Ford sent these to me this morning
#17
04-16-2010, 01:13 PM
When you crank up those spring bars it applies a torque to the hitch receiver that would effectively remove more weight from the tongue, which would have further lightened the rear axle of the truck. When you consider the crazy handling dynamics already imposed by the improperly loaded trailer, using such a hitch very well could have caused a jackknife accident in this type of test.
#19
04-16-2010, 02:20 PM
Yeah, I drove a trailer like that. Once.
Such a trailer can't help but sway, no lousy driving required. Once it gets above 20-30 MPH it'll start wagging it's tail and there's no good way to stop it short of hitting the trailer brakes, which is only good if you have electric brakes! And then once you let off the trailer brakes, it'll start back up again.
Of course too much tongue weight can cause problems, too. Too much weight on a fully articulating mounting point(trailer ball) is capable of tipping any which way. Which is why it's so important for the vast majority of the trailer weight to be on the axles! Weight on the axles is stabilized by the axles, in contrast to weight on the ball which is stabilized by NOTHING.
5th wheel and gooseneck trailers are much more forgiving in cases of improper loading, which is part of the reason they are so easy to tow!
Such a trailer can't help but sway, no lousy driving required. Once it gets above 20-30 MPH it'll start wagging it's tail and there's no good way to stop it short of hitting the trailer brakes, which is only good if you have electric brakes! And then once you let off the trailer brakes, it'll start back up again.
Of course too much tongue weight can cause problems, too. Too much weight on a fully articulating mounting point(trailer ball) is capable of tipping any which way. Which is why it's so important for the vast majority of the trailer weight to be on the axles! Weight on the axles is stabilized by the axles, in contrast to weight on the ball which is stabilized by NOTHING.
5th wheel and gooseneck trailers are much more forgiving in cases of improper loading, which is part of the reason they are so easy to tow!
#22
04-16-2010, 04:55 PM
Post Fiend
It would have made an already dangerously loaded trailer worse. The way it looked to me the trailer was loaded so as to be actually pulling up on the hitch instead of having any real tongue weight. This places the trailer COG behind the trailer axles and is what causes really funky handling.
When you crank up those spring bars it applies a torque to the hitch receiver that would effectively remove more weight from the tongue, which would have further lightened the rear axle of the truck. When you consider the crazy handling dynamics already imposed by the improperly loaded trailer, using such a hitch very well could have caused a jackknife accident in this type of test.
When you crank up those spring bars it applies a torque to the hitch receiver that would effectively remove more weight from the tongue, which would have further lightened the rear axle of the truck. When you consider the crazy handling dynamics already imposed by the improperly loaded trailer, using such a hitch very well could have caused a jackknife accident in this type of test.
#23
04-16-2010, 04:57 PM
#24
04-16-2010, 06:13 PM
Postmaster
#25
04-16-2010, 06:33 PM
#26
04-16-2010, 07:55 PM
Curios about the MPG video. It states lowest numerical drive ratio available for each truck, which is kind of relevant. Anyone know what rear ends the Chevy and Dodge offer? Ford is at a 3.55 now, right?
Also in the little passing video, I need some help understanding it. I'm a stick shift guy, but I notice this particular auto has a D M 2 1. I'll assume P & R are out of the picture. I understand D21, but what the heck is M ?
Thanks for sharing the videos Ed.
Also in the little passing video, I need some help understanding it. I'm a stick shift guy, but I notice this particular auto has a D M 2 1. I'll assume P & R are out of the picture. I understand D21, but what the heck is M ?
Thanks for sharing the videos Ed.
#27
04-16-2010, 08:03 PM
Curios about the MPG video. It states lowest numerical drive ratio available for each truck, which is kind of relevant. Anyone know what rear ends the Chevy and Dodge offer? Ford is at a 3.55 now, right?
Also in the little passing video, I need some help understanding it. I'm a stick shift guy, but I notice this particular auto has a D M 2 1. I'll assume P & R are out of the picture. I understand D21, but what the heck is M ?
Thanks for sharing the videos Ed.
Also in the little passing video, I need some help understanding it. I'm a stick shift guy, but I notice this particular auto has a D M 2 1. I'll assume P & R are out of the picture. I understand D21, but what the heck is M ?
Thanks for sharing the videos Ed.
Some of the foreign sports cars do the same thing with their auto trannies. I know atleast the G37 and the SC430 do that as well. Except they have "+" and "-" instead of "M".
That option is going to be as close to a manual as you hand shakers are going to get in the newer trucks.
#28
04-16-2010, 08:24 PM
On the newer trannies, you can actually "shift" into the gear that you want. Instead of just putting it in 1 and not moving it, you can put it in "M", "shift" it up or down depending on what gear you are in.
Some of the foreign sports cars do the same thing with their auto trannies. I know atleast the G37 and the SC430 do that as well. Except they have "+" and "-" instead of "M".
That option is going to be as close to a manual as you hand shakers are going to get in the newer trucks.
Some of the foreign sports cars do the same thing with their auto trannies. I know atleast the G37 and the SC430 do that as well. Except they have "+" and "-" instead of "M".
That option is going to be as close to a manual as you hand shakers are going to get in the newer trucks.
On a more serious note, how is the torque converter lock up controlled with this M setting? What are the limits on down shifting before the torque converter has to unlock? At what speed will it lock back up during acceleration in M mode?
#29
04-16-2010, 08:49 PM
From what I've read, it will lock the TC as much as possible to retain the manual transmission feel.
#30
04-16-2010, 08:50 PM
You've got my attention. How exactly does this M thing work? Where is the up/down shift lever or button? I'm pretty sure I can rig up a foot pedal with a spring in it to make me feel like I'm shifting gears
On a more serious note, how is the torque converter lock up controlled with this M setting? What are the limits on down shifting before the torque converter has to unlock? At what speed will it lock back up during acceleration in M mode?
On a more serious note, how is the torque converter lock up controlled with this M setting? What are the limits on down shifting before the torque converter has to unlock? At what speed will it lock back up during acceleration in M mode?
This is all that I have on the tranny at this point:
The 2011 Super Duty inspires confidence in the toughest driving situations with the all-new Heavy-Duty TorqShiftฎ 6-speed SelectShift Automatic transmission. As a headline in the powertrain story for 2011, the TorqShift delivers improvements in functionality, fuel efficiency and capability.
AUTOMATIC TRANSMISSION FEATURES
Manual Mode
<DIR> With the gearshift lever in M (Manual), the transmission offers SelectShift capability
Driver shifts manually with gearshift lever-mounted switches
Pressing the "+" button upshifts the transmission
Pressing the "" button downshifts the transmission
Sequential gear engagement does not require operating a clutch
</DIR>Progressive Range Select
<DIR> Range Select mode is engaged by pressing the "" button on the shift lever. This is the same switch used to engage Manual mode
Allows driver to reduce the range of available transmission gears while operating in Drive mode
Message Center displays current transmission gear as well as the gears the transmission is available to shift into
</DIR>Tow/Haul Mode
<DIR> Tow/Haul mode with Integrated Exhaust Brake (6.7L diesel only) gives drivers even greater control when traveling downhill
Helps eliminate unwanted gear search on steep grades and allows engine braking to maintain vehicle speed and control on down grades
</DIR> Helps reduce the use of service brakes, lengthening service intervals and minimizing maintenance costs8