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ats has got a really nice converter control out now to it is called the co-pilot
 

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has anybody done this lockup switch thereself, to their own vehicle??? to see if it works ok? j.w.
 

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I know someone who just did this this weekend on a newer cummins. How would a stock trans react to this kind of action? my thaughts is not so well.
 

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I would like to know what someone has to say as well. I am thinking about doing one myself but worried what will happen to the stock tranny if I do. I have bought everything to do it and I am even going to add an additional switch on the throttle so it will only activate when you are at WOT but with an overide switch so if you want it on you can turn it on. So, I would have a master, a WOT, and an overide.
 

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BD Torq Lock

I purchased my truck (01) used a few months ago. It came with the BD Torqlock installed already along with a retarder. From what I understand the Torqloc locks the TC for Highway efficiency and Retarder efficiency. I am leary to use it without a Tranny temp gauge. My question is why would turbo want it only to run at WOT? WOT from a standstill would cause the tranny to slip excessivley from a standstill but flying down the hwy would be fine correct??? I am not questioning your logic Turbo, just trying to figure out my equipment w/out trashing my new toy. this is from BDs website.

TorqLoc Transmission Controls

Torque converters in the newer trucks have 2 stages: (1) a fluid coupling occurs first when you are starting, accelerating or pulling up a big hill, (2) when you are cruising at a constant speed the lock up portion of the converter is engaged and 100% of each rpm is transferred through the converter, just like a standard clutch.

With the TorqLoc toggle switch in the first position the lock up clutch is engaged and 100% of the rpm is transferred, transmission temperatures remain low and engine retarders work at 100%. This position is manual and should only be used manually just like a gear would be selected. Factory convertor (and aftermarket) clutch and drive clutch designs have torque limitations and this function should only be used under light load and light power conditions. A adjustable pressure switch is available to disengage the lock up clutch once a set boost pressure or load has been achieved.

The second position converts the application back to stock operation or it can be wired to unloc the convertor.

The third position is an AutoLoc position that only maintains a lock up when the stock computer has already established a circuit. This position can be safely selected for retarding or under heavy power and load applications. This position can be selected for every day driving in all situations.

The TorqLoc also has an overdrive inverter option to have the transmission start in drive.

The lock up can be set to hold on untill 5-10 MPH if you have 2nd gear lock up for slow driving condidtions.
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As for lockup with the Retarder it will keep the TC locked up while you are slowing down causing the tranny to stay in OD all the way to a red light if you let it. I have used Exhaust brakes on several different Fire Trucks, this is my first small truck w/retarder. It doesn' seem to pull me back near as hard as the fire trucks do. From what I read the Retarder should output near the same amount of HP you generate accelerating in Braking Power. I am not sure if this would be the Retarder or the Torqloc? I'll shoot an email to BD.
 

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you can put it in what ever gear you like and lock it in there.like dyno pulls or pulling so it doesnt shift.
 

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I have a mystery switch( TQ lock up) it works great.
 
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