AND........if any one of the big 3 offer them a little cash, guess which one will come out on top!!! No brag, just fact.

 

It's not so much about "winning numbers on paper", but showing how physics can explain the arbitrary win/loss of any truck, relative to loads selected. The fact is that the reality you seek to understand can actually be proven on paper. It's not about "winning", but understanding how loads bias performance. The bottom line is that they typically pick an arbitrary load (weight of trailer) that all three can pull, and so it's often limited to the least common denominator (the lowest tow rating) for whatever vehicles they choose to compare. In this case, the translation of theory to fact is perfectly aligned.

What they don't understand is that for any given load (the combined actual weight of truck and trailer), there will be a gear range that produces thrust force to move uphill. But because of different engine torque curves and tranny/diff gears, some trucks can outrun others not because they are "better", but only because the load selected favors one brand over another ONLY FOR THAT SPECIFIC LOAD COMBINATION. When you change the load, you alter the drive-train rpm range that the entire vehicle chassis can sustain a force in, and that means more or less vehicle speed relative to the load. Because all truck makers (Ford, GM, Ram, Toyota, Nissan ...) use different trans gears, different diff ratios, different tire sizes, they will all have a different road speed relative to a max thrust for any combination.

That is exactly what happened last year in the IKE challenge when they selected a load based on the max GM tow rating. The Ram and Ford were a few seconds slower up the hill, but not because they were less capable. The were just slower because the gearing for that particular load fell in favor of velocity for the GM. Had they added or removed a few thousand pounds to the trailer, the Ford/Ram would have outpaced the GM. It was just a fluke, as are all their "Ike" challenges. The results they post are ONLY applicable to the load they choose for that test particular sequence. And if you change the load, you'll get a different winner each and every time you alter the load. Simply put, the GM was only "fastest" up the hill when the load it pulls is 22,500 pounds (it's max tow rating). If it were 24,000 it would be slower because it would have to drop down a gear and run a slower road speed, where the Ram and Ford would sustain a higher road speed relative to the force requirement by not having to shift down a gear. Even if they dropped the trailer to 20,000 the GM would still lose, because then the Ford and Ram could upshift to a higher gear, and get more road speed.

When they announce a "winner", the implication is that the vehicle they select is the best tow rig for that year. But it's really only applicable to conditions that exactly replicate their tow test. The GM is only the best (fastest) if you pulled 22,500 pounds. If you pull more or less than that, either the Ford or Ram would "win" the race by being fastest uphill. That is true for any given load, and only that given load. But the inference people take away is that the GM is best all around, and that's patently untrue.

I'm not picking on the GM; it's a nice truck. All the vehicles today are far more capable than even a decade ago; my brand preference is Ford, but I can admit they are all great trucks. Rather, I'm picking on the morons at TFLTruck, because they are arrogant in that they don't want to understand how their actions create an unintended bias in results. I offered to explain how/why their tests are biased, and they said "Nah - thanks but no thanks. We're good." As is often said - ignorance is bliss; and the TFL guys are some really happy folks.

 

have 2012 RV on a F53 chassis and 6.0L v-10, it has a transmission temp gage and we haul a 2012 Ford Escort about 2800Ibs. I am in tow mode and cruise control together all the time. I have noticed that when going up steep grades it would downshift and sometimes the RPM would shoot up to 4K. Although I have been told that is the way it works and not to worry about it. I don't think those kind of RPM's are great for the motor in the long run. What I have been doing is when I approach a grade that will result in downshifting I press the resume button which turns off the CC and use the gas pedal until I have crested the hill, and then resume the CC on the down hill. At times the RPM's will go to 3k and slow me down going down hill without using the brakes. I am sure some folks are going to say that sounds like a PIA, but it works for me. Transmission temp never goes up, engine temp normal all the time. My question is does anyone think there may be a long term issue with the tranny, with the way I am using it? I am not sure why Ford recommends not using both of them together. I am new to the forum and also just retired and cruising around the USA in our RV, Monaco LaPalma.

 

Post your question as a new thread with your specific question highlighted. That's the best way to get help. Resurrecting an old thread that's been dead for 6 months and tacking on your specific question to page 2 isn't a great way to get help. You'll find that starting your own thread here is surprisingly affordable! It also appears that you might have a 2012 chassis cab Ford and you posted in the 2017+ forum. Make sure you post in the right forum to maximize your chances for getting specific help for your specific setup.

Welcome and good luck.

 

Not using cruise control while towing has always been the default recommendation. If you were pulling a longer and heavier trailer and the truck rapidly downshifted, it could cause the trailer to whip out and lose control. I use my CC and tow haul mode with my 36” 13,000lb trailer and it’s fine. I also have an exhaust brake as well to help out in down grades.

For how you described your situation, you are fine. Of course any added stress to a transmission can have the potential to decrease its lifespan but a guys got to do what he’s got to do.

 

I full time RV'ed with a 2010 F-350 V-10 truck, and can tell you that engine has to be allowed to spin in order to make horsepower. So it will shift quite a lot on grades, and certainly will achieve 4000 rpm in certain instances. It doesn't hurt the engine one bit. I put over 150,000 miles on mine towing a 15,000 fifth wheel before I traded it in, still in excellent mechanical shape. I never did much towing with the CC on, as it resulted in too much shifting as the truck attempted to hold speed in every circumstance. I would much rather lose a few mph climbing a grade in one gear than have the truck drop a gear or two as I approached the summit of a grade.

Disengaging the CC as you approach a grade and then re-engaging on the downhill is a perfectly fine way to manage to RV. Always keep the tow/haul mode engaged to assure maximum engine braking on downhill stretches.

 

1. Thank you for your response