[Madbuzz41]

Almost liking my 10sp, it almost feels like a CVT. I do wish that the plus minus buttons on the shifter worked without dropping to the next Lever position. Would be useful for a quick downshift. Don't really like that it downshift for me when going to L nor do I like that it only limits the upper range of gears. I should be able to put it in and have it stay in 5, instead it will downshift on a descent and spin crazy high RPM in an attempt to regular speed. When I get back on the gas it just revs really high and takes forever to upshift. Does this n D or L. The logic is just stupid, driving on country roads with a lot of hills it will downshift going down then refuse to upshift until it decides I am not immediately going up a hill, often times will hold 2400 RPM a good bit. Very frustrating.

If you are very frustrated with it you can get an aftermarket tune, and it would command gears to be held longer.
providing you want to spend the money.

HP TUNERS | 2020 - 2023 L5P Duramax

2020 - 2022 L5P Duramax | HP Tuners - Emissions Compliant DPF DELETE EMISSIONS DELETE SCR DELETE UREA DELETE EGR DELETE LETS GO BRANDON DELETE TURBO TUNING DURAMAX DIESEL DELETE OFF ROAD DIESEL DURAMAX TURNER

runvse.com

 

[Madbuzz41]

I traded my Ram with the high output and AISIN trans, my only real gripe with the Allison 10 speed is the exhaust brake, although it works, I find on downhill grades with a trailer it will want to eventually speed up and I have to tap the brakes again. This generally triggers another down shift? and the RPMs go up to like 3400 rpm.

Maybe I just have not figured out how to use the exhaust brake effectively on the Allison. In town driving is defiantly smoother than the AISIN.

Do you use your cruise control? The exhaust brake will work in conjunction with the cruise to keep the set speed. Also, if you want some extra bite on the exhaust brake lightly drag the brakes. Then you can get single downshifts. If you stab the brakes the truck will think you REALLY want to slow down and downshift excessively like you mention.
Personally, I just tow in the L mode and then on grades I shift myself. Doesn’t bother me much as I like to drive my stuff. If it were up to me I’d have a third pedal there too. If I see a major grade coming I might drop a gear or two. Same on the decline I’ll gauge my RPMs based on how much braking I’m feeling.

 

[Madbuzz41]

So my transmission is also doing as you and Alloutdrs1 describe. I live in the mountains. Usually I am in D and let it do it's thing. But when going down hill sometimes it decides not to up shift. I have dropped to manual shift and click to up shift and it still will not up shift. Add throttle still no up shift. After the road flattens out it takes about 1/4 mile to begin up shifting. Does everyone feel this is normal?
I went into the dealer for my free check up and mentioned it to the service advisor. He said they would run a scan. After the scan he said nothing showed up. He said it did not sound normal and I could make another appointment to drop off my truck and leave it with them until they could get to it as the transmission shop is backed up. Thoughts?

The manual mode can only command a downshift and then if you upshift it’ll just let the computer know you’ll allow that gear but if the load is too heavy it won’t accept the upshift.

 

[Madbuzz41]

Options are nice, GM lacks them Compared to the competitors. Pushing a button is easier then moving a lever, its a unnecessary step in the GM, plus the others will go back into high gear when holding the up button, unnecessary wear, on the lever. Puzzling why the other manufacturers know what HD work truck guys prefer.

Hows the reliability of GM’s 10sp been lately.

If you know you’re towing you could always start in L and max the gear allowing to whatever you want and it’ll drive like normal. Then when you want to downshift just click the buttons as you say.
I personally only tow in 7 (1:1) or lower so I keep it in L7. If I see a hill coming or want to stop and use the exhaust brake more effectively I can click my buttons down and increase my rpm’s. Seems pretty easy to me

 

[Madbuzz41]

If you leave it in auto, the truck will downshift to increase exhaust brake effectiveness.

If you run in manual it will not -- because running in manual indicates to the control that the operator wants to manage the 'downshift for exhaust brake or powertrain grade brake' decision.

I don’t like towing in OD gears so that’s why I lock it out. Plus I find the truck runs away a bit too much before it downshifts and then by the time it does it picked up too much momentum and I’m on the brakes.
I can downshift before I cress the hill and have it bite good.
if the timing schematic was better and “tow haul” locked out OD I wouldn’t touch it