Down Hill Braking on a Ford Chassis

My first tow/haul mode was in a 2005 F350 Diesel pick up. Loved that feature and also the built in electric brake control. Several of the reasons Ford trucks have been the top rated tow vehicle in so many Good Sam surveys. The TH feature works great in my Gasser too, but the fact is safety on steep grades is more about driver ability and technique than the mode of transportation. I've seen many a flat lander in cars riding their brakes all the way down instead of down shifting and using the brakes sparingly. Common sense and experience are what matters most. Any coach in decent condition and operated properly can do the job with a sensible driver at the wheel. I've crossed the Rockies and the Appalachins too many times to count and never had a problem with any vehicle. But sure have seen more than a few crazies smoking their brakes and stinking up the fresh mountain air! Seen more than a few that looked terrified while we were just enjoying the scenery. Bet most of you that have been most everywhere know exactly what I'm talking about. Nothing against Kansas, but give me a road with some thrill hills any day.

tatest wrote:

Roadglider09 wrote:
Wow, all good info. On my DP, I downshift to 4th, or 3rd, hit the engine brake and my rpm never goes over 2500. Same going up grade, down shift to a lower gear and keep my rpm's at between 2000 - 2300, which is where I get the most power.

Relative to redlines, 2500 rpm on a Cummins C series or a Cat C7 is equivalent to running a Ford Triton V10 or V8 up to 6000. The different types of engines are engineered for different operating speed ranges, There are even larger diesels that never get over 1600, and some that top out as low as 300 rpm. What some other type of engine does has not much relevance to how to use a Triton V10 for engine braking, so better not to base technique on what works with a different engine.

That's an excellent point. Kind of like comparing apples to oranges. Thanks for the info.

Roadglider09 wrote:
Wow, all good info. On my DP, I downshift to 4th, or 3rd, hit the engine brake and my rpm never goes over 2500. Same going up grade, down shift to a lower gear and keep my rpm's at between 2000 - 2300, which is where I get the most power.

Relative to redlines, 2500 rpm on a Cummins C series or a Cat C7 is equivalent to running a Ford Triton V10 or V8 up to 6000. The different types of engines are engineered for different operating speed ranges, There are even larger diesels that never get over 1600, and some that top out as low as 300 rpm. What some other type of engine does has not much relevance to how to use a Triton V10 for engine braking, so better not to base technique on what works with a different engine.

While one needs to pay attention to things like downshifting and proper use of brakes, I've had no issues descending places like Wolf Creek pass with my 5000 lb toad behind me. My tranny is the older one without tow/haul.

Wow, all good info. On my DP, I downshift to 4th, or 3rd, hit the engine brake and my rpm never goes over 2500. Same going up grade, down shift to a lower gear and keep my rpm's at between 2000 - 2300, which is where I get the most power.

Gas engines provide engine braking on the intake stroke when the throttle is closed, thus don't need a throttle on the exhaust to provide braking. For an exhaust brake to work, intake throttle has to be wide open, that doesn't work for gas but is normal condition for diesels that don't throttle intake.

Braking power is proportional to engine RPM, so for maximum braking you find a gear and downhill speed which puts you close to redline. On the 6.8 V10, for braking, that can be upwards of 6000 rpm. At about 13000 pounds, my V10 will hold me at about 15 mph in first on a 12% grade, 40 mph in 2nd on a 8% grade.

What you don't get on a gas engine is engine braking modulated by a brake pedal.

mena661 wrote:
I don't think the 99's had tow/haul. Someone correct me if I'm wrong.

Correct, no tow/haul before the 2006 chassis. Prior models had an Overdrive on/off selection but not the different shift pattern of the tow/haul feature. Owners of the older chassis will need to manually down shift to achieve the same functionality.

I don't think the 99's had tow/haul. Someone correct me if I'm wrong.

jsmart wrote:
Just got back from a trip to So. Utah (Lake Powell), going into Bullfrog there is an 8% downhill grade of 4 miles. I have an 2002 Itasca Sunrise with the Ford v-10 and Allison transmission. I was pulling a Jeep Wrangler. I am also an advocate of anticipation, keeping my speed in control by using short periods of brakes with longer periods of no-braking in between. Also took the overdrive off which keeps the rig in a lower gear, didn't have any problems.

You must have a one of a kind! Ford v10 with Alison transmission? Thanks.
jack h

The scariest ride I ever had was over Teton Pass into Jackson driving a '99 F53.
Sent the wife, kids, and dogs ahead in the jeep just in case.

This was 30 minutes screaming up the hill in first, followed by 30 minutes flying down, also in first, stabbing the brakes hard every 30 seconds or so.

24 miles in 65 minutes, and that V10 was never below 5500 rpm.