I’m brand new to the Diesel Family with the purchase on my 2018 F-250 6.7. Can someone explain when to use the Hill descent control, the Diesel Braking and the gears control? It seems to me like these do somewhat the same thing? When descending a steep hill, I understand the diesel braking will automatically slow down the truck to a safe speed. If so, why do you need the Hill descent?
Also, when would you need to use the gear control to lock out higher gears? Sorry for the «rookie» question!
KentuckySteve
02-15-2018, 03:19 PM
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Hill decent is an off road tool for less than 20mph. I manually shift to 1st or 2nd, push the button. Then use the brake or gas to set speed. And it maintains that speed with the ABS. Works great and is handy on long park downhill roads.
I lock out 6th when towing. Lock out 6 and 5th for towing in 55mph mountain country roads. Sometimes the truck holds 6th too long, then downshifts to 4th to climb. Locked in 5th, it downshifts less. Adjust to your liking. Over by Wellsville is rolling terrain and the truck constantly shifts all over, so I lock it down to stay in 3rd or 4th.
02-15-2018, 08:14 PM
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I have a gasser, use the hill descent quite often in and out of woods. I do not shift , speed/descent controlled by the system. Braking and throttle also taken care of ,should you choose to merely ride down own without pushing the go pedal You can use accelerator, but if you try to go too fast, it will override your inputs. Hill descent works in both 2 and 4 wheel drive, and can be engaged on the fly. Pretty slick system on steep icy declines, with no margin for sideways errors. Try it out and get used to it before you need it . good luck !
02-16-2018, 10:29 AM
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Thank you all for responding. That clears it up some for me. I have also read that some leave the diesel brake on all the time?
KentuckySteve
02-16-2018, 10:42 AM
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Depends how often you drive. I couldn’t. I need to scrub my brakes clean ever drive. If the trucks sit’s too long, and the brakes aren’t needed enough, they rust and get grabby and then start to get uneven rotor wear. «Warping», pulling under braking, noise etc. etc.
Weekend trucks in the snow belt don’t get to wear out brake pads and rotors.
02-16-2018, 02:35 PM
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Hill Descent simply uses the ABS system to maintain a slow, set speed down slippery or rough steep hills. Designed primarily for off-road use, but it can also be handy creeping down a steep, icy hill. It also turns on your brake lights for you automatically. It does not allow wheels to lock up. It is definitely for slow speeds and automatically shuts off at road speeds. Heavy usage can overheat your brakes and cause the system to disengage automatically; it also increases brake wear.
The diesel engine brake is designed to utilize the turbo to create back pressure in the engine to help slow the vehicle. It works much better than normal engine braking in a gas vehicle, thanks in part to the much higher compression ratio. This brake is really only *needed* to help slow trucks hauling or towing heavy loads while in steep terrain. It keeps the brakes cool and reduces brake wear. It will not stop a vehicle, but it can slow it considerably. Higher RPMs are needed for the brake to work, so downshifting is helpful. Tow/Haul mode can do that for you automatically with just quick brake application. Auto-mode can downshift for you without hitting the brakes at all. There is nothing harmful about keeping the brake engaged all the time, and you will still certainly need to use your regular foot brakes to come to a stop at traffic lights, etc. I personally do not keep mine engaged all the time.
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Feb-05-2016 03:54 PM
Should have my new f250 powerstroke diesel by the middle of next week. Bought this truck sight unseen. Just some questions about towing on grades.
My former truck was 2009 duramax/allison. Loved it.
The following features are what I loved about the duramax when pulling my fifth wheel and am wondering if the powerstoke has the same features?
1. in tow haul mode the engine would kind of gear down by itself when coming to a stop
2. a button on the shift lever allowed me to shift up or down at will
3. in cruise control, the engine and transmission would hold the truck at the set speed on downhill grades
This truck also comes with a feature called «hill descent control» Is this used only at slow speeds in the back country or this also of use on the interstate with significant grades?
Last question. It also comes with electronic locking axle. Does this lock out the rear differential? How do you activate it? Is this useful only when stuck in mud and snow or is it for driving on slippery roads as well.
Harry and Thea
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2014 Rockwood Signature Ultra Lite 8244WS
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Feb-06-2016 05:25 PM
harry and thea wrote:
I think I’m going to enjoy this truck. In the past I’ve had a 2004 Duramax and a 2009 Duramax which I really liked. I totalled the 09 and my trailer due to black ice three and a half weeks ago. Wanted another Dmax but I would have had to pay at least $10,000 Canadian more for a new one than a new Powerstroke. Also late model low mileage diesels are very expensive because many of them are being sold to the US because our dollar is so low. The most logical choice seemed to be new Cummins or Powerstroke. Getting a terrific deal on the Powerstroke and my research tells me that the 6.7 has proven itself quite well.
Believe me you made the right choice. Enjoy!
’12 Ford Super Duty FX4 ELD CC 6.7 PSD 400HP 800ft/lbs «270k Miles»
’16 Sprinter 319MKS «Wide Body»
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Feb-06-2016 12:34 PM
I think I’m going to enjoy this truck. In the past I’ve had a 2004 Duramax and a 2009 Duramax which I really liked. I totalled the 09 and my trailer due to black ice three and a half weeks ago. Wanted another Dmax but I would have had to pay at least $10,000 Canadian more for a new one than a new Powerstroke. Also late model low mileage diesels are very expensive because many of them are being sold to the US because our dollar is so low. The most logical choice seemed to be new Cummins or Powerstroke. Getting a terrific deal on the Powerstroke and my research tells me that the 6.7 has proven itself quite well.
Harry and Thea
2016 F 250 cc short box
2014 Rockwood Signature Ultra Lite 8244WS
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Feb-06-2016 11:46 AM
One more thing. sorry. On the TorqShift tranny, there is a «M» position to which you can move gear selector to it and then manually up/down shift into gears and stay in that gear. Comes in handy if in real strong headwind.
2017 F350 DRW XLT, CC, 4×4, 6.7
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Feb-06-2016 11:39 AM
FishOnOne wrote:
harry and thea wrote:
One poster mentioned engine brake. Is this the same as exhaust brake? I have seen Ram trucks advertised with this. Is this standard on powerstroke or optional or is this even available?
The exhaust brake is a standard feature and is activated via a push button.
The Tow/Haul feature changes the shift points on the transmission and will also down shift and works in unison with the exhaust brake.
The Electronic Locker is activated by pulling on the 4×4 shift knob and only works under 20mph.
And the most important feature. Be prepared to have a permanent grin :B. The power and performance is second to none.
Still can’t bring myself to get one of those electric shift transfer case.
I still like my lever and manual hubs. And no the hubs do not have a auto set. Just lock and free .
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Feb-06-2016 08:41 AM
harry and thea wrote:
One poster mentioned engine brake. Is this the same as exhaust brake? I have seen Ram trucks advertised with this. Is this standard on powerstroke or optional or is this even available?
The exhaust brake is a standard feature and is activated via a push button.
The Tow/Haul feature changes the shift points on the transmission and will also down shift and works in unison with the exhaust brake.
The Electronic Locker is activated by pulling on the 4×4 shift knob and only works under 20mph.
And the most important feature. Be prepared to have a permanent grin :B. The power and performance is second to none.
’12 Ford Super Duty FX4 ELD CC 6.7 PSD 400HP 800ft/lbs «270k Miles»
’16 Sprinter 319MKS «Wide Body»
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Feb-06-2016 07:28 AM
I just did the same move you did — moving from 2005 Duramax to a 2015 F250 6.7L powerstroke.
I do not have the hill decent, but do have the exhaust brake button. I have only had my truck for 1000 miles so I haven’t done much testing. I do know that when I connect to the trailer, the truck knows and will change on it’s own for towing/braking. The chevy I had, as you did, needed that button on the shifter pushed for tow/haul.
Unlike the chevy, I can use the exhaust brake without the trailer (could do it with the chevy if needed by pushing the tow/haul button, but rarely thought about it or needed it to work that way without the trailer). I don’t know if I will ever need it, but that could come in handy when traveling in the mountains.
I agree with the other posters about being able to lock out the upper gears. If this truck is anywhere near the old chevy, that will come in handy. Again, you could do it with the chevy by moving the gear shifter down a gear, but I like the way the Ford has the buttons to make the selection — feels less harmful than shifting down.
For the locking differential stuff, I can’t help. I will never use it, and rarely even use the 4×4.
