No need to say you are sorry...these discussions are how we all learn...I understand the angst of those that believe they were deceived...if someone had installed an aftermarket EB on a previous truck, they will likely be disappointed with any of the new trucks with a turbo type EB and the Ford's is less effective than the others.

I thought it was a good discussion...quite civil and still informative...

Thanks for posting your first towing impressions

Regards

 

I was reading on the super duty home page about our exhaust brake strategy. The integration does require you to be in D and tow/haul engaged. Found an interesting description slightly different than those presented here as to how it works.

The 2011 Ford Super Duty Trucks | The Official Site of Ford Super Duty Trucks

While I agree the exhaust brake doesn't perform quite like the salesman described or as strong as I thought it would, I do feel like it assists in downhill speed control.

Last year while coming off the Big Horn Mtns here in WY, I was descending a 9% grade at about 52 mph with my 18k+ 5er. I put it in T/H and tapped the brake pedal and the tranny downshifted just like my Duramax/Allison used to. As I continued down, the truck gradually decreased in speed til it reached about 42 mph. That seemed too slow for the road was fairly straight, so I gave it a little throttle. I let the truck reach about 55 mph this time and tapped the brake again and it downshifted like before and slowed a little less gradually to about 45 mph. This felt like a comfortable speed for the section of road I was on. Further down the mountain, the grade lessened but the curves intensified. So, I slowed the truck down further and it fluctuated between 32 and 42 mph. At no time did I feel out of control or intimidated coming off that stretch off mountain.

Another time in the Black Hills of SD, coming down Strawberry Hill, 9% @ 65 mph, in D, T/H engaged, tapped the brake pedal, tranny downshifted and speed increased. Had to get on the brakes a little hard cuz I realized the limitations of my truck were being exceeded. Now I know the range of operation of the beast. Do I wish the exhaust brake performed better? Duh! Do I wish my truck had 500/1000? Duh! It is what it is. Just my $0.02

 

Yep - it is what it is. Your thoughtful and informative post will help prospective buyers understand whether Ford's range of operation is wide enough for their application.

Cheers!

 

Marchare,
Thanks for the post, I am now more convinced than ever that the throttle blade is closed as part of this function. I am not disappointed in any way other than to advertise the vehicle as having an "exhaust" brake Ford has tainted an otherwise excellent vehicle and opened it up for ridicule by others.

Thanks for giving me some real world examples of your towing experiences. I remember coming down from Buffalo WY to Ten Sleep last year with my 01 in first gear and doing 30 mph spun up to 3000 and using minimal brakes. It was not a problem as the local double gravel dump in front of me was going the same so I was thinking about going even slower as I had no knowledge of the road ahead. Is the grade you mentioned in the Black Hills the one going into Lead from the South? I did that to last summer but a little faster as the road was more visible ahead. I know my 11 will do better at slowing itself.

Since no one else responded does my scenario sound like a strategy for success with the IEB? It's a combination of what I have gleaned from other posts here. Again I have not towed yet.

I also think the amount of working info on the Productivity Screen is weak, why do non screen vehicles get the ability to show DPF % of full (according to my owners manual) I don't. Why no carat like 4x4 on the bottom during a regen? Why no DEF level gauge? On a vehicle with 4 EGT probes why do we not have EGT? Why no integrated turbo timer? Would those not be more useful for towing than MyKey?

I like my truck alot, totally happy with my purchase, but I prefer my cookies with milk not Kool Aid. Sorry I could not resist

 

The section of hiway I'm referring to is on 385 south of Deadwood about 5 miles. It is a nice wide three lane modern stretch that was rebuilt around 6-7 years ago. My biker buds and I ride thru there alot. Very familiar piece of road. Strawberry Hill is only about 1/2 - 3/4 mile up then right back down at 9%. Beautiful place in the world. Wife and I and kids and grandkids love to go four-wheelin over there around Galena. An old mining town tucked back in the hills.

I think the IEB is functional. Just don't kno to what degree of effectiveness. Now that I have a few pulls under my fan belt, and not so worried about the abilities of the truck, I plan on doing a little R&D of my own. Downhill alternating between IEB mode and manual to sense the difference.

Those switchbacks dropping into Tensleep can be a little unnerving the first time or two with heavy loads. Glad you made it ok. Come back to wonderful WY soon.

 

Yeah I had no idea how nice the Black Hills were, we spent some time at Rafter Bar J last Labor day and by luck got to see the night blast at Crazy Horse. Lots of fun, we'll take the quads for this year maybe,but definitely going back.

 

@srosa - at some point you'll have to admit that you were just expecting something different from what you got, and you fit into that group of people. You're new here, but you will come to learn that most of us don't take any joy in the argument. As much as you try to detract from my points, they are still valid. You're not simply sharing a story when you make proclamations about the quality of a system or the truthfulness of the company who sells it.

The system does X. It does not do X+1 or X+100. If you want that, you have to buy it. Just because you want it to do X+Y, does not mean that there was any false advertisement, or that there is a design flaw, or that there is something wrong with the system we have. If anything, you should have done your research a little better. What you are doing is akin to me needing an F-550, buying an F-250, then complaining that I thought the 250 could tow as much as a 550. I could "share stories" about how my frame bent and my tires popped when I loaded up a 20k trailer and towed it 'cross country. But that wouldn't be a limitation of the truck that I was sharing, now would it?

To try and address the questions posted by stsmark -

EGTs generally aren't useful in these trucks. I know that convention says different, but this is not a 7.3 or even a 6.4. The Turbo is up top, the exhaust channel is way different... this system doesn't require the level of monitoring that old ones did. If you really want to monitor them, feel free to pick up a gauge or scanner that can give you that info.

The regen indicator is also of little use. Again, this is a new system - an active regen event does not affect your ability to tow, drive, or otherwise operate the vehicle. Almost no power is lost... so little that I've never noticed any... really, there's no reason for you or anyone else to need to know when the event is taking place - it is of no consequence. I believe that the only reason the "cleaning exhaust filter" message pops up is that there is a change in tone and MPG associated with an active regen, and this warning helps to let the driver know that the change is okay and it will return to normal soon.

The DEF gauge is fine as it is, IMO. Sure, I'd like to see a more accurate %... but what would I *really* do with that info? DEF is sold in 2.5gal containers. When I get the 1/2 full indication, I can dump in a whole container. That only happens every 6 weeks or so, even with my heavy mileage and towing. If I forget to do that, I get a warning at 800 miles that gives me plenty of time to locate some DEF. That counter works its way down to zero, which is way more accurate than any bar graph. So, the only time it matters... we get a *better* DEF gauge

I don't know what you mean by integrated turbo timer... the engine management computer adjusts the turbo vanes and timing, etc... constantly. what would you add to that?

 

We'll agree to disagree, if the PCM is going to roll back power to protect the motor I would like to know and EGT is a about cyl temp and piston damage the reverse flow layout is still susceptible to this. The PCM is already using post turbo info why not let the operator see it too. On a CAN bus vehicle with a display screen it's not that hard.

Several others and I agree that a Regen status of some sort would be handy, maybe I choose to drive beyond my exit and loop back to allow it finish properly on the way home, I can't partner with my truck cause I don't know what's going on. Again a very easy software mod.

On the DEF front I'll take your observations and see how it goes I only have 1500 mi on mine.

I'm an airplane guy I'm used to having everything at my fingertips and eyeballs.


This is exactly why God made Blondes, Brunettes and Red Heads

 

Oh by a turbo timer I meant a function to let it sit and idle unattended while the turbo cools and then shut down. I know I could leave the key in it and lock the doors using the keypad for entry. But why not integrate with remote start and take the key and if someone got in and puts in gear it dies.

JMHO

 

I am assuming he means a timer tor turbo cool down. I have one on my current Dodge. I can shut off the key and the engine will not shut off till it reaches a preset temp or timer count down. Aftermarket should support this soon if not already.

 

Ahh, I see what you mean about the cooldown timer. Could be useful to some, for sure... just like the other things you were asking about. They definitely could be useful, I'm not discounting that.

I meant to add this to my other post, but got distracted:

We have to remember that there is a need for separation between OEM and aftermarket. OEMs must produce a design that meets the needs of their entire constituency, and *support* that design. There are lots of things that are possible and easy to do, especially given the level of technology in these trucks. Every bell and whistle that they add must also be supported, documented, and warrantied. Pilots like yourself (and geeks like myself) would make good use of those bells and whistles... but 99(ish)% of buyers would not. Ford is not going to be very motivated to design, implement, support, and warranty something that a very small percentage of people would ever use. That's what the aftermarket is for, and it's why companies like Ford support their aftermarket so heavily.

The aftermarket is a whole different ballgame. If, for instance, I started a company called ACME Truck Toys that was designed *specifically* to provide aftermarket accessories for diesel pickups, I could choose to target a specific audience. I might, theoretically, choose to target pilots. I could then make use of all the technology and gizmos already on the truck, providing a device with a view into the engine operations that pilots would love to have, but *my company* would support the device. That's fine for me, because a LARGE percentage of my customers want what I'm providing, therefore my development, support, and warranty dollars go into my primary business.

This is not a jab, so please don't take it that way - most people simply do not understand the economics of the aftermarket, and therefore do not understand why their truck (or computer, or telephone) doesn't already do exactly what *they* want it to do. As you mentioned, this is why there are blondes, brunettes, and redheads. just think of it this way... your truck is a blank slate with a ton of potential. Make it blonde or brunette or whatever you want

edit: for reference, I run a small business on the side that is not related to trucks or any kind of vehicles, but it *is* related to the aftermarket for another industry. If people don't want the OEM version, they come to me. Just as you should go find a company that offers what you want to add-on. Or better yet... find a niche that isn't already serviced, and start your own biz!

 

Will be some time before I get on a hill with my 18K toy hauler. But 2 weeks ago on a trip out to PA where I have traveled numerous times in a variety of vehicles, I was surprised at how the truck acted on one particular hill.

Doing about 50 with the cruise on, no T/H, empty truck, when I headed down a hill the truck downshifted and kept its speed at the set point. What was surprising was the downshifting on what I thought was a minor hill, Rt 30 westbound before Paradise.

I've never been in a vehicle that downshifted before on that hill.

 

Just watched that video posted above, don't recall seeing that one.

I would think a lt of questions could be answered for a lot of people if the MoCo would just make a video that actually explains how it works and how to make it work for you.

A video that makes it look and sound like a new EGR system is not going to sell the feature.

Unless I heard wrong - Mike Rowe says it works by "letting exhaust go into the intake system"

Another EGR system to worry about

The 2011 Ford Super Duty Trucks | The Official Site of Ford Super Duty Trucks

 

Same here. I had a BD on my 7.3 and loved it.

I hope these guys come out with one for the 6.7.

Both BD and Pac seemed to have stopped at the last year of 6.0. Neither have one for the 6.4 according to their sites. Hopefully they just skipped 6.4 knowing the 6.7 was coming.

And the thread nannies should just not read if they don't like the topic. Jebus but that gets old and tiresome seeing the same whine from the same people whenever certain topics come up.

 

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