I do think that the transmission often ‘gives up’ and drops to 2nd gear much too readily, which means a screaming engine at 5,000 rpm’s for awhile. Seems like forever, but is probably a minute. ...... if the slope comes up fast, it drops from 4th to 3rd to 2nd all in the span of about three seconds.
For reasons just like this, I stopped using cruise control when I tow. Granted, I only have a 4-speed in my Chevy, but GM made the cruise very aggressive. I can be coasting along fine in 4th (OD) and come up on an overpass. Out of nowhere...WHAMMO....the tranny shifts to 2nd and the engine is screaming at 4500RPM.
I've learned just to drive with the throttle and on most inclines I can ease into the pedal to unlock the torque converter. If I still slow down I can ease in just a little more for a downshift to 3rd and all is good.
I don't have Select Shift like your Ford (it sounds nice )but I somewhat replicate it with the throttle.
agesilaus wrote: So they have engine braking on the gasser? I didn't know that.
Characteristic of a gas motor... They have throttle bodies that regulate the amount of air in to the engine. Don't apply any throttle and the engine generates vacuum and slows the vehicle. A diesel doesn't have a throttle body of any kind (they will not draw a vacuum) so when coasting without throttle application a gasser will slow down more quickly than a diesel. This is why diesels are now available with exhaust brakes. The exhaust brake is similar to a throttle body in the fact that it restricts air flow, except the exhaust brake pressurizes the engine to slow it versus drawing a vacuum.
It's funny to hear it explained that way because personal experience tells me otherwise.
I grew up on a farm, and performed many of the "hauling" chores with a gasoline powered tractor for many years. You had to be on the brakes almost constantly to keep it under control towing loaded forage wagons down hills.
Later on we got a diesel tractor that was basically the same model as the gasoline one I'd been hauling with for years. This tractor would hold the load on the hills hardly touching the brakes at all.
I went from riding the brakes to touching them once or twice, same hill, same load. Only difference was the diesel engine.
Idle the diesel back, and it was like throwing out an anchor. Idle the gasser back, and it would coast on and on and on.
Dad said it was because the diesel engine had so much more compression, that the engine braking effect was greater.
2002 Chevy 3500 DRW 8.1L/Allison
2000 Palomino B1500
...and the reason why I need a DRW to haul a Palomino:
2004 United 7x14 tandem axle enclosed toy trailer
2011 PJ 8x20 7-ton deckover equipment trailer
Great report! Nice to see that you're getting good service out of your 6.2L. I'll be curious to hear how you like the select-shift manual mode of your tranny.
On my 5R100 behind my V10 I've often wished for an overdrive lockout, but haven't ponied up the $400-$500 for a tuner to provide that. Yours has that and more stock, which is a nice improvement in itself (in addition to the new transmission ratios).
2005 F350 SRW V10 4.10 CC LB 4x4; BW Turnover ball; LineX
2011 Sequoia 5.7L 4.30; Tundra Towing Mirrors; LT 275/65R18 C Goodyear Wrangler MT/Rs on 2nd set of wheels
2005 Nash 22H TT
Well, the comments convince me that I need to try manually overriding the transmission vs. letting the auto transmission make all the decisions. I can certainly do that in particularly hilly country that threatens the 2nd gear downshift, in any event.
That's my one gripe about this truck: the 2nd gear downshift. Other than that, it was very well-mannered. I so enjoy being able to listen to the radio at 'normal' volume levels with the more subdued background gassser noise. And this is a crew cab; my former diesel was a super cab. The extra wheelbase adds to stability and driving comfort, I believe. And then, comparing this 2012 King Ranch with all the features that come with six years of advances, to a six year older Lariat, is hardly fair either.
ordually wrote: Great report! Nice to see that you're getting good service out of your 6.2L. I'll be curious to hear how you like the select-shift manual mode of your tranny.
On my 5R100 behind my V10 I've often wished for an overdrive lockout, but haven't ponied up the $400-$500 for a tuner to provide that. Yours has that and more stock, which is a nice improvement in itself (in addition to the new transmission ratios).
Interesting. The 5R110 in our '05 E350 with 6.0 diesel does have overdrive lockout. I use it often, along with down shifting manually to 3rd when needed. This transmission does not have the tow/haul mode, however.
Your experience is similar to mine with our 5.4L towing 8500 lbs of mid profile 5'er after towing with diesels. I haven't seen 5k rpm yet but 4k-4500 rpm isn't unusual for the steep ones. The same steep ones that used to require 2900rpm with my Cummins Rams. I didn't have an exhaust brake on my Cummins Rams so downhill engine braking was limited to a/c compressor resistance. The 5.4L as well as my previous Hemi powered 2500HD hold our speed pretty good on the downhills with the true 5spd TS far superior to the 5-45RFE in tow/haul mode. I enjoyed the novelty of the diesels and the slightly better mileage but I have no regrets going back to gas.
'10 F250 XLT CC SB 5.4L 5spdTS 3.73
ex '95 Cummins,'98 12v Cummins,'01.5 Cummins,'03 Cummins; '05 Hemi
'07 KZ Jag 28JFSS.
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