dodge brakes

This is and interesting thread. I live outside Reno and regularly drive my 2005 and Lance 1191 all over the Sierra Nevada camping and fishing. I pull the boats shown in my signature. After being pushed down several passes by the 3000lb Bayliner I invested in a BD Diesel exhaust brake and transmission controller. One of the nice features of this setup is I can program, using a laptop, the parameters which I want things to happen. For example the rpm at which the exhaust brake engages and disengages. With this setup going over CA Hwy 4 you encounter Pacific Grade summit (see photo below). In 1st gear with the exhaust brake engaged it is safe and comfortable ride at 10mph towing 3000lb boat. I figure combined weight of truck, TC and boat is north of 16,000 lbs.
To me the criteria is do you feel safe and under control. Clearly the OP feels unsafe and a bit out of control. I recommend an exhaust brake and transmission control if he is going to do these kind of grades.

silversand wrote:
I was able to find the section of the "Sonora Pass" that was the worst: 18.9% grade (this section only a hand-full of meters long).

I took this photo at the top of Sonora Pass looking east. Is it correct? And if so, how much of it is 26%? I don't know, but I've seen several folks who thought they could handle this road who ended up stopped dead and blocking traffic (including an 18-wheeler). Not sure how they ended up getting out of there.

thank everyone for their helpful hints. just to set the record straight I just guessed at the slope degrees It is not a public road it is graded 3times a year and gravel is pushed in .the road drops about 1000ffeet in 3 miles just a guess .the truck was in toe haul and in low gear the torque converter was locked up . It looks like a packbreak is in the future.once again thanks tony

msiminoff wrote:
CumminsDriver... your point is well made. it is true that most transmissions do not lock the torque converter in first gear and this can lead to excessive transmission temps and poor (or zero) engine braking.
However, not long ago I had a mechanically bone-stock 48RE that could lock the torque converter in first gear...The only thing that was done to alter the tranny was the addition of I a simple pushbutton switch that grounded one wire (pin 7 on the trans electrical connector) in the control circuit that locks the TC. See photo below.

So... getting back to the OP's original question, which was; "Any ideas on ways to solve the problem?"
Solve? No... But I have several ideas that, when used together, will make controlling downhill speed easier and far safer:
1) Install an exhaust brake. Jacobs make's one that's Cummins approved and basically plug-n-play installation on the '06 Ram CTD. If you need/want more engine braking power than the Jacob's, you can consider the PacBrak PRXB
2) Select the highest gear that will allow you to maintain the desired a safe speed, without needing to apply the wheel brakes. This may mean engaging the transfer case (if available) and selecting in 4-Wheel Low.
3 If you have a tow/haul button, use it.
4) Install a torque converter lockup button so that you can decide when to lock the TC. This is especially valuable while using low gears.
5) Flush and bleed your brake fluid annually. I use a pressure bleeder from Motive Products
6) Use high quality brake pads and inspect them frequently. Amazingly, I have had great results with the Autozone Severe Duty pads on my Ram 3500.
7) Never ever "ride" the brakes. While descending a grade, keep your feet off of the brake pedal until you need to decelerate.
8) If you tow, invest in a high quality hydraulic over electric controller such as the Max Brake.

Hope this helps,
-Mark

Great recommendations Mark. I've got one of those Motive Brake Bleeders also, one of the best tools I've ever bought.
Rich

jefe 4x4 wrote:
Older diesels I've had had a lot more engine braking ability. Of course, they had 22:1 and 23:1 compression.

The compression ratio doesn't really do anything for braking. What goes in (& compresses), comes back out (& decompresses). I suppose there could be a bit more energy used up as heat loss with higher compression. The larger difference was probably more restrictive intake and exhaust systems of the older, lower powered diesels.

Either way, I enjoyed hearing your 2nd & 1st gear stories. It takes quite a bit to bring a manual Cummins to its knees!

My Dodge 3500 is also an 06' and shortly after I got the truck my wife and I got lost on a goat road. The smoke was billowing from under my wheel wells like a grass fire. The stated 25% grade might have been added for affect but the matter remains the same. These trucks are very HEAVY!!!

ON MINE WITH EXH BRAKE ON AND IN TOW /HAUL 8% WILL ALMOST BRING ME TO A STOP LEFT IN 6TH GEAR 12,500LBS CAMPER AND TRUCK HAVE NOT DONE IT WITH JEEP AND TRAILER YET

btggraphix wrote:
Jefe, I pretty much guarentee if you add an exhaust brake, you will ask yourself "WTH did I not do this 4 sets of brake pads ago" (or something along those lines.)

X2

Jefe, I pretty much guarentee if you add an exhaust brake, you will ask yourself "WTH did I not do this 4 sets of brake pads ago" (or something along those lines.)

This has been an interesting brake discussion. The only thing that makes my 2001 CTD a 2001.5 is the addition of disc brakes on the rear axle. They are good enough, but after reading this thread, an addition of aftermarket exhaust/engine braking is in my future.
Coming north, down the grade toward Bakersfield on the Ridge Route on Hwy. 5 is 6% grade, the nominal maximum grade here in the west on interstates. It is just so long. It never fails that we intake an overwhelming smell of burning/scorching truck brakes coming down the grade. I hope that stuff is not asbestos. More than once we have seen truck brakes actually on fire! either still moving or on the side of the road. The first time I pulled my jeep on car trailer with TC (16,300 pounds CGVW) down that grade I was wishing I had aftermarket brake help. 6th was just too tall, so I downed to 5th. Still too tall, so I braked and pulled the stick down to 4th gear and the engine was still whirring at 2800 rpm at 35 mph. Even with a stick/diesel combo, there is not much engine braking with a modern factory diesel. Older diesels I've had had a lot more engine braking ability. Of course, they had 22:1 and 23:1 compression.
I too have been up the east side of Sonora Pass quite a few times. With just the 10,300 pound TC it is the only paved grade where I kept downshifting and had to run a couple miles in first gear. There were some steeper pitches. A time or two, the grade let up a little and i thought i could shift to 2nd, and tried, only to have the engine lug down and revert to 1st. That's humbling. The trans is a manual NV5600. We also came down that grade a few days later and NEVER got out of 1st gear and used the pump and release braking cycle.
Once at the summit, coming up the other side of State Hwy 108 (the Sonora Pass rd.) a long, loaded older class C was straining up the last few hundred feet to the top when, Ka-blooie, the trans let go and there was dark red fluid all over the place.
We have been up a lot of graded dirt roads where it got so steep I had to actually stop and put it into low range to keep motating. Telephone canyon from Bishop uphill to the Ancient Bristlecone Pine stand is one. You absolutely cannot do that one without 4WD. A 25 foot wide, rocky, graded road with lots of wheel spin ruts, and gullies. The condition of the road is a testament to those who have tried in 2WD and failed.
Another dirt road in B.C. down to the Grand Canyon of the Stikine had a sign announcing 26% grade for 5 miles (it was in km though). It was so sinuous, snaking down a set of short switchbacks that I think the curves helped in the braking, especially on dirt. Didn't seem that bad.
As for braking on steep roads, paved or not, it's your preparation, in terms of speed, aftermarket brake help, and gear choice that determines the outcome. If you get into it too fast, it is tough to pull back on the reins, once you are committed.
regards, as always, jefe