I no longer offer OEM control system tuning with SCT for Fordcummins conversions, as my Allison and 68RFE swap services and products are what I want to focus on. I am sharing any SCT tuning info that they may not already have with Diesel Conversion Specialists, and recommend anyone that is looking for this tuning go to them as they will be much farther ahead than anyone else out there. I have used other brands of tuning software in the past and have found SCT to be the best software. It was not the cheapest by far for me to buy, but it does offer the best value for the customer, since data logging capabilities are built into the SCT tuner and the software is so much better it takes me less time to make adjustments when compared to other systems.
Even 6.0 powered Fords can also benefit from custom transmission tuning- especially those with taller than stock tires or trucks with gear ratio changes. Blanket speedometer or gear ratio tune changes help, but don't often zone in on the real issues involved with what you do with your truck. Better timing of torque converter lockup, lockup in lower gears, and custom tailored tow/haul features are improvements that can greatly benefit the function of the 5R110 Torqshift.
If you are using the Powertrain Control Solutions TCM-2000 to control a Ford 5R110 Torqshift transmission behind a Cummins and you are frustrated with how it's going, consider giving me a chance to help you. First off, consider the factory system first, but if it does not suit your needs I can help with the TCM-2000.
PCS does not support the 5R110 application and has left that to us dealers. As you may already know- the PCS TCM-2000 was the most popular* aftermarket system available for the 5R110 and there are quite a few in service. It does work, and I am more confident using these than the new TCM-2800 for 5R110s at this point, but tuning the trans is extremely tough for those who are beginners. Even guys that claim they know what they are doing may not, and make excuses for rough or slow completing shifts. These type of shifts are common, but not good - and are caused by incorrect clutch to clutch tuning or trim adjustments. If during the shift it feels like you are tapping on the brake, the clutches are binding. If the engine rpm spikes up during the shift it is flaring.
Adjusting the clutch to clutch parameters correctly requires studying a recording of the transmission data during a test drive, called a data log. Data logs are so important to the tuning process that I'll give you a friendly warning- if someone is helping you tune it without studying a data log they don't know what they are doing and could cause damage to your transmission. Continuing to use a transmission that is not properly tuned can and often will cause damage to the transmission. Since I first started working with the PCS 5R110 controller, I have made many improvements to how it works, and will continue to find ways to improve it. The PCS TCM-2000 controller is very well featured, I strive to offer the very best support available for it.
Advantages the PCS 5R110 control system offers is manual mode shifting, full and "easy" control of line pressure, shift and torque converter lockup points, and fast calibration flashing.
If you need tuning support, sending me a datalog is the first step. Learn how to do a datalog and calibrate your throttle position sensor by watching these videos.
* HGM Automotive Electronics (Compushift) is advertising the ability to control a 5R110 with the Compushift II controller. I have not tried one with a 5R110, and haven't heard of anyone that has yet. If anyone out there has and can share a data log with me I can give it a fair review.
*Some parts and services offered for sale on this site are intended to be installed only on non-emissions controlled vehicles. You will be reminded to check applicable local and federal laws before your purchase.