Locking out gears while towing?
Cargo Master
Joined: Feb 2005
Posts: 2,898
Likes: 185
For the most part with the diesel and over 1000 lb feet of torque you don't have to do anything other than put it in tow/haul mode and for 3500 lbs that's not even required.
For my usual less than 10k tows I just turn on tow haul and put the engine brake on auto. The only time I lock out any gears is when running Raton Pass and towing heavy. I have taken one 16k load over it and the truck did great- way better than my '16 with only 860 lb ft and the 6 speed did.
It's the gasser guys that need to lock out gears.
For my usual less than 10k tows I just turn on tow haul and put the engine brake on auto. The only time I lock out any gears is when running Raton Pass and towing heavy. I have taken one 16k load over it and the truck did great- way better than my '16 with only 860 lb ft and the 6 speed did.
It's the gasser guys that need to lock out gears.
Fleet Mechanic
Joined: Dec 2021
Posts: 1,735
Likes: 1,116
The benefits of a manual transmission are unknown to the majority of pickup truck owners that have no heavy hauling background. Its not about just staying in the powerband while climbing, its also the difference of how long your brakes last because you let the engine/gearing slow you down instead. U joints also last a lot longer with a constant force rather than an interrupted force from downshifting for more power while pulling a hill.
I could go on and on about the benefits, but then I keep my vehicles for life and I enjoy operating them like the machines they are to avoid unnecessary maintenance.
I could go on and on about the benefits, but then I keep my vehicles for life and I enjoy operating them like the machines they are to avoid unnecessary maintenance.
Cargo Master
Joined: Jul 2021
Posts: 2,969
Likes: 2,407
From: Ridgway, CO
Because that is how the engine works... When you have a turbo you have a power rheostat. At light throttle you are not using all the power the engine can produce at that rpm. Adding throttle builds boost and makes more power at the same rpm which negates the need for a downshift. The gas engine needs to make more rpm to make more power so the truck downshifts and makes more rpm. Fortunately, unlike a diesel, the gas engine sounds better and better as the rpms climb, I like hearing it work.
So yes, on rolling hills with a sizable load, locking out 9/10 keeps the truck from shifting back and forth. In the diesel you can hold a gear and ride the boost fluctuations. To be clear, and to the original question, you do not NEED to lock out gears on any of them, they just happen to work differently.
So yes, on rolling hills with a sizable load, locking out 9/10 keeps the truck from shifting back and forth. In the diesel you can hold a gear and ride the boost fluctuations. To be clear, and to the original question, you do not NEED to lock out gears on any of them, they just happen to work differently.
Cargo Master
Joined: Feb 2005
Posts: 2,898
Likes: 185
Because that is how the engine works... When you have a turbo you have a power rheostat. At light throttle you are not using all the power the engine can produce at that rpm. Adding throttle builds boost and makes more power at the same rpm which negates the need for a downshift. The gas engine needs to make more rpm to make more power so the truck downshifts and makes more rpm. Fortunately, unlike a diesel, the gas engine sounds better and better as the rpms climb, I like hearing it work.
So yes, on rolling hills with a sizable load, locking out 9/10 keeps the truck from shifting back and forth. In the diesel you can hold a gear and ride the boost fluctuations. To be clear, and to the original question, you do not NEED to lock out gears on any of them, they just happen to work differently.
So yes, on rolling hills with a sizable load, locking out 9/10 keeps the truck from shifting back and forth. In the diesel you can hold a gear and ride the boost fluctuations. To be clear, and to the original question, you do not NEED to lock out gears on any of them, they just happen to work differently.
On my '16 SD with the 6.7 if I didn't lock out 5th and 6th the truck would overheat on Raton Pass, the new 2020 doesn't have that problem
Fleet Mechanic
Joined: Dec 2021
Posts: 1,735
Likes: 1,116
Depending on weight its still beneficial on the diesel as well. Every once in a while I borrow a friends 2020 6.7L 10spd and I still find myself locking it to 8th gear on most hills with 16k in tow. On the descent even with the exhaust brake feature I still shift down much sooner than tow haul mode does. I only use brakes 15mph and under. Tow haul keeps the truck in too high a gear when coming to a stop and coasts more than slows down.
Cargo Master
Joined: Jul 2021
Posts: 2,969
Likes: 2,407
From: Ridgway, CO
Yes you do need to lock out gears on the gasser or you will burn your brakes up- that is IF you actually tow anything or on hilly terrain
On my '16 SD with the 6.7 if I didn't lock out 5th and 6th the truck would overheat on Raton Pass, the new 2020 doesn't have that problem
On my '16 SD with the 6.7 if I didn't lock out 5th and 6th the truck would overheat on Raton Pass, the new 2020 doesn't have that problem
More Turbo
Joined: Dec 2018
Posts: 669
Likes: 179
I also agree that driver preference and situation make a difference but, the maximum amount of braking that the exhaust brake will do is the same on auto versus manual. So, say I’ve got a heavy trailer and I’m going down a steep grade; if I have the EB set to auto and I slow to 2200 rpm in 4th gear and release the brake pedal the auto setting will try to maintain the speed I’m travelling….. if it can not create enough back pressure to maintain that speed at 2700 rpm the truck will begin to accelerate until either the engine rpm reaches the red line or enough negative horsepower is generated to prevent further acceleration. At this point the EB is doing all it can ….. switching to manual will make zero difference.
Laughing Gas
Joined: Dec 2021
Posts: 1,091
Likes: 343
From: PG, BC, Canada
I also agree that driver preference and situation make a difference but, the maximum amount of braking that the exhaust brake will do is the same on auto versus manual. So, say I’ve got a heavy trailer and I’m going down a steep grade; if I have the EB set to auto and I slow to 2200 rpm in 4th gear and release the brake pedal the auto setting will try to maintain the speed I’m travelling….. if it can not create enough back pressure to maintain that speed at 2200 rpm the truck will begin to accelerate until either the engine rpm reaches the red line or enough negative horsepower is generated to prevent further acceleration. At this point the EB is doing all it can ….. switching to manual will make zero difference.
The only thing the driver should have to do is pick the "right" setting, normal, eco, tow-haul, slippery, 2wd, or 4wd... 
That is what an automatic should do. IMO and if it actually did that, we wouldn't be discussing it, other than praising how good it is.EDIT; Anyone that drives their truck in "M", is, obviously NOT, satisfied with the factory shift points... I would think that is a "given"... and... FORD should look into, the why..???
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Hotshot
Joined: Oct 2015
Posts: 19,698
Likes: 12,825
From: Wyoming
I also agree that driver preference and situation make a difference but, the maximum amount of braking that the exhaust brake will do is the same on auto versus manual. So, say I’ve got a heavy trailer and I’m going down a steep grade; if I have the EB set to auto and I slow to 2200 rpm in 4th gear and release the brake pedal the auto setting will try to maintain the speed I’m travelling….. if it can not create enough back pressure to maintain that speed at 2200 rpm the truck will begin to accelerate until either the engine rpm reaches the red line or enough negative horsepower is generated to prevent further acceleration. At this point the EB is doing all it can ….. switching to manual will make zero difference.
Note: This feature offers smoother, less aggressive engine braking during downhill descents. It may not apply braking if the vehicle speed is not increasing, although it will apply full engine braking force when needed to prevent acceleration. The system automatically activates the engine brake and, if necessary, downshifts the transmission to lower gears to not exceed your vehicle's set speed when the brake or accelerator were last released.
Fleet Mechanic
Joined: Jul 2018
Posts: 1,617
Likes: 568
From: Black Hills of SD
Just because YOU have had issues picking the correct gear for a situation doesn't mean that is the norm. Just because the lowest common denominator, selecting D, is your preference because you have trouble getting the right gear yourself, doesn't mean this is a common problem for people. Maybe you live in the flat lands and that works for you. I can tell you for sure that in the mountains towing things regularly using the manual mode is a huge help. I know that without a doubt I am smarter than the transmission when it comes to choosing the right gear. Damn shame they do not offer a manual trans anymore because I would pay a TON extra tp pick my own gears and operate a clutch.
Ludicrous assumption that "it should" be able to do its job without any intervention regardless of the situation. Engineers can not possibly account for every situation. That is EXACTLY why they give the driver the option to choose gears themselves. They understand that the world is far to complex for something as simple as selecting D and forgetting about it. That will work but the experience is bound to be less impressive than a driver accounting for conditions the truck can not see and making adjustments.
Ludicrous assumption that "it should" be able to do its job without any intervention regardless of the situation. Engineers can not possibly account for every situation. That is EXACTLY why they give the driver the option to choose gears themselves. They understand that the world is far to complex for something as simple as selecting D and forgetting about it. That will work but the experience is bound to be less impressive than a driver accounting for conditions the truck can not see and making adjustments.
Fleet Mechanic
Joined: Jul 2018
Posts: 1,617
Likes: 568
From: Black Hills of SD
\Exactly... and IMO no matter how hilly, or what the load is the trany should switch into the "right" gear all the time, for the type of driving one is doing, following the drivers input with the throttle or cruse control setting... Shifting manually "should" NOT, be a necessity in any situation as some here are saying, "if the shift points" were set up right in the first place. The only thing the driver should have to do is pick the "right" setting, normal, eco, tow-haul, slippery, 2wd, or 4wd... That is what an automatic should do. IMO and if it actually did that, we wouldn't be discussing it, other than praising how good it is.
EDIT; Anyone that drives their truck in "M", is, obviously NOT, satisfied with the factory shift points... I would think that is a "given"... and... FORD should look into, the why..???
The only thing the driver should have to do is pick the "right" setting, normal, eco, tow-haul, slippery, 2wd, or 4wd... That is what an automatic should do. IMO and if it actually did that, we wouldn't be discussing it, other than praising how good it is.EDIT; Anyone that drives their truck in "M", is, obviously NOT, satisfied with the factory shift points... I would think that is a "given"... and... FORD should look into, the why..???
Laughing Gas
Joined: Dec 2021
Posts: 1,091
Likes: 343
From: PG, BC, Canada
Look man, its not that Ford built something wrong here or need to look at "WHY" folks choose to use "M" mode. Obviously Ford added the "M" for a reason. Why you cannot understand why is another story. To each his own. I prefer to use it. You don't. Let's leave it at that and provide constructive comments for the OP. Sound good??
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