I don't know if i should reply scarry
But here goes-- the computer knows torque-- from knowing
the engine VE, size, rpm, Mass Air Flow ect. If it sees the
Torque exceeding the levels set by G.M. It will try to reduce
torque down to the acceptable levels set in the programming
Retarding timing is the first level-- Second Level is closing
the throttle (drive by wire)! and third shutting down cylinders
via injector control to yes 4 cylinders if necessary- Later
we will have DOD Displacement on Demand (shutting down the
oil feed to the hydraulic lifter) that can be utilized for torque management. I can only speculate on the module from Cartek
but i beleive you could reduce the MAF air output signal- in
return the computer would not see full load and torque output
in return a leaner mixture more timing and the computer not seeing full load and not trying to control what it does not see
I do not know where the cartek module connects too Iam
only speculating how this type of device could work!

 

The Vette Doctors tuned my Z51 A4 today with LS2 Edit. In addition to advancing timing 5 degrees, changing fan kick-on, etc. they changed torque management parameters. We didn't dyno it, because auto trans parameters can not be changed yet. These C6's are a whole different ballgame than the C5's!

 

the thing im wondering is everyone that is getting their cars tuned with LS2 Edit (which is the beta version still, no one has the full version yet, although there are newer beta versions out but they are not the full version yet) the tuners still dont have access to one of the main torque limiting paramaters. I know you can access the TQ mgmt for each gear but supposedly (im hearing this from my tuner...no firsthand knowledge) there is another "limiting torque parameter/factor" that has to be taken care off (raising the numerical value) I guess it goes off of MAF readings. Thats why he was telling me that my car wouldnt make any more power (no matter what you do) until you address that parameter first. Like i said earlier, there was a FULL 2 point A/F ratio difference, along with additional timing added and there was NO difference at all. Between the 2 runs, which were minutes apart, there was a 1/2 HP difference. Now, if you were to add or take away that much fuel (and timing) on my old 03 cobra, you're talking 30-40rwhp difference, maybe more

 

No offense, because in general, I share your (often stated ) views that mods claims are if not backed up by before and after dyno runs or 1/4 mile trap speed etc. But torque convertors only have one controllable parameter (ignoring the old Mopar switch pitch) : either they are locked or they are unlocked by the use of an internal clutch that is actuated via fluid pressure. That pessure is either on or off and this switching is done by the TCC solenoid. If you pay close attention, you will see a drop of 200 rpm or so when the TC locks up - it's almost like an additional gear change. It is not that subtle. Therefore, I see no way that TM is appied via the locking and unlocking of the TC.

Now to be fair, LT1LS1, we're still waiting on before and after numbers

 

Iam having great success with LS2 edit, the version i rececived
last week has several torque management features-- I lean the
mixture to 12.8 at peak torque and add a few degrees of timing
and the power jumps 15-20 Hp. I will say this ,- small changes
in the PE tables like 1-2 percent makes big changes in the
air/fuel ratio. The MAf Calibration is 5% bigger(richer) than
a Ls1 ZO6. I have found that recalibrating the MAf in the
High flow tables leans the fuel in the upper air flow ranges
and then I fine tune the PE table- Descreening the MAf is ok
as long as you get the long term fuel trims 0 to -5%. The
MAf sensor and airflow is very critical on the LS2 or should I say sensitive. I had an Ls2 Gto loose 20 Hp from installing a
New Era CAI. Then we added KOOKs Headers and lost another
23HP! I got the tune back in order- (Maf calibration mainly)
and got it all back +20HP. The a/f mix on the baseline-
customer installed the CAI was 8.5:1 (RICH) after the headers
it was 8.0:1 PIG RICH-. We tuned to 12.6- 13.0 and gained
almost 65 HP! 293HP to 358HP! My point is "Tuning is Everything" You can add hardware and go backwards without
getting the tune happy!

 

Thanks for the insight. As I've been saying (preaching actually), these things work as a system, with each mod affecting tune. Plan your mods as a package, and tune FOR that complete package - then you'll get the HP at the wheels, that everyone is looking for. Putting a Halltech/Honker/Whatever and expecting 15HP is ludicrious. Doing intake and exhaust mods, and then tuning for the resultant trim/flow, will give the results we're all looking for.

I played the same game for years with my Harleys. Get the heads done, the intake/carb aren't flowing enough. Put a new intake and carb on, the exhaust has to be retuned.

Do it all in one shot, and tune afterwards -> and just be done with it. The constant march of mod after mod can drive you nuts (and break the bank)...

Regards,

Rick

 

I agree pic your hardware and then tune it

 

Ranger, The C6 ECM/U codes are not "unbeatable". I realize that there are a lot of "so-called tuners" out there, offering the world and giving you an island.

MTI, CARTEK, and Lingenfelter to name a few are all offering several different approaches to tune the C6, and who REALLY knows what works, as they are all in it for the bottom line.................to make a living. I would just like to have someone who REALLY knows what they are doing....................do it!

I think its a bit early in the game to know this, and don't even mention the subject of torque management again................GOD.........we do not know if it even EXISTS!

I have been a CF member for quite a while, as you know, and have had my ears "pinned back" too many times to admit. Yeah, I have been wrong, sometimes DEAD wrong, but life goes on. I would never intentionally disrepect ANY vendor and I know you know it.

BTW, I have been reading your posts for years on your "bone" stock Z06, running in the 11's..............trying to dupilcate the times with the last 3 Z06's I have owned, hitting a 12.2 with an intake only........your drag racing tips were and still are a tough act to follow.

BTW, after visiting their website, and checking their upcomming dyno days, they are still showing availability dates in AUGUST 2004...............a bit more credibility to their business would be in order also if they weren't 10 MONTHS behind in their website updates..............and after looking at the total website, I hire a new webmaster if I were them (him).......................

 

"I would never intentionally disrepect ANY vendor and I know you know it. " We are too busy making power to keep the web site updated sorry
somethings are more important" and some wonder why tuners stay off the forum just trying to help others with info- I have 25 years of experience in engine mangement system and have trained thousands of techs not to mention since 97 on the Ls1 and genIII family and then
i let some __________ I'll stop i forgot I have no credibiltiy

 

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