Attention: TDR Forum Junkies Please bear with me if there has already been extensive discussion of the following topic; I couldn't find answers to my questions in the archives...
About a year ago I installed a BD-brake, along with the # 60 exhaust springs. I tow and drive in the mountains (no cracks, please, you westerners!) of Appalachia and figured the brake would be a benefit.
Then came the revelations about troubles experienced by owners of automatics with E-brakes -- overheating, transmission failure, and so on were discussed at length. Cummins offered to de-install their brakes, free of charge. The topic was discussed, at length, in the TDR.
The consensus, after much study and debate, seems to be that such an installation in an automatic heralds problematic service, at best.
I've installed the "mystery switch" and used my brake to good effect, but feel that I'm not really even scratching the surface of the benefits 5 speed users are enjoying. So, I'm hoping more knowledgeable E-brake users (both 5 speed and auto) will comment on the most advantageous applications of the brake. Here are some of my questions:
1) I've been told, repeatedly, not to really hammer the truck when it's in overdrive because this puts tremendous stress on an automatic transmission's weakest link -- that small overdrive planetary gear. My engine has been uprated to 370 horsepower so I make a habit of shifting out of overdrive (via dash button) before applying lots of power -- or of bringing the power on gradually. With this "weak link" in mind, I'm wondering if the E-brake should only be used when the truck is not in overdrive. It brakes much better when not in overdrive, but it'd be nice to do what many 5-speed drivers brag about and simply leave the brake on at highway speeds.
2) Engine warm up... My automatic will stall if my transmission is in drive and I come to a stop without deactivating the brake. This happens even if the "mystery switch" is off and the torque converter is not locked up. The only way to run the engine (for warmup purposes) with the brake on is to have the transmission in park or neutral. Any thoughts on this?
I'd appreciate thoughts from other auto-owners who've used their E-brakes a lot and may have some tips on how to best avoid problems and maximize the effectiveness of brake usage.
Thanks.
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97 2500 4x4, club cab, auto, 3. 54 limited slip, JRE 4" exhaust, Dr. Performance Fuel system (370 HP), turbo, Geno's guages -- Boost, EGT, transmission & Rear -- MAG Hytec covers, SunCoast Converter/Transgo shift kit, Brite Box, tons o'chrome under hood, Prime Loc, EZ Drain, Seat covers, wood dash, Rancho Suspension, Warn M12000 Winch on Warn Brush Guard, Warn driving and fog lights, Hella twin back up lights, 285/75/R16 B. F. G. ATs on Mickey Thompson rims; Linex bed liner, BD exhaust brake.
About a year ago I installed a BD-brake, along with the # 60 exhaust springs. I tow and drive in the mountains (no cracks, please, you westerners!) of Appalachia and figured the brake would be a benefit.
Then came the revelations about troubles experienced by owners of automatics with E-brakes -- overheating, transmission failure, and so on were discussed at length. Cummins offered to de-install their brakes, free of charge. The topic was discussed, at length, in the TDR.
The consensus, after much study and debate, seems to be that such an installation in an automatic heralds problematic service, at best.
I've installed the "mystery switch" and used my brake to good effect, but feel that I'm not really even scratching the surface of the benefits 5 speed users are enjoying. So, I'm hoping more knowledgeable E-brake users (both 5 speed and auto) will comment on the most advantageous applications of the brake. Here are some of my questions:
1) I've been told, repeatedly, not to really hammer the truck when it's in overdrive because this puts tremendous stress on an automatic transmission's weakest link -- that small overdrive planetary gear. My engine has been uprated to 370 horsepower so I make a habit of shifting out of overdrive (via dash button) before applying lots of power -- or of bringing the power on gradually. With this "weak link" in mind, I'm wondering if the E-brake should only be used when the truck is not in overdrive. It brakes much better when not in overdrive, but it'd be nice to do what many 5-speed drivers brag about and simply leave the brake on at highway speeds.
2) Engine warm up... My automatic will stall if my transmission is in drive and I come to a stop without deactivating the brake. This happens even if the "mystery switch" is off and the torque converter is not locked up. The only way to run the engine (for warmup purposes) with the brake on is to have the transmission in park or neutral. Any thoughts on this?
I'd appreciate thoughts from other auto-owners who've used their E-brakes a lot and may have some tips on how to best avoid problems and maximize the effectiveness of brake usage.
Thanks.
------------------
97 2500 4x4, club cab, auto, 3. 54 limited slip, JRE 4" exhaust, Dr. Performance Fuel system (370 HP), turbo, Geno's guages -- Boost, EGT, transmission & Rear -- MAG Hytec covers, SunCoast Converter/Transgo shift kit, Brite Box, tons o'chrome under hood, Prime Loc, EZ Drain, Seat covers, wood dash, Rancho Suspension, Warn M12000 Winch on Warn Brush Guard, Warn driving and fog lights, Hella twin back up lights, 285/75/R16 B. F. G. ATs on Mickey Thompson rims; Linex bed liner, BD exhaust brake.
