dodge brakes

Since the OP has not come back with details, I'll add my vote for exhaust brakes. I have a manual tranny and a switch on the stick. I find myself using it both on the road and around town. 90K on the brakes and still more to go. I just wish I could have one on the diesel Jetta. VW brake pads are softer and the way my wife drives they are doomed to a short life. Did I mention if I become a passenger I cringe against the door and tighten my belt.

I'll throw the BD Exhust brake into the reccomended mix.
Haven't had it for long, but it worked flawlessly on the first long trip and provided enough braking power to not use the service brakes on 7% grades, grossing 17-18klbs truck and trailer.
I can tell how well it worked as the brake dust build up after days of mtn driving, over 1700miles, mostly up and down hills. No more brake dust than a normal week or 2 around town, where previously my wheels would have been black after a trip like this.

btggraphix wrote:
PS: Down the west side of the Big Horns from Burgess Junction the grade is 10% for 10 miles (drops 3600' I guess) so for stretches it might be 12%

It's even more fun on the east side past the junction when ya start the switch back decent.

I drove up through Shell canyon back in September of last year :), loved the canyon, hated US 14 past Steampoint Point to Dayton, WY.

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

msiminoff wrote:

CumminsDriver wrote:
The current automatics don't lock the torque converter in first gear...

My '05 (same 48RE trans as the OP's '06) can lock the TC in every gear including first... at any engine RPM and any wheel speed.
-Mark

You don't have a stock transmission like 99% of the pickups have. Your built transmission has likely been upgraded in most areas allowing it to lockup in first. I know they don't lockup in first in stock form. Thats one of the reasons the transmissions heat up at very low speeds when pulling hard is because the torque converter is unlocked. Yours also has to unlock at slow speeds or it would stall the engine, just like having a manual transmission truck and not pushing the clutch in when coming to a stop.
Rich

I have a PacBrake PRXB exhaust brake. Really helps.

The 460 is the best gasser Ford ever produced. I have had a few and still have one in a van. Just my opinion. The brakes on a 80ish van were the worst ever.

Raften wrote:
Well CalTrans has that section of Sonora Pass posted 28% and I can tell you with a big camper it is a grunt but not too long. The main thing is if you are climbing it make your gear selection (manual) ahead of time because if you decide to change gears while climbing you are going to be at a near dead stop before you finish the change.

I have climbed a steeper one but it was short, on the way to Trinity Lake. It had the added attraction of going around a sharp curve and besides the TC I had a boat. It was a second gear climb and that was when I had my motor pumped an extra 150 hp and on diesel not biodiesel.

Two of us have said it now!

Amen to GRUNT with a 460 gasser with my 3000lb+ Bigfoot, that 28% with a hairpin turn is a monster. Would not want to stop and then have to start again...
I actually met a Class A Motor Home, coming down, on one of the steep near hairpin turns. His brakes were smokin! No jake brake/exhaust brake when you are going 5mph down hill making the turns on this section of the road.

Jim

silversand wrote:

BigFoot wrote:
Sonora pass has long sections of 25%+

S-

I said long sections, not miles...
I read the signs along the way they posted 26% grade.

http://en.wikipedia.org/wiki/Sonora_Pass

How the heck can I give you exact corrdinates for GPS!

The site I referenced has a picture and this statement:



Not much needs to be said here...on the left, we've found our 26% grade, or at least part

If you are coming from the east there is nothing like a 20%+ grade and a hair pin turn.

Jim

Well CalTrans has that section of Sonora Pass posted 28% and I can tell you with a big camper it is a grunt but not too long. The main thing is if you are climbing it make your gear selection (manual) ahead of time because if you decide to change gears while climbing you are going to be at a near dead stop before you finish the change.

I have climbed a steeper one but it was short, on the way to Trinity Lake. It had the added attraction of going around a sharp curve and besides the TC I had a boat. It was a second gear climb and that was when I had my motor pumped an extra 150 hp and on diesel not biodiesel.