditions and possible engine damage during high torque operation.
 Tip In Torque by Gear: Electronic throttle maximum allowed instantaneous torque increase based on automatic trans current gear.
 Trans Input Torque Max: Maximum Transmission Input Torque
 Trans Output Torque Max: Maximum Transmission Output Torque
 Rear Axle Torque Max: Maximum Rear Axle Torque
 Rear Propshaft Torque max: Maximum Rear Propshaft Torque
 Brake Torque Limit: Maximum torque during braking, to ensure the vehicle brakes can always stop the vehicle.

ETC Limits
 ETC TPS% Max: This is the maximum allowed ETC throttle percent based on the current percentage of torque being delivered. The PCM uses this to limit the ETC opening rate to maintain traction.
 ETC Injector Disable: During ETC Traction control strategies the PCM may disable injectors in order to control engine torque. This table is an 8bit binary "Enable Mask". A value of "0" for any bit means that cylinder will be disabled. A value of 255 means all cylinders will remain enabled.
 Power-Hop Injector Disable: Disables injectors during a very large torque transient. This table is an 8bit binary "Enable Mask". A value of "0" for any bit means that cylinder will be disabled. A value of 255 means all cylinders will remain enabled.
 ETC TPS Max vs. Mode: This is the maximum allowed ETC throttle position in relation to traction control mode and gear.
 ETC TPS Max vs. Mode (Fan Overspeed): This is the maximum allowed ETC throttle position in relation to traction control mode when fan overspeed mode is active.
 ETC TPS Max vs. ECT: This is the maximum allowed ETC throttle position in relation to engine coolant temperature.
 ETC TPS Max vs. Oil Temp: This is the maximum allowed ETC throttle position in relation to engine oil temperature.
 ETC TPS Max Delta Positive: This is the maximum allowed ETC throttle position rate of change during throttle opening versus RPM and gear.

Spark Retard
 Max Torque vs. RPM vs. Gear: The values affect the amount of spark retard commanded by the VCM to achieve the desired % Torque Reduction. Setting this table to zero will disable any torque management related spark retard, including transmission shift torque reduction.
 % Torque Loss vs. Spark Retard: This table is the inverse of the other table and tells the PCM how much torque is lost for a given amount of spark retard.

Traction Control System (TCS)
The values affect the amount of retard the VCM will use to reduce engine power due to loss of traction.
 Traction Control Spark Retard vs. RPM: Normal TCS retard (degrees)
 Traction Control Air Fuel Ratio:
 Traction Control Aggressive Spark Retard vs. RPM: Aggressive TCS retard (degrees)
 Traction Control Injector Disable: Specifies the number of injectors disabled by the TCS system for each mode (V6 only)
 Traction Control Max Torque: Specifies the torque reference for retarding ignition timing during TCS operation. The lower this is set, the earlier the VCM will retard timing during TCS. (V6 only)
 TCS Limit - Spark: Traction control will use spark if enabled.
 TCS Limit - Fuel Cut: Traction control will use fuel cut if enabled.
 TCS Limit - ETC: Traction control will use ETC if enabled.
 TCS Enable Temp: Traction control will be enabled if ECT is above this.
 Minimum Desired Torque: Traction control torque request will be limited to greater than this.
 Powerhop Enable: Powerhop (axle tramp) control enable/disable.
 Powerhop Limit - Spark: Powerhop (axle tramp) control will use spark if enabled.
 Powerhop Limit - Fuel Cut: Powerhop (axle tramp) control will use fuel cut if enabled.


Engine: Torque Management - Engine Torque

Engine Torque Model
The PCM uses a airflow, fuel and thermal efficiency and heat based model of torque.
 Inertia Factor: This is an engine inertia factor that is used to estimate torque required to accelerate/decelerate the engine.
 Fuel Qc Factor: This is the constant used to represent the Heat Of Combustion (Qc) in the torque model.
 MBT Torque Filter: This is the filter coefficient used to filter the calculated Mean Best Torque (MBT).
 Accessory Torque: This is the model of accessory torque load on the engine (excluding AC compressor when engaged).
 Friction Torque: This is the model of friction torque loss within the engine.
 Friction Torque Multiplier: This is a multiplier on the friction torque value at various oil temperatures.

AC Compressor Torque
The AC compressor places a large and variable load on the engine when engaged. The PCM has a complex model of AC Torque load including inertia effects and ramp in/out when the AC clutch first engages. The AC torque calculation is also used to calculate the Idle AC Airflow compensation for IAC/ETC control during idle.
 Torque vs. AC Pressure: This is the torque loss of the AC compressor versus AC Pressure.
 Torque vs. IAT: This is the increase in AC torque loss due to inlet air temperature.
 Inertia Torque: This is the model of inertia torque load for the AC clutch when it engages.
 On Hold Time: Time to hold Inertia Torque before ramp out begins when AC clutch first engages.
 Inertia Torque Airflow Ramp: This controls the ramp out rate of AC inertia torque once the On Hold Time expires.
 Off Hold Time: Time to hold AC torque before decaying to zero when AC clutch is disengaged.
 Torque Reduction: Maximum amount of torque reduction that the AC can request.

AC Bump Torque
This is the transient model of AC torque load when the AC clutch engages and disengages.
 Delay: Time delay between commanding the AC on and the compressor loading up the engine.
 Ramp In: Ramp in rate for AC Compressor torque.
 Ramp Out: Ramp out rate for AC Compressor torque.
 Duration Max: Maximum duration for transient torque model ramp out. After this time AC torque will be set to zero when AC disengages.
 Reset Limit: If AC torque loss delta is less than this the adaptive idle cells will be reset to zero.
 ETC% Max: Maximum amount of extra ETC throttle position the AC airflow can command.
 On Delay: Delay before retarding spark when the AC engages.
 Off Delay: Delay before retarding spark when the AC disengages.
 max Spark Retard: Maximum spark retard the AC transient can request.
 Spark Off Delay: Delay before ramping spark out when the AC disengages. After Off Hold Time expires.

Delivered Torque PWM
The delivered torque PWM is used in various applications. eg. for some Holden vehicles it is used to control the fuel pump voltage.
 Stall: commanded PWM % when stall protect is activated.
 Shift In Progress: commanded PWM % when a shift is in progress.
 Normal Minimum: Minimum allowed PWM %
 Minimum Factor: Factor used to calculate PWM minimum PWM %.
 Fail Condition: PWM % applied to when torque management failure conditions are detected.

Stall Protect
 Enable RPM: If RPM drops below this them Stall Protect PWM % will be commanded.
 Delta Gain: Used for calculating RPM derivative factor to determine if engine stall is likely.
 Disable Factor - Hi: If RPM derivative factor is above this multiplied by current Desired Idle RPM then stall protect will disable (if enabled).
 Disable Factor - Lo: If RPM derivative factor is below this multiplied by current Desired Idle RPM then stall protect will disable (if enabled).





Engine: Torque Management - Abuse
Brake Torque Abuse Modes
 Driveline Efficiency: Efficiency of transmission and axle gear multiplication for torque transfer.
 TCS Failed Torque allowed Factor: Scale factor applied to the Engine Torque Allowed parameter when traction control is known to be inactive.
 Brake Torque Mode RPM Over Speed Enable Lo: RPM set to maintain BTM
 Brake Torque Mode RPM Over Speed Enable HI: Enabling RPM
 BTM Torque Hysteresis: Hysteresis on the torque limit applied to prevent cycling in and out of limiting.
 Loops Between Ramps Steps: Number of loops to wait between increases in the ramp out.
 Torque Allow Offset: Torque offset below the maximum that will set the control target.
 Torque Ramp: Step size of torque when ramping out of brake torque management.
 BTM Throttle Open: TPS % that BTM Enables
 BTM Throttle Closed: TPS % That BTM Returns to Normal
 Effective Gear Ratio: Gear Ratio Set

Drivetrain Abuse Modes
 Enter Abuse Mode Test if RPM Greater Than in P/N: If RPM is greater than this value the abuse mode test will run
 Enter Abuse Mode Test if Speed Less Than in P/N: If Speed is less than this value the abuse mode test will run
 Enter Abuse Mode Test if RPM Greater Than “Drive”: If RPM is greater than this value the abuse mode test will run
 Enter Abuse Mode Test if Speed Less Than “Drive”: If Speed is less than this value the abuse mode test will run
 Enter Abuse Mode Throttle High: If the throttle position is greater than this hysteresis limit, drivetrain abuse can be enabled.
 Enter Abuse Mode Throttle Low: If the throttle position is greater than this hysteresis limit, drivetrain abuse can be enabled.
 Enter Abuse Mode if Vehicle Speed Threshold is above: If the vehicle speed is greater than or equal to this value, drivetrain abuse can not be enabled.
 Abuse Equivalence Ratio: If drivetrain abuse is active, the fuel equivalence ratiois commanded to this value.
 Abuse Cylinder Deactivation P/N: Vector specifying which cylinders to disable in abuse management when PSM indicates Park or Neutral. FALSE = DISABLED
 Abuse Cylinder Deactivation NOT P/N: Vector specifying which cylinders to disable in abuse managementwhen PSM does not indicate Park or Neutral. FALSE = DISABLED
 Abuse Mode Timer: This is the Duration the PCM will stay in abuse mode
 Abuse Mode Timer vs. Trans Temp: This is the Duration the PCM will stay in abuse mode


Gear Abuse
These values reduce torque to prevent transmission damage when selecting gear in an abusive manner.
 Max Speed: Above this speed abuse tests are disabled
 Min TPS: If TPS is greater than during a gear select, abuse is declared
 Min RPM: If RPM is greater than during a gear select, abuse is declared
 Spark: Spark during abuse
 AFR: AFR during abuse
 Injector Disable Min RPM: Above this RPM, injectors will be disabled if abuse is declared
 Injector Disable Number: Number of injectors disabled if abuse is declared

Differential Abuse
These values control differential scoring abuse mode.
 Min Speed: Below this speed, differential scoring abuse tests are disabled
 Spark: Spark during abuse
 AFR: AFR during abuse
 Injector Disable Number: Number of injectors disabled if abuse is declared

Supercharger Torque Management (V6 Only)
The values affect Supercharger Torque Management on supercharged V6 engines.
 TCS Mode Threshold: When TCS is active and TCS Mode exceeds this threshold, the VCM will calculate a maximum allowed supercharger boost.
 Enable Speed: If in 3rd gear and above this speed, the Supercharger Torque Management Timer will begin
 Enable Time (secs): If Supercharger Torque Management Timer expires torque is reduced. (ie. 3rd gear, speed above Enable Speed for Enable Time seconds)
 Torque Reduction Mult: Allowed maximum torque is multiplied by this value when enabled.

GM > Engine > Torque Management > Supercharger

Supercharger Torque Management
The values affect Supercharger Torque Management on supercharged V6 engines and L4 engines (eg. Cobalt SS and Saturn Ion 2.0L)

SC3800 V6 Engines
 TCS Mode Threshold: When TCS is active and TCS Mode exceeds this threshold, the VCM will calculate a maximum allowed supercharger boost.
 Enable Speed: If in 3rd gear and above this speed, the Supercharger Torque Management Timer will begin
 Enable Time (secs): If Supercharger Torque Management Timer expires torque is reduced. (ie. 3rd gear, speed above Enable Speed for Enable Time seconds)
 Torque Reduction Mult: Allowed maximum torque is multiplied by this value when enabled.

L4 "LSJ" Engine and other later vehicles

General
 Supercharger: Indicates if a supercharger is fitted to the vehicle.
 Boost Inhibit: If enabled, boost will be permanently inhibited.

Intercooler
 Intercooler: Indicates if an intercooler pump is fitted to the vehicle.
 Intercooler ERT Min: Minimum engine run time to enable intercooler pump.
 Intercooler IAT Min: Minimum intake air temperature to enable intercooler pump.

Boost Limits
 ETC Boost Limit: Maximum boost percentage when ETC power management is active.
 TCS Boost Limit: Maximum boost percentage when traction control is active.
 Reduce IAT: If IAT exceeds this value IAT Boost Limit will be active.
 Full IAT: If IAT Boost Limit is active then IAT must drop below this value to enable full boost again.
 IAT Boost Limit: Maximum boost percentage when IAT Boost Limit is active.
 COT Limit Eq Ratio: If COT Equivalence ratio exceeds this value then COT Boost Limit will be active.
 COT Boost Limit: Maximum boost percentage when COT Boost Limit is active.
 Knock Boost Limit: Maximum boost percentage in relation to the Knock Learn factor (Octane Scalar). Reduces boost if excessive long term knock detected.
 1st Gear Boost Limit: Maximum boost percentage when in first gear in relation to RPM.
 2nd Gear Boost Limit: Maximum boost percentage when in all gears (except 1st) in relation to RPM.

Boost Disable
 VSS Min: Boost will be disabled if VSS is larger than this value and TPS below the threshold.
 TPS Max: Boost will be disabled if VSS is larger than threshold and TPS below this value.
 Boost Ramp: Boost will ramp in at this rate after being cut. Lower numbers mean a slower ramp in.

Boost Control
 Proportional Gain: Proportional gain for supercharger boost control, larger numbers mean faster response but increased risk of instability and oscillation.
 Integral Gain: Integral gain for supercharger boost control, larger numbers mean faster response but increased risk of instability and oscillation.
 Desired MAP: The desired MAP for controlling boost, this is the target value the boost control tries to achieve.
 Desired MAP Steady State (S/S): The desired MAP for controlling boost, this is the target value the boost control tries to achieve when in steady state. This reduces boost when in steady state cruising. See steady state parameters below.

Steady State Reduce
 Enable Accel Max: Steady state timer update will be allowed when engine acceleration rate is below this.
 Enable Accel Min: Steady state timer update will be allowed when engine acceleration rate is above this.
 Disable Accel Max: Steady state timer will be reset when engine acceleration rate is above this. High acceleration.
 Disable Accel Min: Steady state timer will be reset when engine acceleration rate is below this. High deceleration.
 Timer Increment RPM: Above this RPM the steady state timer will increment if acceleration is within limits.
 Timer Hold RPM: Below this RPM the steady state timer will reset.
 Timer Hold TPS: If RPM is above the hold RPM and TPS is below this limit then the steady state timer will reset.
 Enable Time: If the steady state timer exceeds this value then the steady state boost control will be used.
 Torque Reduction Mult: Multiplier that reduces the the maximum allowed torque when steady state is enabled.


Transmission: Torque Management

Trans Torque Management
These values define the torque management parameters used by the PCM to reduce engine power (spark retard) to protect the transmission. Note: changing or disabling these values can potentially reduce transmission life and/or damage the transmission.

General
 Diff Score Enable This switch enables or disables differential scoring protection
 Stall Torque Enable RPM If RPM is above this then stall torque mode is enabled
 Stall Torque Disable RPM If RPM is below this then stall torque mode is disabled

Abuse Mode
 Abuse Mode Enable This switch enables or disables trans abuse mode
 Abuse Mode RPM: If Engine RPM is greater than this abuse mode is enabled
 Abuse Mode TPS%: If TSP% is greater than this abuse mode is enabled (if RPM less than above value)
 Abuse Mode Speed: If speed is greater than this, abuse mode is disabled
 Min Input RPM: If Trans Input RPM is less than this abuse mode is disabled

 Abuse Torque Reduction % vs RPM: Percentage torque reduction applied if abuse mode is enabled versus RPM
 Abuse Mode Duration vs. Trans Temp:

Torque Reduction
 Torque Reduction Master Enable: This switch enables or disables trans torque reduction (including abuse mode etc.) (not available in all calibrations)
 Shift Torque Reduction Enable: This switch enables or disables trans torque reduction during shifts (not available in all calibrations)
 Torque Reduction vs Torque vs Shift - Normal: This table defined percentage torque reduction during shifts in normal mode
 Torque Reduction vs Torque vs Shift - Performance: This table defined percentage torque reduction during shifts in performance mode
 Torque Reduction vs Torque vs Shift - Downshift: This table defined percentage torque reduction during downshifts

 Desired Torque: An offset for the electronic throttle torque limits to increase desired torque in an effort to keep the Automatic trans from slipping under low RPM load.

[caleditor]

OK I had to chop a big section out because the photobucket links didn't work.

I will see if I can't get it posted and then go over all of my BAD INFORMATION that I just posted.

Some of the information came out of the Help Section for EFILive and HP Tuners, but it isn't all correct

[shelbyracing]

It would be awesome to know the amount of torque/ conditions required to activate on our cars.