The Torque Control model is available under the Settings > Tuning menu, next to the Fuel and Ignition tables. It enables fine-tuned torque management strategies for use with features like automatic transmissions, gearshift smoothness, and driveability under high load or deceleration.
⚙️ These settings are required for all automatic transmission integrations including ZF 5HP, ZF 8HP, and VW/Audi DSG systems. Without proper torque control setup, shifting smoothness, kickdown behavior, and rev-match blips may not function correctly.
⚠️ Note: Rev matching functionality is only available on ECUs equipped with electronic throttle control (ETB). If your ECU uses a cable throttle or does not have ETB enabled, the throttle blip feature will not function.
Used for rev-matching during downshifts, this table sets the target throttle position (TPS %) at each RPM point.
At 6500 RPM, the ECU will command 32% throttle opening.
Defines how the ECU should reduce torque when requested. Each strategy has trade-offs, and the correct choice depends on your engine setup, transmission type, and overall goals.
How it works: Lowers boost target or reduces solenoid duty cycle without adjusting ignition/fuel.
Pros: Smoothest for turbo systems, no ignition/fuel side effects.
Cons: Slowest to take effect, unsuitable for sharp torque drops.
Recommended for: Smooth clutch engagement or partial throttle shifts, turbo auto setups.
⚠️ Choose based on your engine setup and transmission type. Fuel/ignition cuts give rapid control but are more aggressive. Retard/boost options are smoother but slower.
Defines how the ECU should reduce torque when requested. Each strategy has trade-offs:
Retard – Uses only ignition timing retardation
Retard and ign. cut – Mix of retard and ignition cut
Ignition cut – Disables spark for rapid torque drop
Retard and fuel cut – Timing retard and fuel injection off
Fuel cut – Fuel off only, retains timing
Retard and boost reduction – Retard ignition and reduce turbo boost
Boost reduction – Adjust boost only, keeps fuel and spark
⚠️ Choose based on your engine setup. Fuel/ignition cuts are more aggressive and may be rough. Retard-based strategies are smoother but slower.
This document explains the layout and purpose of the main Torque Table, accessible from the Torque > Torque Table tab in RM-Tuner. This table is essential for providing live torque estimates to the TCU and synchronizing engine output behavior with automatic transmissions like ZF 8HP, ZF 5HP, and VW DSG.
Many standalone ECUs attempt to “fake” torque output by transmitting flat or estimated numbers. This is common when the TCU and ECU are from different systems and do not share a proper protocol.
RM-Primis avoids this limitation by:
Using realistic and engine-specific torque calculations
Syncing with TCU logic designed around real-time torque values
Ensuring TCU internal torque models are aligned with ECU-reported numbers
💡 When you give the TCU real data, it responds intelligently.
Known torque curves for your specific engine configuration
📊 Always validate with real-world data when possible. A good torque table improves not only shifting, but also launch control, kickdown behavior, and clutch longevity.
Treat the torque table not as a guess, but as a calculated contract between the ECU and the TCU. The more truthful your numbers, the better the entire powertrain will perform.
🔧 You’re not tricking the TCU — you’re speaking its native language.