We run engine & transmission tunes and run in tow haul over half their miles because they are towing more than half their miles. Used like this we avoid the lug despite towing TTs. Of the three we have used like this towing commercially the average failure has been 415k miles. One pushed a head gasket from low coolant from a leaking EGR cooler. One heat fatigue cracked a head. One had the high pressure fuel pump fail and filled cylinder 3 with shrapnel. At a certain unknown low rpm the second gen 2014-2019 is said to suffer from crank harmonics where the crank squirms and twists out of shape by a fraction for a fraction as I understand it. Sometimes they break here sometimes they twist out a bearing. But if like he is saying you don’t frequently let your engine lug in a tall gear at say 1500 rpms & less you should be able to avert the risk. We have for a 1,250,000 miles. Oddly many people do the opposite trying to force an up shift even towing thinking they will save some fuel.
Great and simple explanation. Looking forward to getting my tune installed just for this reason. In East Tennessee so many hills and ups and downs truck is always shifting gears.
Dude your 💯 % correct on everything you said. I’ve been saying this since 2016. I used to shift manually so the TMC would not let the rpm drop so low. Now since I’ve had my TCM flashed correctly. My truck rarely ever falls under 1900. I’ve had so many people argue with me on exactly what you just spoke about in your video. Lol and they all used the same excuse all what you mentioned. Well I’m glad someone out there actually has a brain and backed up what I’ve been arguing for so long.
Lugging is extreme torque overloading, puts thousands of pounds of torque on the primary rotating assemblies. It is far better for rotating assemblies to spin faster with less torque load then slow with high torque load. Exponentially better. Orders of magnitude better. Logarithmically better. Not only does it GREATLY REDUCES FORCES ACTING UPON BEARING SURFACE... IT FUCKING DRASTICALLY RAISES OIL PRESSURE. The difference between producing 300HP at 2000RPM as opposed to 300HP at 4000RPM, as far as component stress, is astounding. You have ONE HALF the mechanical load AND twice the pressurized lubrication. Which means the parts will last OctBlinkoZillion times longer.
I’ve been running my truck in tow/haul mode constantly and my truck stays in that 1700-2000 rpm range almost all the time. I recommend running in tow/haul mode all the time.
We run engine & transmission tunes and run in tow haul over half their miles because they are towing more than half their miles. Used like this we avoid the lug despite towing TTs. Of the three we have used like this towing commercially the average failure has been 415k miles. One pushed a head gasket from low coolant from a leaking EGR cooler. One heat fatigue cracked a head. One had the high pressure fuel pump fail and filled cylinder 3 with shrapnel.
At a certain unknown low rpm the second gen 2014-2019 is said to suffer from crank harmonics where the crank squirms and twists out of shape by a fraction for a fraction as I understand it. Sometimes they break here sometimes they twist out a bearing. But if like he is saying you don’t frequently let your engine lug in a tall gear at say 1500 rpms & less you should be able to avert the risk. We have for a 1,250,000 miles.
Oddly many people do the opposite trying to force an up shift even towing thinking they will save some fuel.
Thanks RecklessMotors. I'm at my second ED engine to replace. This makes some much sense.
Great and simple explanation. Looking forward to getting my tune installed just for this reason. In East Tennessee so many hills and ups and downs truck is always shifting gears.
Dude your 💯 % correct on everything you said. I’ve been saying this since 2016. I used to shift manually so the TMC would not let the rpm drop so low. Now since I’ve had my TCM flashed correctly. My truck rarely ever falls under 1900. I’ve had so many people argue with me on exactly what you just spoke about in your video. Lol and they all used the same excuse all what you mentioned. Well I’m glad someone out there actually has a brain and backed up what I’ve been arguing for so long.
Lugging is extreme torque overloading, puts thousands of pounds of torque on the primary rotating assemblies. It is far better for rotating assemblies to spin faster with less torque load then slow with high torque load. Exponentially better. Orders of magnitude better. Logarithmically better. Not only does it GREATLY REDUCES FORCES ACTING UPON BEARING SURFACE... IT FUCKING DRASTICALLY RAISES OIL PRESSURE. The difference between producing 300HP at 2000RPM as opposed to 300HP at 4000RPM, as far as component stress, is astounding. You have ONE HALF the mechanical load AND twice the pressurized lubrication. Which means the parts will last OctBlinkoZillion times longer.
How do I get in contact with you, I have some questions about the cam I bought.
I’ve been running my truck in tow/haul mode constantly and my truck stays in that 1700-2000 rpm range almost all the time. I recommend running in tow/haul mode all the time.