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Apples and oranges, but our '19 6.7 dually with the 6R140 defaults to 2nd in low range - but will give availability to all gears in Auto and Manual mode. We ordered the floor shifted trans case and manual (Unlocked) hubs so I could get ahold of 2Low when needed. Works great.
It makes sense to limit it to 7th gear in low range since that's direct drive. 8, 9, and 10 are all over drive. No real reason to use overdrive in low range. Historically OD uses smaller and or less clutches inside transmission.
Apples and oranges, but our '19 6.7 dually with the 6R140 defaults to 2nd in low range - but will give availability to all gears in Auto and Manual mode. We ordered the floor shifted trans case and manual (Unlocked) hubs so I could get ahold of 2Low when needed. Works great.
Manual shift 4x4 is always the way to go, to bad they don't offer it anymore.
This is a nice body of responses.
The OP here.
I'm still waiting for information about the 10R140 trans and transfer case situation from Ford's so-called "Hot Line".
I stopped by the dealer again while in town and they had no update.
I hope there is a way to at least have the option of using gears 1-7 selectably in low range with our setup.
Otherwise, I think we've been misled, or at least not been told the minimizing of options.
Just conjecture here, but it's been my experience with anything you buy, that sellers only want to give you a bare minimum of technical info about your purchase.
Things have changed mightily with the hiring of armies of corporate lawyers.
14, 4WD's ago, I took my new bride out on our honeymoon in my 1st 4WD, That's her on the left; a 1949 ****** Utility Wagon on the right. It had a Chevy V-8 transplant; 5.38 gears through Dana 25 and 41 axles; a Studebaker 30% overdrive; a second 10 gallon gas tank; a single, swing down tail light on the tailgate; the only year with a flat grill; my very 1st Springs-Over-axle job. How did it work? I broke every part of the drivetrain at least once and cut my teeth on how close to the edge you can get. With those gigantic 7:00-16 grave diggers it was a beast in snow.
I took mine up to to upper trailhead in Yankee Boy Basin a couple weeks ago and noticed the lack of gears in low range. Figured out I could force 1st in manual, low range, but in automatic, it seemed like it wouldn't get out of 2nd at the speeds I was going and that seemed odd to me. I've rock crawled a number of rigs and they would all use all the gears (for the automatic ones like the Scout in the pic). I'll have to play with it some more when I get on trails again. This particular trip was for a climb up Sneffels and I was just focused on getting up there and back so wasn't paying all that much attention to how it was acting. Just went to high range when I wanted to go faster.
Scout with 4L60E that uses all the gears in 4lo. Upper trailhead, Yankee Boy Basin
14 4x4s ago? Why do you even care about this truck then? You are just going to get rid of it soon and get your 15th if past behavior is a good indicator of future behavior.
Buy an OBS from the big 3 then invest some money into upgrades just like you did in the past except this time, KEEP IT.
Alright, this should be a wrap.
Mea Culpa: I'm a victim of my own experience.
After reading about 20 of yours and the TREMOR PAGE responses to my LOW RANGE DELEMA, I find I'm the culprit here. The secret is higher RPM's.
This A.M. I tried several ways to use low range in MANUAL and in AUTOMATIC modes and it came to me that I was not getting the RPM's up high enough for the computer to stop blinking and allow the shift point.
That goes against everything I know and my experience used in rock crawling. My experience has been with manual truck transmissions; 6.69:1 1st gears; 4:1 low ranges, 142:1 final drives and torque all the way down to idle. *see below for the list of rigs.
Our 2001 Dodge Cummins (NV5600 manual trans, NV 241 HD manual T.case, beefed up 35 spline Dana 60 and 80 axles with True trac 4.10 diffs) would pull near the top of its torque at 700 rpm without stalling on even the steepest grade. This is control moving over rocky ground)
My 1982 Jeep CJ-8 had a 4.4L Jeep engine redesigned to maximum torque ( bored .060"; heavier flywheel; max torque bump stick) pulling mightily down to 1000 rpms with Dana 44 and 60 axles with air lockers front and rear. I would never use low range at as high an RPM as the FORD S.D. needs to shift. Now the idiot light comes on:
On our gravel lane I came to a stop and put it into "M" for Manual and tried to go to 4Xlow, whereby the pop up notice said shift to Neutral before this can happen. I did that and pulled the stick back down to "M". Proceeding with somewhat higher RPMs I moved the toggle + & - up to 2nd. No more blinking and it moved smoothly right into 2nd. With this new found roadmap I kept toggling up the shift points all the while using more pedal and RPMs getting all the way, one at a time, to 6th gear. This is all I need.
Now for 4Xlow range AUTOMATIC.
I used the same format for AUTO-LOW RANGE.
Put the shift lever into "D" for drive.
Rotated the 4WD **** to 4XLow range, whereby the pop up notice said shift to Neutral before this can happen. I did that and pulled the stick back down to "D". Now the gear light showed 2nd gear to start. The computer will not allow you start in 1st gear-AUTO. Proceeding with somewhat higher RPMs I went through all gear sequentially up to 6th, whereupon I said that's enough for me. For some with a heavy right foot, the trans may skip-shift up the gear ladder.
Now that I'm retrained for 2020 use this should be the end of the LOW RANGE DELEMA.
Thanks for listening.
Case closed.
jefe
