Has anyone towed heavy trailer load yet and used the Engine/Exhaust Braking descending down a long steep grade? How did it perform?

 

I do not have my truck as of yet...but my coworker and buddy has his 2016 F450 6.7L towing a Voltage that is 40' long and he said setting the exhaust brake is awesome. He said just set the speed by hitting the brake (in tow haul mode) set at 55 mph and it goes to work with no issues. He also has a MASSIVE race trailer that he tows with this same truck and I do mean MASSIVE with sprint cars loaded etc.

 

So is it a true exhaust brake or a descent control on the tranny?

 

It is an exhaust brake sort of, from what I have read it closes the vein on the turbo to block the exhaust. Not a "true" exhaust brake but I guess it works, don't have my truck either to test it.

 

Would love to here more about this feature since it is another advantage of towing with a Diesel. 2017 is suppose to have two settings, ON and AUTO. IT would be nice to read/hear how these two settings work and how they differ.

 

This was discussed ad infinitum in earlier threads and I learned quite a bit from some who actually know. First off, you cannot compare the performance of the 17 with the 16. Design has changed. Most is in the operating controls but some is with a larger turbo and better configuration. A true engine brake (Jake Brake) increases the compression by changing the valve timing to create an air compressor which in turn retards the vehicle by producing compressed air which is released through the exhaust system. Hence the noise. In the PSD system the variable vane turbo charger also changes the compression in the engine by changing the position of the non rotating vanes to create more boost without using the escaping exhaust from combustion. More air pressure into the block means more compressed air and thus greater compression and once again, engine provided retardation.

There are actually 3 settings: on, off and auto. Auto comes on with tow/haul mode, on/off is controlled by the dash switch. Since I do not have one I may be a little off in this interpretation but I believe you will find it mostly correct.

 

Thank you Rasalas. I'll search for those threads you mentioned. I would love to learn more about the new system. I always felt my 2012 need more braking of every sort.

 

Last weekend we took our new 2017 F350 6.7L 4X CC LB and new 40+ 5th wheel on their maiden voyage to Calaveras Big Trees in California. It's an about a 90 mile drive with 5000+ ft elevation change. The EB (Exhaust Brake) is awesome! Truck and trailer brakes probably saw about 50% less usage than a rig without.

With the "tow mode" and "adaptive cruise control" on, the EB would come kick in after the sensors detected continued distance closure on the vehicle in front. If closure continued, the tranny kicks down a gear and EB is heard and felt even more. Perfect!

With "tow mode" on and "cruise off", the EB acts more like a brake assist. It detected when I would use the brakes. If I lightly used the brakes, I did not notice the EB kick in unless I was slowing down to under 30-35 mph, like when I was approaching an intersection. It again seemed to coincide with the tranny down-shifting. If I heavily applied brakes, the trailer brake kicked in first and then if the tranny kicked down, then the EB got applied.

One thing I did observe is that if you begin to apply the acceleration pedal when the EB is engaged and the tranny has downshifted (higher RPM's), the recovery to accelerate again, produces a pretty heavy pounding on the drive train. The truck kind of lurches forward as the EB kicks off and the tranny up-shifts simultaneously. I think this can possibly reduced by learning how to better apply/time the acceleration pedal.

I haven't learned the difference between the EB "On" and "Auto". except that the light on the cluster has an "A" included when in Auto. A funny note is that the wife calls the EB button the "fart" button. I guess it does kind of look like it could mean that.

HTH

 

twack not to high jack this post but I would like to see some pictures of that new 5th wheel.

 

Sorry Mod's, but was requested

It's a 5 slider: 2017 Durango Gold 5th Wheel G380FLF

 

Looked at one just like it Saturday. Looking at it or a North Point

 

Twack, your truck seems to sit pretty level with the FW on it, are you using any suspension compensation such as Stable loads, Timbrens, Air Springs, Etc?

What's is estimated pin weight?

Did you have a previous SD with EB and if so how does the 17 SD compare?

 

Kampn,

The truck squats about 3-4 inches when raising the landing gear on the FW.

I believe the dry hitch weight is about 2250 lbs. Wet and loaded, I suppose around 3000 lbs. I went with a B&W Companion Ford OEM dropin FW hitch. Awesome!

I did not have EB before. Previous rig was a 1990 XLT Lariat with 460 so I have no comp's. Wish it did have diesel with EB though. I know I'm going to save money on brakes since I'll be towing a lot up into the Sierra Nevada Mnts.

 

Truck and Trailer both are beautiful. Have a 2015 F350 DRW and pull a 40 foot Big Horn, have not mastered the EB. Would like to but haven't yet. Do no like the mountains. Your KZ is really nice looking. Is that a Trail Air on there too? Take care. Dave

 

at that weight are the overloads touching yet?

anyone have a comparison of the new brake to dodge's 6.7 EB?