3.31 gears at 40,000 lbs gross.

ShinerBock wrote:

4x4ord wrote:

ShinerBock wrote:

4x4ord wrote:


I obviously don’t know the stats but could it be that 999 out of a thousand Powestrokes are equipped with either 3.31 or 3.55 gears so the likelihood of coming across a 4.30 equipped truck with problems is not very likely?

No, no, you are right.... The added stress of towing the same load in the same gear with a 3.31 versus a 4.30 does nothing to the friction material of the clutches or decreases the life span of the transmission. Just like the added stress of towing does nothing to the friction material of your brakes and anyone who tows all the time should expect the same life span as one who never tows.

So are you finally able to see that the overdrive clutches in the 10r140 are not going to be handling high torque loads with 3.31 gears (I can’t get my foot to the floor towing a heavy trailer without my transmission dropping to 7th .... at towing speeds it is virtually impossible to put foot to the floor torque through the overdrive clutches) but with 4.30 gears every foot to the floor hill will put all the torque the powerstroke can muster through the over drive clutches until the load gets heavy enough to slow the truck down to 7th gear ... 55 mph.

With regard to the wear on things like gears go .... we all know that transmitting the same power at lower rpm means higher torque. Higher torque requires parts to be engineered to withstand that higher load. But, if the parts are built to take the torque I am not convinced that high torque/ low rpm causes more wear than low torque high rpm. If the same power is being transmitted through the gears my guess is that the wear will be similar. Diesel engines are typically used at low rpm and high torque and do you think they wear out faster than higher revving gasoline engines doing the same work?

As far as your brake pads wearing out faster stopping 30,000 lbs vs 10,000 lbs .... I don’t know what that has to do with anything but, yup I agree.

Are you still at this? If you want to beleive that a taller rear gear will not put more stress on a transmission then a shorter gear ratio then by all means keep believing it.

I stopped a while back. Some people just don’t understand physics. So even trying explain the simplest of principles is a waste!

4x4ord wrote:

ShinerBock wrote:

4x4ord wrote:


I obviously don’t know the stats but could it be that 999 out of a thousand Powestrokes are equipped with either 3.31 or 3.55 gears so the likelihood of coming across a 4.30 equipped truck with problems is not very likely?

No, no, you are right.... The added stress of towing the same load in the same gear with a 3.31 versus a 4.30 does nothing to the friction material of the clutches or decreases the life span of the transmission. Just like the added stress of towing does nothing to the friction material of your brakes and anyone who tows all the time should expect the same life span as one who never tows.

So are you finally able to see that the overdrive clutches in the 10r140 are not going to be handling high torque loads with 3.31 gears (I can’t get my foot to the floor towing a heavy trailer without my transmission dropping to 7th .... at towing speeds it is virtually impossible to put foot to the floor torque through the overdrive clutches) but with 4.30 gears every foot to the floor hill will put all the torque the powerstroke can muster through the over drive clutches until the load gets heavy enough to slow the truck down to 7th gear ... 55 mph.

With regard to the wear on things like gears go .... we all know that transmitting the same power at lower rpm means higher torque. Higher torque requires parts to be engineered to withstand that higher load. But, if the parts are built to take the torque I am not convinced that high torque/ low rpm causes more wear than low torque high rpm. If the same power is being transmitted through the gears my guess is that the wear will be similar. Diesel engines are typically used at low rpm and high torque and do you think they wear out faster than higher revving gasoline engines doing the same work?

As far as your brake pads wearing out faster stopping 30,000 lbs vs 10,000 lbs .... I don’t know what that has to do with anything but, yup I agree.

Are you still at this? If you want to beleive that a taller rear gear will not put more stress on a transmission then a shorter gear ratio then by all means keep believing it.

ShinerBock wrote:

4x4ord wrote:


I obviously don’t know the stats but could it be that 999 out of a thousand Powestrokes are equipped with either 3.31 or 3.55 gears so the likelihood of coming across a 4.30 equipped truck with problems is not very likely?

No, no, you are right.... The added stress of towing the same load in the same gear with a 3.31 versus a 4.30 does nothing to the friction material of the clutches or decreases the life span of the transmission. Just like the added stress of towing does nothing to the friction material of your brakes and anyone who tows all the time should expect the same life span as one who never tows.

So are you finally able to see that the overdrive clutches in the 10r140 are not going to be handling high torque loads with 3.31 gears (I can’t get my foot to the floor towing a heavy trailer without my transmission dropping to 7th .... at towing speeds it is virtually impossible to put foot to the floor torque through the overdrive clutches) but with 4.30 gears every foot to the floor hill will put all the torque the powerstroke can muster through the over drive clutches until the load gets heavy enough to slow the truck down to 7th gear ... 55 mph.

With regard to the wear on things like gears go .... we all know that transmitting the same power at lower rpm means higher torque. Higher torque requires parts to be engineered to withstand that higher load. But, if the parts are built to take the torque I am not convinced that high torque/ low rpm causes more wear than low torque high rpm. If the same power is being transmitted through the gears my guess is that the wear will be similar. Diesel engines are typically used at low rpm and high torque and do you think they wear out faster than higher revving gasoline engines doing the same work?

As far as your brake pads wearing out faster stopping 30,000 lbs vs 10,000 lbs .... I don’t know what that has to do with anything but, yup I agree.

Grit dog wrote:
BTW, didn't watch the video until just now. Love the Ford dash setup!
But what stood out was it appears that either 9th or 10th gear is effectively useless at the speed you were driving (about 63-64mph).
Less than 100rpm split between gears at almost "highway" speeds doesn't really have nay practical benefit IMO. That calcs to about a 200rpm split at around 80mph, still not enough to write home about except to say you have the "most" gears!

I'm not one to bash on the "more is better" theory when it comes to trans gears, but unless there is a benefit down lower in the ratios somewhere that the 10th gear could have a greater benefit, seems like 9, or even 8 speeds is about all that is practical for a light duty diesel truck.

And in other news, your 34" tires have about a 33" effective rolling diameter. Based on a known final drive ratio, known trans gear ratios and the rpms and speed observed in the video. Not that it matters, just an observation.
Common thing really. My "37s" roll at approx effective diameter of 35" and the half worn "35s" I have on another truck roll closer to 33" (with low/no load, "comfortable" pressure in the tires for both trucks).

I agree 10 gears are more than what is really needed, especially with shorter diff gears. That has a lot to do with why I am for taller diff gears and saving 9 and 10 for running empty.

I had the cruise set at 101 km/hr .... just under 63 mph
According to Michelin's website my tires should turn 610 revs/mile which would mean the effective diameter would be 97% of Michelin's claimed 34.09" diameter... so exactly as you said ... 33".
And, based on a 33" tire diameter and 101 km/hr my tachometer should be reading:

2112 in 7th
1795 in 8th
1451 in 9th
1334 in 10th

I think when you know the rpm the tach is supposed to read when you're looking at it, it's easier to believe that it's accurate.

:R

Not sure what you’re asking but if you want to know why the exhaust is hotter when the rpm is lower it is because the higher revving engine is pushing more air through its cylinders while burning roughly the same amount of fuel. Same heat being generated with less air means hotter exhaust.

If you are towing with a diesel pickup and it has a pyrometer, and your rpm in overdrive is lower but your egt is 100deg higher than running in direct at the same road speed

What’s that mean?

ShinerBock wrote:

4x4ord wrote:


I obviously don’t know the stats but could it be that 999 out of a thousand Powestrokes are equipped with either 3.31 or 3.55 gears so the likelihood of coming across a 4.30 equipped truck with problems is not very likely?

No, no, you are right.... The added stress of towing the same load in the same gear with a 3.31 versus a 4.30 does nothing to the friction material of the clutches or decreases the life span of the transmission. Just like the added stress of towing does nothing to the friction material of your brakes and anyone who tows all the time should expect the same life span as one who never tows.

Why would I be in the same gear with 4.30 gears vs 3.31 at the same speed. When I’m towing hard in overdrive with 4.30 gears I’m in 7th with 3.31s.

deltabravo wrote:

..perfederak bridge law's.

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Google it.

..perfederak bridge law's.

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