Tow /haul understanding

I have done some searching on here in the past few weeks since becoming a new owner and just want to confirm my understanding of how best to use the truck. Thanks all for your insight and informative posts. it has helped me a lot so far

Three weeks ago I purchased a 2018 CC bighorn 12k miles on odo with 3.6 3.55. I purchased this to tow a 3900# GV 17bh camper, that I just bought, and a 12' V-nose to haul my dirt bike three times a year (any other times I have a utility trailer that I drag it around on). Other than that, gas mileage, comfort for traveling, and ease of a six year old getting into at car line were the other factors. I live in the mountains of Western NC and we typically will camp around the south east. The truck has a class IV receiver.

From my reading, I understand the 8speed transmission to have two overdrive gears, that with tow haul engaged , it still allows the use of the overdrive gears, it just changes the shift points and allows for more engine braking. Tow haul typically engages the transmission at max 5th gear?

If I want to control the gearing, based on the transmission searching or a steep climb etc , I can control the top gear by wheel controls accordingly.

I just want to make sure my understanding is correct as towing the v-nose at 70 in flat S.C. for example, I would have the tow haul on but utilizing the full 8 speeds? or not? Whereas pulling the camper up a steep grade, I would have tow haul on and 5 gear selected as max?

Would I use tow haul on flat interstate towing the camper at 70 using the overdrive gears or is it best practice to run lower gear, higher rpm, obviously varying gear per conditions.

Thanks all in advance. I know this has been hashed out many times and a lot of it comes with just driving it but I have not towed anything with it yet and just wanted to try and start out on the right foot.

Pete

Just push tow/haul and let the computer do it's job. You don't need to manually select the gears, it'll stick you in the best gear for your situation.

Yup just use tow/haul. And congrats on the new to you truck. It sounds like a good fit for your trailers. Only question is does it have the integrated trailer brake controller? If not you probably want to add it.

Thank you for the feedback. It does not have the integrated brake controller. My thoughts were to try one of the Curt echos or to put the tekonsha prodigy rf on the camper. The only advantage I see to the Curt is flexibility between different trailers however I don't foresee me ever towing anything other than the above

The integrated controller can be bought on Ebay for around $155 or so and then installed and activated by the dealer. I'd do that over a separate controller... and it works well with multiple trailers. I installed it myself, and had the dealer program it.

I agree with using the factory ITBM, or Integrated Trailer Brake Module, or brake controller, instead of going with an aftermarket unit like the Prodigy P2.

The factory controller works well in all situations and works with many type of trailers and their braking systems.

With the ease of installation and having your local dealer add it to the TIPM it's a win-win in my book.

I despise having another piece of equipment mounted below the knee blocker or somewhere on the lower side of the instrument panel.

Fast69Mopar said:

I agree with using the factory ITBM, or Integrated Trailer Brake Module, or brake controller, instead of going with an aftermarket unit like the Prodigy P2.

The factory controller works well in all situations and works with many type of trailers and their braking systems.

With the ease of installation and having your local dealer add it to the TIPM it's a win-win in my book.

I despise having another piece of equipment mounted below the knee blocker or somewhere on the lower side of the instrument panel.

Click to expand...

I got it for the sole reason that I have long legs and didn't want to be constantly kneeing it getting in and out.
As an added bonus it's probably the best controller I've used.

RVGuy said:

I got it for the sole reason that I have long legs and didn't want to be constantly kneeing it getting in and out.
As an added bonus it's probably the best controller I've used.

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I totally agree. It is a solid controller and it's not in the way. In my opinion it belongs in the instrument panel, not hanging from it.

400 psi said:

Thank you for the feedback. It does not have the integrated brake controller. My thoughts were to try one of the Curt echos or to put the tekonsha prodigy rf on the camper. The only advantage I see to the Curt is flexibility between different trailers however I don't foresee me ever towing anything other than the above

Click to expand...

As others have stated, go with the ITBM bs an aftermarket controller. The ITBM integrates a lot more than just the being in the dash. The ITBM uses not only braking force but also vehicle speed to determine the braking and it also has Trailer Stability Control. All your braking information on the EVIC including miles you've towed a particular trailer (w/brakes) and the dash has a trailer disconnected/brake failure light. You can even save up to four different trailer settings with the 8.4 radio. It also disables the back up sensors if your truck has them.
It's definitely worth the extra money over an aftermarket.

thanks all for the input. just called up the dealer to see what the install cost is. They quoted 4 hours or about $500 labor only. Seems steep. I watched youtube videos and while it seems to be a pita, this seems a bit extreme. I will keep looking.

You can probably buy the ITBM kit along with what you need for AlfaOBD and activate it yourself for under $500.

Instructions and what you need to turn on can be found in the first post: https://www.ramforum.com/threads/alfaobd.123982/

Not only can you use AlfaOBD to turn on features of the truck but it is also quite the powerful diagnostic tool.

400 psi said:

thanks all for the input. just called up the dealer to see what the install cost is. They quoted 4 hours or about $500 labor only. Seems steep. I watched youtube videos and while it seems to be a pita, this seems a bit extreme. I will keep looking.

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Install isn't that bad. And I paid $80 to have it programmed. Some have paid less than that. It was $235 total for me.

Another vote for the built-in one. The physical install is very easy, don't pay someone else for that. The center dash is two philips screws and a bit of careful prying, the unit install is just a couple screws though that top one is a bit of a jerk.

The AlphaOBD part maybe not so much, there are a couple different places in the application you have to go to enable it and it didn't work for me despite very carefully following the directions. I ended up having to take it to the dealer to have them enable it and turn off the ABS light that came on and stayed on as a result of AlphaOBD. I wish I had just gone to the dealer for that part in the first place.

The other question you asked about on Tow/Haul, I don't have first-hand knowledge about that setting on the Ram but I do have first-hand knowledge that on Ford pickups the tow/haul setting increases line pressure which in turn increases clutch holding pressure inside the transmission and reduces heat buildup and shift overlap, which reduces wear on the transmission when it's under greater loads. Those features are disabled when tow/haul is disabled because you get slightly better fuel mileage on lower line pressure. I assume that for the same reasons the same thing happens in Rams.

Thank you all for the input. I appreciate it greatly.

RVGuy said:

Just push tow/haul and let the computer do it's job. You don't need to manually select the gears, it'll stick you in the best gear for your situation.

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The only time I’ve ever manually downshifted in tow haul is going down a light grade with a heavy load. It helps somewhat control speed as you use the brake.

From 2019 Ram 1500 (DT) Service Manual

[Start]
8HP75 SELECTABLE DRIVE MODES

TOW/ HAUL MODE

When driving in hilly areas, towing a trailer, or carrying a heavy load and frequent transmission shifting occurs, pressing the TOW/HAUL switch to select TOW/HAUL mode will improve performance and reduce the potential for transmission overheating or failure due to excessive shifting. When operating in TOW/HAUL mode, transmission upshifts are delayed, 8th gear overdrive is prohibited, the Multiple Displacement System (MDS) system is prohibited from cylinder deactivation, and the transmission will automatically downshift (for engine braking) during steady braking maneuvers. The "TOW/HAUL Indicator Light" will illuminate in the instrument cluster to indicate that TOW/HAUL mode has been activated. Pressing the switch a second time restores normal operation. If TOW/HAUL mode is desired, the switch must be pressed each time the engine is started. The Radio serves as the user interface for the Drive Mode feature. When a vehicle is equipped with this feature the user will be able to select the TOW/HAUL mode in both run (engine not running/engine running) states. The Auxiliary Switch Bank Module (ASBM) houses the TOW/HAUL switch. The ASBM is responsible for performing any diagnostics necessary for the TOW/HAUL switch. When the switch is depressed, the ASBM module will update and send a LIN signal value over the LIN BUS as a command to engage the vehicle in Tow Haul mode.

The TOW/HAUL mode feature will be inhibited if:

• The 4 Wheel Drive Low mode is selected while the TOW/HAUL Mode is active the TCM will automatically disengage TOW/HAUL mode.
• The TOW/HAUL mode is requested while the 4 Wheel Drive Low mode is already active the TCM will ignore the TOW/HAUL Request.
• The Hill Descent Control (HDC) mode is selected while the TOW/HAUL mode is active the TCM will automatically disengage TOW/HAUL mode.
• The HDC mode is active the TCM will inhibit the TOW/HAUL feature.

HILL DESCENT MODE

Hill Descent Control (HDC) is a low-speed limiter which allows the driver to concentrate on the path of the vehicle while negotiating off-road downhill terrain. HDC will apply hydraulic braking without requiring the driver to apply the brake pedal. HDC activates the front and rear brakes while descending a hill to limit the vehicle speed to a pre-set value. Descent speed is selectable (when the gear shifter is in the drive position) via the transmission gear +/- selectors. HDC is armed by a switch, but the Electronic Stability Control (ESC) will not actively control braking unless the conditions are met to activate the feature.

HDC WILL BE ACTIVE IF THE FOLLOWING CONDITIONS ARE MET:

• HDC has been enabled AND the vehicle is on downhill grade of sufficient magnitude (first trial 8%), this requirement is satisfied by sensory input to the ESC module.
• Vehicle speed is below the tunable threshold (first trial 20mph). This requirement is satisfied by sensory input to the ESC module.
• Gear selector is in R, N, D, or any numeric indicated value (not P).

HDC WILL DEACTIVATE IF ANY OF THE FOLLOWING CONDITIONS ARE MET:

• Vehicle speed exceeds a tunable threshold (first trial 20mph) for less than 70 seconds. This condition is satisfied by sensory input to the ESC module.
• Brakes exceed the calibrated thermal threshold.
• HDC is no longer actively controlling the vehicle speed during throttle override.
• Vehicle is on a downhill grade of insufficient magnitude (first trial 8%), or is on level or uphill grade.
• Vehicle is shifted to P.

HDC shall allow driver override but remain available:

The driver may increase vehicle speed above HDC target speed for a short duration by applying throttle to accelerate the vehicle. The speed and duration of the driver override are limited. Upon release of the throttle HDC must control downhill vehicle speed back to the HDC target speed. The rate of return from driver override speed to target speed must be tunable to allow a smooth transition. The driver may decrease the vehicle speed below the HDC target speed by applying the brakes to slow the vehicle. Regardless of the braking level requested from the driver, HDC must control downhill vehicle speed to a maximum of the HDC target speed. The rate of return from the driver override speed to the target speed must be tunable to allow smooth transition. If the driver presses the brake and the brake torque level requested by the driver is insufficient keep the vehicle speed below the target speed set by the driver, the ESC shall continue to hold hydraulic braking in order to avoid an increase in vehicle speed while the driver is manually trying to decrease the vehicle speed.

[END]

NOTE: The operation of the newer 8HP75 (5th gen) is essentially the same as the previous 8HP70 (4th gen), with the exception that in the years 2014 and 2014 MDS was active in Tow/Haul Mode.

Regards,
Dusty
2019 Ram 1500 Billet Silver Laramie Quad Cab 2WD, 5.7 Hemi, 8HP75, 3.21 axle, 33 gallon fuel tank, factory dual exhaust, 18” wheels. Build date: 17 July 2018. Now at: 028397 miles.

+1 on the OEM brake controller. I too have a 18MY CC 3.6L 4X4 BigHorn and I installed the OEM unit I purchased on eBay from a FCA dealer. Install isn’t difficult except for one self tapping screw. There are three total screws for the install but honestly you can get away with just the two easy to reach ones. It’s a pretty hefty bracket holding up a 10 ounce box. It’s all plug and play too except you will need it programmed by the dealer or go the AlfaOBD route. I elected to go the AlfaOBD route and had zero problems programming following the link on this site but everyone encounters a slightly different experience. AlfaOBD is an awesome tool and well worth the initial investment as it saves you the dealer pricing for most upgrades. $500 by the dealer is steep as here was my breakdown. OEM unit $150 on eBay, AlfaOBD software $50, cheap amazon fire android tablet $50, MX OBD dongle $70 and you will need the security bypass harness available form deereguy here on this site because the 2018 uses different security measures on the CANBUS, it’s $50. Thats $370 total and if you’re a DYIer you’ll come to love the AlfaOBD.

Thanks everyone for the info. Is there a way to confirm I have the two wiring pigtails without removing the front panel.
On a side note it confuses me that on a truck with class 4 hitch trans cooler etc that it wouldn't be installed as a standard option?

400 psi said:

Thank you for the feedback. It does not have the integrated brake controller. My thoughts were to try one of the Curt echos or to put the tekonsha prodigy rf on the camper. The only advantage I see to the Curt is flexibility between different trailers however I don't foresee me ever towing anything other than the above

Click to expand...

I pulled a dump trailer and used a prodigy.I really like mine.

They changed tow/haul on the 2019's if it now disables 8th gear - it definitely does not disable 8th gear on my 2016 5.7 hemi.
Also on my 16 tow/haul does NOT disable MDS, the only way to disable it in the 16 is to use ERS.