Did you try the towing setting?

 

no, that's the one setting I didn't try since I was under the impression that the tow setting stops the truck from going into MDS mode and overdrive...unless I was mis-informed.

I would also think that the tow setting is for towing a lot more weight then what I was pulling. This trailer is something that I can lift up and move around my driveway and is very light. you can't tell it's back there unless you look in the mirrors.

 

in daily driving what counts is part-throttle engine settings
and most of the chip makers stick to 80% throttle and above
setting changes ... because above 80% throttle EPA regs don't apply due to
Rep John Dingel of MI continued support of the 'emergency passing power'
section of the Clean Air Act

Dingel is a very high seniority Democrat
and he kept EPA head Carol Browner in the Clinton Administration
from changing this rule.

If the Democrats win and get a filibuster proof majority in the Senate
I wonder if Dingel will still be able to block this rule change
with the greenies and global warming hype in full tilt.
Dingel is getting old, he won't live forever.

I believe that SCT or B&G could do a full flash of the PCM software
to get daily driving MPG improvements at part-throttle,
but that would be a violation of the EPA rules,
and might bring heat down on them,
even if they advertised it with the usual
'for off-road use only'
disclaimer

there is a a lot of hype and lies about getting better MPG
but by simply leaning the air to fuel ratio
and almost nothing else
you can get 20% or better fuel economy:

http://www.designnews.com/article/97..._Lean_Burn.php

Chrysler has known this for decades
and Honda has used this as recently as the last model years of the Honda Insight Hybrid.

sample quote about how the Insight got MPG gains with lean burn:

IMA VTEC-E CYLINDER HEAD
Much of the IMA engine's fuel efficiency comes from its newly designed VTEC-E (Variable Valve Timing and Lift Electronic Control for Economy) cylinder head and valvetrain, and advanced combustion technology. Earlier versions of the VTEC-E system have been used on other high-mileage Honda automobiles, including the Civic HX Coupe and Civic VX Hatchback. The new version is more compact, operates with less friction and features an expanded stratified charge area within the combustion chamber. These features, combined with the engine's advanced fuel-injection mapping, a NOR-control catalyst and the Lean Air-Fuel Sensor (LAF), help it to achieve its high fuel efficiency without sacrificing driveability.
The engine's LAF Sensor is designed to detect air-fuel ratios as lean as 25:1. The fuel-injection Electronic Control Module uses this data, along with engine rpm, crankshaft angle, throttle angle, car mass, coolant temperature and valve position, to maintain a lean air-fuel ratio below 2500-3200 rpm (depending on throttle position and engine load).
The VTEC-E engine can burn such a lean mixture partly because of a strong air-fuel swirl created in the combustion chamber, created by the mixture's entry through only one of two intake valves during low-rpm operation. Although the overall air-fuel mixture is lean, optimized injection timing, along with the vortex, creates a "stratified" charge -- the air-fuel ratio is richer near the spark plug and leaner toward the combustion chamber periphery. The richer mixture ignites more readily and creates a fast-burning, stable flame that promotes more complete combustion.
Above 2500 to 3200 rpm, the VTEC-E engine activates both of its intake valves. The additional valve area of 4 valves per cylinder (2 intake and 2 exhaust) satisfies the high-rpm breathing and power requirements of the engine.



from
http://web.archive.org/web/200704031...7/releases/245