dandog wrote: Hey gang.. the reason no exhaust is approved for the automatics is due to heat via torque convertor slippage.. But here is the skinny... An EB is not needed on the auto... They hold the load back when decending long grades... The manuals, however don't...
dandog wrote: Hey gang.. the reason no exhaust is approved for the automatics is due to heat via torque convertor slippage.. But here is the skinny... An EB is not needed on the auto... They hold the load back when decending long grades... The manuals, however don't...
Not!
Hey Klenger, have you owned and towed with Both???? I HAVE!!!! I bought a NEW SRW Dodge Cummins to tow our 37 foot Fiver over the Sierras into the Lake Tahoe area via the "backside" going down a 7 mile 6 percent grade.. This was an "automatic"..It held the 5th wheel's speed in check just fine.. Then, 1 month later we traded that truck in for a dually with the 6 speed.. There is NO how, NO way to hold the 5ths wheel speed back going down the same grade, with the manual tranny... I would "downshift" hit the brakes and get down to 40 mph, however, as soon as I released the brakes the truck would gain speed again being pushed by the 13klbs behind me.. When we finally reached the bottom of the grade, the truck's brakes were smoking!!! Klenger... I have had 3 Powerstroke Diesels with the automatics as well.. All 3 would hold back on a long grade.. Why do you think they have an "overdrive lockout" button.?? Why do you think the autos have the "tow haul" mode???? Another thing.... Notice in the Dodges owners manuals,and their sales brochures it says, "When towing heavy loads with the manual transmissions, an EXHUAST BRAKE IS REQUIRED"!!! It does not say this when towing with the automatics!!! Like I said..... I KNOW!!!!!!, and unless YOU know for 100% for sure, you shouldn't say anything!!! Darn dude... You're a "SENIOR" member,,,, you know better... I don't know where you heard the automatics need the Exhaust brake, but it is bogus...
* This post was
edited 07/10/05 08:52am by dandog *
I have a friend who thought he had to have an e-brake on his 2003 HO 48re. After towing up and down the Smokies he changed his mind. However a real exhaust brake is a different beast. That is why it has taken Dodge this long to produce a reliable one. I hope it is truly reliable and effective. Hopefully they will have the bugs worked out by the time my 98 is worn out.
2004 Everest 363K and Reese 16K slider. 1998 Dodge 2500 QCSB CTD with TST #6 plate DTT auto 3.54 gear with RideRite airbags. Honda 3000i generator in generator bay. 2006 CTD 3500 QCLB SRW 3.73 48re work truck.
Just wanted to throw my two cents in regarding the exhaust brake
issue. Last April'04 I took delivery on a 2004.5 3500 dually. At the
time I ordered Dodge advertised that the 04 models were preapproved
for an exhaust brake on auto trnsmissions. We all know what happened
since. I pull a 14000lb. 5th wheel approx. 9000mi. per year, mostly
out west. Prior to this I owned a 99 Dodge 3/4 ton srw cummins with
an after market BD exhaust brake. It did an incredible job of holding
that trailer back on long downhill grades. Needless to say I was
bummed out when reality set in that there would be no exhaust brake
available for my '04 due to the trans & software issues. In Sept. 04
we made our first trip to San Diego from Chicago. Needless to say I
was concerned how this trip would go without a brake. It did't take
long because soon we where in southern New Mexico approaching a
mountain range. Well to my surprise wtih tow/ haul ( od ) locked
out the truck did a good job of holding the trailer back. I intially
thought that I'd be riding the brakes all the way down but that was'nt the case. Before getting the exhaust brake installed on my 99
Dodge I had gone down similar grades and it was white knuckle time.
We were out west again this past April on the same trip. Past experience has thought me that as you approach a steep downhill grade
to decrease you speed to 50 mph. There is some back pressure that
will aid you in minimizing breaking. The exhaust brake would still
had been a nice thing to have.
Dandog, I'm truly curious how an automatic (from any company) with a lock-up torque converter (tow/haul) could provide any more braking than an identical pickup with a standard transmission and the same engine if you downshift a gear, just like you downshift the tow/haul auto. There is nothing in the transmission that provides additional braking that I am aware of, so maybe you could enlighten us. When you add an exhaust brake to a diesel engine you are truly adding engine braking, regardless of the type of transmission you have.
Gunpilot77 wrote: Dandog, I'm truly curious how an automatic (from any company) with a lock-up torque converter (tow/haul) could provide any more braking than an identical pickup with a standard transmission and the same engine if you downshift a gear, just like you downshift the tow/haul auto. There is nothing in the transmission that provides additional braking that I am aware of, so maybe you could enlighten us. When you add an exhaust brake to a diesel engine you are truly adding engine braking, regardless of the type of transmission you have.
Personally, I would like to try an exhaust brake to find out what I am missing because, so far, I have never had the often described white knuckle experience while descending grades with a 10K Toy Hauler. I believe if you have a properly set up brake controller and a well adjusted brakes on your TT/TH/5ver, you you should stop OK while descending. However, I would like to have an exhaust brake to save on the brakes. Too date, I have not noticed any premature brake fade or abnormal wear patterns but the exhaust brake sounds like it would give back the engine braking lost on a diesel. Since a diesel offers virtually no engine braking that is inherent in the gas engine, regardless of tranny, an exhaust brake seems like a good thing. When I bought my Dodge, the advertisements stated it was Exhaust Brake approved and the dealer was willing to install one but when the time came to install one, the dealer had received word that it was no longer approved... I took the truck anyway and so far a well adjusted brake controller has done the job.
JOHN
04 Dodge 2500, 4x4, Quad, HO CTD, 48RE, 4.10, Laramie
04 Durango Ltd 5.7 HEMI, 3.55, Tow Group
Pullrite SG, Prodigy BC
00 HD FLHRCI Stg 2 Big Bore
Just wondering here: has anyone here ever purchased from or is familiar with Dave Smith Motors in Coeur de lane, ID? I understnad that theya re hands-down the best place to purchase a new Ddoge... if this is so, and you (and you know who you are) purchased elsewhere, then why did you do?
I am considering making the trip up there for a new Dodge, so any info would be appreciated.
Klenger---FYI: Fred Flintsone never used an engine break-- he just pushed down harder with his feet...
08 Dodge Ram 3500 Mega Cab 6 sp manual
08 WW FK 2100
08 Rhino
99 Honda TRX 400
9-11: Never Forget!!!
If you have the urge to fly your country's flag, then go do it on your native soil.
tgrfan2 wrote: However a real exhaust brake is a different beast. That is why it has taken Dodge this long to produce a reliable one.
Are you referring to a Jake brake where the valve timing changes or an exhaust brake that is used on pickups? If it is the latter, I have one from Jacobs with over 350k miles on it.....I'd call that reliable. If it is the former, you will never see one on a light duty truck.
thebudman wrote: Just wondering here: has anyone here ever purchased from or is familiar with Dave Smith Motors in Coeur de lane, ID? I understnad that theya re hands-down the best place to purchase a new Ddoge... if this is so, and you (and you know who you are) purchased elsewhere, then why did you do?
I have heard of them, and talked to a couple of guys who bought there. They are for real. I had never heard of them when I bought mine, but if I ever decide to buy a Dodge with an engine computer I will go there.
Offline
