iirc the torque management pulls throttle immediately before shifting and reapplies it after the next gear is engaged. It's there whether the nannies are off or not to make shifts smoother and maybe increase transmission life. However the traction control, if that detects any slip whatsoever, it can pull a LOT of throttle back for 3-4 seconds and it's basically a gimped truck until the throttle comes back on.
If I read right the DAP should remove the TM completely and dial back the sensitivity of the traction control response. Both are nice in inclement weather but less than fun when tryin to get on with business
My understanding of torque management is that it has more to do with limiting the amount of power the truck will make under certain conditions - specifically in 1st and 2nd gear. This is done for several reasons, but mostly prolong the life of parts like transmission internals, u joints, ring and pinion, etc, as well as making the truck less of a handful to drive in those lower gears especially while turning and in inclement weather.
Multiply 401 lb ft by 1st gear (3.333) times the rear gears (4.30) and you have nearly 6,000 lb ft of torque to the wheels as you blow past 3,600 RPM in first gear. Surely that is plenty to break the tires free in most situations. If you power brake it from a standstill, the converter will let the engine RPM up to about 2,000, where it is still making over 300 lb ft, and you are putting 4330 lb ft of torque to the tires once you let off the brakes (ok, ok, really that's how much torque is being put to the rear axle shafts; once you put the tire on, it's a bit less than that because of the radius of the wheel, but you get the point).
Also, because of the way transmissions work with planetary gear sets and such, you can place a lot of load on individual components in lower gears.
So, in order to impress prospective buyers with high power numbers AND make the vehicle survive potential abuse at the hands of aggressive drivers (and keep warranty costs down), they introduced torque management as way to essential de-tune the engine, causing it to make less power in certain gears and in certain conditions, but advertised power in other gears where it really needed for things other hot rodding, drag racing, and showboating.
Not having torque management is rarely an issue unless you drive like that one high school kid that like to bounce the front of his truck in the parking like by hitting the brakes then the gas, then the brakes, then the gas... Or you stab the gas pedal every time you go, then hammer the brakes every time you slow. Shock loading the parts is bad for them, so TM tries to minimize that.
Yes, the vehicles programming also defuels the motor before shifts to make them smoother and prolong clutch life, but the vehicle does that it all gears. When a programmer like DAP removes torque management, I believe the are talking about the power limiting that happens in 1st and 2nd as well as changing the amount of time that the engine will defuel between shifts.
2013 5.7l DC RB 4x4 TRD MAG GREY w/TOW PKG, WTEC MTS, BGDFLCTR, LOPRO TNO, BDRG, COACH ShKLS N BSHNGS, 45BKUPCAM, DYNAMT W/DB-3 MLV, PRMSiQ, PNR AVHX2500BT, H11_2_H9, Hlla500FF, MGMC #203, TRDSwyBr, PNR TSD1720C, JBLGTO628, PNR GMD8604, INF860w, FX2.0RR, BIL6112, IcnLefPk, RidRitBgs, DystrCrdl
Blenton = Mike Sweers