Torque management compares a real speed against a target and pulls engine torque whenever the car gets ahead of it. When driveshaft speed is the controlled variable, this table holds that target. If measured driveshaft RPM rises above it, the ECU reduces torque, using ignition retard and/or cylinder cut, until the driveshaft is back on target. That's how it catches tire spin before it becomes a lost pass.
How it's usually laid out
The common arrangement is race time across one axis, starting from the trans brake or clutch release, and a trim knob on the other so the driver can pick a curve to suit the track. The axes can use other channels if your strategy needs them. It relies on a working driveshaft RPM sensor.
Building a first curve
Don't guess. Take driveshaft RPM from logs of good previous passes, or make a pass with torque management off and log it, then use that as the starting shape. Tune one knob position first. Once it works, build the others for better and worse track conditions. Get the engine tune right before starting on this table.
The Nexus help text for this table is still being written, so we've described how the strategy is used in Haltech torque management generally. Related tables: driveshaft RPM ignition correction and driveshaft RPM percentage cut. For help setting it up, book a free consultation.
