Duane,
Both ours and the LML Duramax have motor driven throttle plates to control the intake versus exhaust pressure to assure positive EGR flow. They don't function like a gasser in terms of actually throttling the engine but they are there. Ford calls it an Intake Throttle Body not me.

I don't want to start a poop storm but let me get this straight,
1. Tow haul mode
2. Initial speed below 52
3. Trans will downshift as required to maintain 52 till 4000 rpm.

Is that what I should expect? I just want to know how people who have had success with the function manage it.

FWIW there is no software that will change this situation it will require hardware mods to really increase the effectivity.

Again I really like my truck I just want to know it better.

 

HA!

It's true, my rig is lighter than yours... but nobody ever said that the improved engine braking mechanism is going to replace a jake brake. If you're towing that heavy, buy a jake brake!

Every time this subject comes up, I'm reminded of all the iPad-related posts. "what? it doesnt do XXXX? That will never replace my laptop!"... well DUH... the iPad was never supposed to replace a laptop, and nobody from Apple ever suggested otherwise. Just like this isn't supposed to replace a jake brake.

to further my point: your truck has tow hooks, right? then why do you need a winch?

 

Read the post again my friend not talking about milk n cookies. Its about a 50k truck with a poorly designed braking assist mechanism. Critiquing the obvious problems will likely assist in getting them changed. And yes I do like milk with my cookies......

 

That is exactly what I plan to do. BD and PacBrake do not offer one yet but I expect that to change once they get enough demand. I feel somewhat misled by Ford because the 'system' in question does not seem to me to do anything at all now that I've had more experience with it. As another poster stated, manual down shifting seems to be just as (in)effective as the 'system'.

 

it's called an analogy...it is an effective tool for making a point...and his point is simple...for many of us the system does work as advertised. I can hold 50 mph all day long down 9% grades without touching the brakes. This is towing a 13000 pound fiver. In 8000 miles of towing I have not had an issue with the tow/haul/eb system after I spent five minutes figuring out how it works the best.

I agree that it could be stronger but it works far better than any other truck I have owned. I operate my truck within it's design limitations and so far it has worked out well for me.

I like the oatmeal raisin cookies best...no milk...coffee instead

Regards

 

How do I say this and keep the peace. When some folks think they might have a problem and ask a question that they are concerned about, why is it sometimes, someone will make humor out of it, even a little sarcasm. I personally learned a lot from this post, excluding the cookies part of it. JMO Thanks

 

I think it's because the same complaint gets made over and over and over and over and over again. 99 times out of the 100 posted in this board (all of which are still there and still readable), the person fell into one of the groups I was attempting to describe. They were either expecting something other than what was advertised, they didn't look in the right place, or they just plain didn't like what was there. Then, of course, lots of people just repeat what they read and spread nasty rumors.

I *do* wish that Ford at least offered a factory "big rig" style exhaust brake as an option on the 6.7L. They do not. Instead, they have an integrated version that does its job very well... it just doesn't do the same job that lots of people mistakenly think it should. Or it doesn't do it the same *way* they think it should. Or whatever... but the point (and lots of counterpoints) has been made. a LOT. Everyone is, of course, entitled to their opinion of the system. Just PLEASE do not judge it by the wrong standards. That is exactly what is happening here... and exactly what I was trying to prevent.

 

I would bet you an oatmeal raisin cookie that your truck would hold 50mph on the same grade/same load by simply using the manual shift and keeping it in the same gear as the one the tow mode selected. This would be an interesting test for anyone that is having good luck with the system.

I wish that I'd have been aware of this particular 'design limitation' of the truck before purchase. Shame on me for not getting the real world scoop from other owners that tow rigs as heavy as my own.

Steve

 

c'mon now... design limitation? How many diesels have you owned? I'm betting more than a few if you're used to towing heavy. How many of those did you buy new? Now, how many had a jake brake on them from the factory? All the ones that did not - was that a design limitation for those vehicles?

I can say with confidence that downshifting via the M mode is not as effective as using the integrated engine brake. It's a similar feeling, but a totally different sound, a different level of control (tap once per "notch" that you want to slow down to), and under heavy, near-emergency braking, it's automatic. The next time I have the fiver hooked up, I'll do some real-world tests in as scientific and unbiased way I know how. I have basically done these already, just didn't record any results or ensure a scientific method.

I'm not sure I've ever posted this on any of the other 100 threads... but FWIW, I found the engine brake by accident. I knew it was on there, but the "integrated" term and the fact that I've never owned a diesel with a jake brake (and therefore wasn't expecting a jake brake) made me assume that it was just one more "magic" thing that happened behind the scenes. Not so much. I first found it in a near-emergency stop. I was towing the fiver and 4 total adults (plus dog). Full loaded, as heavy as I get. I was doing about 40 mph and looked down for a split second, then up to see a light that was already yellow, and still a few hundred feet in front of me. I needed to stop NOW. I asked the truck and trailer to lose that speed, STAT. The transmission downshifted and the engine screamed... but the TURBO took on a whole new attitude. It belted out a tune that I had never heard before... and the truck stopped. WAY faster than I expected a combined 12 tons to stop. AND there was no burning brake smell like I expected.

Once we got to the campsite, I hit up FTE and found one of Rickatic's posts that described the tap-to-slow pedal control. I used it the next day on the way to the next stop. I was impressed! I then played with it on every downgrade for the next 50 miles... and we were in the TX Hill Country, so there were a lot... my wife eventually asked "WTF?"

Again, every driver is entitled to feel differently from the way I feel. That said, I have experimented with this system quite a bit in my 5k+ miles towing with it. I figured out how to make it work for me... and I am confident that it will work even when I don't have a chance to give it any warning.

 

...actually, I have BTDT...I am sure you know that you must have tow/haul engaged and the transmission selector in drive for the EB to activate. Any other settings will disable the EB. I see a difference, noticeable too, when the system is engaged. Obviously, YMMV.

I conceded a long time ago that the EB is not up to the level of the competition. So be it...I also know that the heavier loads tax the system more than my 13000 pound fiver does. I maintain that we must operate these trucks, not just sit there and let them drive us. Like any piece of equipment, knowing its operating parameters will make for a more successful experience. JMO

Regards

 

You're mistaken about what is happening here. I am simply sharing information that I wish I'd had before making my purchase decision. I read this and two other Ford truck forums from end to end before buying my truck. There was very little to indicate that the 'system' was anything less than functional for an F350 PSD DRW with all towing options. I along with others that tow upwards to their truck's capacity are disappointed with the engine brake and we're sharing our stories. Sorry if it bugs you.

Steve

 

Fair enough: "Design limitation" was a term from the post I was quoting - I was half kidding when I used it. I couldn't find an emoticon for half kidding.

I've owned 4 diesel trucks including this one

None came with assisted braking - including this one

Thanks for your testimony on M mode versus Tow Mode. I admit that my fear of over revving this expensive engine could be contributing to my level of dissatisfaction.

Rick's tip on tapping is now part of my regular routine. It forces the tranny down a gear which is how my 2008 F250 worked.

My wife says WTF in reaction to the smell of hot brakes at the end of a long grade. I hear extra about it because she remembers the cost of parts when I installed a jake on my Dodge. Prior to purchase I assured her that Ford addressed this need at the factory

My take is that Ford saved a little money with their 'system' when compared to an actual exhaust brake. While it reportedly works fine for lighter trucks with lighter loads, it is lacking for those of us that tow heavy.

 

Sounds like some people have figured it out, while others are still adjusting, learning How it works,,,,All else fails,,,They can always trade it in on one of Those Other Brands !

Hey I am still liking the fact that my 06' 6.0 with the TS trans and Tow/Haul mode, slows the truck and trailer down like it does,,,Nice feature!

Also remembering when we pulled camp trailers and Boats with a 71' F-100,,,302,,3 on the tree, No Trailer Brakes, very little Power,,,,Pickups have come along way !!

 

Sorry to start such a derailed mess. Was excited to post my first tow experience and thought others might glean some benefit from it, as I have in reading others who have posted on other topics. I choose to let others have their opinion w/o censorship as I believe everyone's experience is just that and whether I have had the same does not make theirs any less valid for them. See ya'll in the next thread....