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BD Torq loc
- Thread starter ak diesel driver
- Start date
Edzzed
Member
doesn't one of heaths tunes give similar features unless you have an exhaust brake. Ed
ak diesel driver
6.5 driver
According to BJ his has some sort of feature. not sure exactly what.
Edzzed
Member
Says here
The T-series is the result of an extensive research, engineering and development effort.
T-series unique and innovative programming features fuel delivery and start of injection timing schedules that are engineered to maximize diesel-combustion-efficiency to extract the highest possible work and mileage from every drop of fuel.
T-series also features a totally revised Glow-Plug timing control to make cold starts quicker and cleaner. The T-series energizes the glow plugs for a longer time depending on cold-start engine temperature.
T-series programming also controls automatic transmission shifting and torque converter clutch functions to most appropriately suit the new T-series torque output curve. Clean efficient power that is being properly applied to the load.
You will also appreciate the T-series torque converter clutch control feature, Tork-Lock. This control function maintains application of the torque converter clutch on deceleration to allow you the advantage of compresison braking. This is a great feature!
The mountains of Washington, Oregon, Idaho, Montana, Utah, and California were the proving ground, all playing host to countless, sessions of fuel economy and heavy-towing tests designed to challenge this new programming. The T-series program proved a bright shinning star, delivering excellent gains in towing fuel economy along with good strong power and torque.
Heath recommends these additional upgrades:
Turbo-Master boost controller, Super-Flow exh system, Heath Cold Air Intake system, Heath Water-Mist Injection system
The T-series PCM/ Turbo-Master combo delivers a solid 40+ hp 95 lb ft torque gain at the rear wheels. Thats power you need, maximum practical, usable pulling power.
The Max E Tork T-series PCM is supplied on an exchange basis. A $300 PCM core deposit is assessed at the time of purchase. This PCM core deposit is refunded upon return of original, serviceable PCM core unit.
If you prefer, you can ship your original PCM to Heath for programming.
Orders are filled and customer-supplied PCM reprogrammed within 48 hours of order taking.
Heath Max E Tork programming is guaranteed. We offer this upgrade with a 90-day satisfaction guarantee and 7-year, free replacement part warranty.
We instist upon your complete and total satisfaction with Max E Tork and we will settle for nothing less.
Not legal for sale or use in California on any pollution
The T-series is the result of an extensive research, engineering and development effort.
T-series unique and innovative programming features fuel delivery and start of injection timing schedules that are engineered to maximize diesel-combustion-efficiency to extract the highest possible work and mileage from every drop of fuel.
T-series also features a totally revised Glow-Plug timing control to make cold starts quicker and cleaner. The T-series energizes the glow plugs for a longer time depending on cold-start engine temperature.
T-series programming also controls automatic transmission shifting and torque converter clutch functions to most appropriately suit the new T-series torque output curve. Clean efficient power that is being properly applied to the load.
You will also appreciate the T-series torque converter clutch control feature, Tork-Lock. This control function maintains application of the torque converter clutch on deceleration to allow you the advantage of compresison braking. This is a great feature!
The mountains of Washington, Oregon, Idaho, Montana, Utah, and California were the proving ground, all playing host to countless, sessions of fuel economy and heavy-towing tests designed to challenge this new programming. The T-series program proved a bright shinning star, delivering excellent gains in towing fuel economy along with good strong power and torque.
Heath recommends these additional upgrades:
Turbo-Master boost controller, Super-Flow exh system, Heath Cold Air Intake system, Heath Water-Mist Injection system
The T-series PCM/ Turbo-Master combo delivers a solid 40+ hp 95 lb ft torque gain at the rear wheels. Thats power you need, maximum practical, usable pulling power.
The Max E Tork T-series PCM is supplied on an exchange basis. A $300 PCM core deposit is assessed at the time of purchase. This PCM core deposit is refunded upon return of original, serviceable PCM core unit.
If you prefer, you can ship your original PCM to Heath for programming.
Orders are filled and customer-supplied PCM reprogrammed within 48 hours of order taking.
Heath Max E Tork programming is guaranteed. We offer this upgrade with a 90-day satisfaction guarantee and 7-year, free replacement part warranty.
We instist upon your complete and total satisfaction with Max E Tork and we will settle for nothing less.
Not legal for sale or use in California on any pollution
Edzzed
Member
Edzzed
Member
great white
Well-Known Member
My Heath PCM locks up the converter like a BD torq lock would.
Except that it is programmed in to the PCM and does it's thing automatically.
I've also read that the BD torq lock can cause the PCM to code, but i've never used one so that's only what I've heard.
The heath PCM locks when up to speed and it stays locked on throttle release (something the stock program does not do).
It's almost like the trans has 2 more gears (3rd, 3rd lock, 4th, 4th lock)
It is very effective at keeping the truck managable on downhills, often not even requiring a downshift.
I won't say when the conveter locks/unlocks since that's heath's stuff to make public or not.
The other reason to get a heath pcm is for the power. I've switched back and forth from my heath PCM to my stock pcm and while the stock PCM gets 'er rolling and stopped, heaths pcm is much better when towing and you won't want to run the stock one again after you've experienced them "back to back" with a heavy trailer in hills....
Except that it is programmed in to the PCM and does it's thing automatically.
I've also read that the BD torq lock can cause the PCM to code, but i've never used one so that's only what I've heard.
The heath PCM locks when up to speed and it stays locked on throttle release (something the stock program does not do).
It's almost like the trans has 2 more gears (3rd, 3rd lock, 4th, 4th lock)
It is very effective at keeping the truck managable on downhills, often not even requiring a downshift.
I won't say when the conveter locks/unlocks since that's heath's stuff to make public or not.
The other reason to get a heath pcm is for the power. I've switched back and forth from my heath PCM to my stock pcm and while the stock PCM gets 'er rolling and stopped, heaths pcm is much better when towing and you won't want to run the stock one again after you've experienced them "back to back" with a heavy trailer in hills....
- Staff
- #8
For a long time, the Torq-Loc was the only way for OBD-II guys to get what us OBD-I types did with a rocker switch. As BJ mentioned, having the ability to lock the TCC on demand is very cool for pulling; a locked TC generates FAR less heat (into the cooling system), does a better job of letting the 6.5 'pull' like it should in the hills, and having that downhill breaking feature is priceless.
They (the BD Torq-Loc) did have a history of causing the PCM to code (BJ also found out how much fun trans codes can be), but for the most part, they were pretty reliable.
The TCC solenoid is PWM, so a direct switch to ground really isn't advised and can cause premature burn on the solenoid, but the OBD-I PCM didn't pick up on that... the OBD-II did, and members who tried the manual lock switch got instant codes.
No experience to back this up, but my opinion is having that functionality built into a PCM is the best way to go... managing shift and lock points manually was workable but tedious.
Jim
They (the BD Torq-Loc) did have a history of causing the PCM to code (BJ also found out how much fun trans codes can be), but for the most part, they were pretty reliable.
The TCC solenoid is PWM, so a direct switch to ground really isn't advised and can cause premature burn on the solenoid, but the OBD-I PCM didn't pick up on that... the OBD-II did, and members who tried the manual lock switch got instant codes.
No experience to back this up, but my opinion is having that functionality built into a PCM is the best way to go... managing shift and lock points manually was workable but tedious.
Jim
saturntech95
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Sounds like exactly the fix to my biggest complaint in my truck. Maybe I should just save up my pennies and call Mr Heath and have him set me on up.... I wonder how hot of a tune he would be willing to make??? Maybe once my car sells the money will go into a ATT and this 
great white
Well-Known Member
Sounds like exactly the fix to my biggest complaint in my truck. Maybe I should just save up my pennies and call Mr Heath and have him set me on up.... I wonder how hot of a tune he would be willing to make??? Maybe once my car sells the money will go into a ATT and this
He'll make it as hot as you want it.
But be carefull, you'll get what you ask for.
IE: a "hot tune" for HP will not be good for towing as it will drive egt's trought the roof.
My advice?
Call Bill, tell him what you intend to use the truck for and let him make a program to match you use instead of your "wants".
Youi'll be much happier with the end product...
saturntech95
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As hot as I want...Oooooooo... Thats what Im talking. As long as it aint as hot as a couple of the guys I sled pull with Ill be happy. I know a guy with a 08 Dmax turning 4900rpm and 1600 degree EGTs... good thing he named his truck "On Borrowed Time".
great white
Well-Known Member
Keep in mind, "hot" on a 6.5 isn't that "hot" in relative terms to other trucks.
In either power or egt's.....
:rolleyes5:
saturntech95
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Ya I know what ya mean but right now I cant get my EGTs over 800 unless I have a loaded trailer on it and I beat it. My EGTs were under 650 at the truck pull I did and I had pulled twice cause the first pull the sled didnt drop. So I think I could add alot more to it without having to worry about heat yet.
great white
Well-Known Member
800?
Is you thermcouple pre or post tubo?
That sounds like post turbo EGT's or you have a fueling issue. A stock DS4 will drive egt's over 1000 pretty easily. On preturbo readings that is....
saturntech95
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The gauge mounted in my truck is post turbo but I did borrow a friends one day and put it in my crossover and it was only about 100 degree difference. I wanted to move mine there but the wires wouldnt reach so I put it back post turbo. Im gonna have to look into longer leads for it cause I want to put it right infront of the turbo. I never let mine go over 1000 post turbo anyhow just to be on the safe side but I only got it that hot once and that was towing a F350 service truck on a 10k tag trailer.