Torque Management Setup

Overview

Please refer to Torque Modelling for more information on how the ECU generates Engine Torque and Driver Demand Torque data.

For Torque Tuning information please refer to Torque Tuning

Torque Reduction Ignition Retard Clamp

This clamp value sets the maximum amount of ignition timing retard the ECU is able to apply during a torque reduction event.

Typical value is 40.0 degrees of retard.

Torque Nitrous Gain

When Nitrous is used to increase engine torque, the ECU automatically calculates the resulting additional Air Mass introduced by the Nitrous system.

In some applications, the calculated torque increase may require a small amount of scaling to account for differences between the modelled and actual engine response. The Torque Nitrous Gain setting can be used to trim the calculated torque increase and improve the accuracy of the Engine Torque Model.

Default Value = 1.00 ( No Scaling)

For example: Torque Increase-Nitrous = 100 Nm Torque Nitrous Scaler = 1.25 “Torque Increase-Nitrous” final value after scaling 125Nm

Torque Limit - Ignition Retard Scaling Table

During a Torque Reduction Request, the ECU can reduce engine torque by retarding the ignition timing from the **MBT (Minimum spark advance for Best Torque) ignition angle.

To achieve the requested torque reduction, the ECU needs to understand the relationship between the percentage of torque reduction and the required Ignition Retard. The Torque Limit - Ignition Retard Scaling Table defines this relationship.

The X-axis represents the requested Torque Reduction (%), and the table value represents the corresponding Ignition Retard (°) required to achieve that level of torque reduction. The default values are suitable for most applications.

Example: The engine is producing 600 Nm and a Torque Reduction to 420 Nm is requested.

This represents a 30% reduction in torque, 600 Nm → 420 Nm = 30% Torque Reduction.

Interpolating the table at 30% Torque Reduction determines that approximately 20° of Ignition Retard is required to achieve the requested torque reduction.

Torque Limit - Cut Gain Table

During a Torque Reduction Request, the ECU can reduce engine torque by applying Engine Cut.

This setting defines the relationship between Engine Cut (%) and the resulting Torque Reduction (%). The table value represents the percentage of Torque Reduction achieved for every 1% of Engine Cut.

Example: The engine is producing 600 Nm and a Torque Reduction to 420 Nm is requested.

• Engine Torque at 600Nm.
• Requested Torque Reduction = 180 Nm
• Requested Torque Reduction = 30%

1.0 %/ %Cut. ECU will cut engine at 30% 0.8 %/ %Cut. ECU will cut engine at 37.5% 1.2 %/ %Cut. ECU will cut engine at 25%

Torque Limit - Boost Target Margin Table

During Throttle Mass Flow Limiting, the ECU calculates the Minimum Boost Target required for the engine to achieve the requested torque.

The boost pressure must be higher than this minimum for Throttle Mass Flow Limiting to operate effectively. The Boost Target Margin is therefore added to the calculated Minimum Boost Target to provide the required headroom.

Example:* The ECU calculates a Minimum Boost Target of 150 kPa. If the Boost Target Margin is set to 20 kPa, the final Boost Target during Throttle Mass Flow Limiting will be:

150 kPa + 20 kPa = 170 kPa

Torque Limit - Target Calibrate

Use to Calibrate the Torque Limt Function. Use this function with CAUTION.

Enter a Torque Limit value to calibrate the system. This setting ALWAYS gets cleared at power-up

This will Override the CAN Torque Limit Request data, use the F3 Runtime menu to view data,

-1000.0 Nm = OFF

Torque Limit - Strat Calibrate

Used by the Torque Limit - Target Calibrate setting to determine which Torque Reduction Strategy (Strat Mode) is used to apply the requested torque reduction.

(If a value out this range is ued, the function will not operate) 0 = OFF 1 = Strat Mode 1 2 = Strat Mode 2 3 = Strat Mode 3 4 = Strat Mode 4 5 = Strat Mode 5