a crazy thought just hit me. i began to wonder how many folks that believe the mn6 or mz6 transmissions have the TM function also have their CAGS connected.

cags connected/disconnected wasn't supposed to be in the questions related to the automatic. i had to cut and paste to get it filled out in time.

i wanted to know how many folks with either tranny thinks tm exists.

 

Interesting poll, but even the tuners who used to claim TM doesn't exist on the MN6 have finally admitted it does but not to the degree seen on the autos. The MN6 cars have an "abuse mode" where timing is retarded and/or the throttle is lifted. It comes into play when hard shifting, experiencing wheel hop, etc. The better tuning software on the market confirms this as they do show the MN6 abuse mode and allow you to turn it off/on in the software.

Mike

 

check out this doc for some real info on torque control.

http://content.honeywell.com/sensing...nuscript_w.doc

i suspect, as others have stated, the same programming may be used in the ecm but some functions just don't apply.


don't these functions look familiar ?

"Indicative SAW Torque Sensor Applications and Potential Benefits:

Electronic Transmission Control:
Input/Output Shaft Torque & Transmission Component Applications
Hybrid Vehicle Powertrain Control
Potential to Improve Shift Smoothness, Vehicle Performance & Fuel Economy

Electronic Driveline Control:
Torque Management Systems (4WD & AWD Vehicles)
Potential to Improve Vehicle Performance, Stability & Safety

Engine Management:
Direct Measurement of Engine Torque -
(Crankshaft & Powertrain Component Applications)
Potential to Improve Vehicle Performance & Fuel Economy

Steering Torque Management:
Measurement of Torque in the Steering Column
Chassis Electronic Power Assist Systems (CEPAS) Applications
Potential to Reduce System Complexity

SAW Torque Technology utilizes antennas and non-contacting rotary couplers to transmit RF power in and RF signals out of rotating items such as shafts and discs. RF signals are then typically transmitted via coaxial cables, or they may be locally interrogated and the results fed via CAN, to a central display or to a system controller (See Fig 6). ....

...Existing torque sensors principally include resistance strain gauges (requiring slip rings for interrogation) and non-contacting sensors based on the principles of magnetostriction. However, as of this writing, torque sensors within the automotive world have been primarily used for the laboratory testing and evaluation of engine and transmission systems and their control algorithms.

Over the past few years, research and development has been applied to the provision of an increasingly reliable and accurate, low cost torque sensor technology for vehicle OEM applications. Surface Acoustic Wave “SAW” sensors provide wireless interrogation for applications such as: transmission input shaft torque, transmission output shaft torque and driveline torque for 4-wheel-drive (4WD) and All-wheel drive (AWD) vehicles. Essentially, a torque sensor module can often be integrated within the powertrain, and torsional strain monitored, for proportional real time torque measurement and corresponding system adjustments ....

...A key factor regarding successful sensor design is knowing how the automatic transmission is constructed. There are three principal assembly directions: drop in component from the pump or torque converter opening, sensor installed along the outside of the case, or sensor placed in the ECM valve body package via the oil pan. Where possible the sensor design should not interfere or detract from the assembly pattern of an automatic transmission. With SAW torque technology a compact package design typically provides ease of integration with existing system configurations. Various sensor mounting options are available allowing engineers flexibility for system integration.

Precise knowledge of the peak torques sustained by any element of an automotive powertrain will enable mechanical designs to be optimized in terms of the dimensions of shafts and disc components thereby offering weight and real cost savings.

Conclusion
Torque sensors and wireless interrogation based on surface acoustic wave (SAW) technology have been developed over the past decade to promote robust, accurate and cost effective monitoring and feedback for the enhanced control of tomorrow’s automotive transmissions."

 

I haven't felt anything different between my 03 Z and my 06 C6 both with manual transmissions and the CAGS by-passed. I drive them exactly the same. But from what I've read TM only rear's its ugly head on the track. So out on the street I have never felt or experienced it - yet

Tom

 

ok, so in others words, others may say if tm doesn't exist in my car then i either had it tuned out or i'm just not driving it hard enough ???

on the surface tm would seem to be the item that would prevent one from being able to break loose the tires at speed. wouldn't tm rear it's head during power shifts.

on a closed course, i've been able to spin the tires from a dead stop. i've also brooken them loose during shifts all the way up too and into third. i'm pretty sure i could break it loose into fourth but i just haven't gotten around to it, yet.

i also accidently once dropped her into second when i was going for fourth and boy did she respond, the rear squated, tires started spinning, fished off to the side and away i went. i don't recommend it but if tm existed i would think i should have seen it then.

 

Maybe, I sure if TM exists there are some very strict circumstances where it kicks in. Since I don't "street race" I'll never know and the only track time my car see's is on a road course and if driven properely you should never spin the tires like you would from a dead stop. So for my driving I'll most likely never see it. However 1/4 mile guys would.

Tom