coolbreeze01 wrote:



Of course not. You gear down so you don't have to use your brakes, correct? How much traffic has to back up behind you before you use a turnout?

A diesel with an exhaust brake can go down the same grade, usually a fair amount faster, without using the service brakes.

~DJ~ wrote:

I would like to see those without auxiliary brakes come down grades like this relaxing with the cruise set!!



This is coming back out of one of my favorite fishing spots. Believe me the pic does not do it justice. Those curves are 15 mph max!!

I used to drive it with my old 01 CTD, 5 sp manual. Had to pull over 3/4 way down to let the brakes cool. And that was with a lighter camper. Yes, I do know how to drive. I have a Class A CDL with every endorsement. I drove semis professionally for many years.

Fast forward to my 05 CTD 6 sp manual and Jake Brake. What a difference!!! And a very pleasurable one!!! I still have to touch the brakes now and again but nothing like before. And this is with 1500# heavier camper.

I can see where interstate cruisers may not feel the need for engine braking but when your standing on your nose in the middle of tight twisties you just may change your mind.

JIMNLIN wrote:


I'm surprised some didn't make the snake oil claim.

If you notice those that have them will recommend them and the ones that have never had one claim their not needed. Then we have gasser boys ......... ?? Don't really know what their problem is unless its just they have to be against something thats diesel related.

My '03 truck in sig with the Jacobs has over 148k and has never needed any type of brake service and shouldn't for another couple of years.

We see the same with Bedsaver/EGT gages/boost gages/tranny oil temp gages/diesel fuel additives/on and on/etc. They never used the product so it doesn't work for other folks.

SoCalDesertRider wrote:

My truck has a C6 automatic, which does not have a locking torque converter in any gear. Downshifting has always worked well for engine braking for me. Same with my Chevy's with TH350 and TH400 auto trannys and my Dodge with TQF727 auto tranny. No locking torque converter in those tranny's either. You don't need a locking torque converter to use trans gearing to slow the vehicle. The torque converter not locking does not mean the trans is free-wheeling, it just means that there is some slip, about 50-100 rpm worth, still plenty of engine braking going on. Trust me, it works fine.

RoyJ wrote:



If you're referring to the 351 GAS F350 in your sig, then it's an entirely different animal than the diesels mentioned here!

1st, as others have pointed out, a gas engine as a lot more engine braking than a diesel, due to the throttle plate. If I have ot guess, I'd say your engine has atleast double the retarding power as a diesel.

2nd, with a gas revving to 5000 rpm, and a converter stall of say 1800 rpm, a lockup converter is not that necessary. You have over 3000 rpm of post-slip rpm for engine braking.

However, with a diesel motor that only revs to 2800 rpm, having a 1500 rpm stall converter, the game changes fast. Now, you're left with only 1300 post-slip or post-stall rpm. This is assuming that a converter has equal stall both ways, which is not always the case.

I agree with Henry that if you tow heavy with a diesel in BC, a exhaust brake is nice to have.

SoCalDesertRider wrote:

For the record, I am certainly NOT against exhaust brakes. I also understand that diesels do not have as much engine braking compression as gas engines, for the reasons IB516 stated. We also have a diesel E350 in the family business that I tow with as well. It doesn't have an exhaust brake and gearing down the auto trans does help slow the van going down the big hills we have around here.