I remember 12 years ago I bought a converted 2001 KW T-600 with a Cat 3406E and 18 sp Eaton. It was singled and had a hauler bed, and was used to tow RV trailers with. I loved that truck, and I miss it at times. I taught myself how to shift it. Like you said,…you just be gentle with it. Upshifting was easy, then I figured out what gears I needed to be in for left and right turns at intersections. Downshifting was easy as well. The last thing that I mastered was knowing the actual gear needed when you let a gear Jake Brake all the way down until it stops on its own, and then accelerate without lugging the engine. That was the best towing truck I’ve ever owned. Driving up and down through the mountains was a blast. Anyways, I appreciate the videos.
I say you explained it great and drive the same exact way I do. Being smooth is key without the clutch since you are finessing the throttle to unload the drivetrain to get it out of gear. Perfect timing of everything in one swift motion makes for flawless shifts. Guys like us that know what they're doing make it look easy and the ones that don't make it look much harder than it really is. I often use the 2 foot method too for slowing down quicker so you can also grab gears while on the brakes. I tend to modulate brake pressure better with my right foot than I do with my left for some reason, maybe because I'm right-handed ... idk. So what I'll do sometimes is reach around my right foot with my left to blip the the throttle instead of braking with my left foot to grab a gear or two ... similar to what you mentioned about your uncle doing for giggles. I rarely look at my tach except to make sure I don't over-speed down a long grade, other than that I just go by sound like most do. I also agree about the showboats that convert their air switches on the shifter to sticks, but to each their own. Your truck sounds great and looks like it would be fun to drive. I'm in the "Keystone" state myself ( Pittsburgh) so if you ever get to my neck of the woods I'd love a quick trip behind the wheel of your truck with the go Pro's! P.S. .... don't forget to bring me a good Philly cheesesteak while you're at it, lol.
Some of the most important tips I've been given since I started driving two years ago: Don't rush the gear changes; Be smooth when applying and coming off the throttle; Don't "stab" at the throttle when downshifting. I am yet to properly master downshifting with the jake brake on. Great video - very helpful with all of the camera angles.
In my 49 years of long haul driving I have yet to figure out why green drivers fret about downshifting with the Jakes on full. Why is that an issue to you? A down shift is a downshift. The Jakes don't come on until you back off the throttle. So what's the big deal? Please explain. I'm curious what your fear is...
@ There’s no fear in it, it’s just that I don’t have the skills to smoothly transition from being on the jakes > unloading the driveline to come out of gear > getting the revs back up to downshift. It will come in time, I just need a LOT more practice!
Many greetings from Germany. When I learned to drive a truck in 1998, I was still allowed to drive an old MAN with a Fuller transmission. That was the coolest thing about driving. Most new drivers despair and have to stop and start again and again. Unfortunately, the new trucks almost only have automatic transmissions or synchronized with pneumatic clutches or electronic ones. So that you only need the clutch pedal to start and stop. Thanks for your cool video, I felt it. Markus 🤙
I used to take pride in my shifting abilities. But a few years in a truck with an automatic transmission, and that all goes away. I would feel like a rookie if I got into a truck with a 10 speed today. In fact that happened a couple of years ago. One of our drivers fell out of his trailer at a delivery and got hurt. So I had to get in his truck and bring it back to a terminal. I took a year or two off of the life of that transmission. This was a good video. Lots of info .
I believe the older trucking generation has not given the NEWER automatic transmissions much of a shot. Rightfully so because the old ones from what I've read and understand really left a bad taste in truckers minds. But like most things these days, once we refine something (In my experience with autos being 2013+) Mack and Allison transmissions have been nothing but good. You're not going to want to climb mountains and pull heavy (80k+) but everyday stuff absolutely.
@Michael-TH-cam98 absolutely. I've got a Cacadia with a 12 speed automatic transmission. Once you learn how to use it properly you're fine. But I also had an older Cascadia with a 10 speed automatic tranny. That would constantly over heat and leave you sitting while it cooled down.
Excellent video and explanation! What I like best is your stressing the need to be "Gentle" and smooth. Nothing is more damaging to a vehicle that manhandling it with hard stops and acceleration. I like to make my equipment last because it COSTS LESS in repairs and saves on fuel. You are an excellent driver who respects his equipment and who understands the relationship to engine speed-wheel speed-and gear selection. GREAT JOB!
I've loved big trucks and heavy machinery since I was a kid, but my life took me in a different direction but I never lost my love for big machines. Manual shifting big rigs always seemed confusing and intimating to me. You cleared up every bit of confusion for me and answered any questions I may have had. Great job and much appreciated. Liked and shared. 👍🏻
A couple of additions that you didn't cover. Getting the shifter out of gear. Think of the transmission having two parts, the front and the rear. The front is attached to the engine, the back is attached to the driveshaft (it's waaaay more complicated than that). If you try to pull the shifter from any gear and you are either accelerating or decelerating, the transmission will not go into neutral. You have to use the throttle to find the sweet spot between accelerating and decelerating, using the throttle, then the shifter will gently slip into neutral. It's the same principle as going into gear, which you explained very well. The other important thing is that the clutch does not work the exactly the same way as in a passenger vehicle. In a passenger vehicle, when you shift, the clutch pedal typically gets pushed to the floor. In a big truck, the clutch is fully disengaged when the pedal is pushed a couple of inches. Because this video is about floating the gears this might seem like misleading information. This is important only when it comes to stopping. Big trucks have something called a clutch brake.The clutch brake is needed to stop the transmission from turning so that when you are stopped and go to put the transmission in your starting gear, you push the clutch to the floor while "tickling" the gears. Anyone who has tried this when the clutch brake is worn out or out of adjustment knows that it takes forever for the transmission to slow down enough to get it into gear on it's own. It is really important that the clutch brake is never engaged when the truck is moving. It is a simple mechanism that is easily damaged (it's similar to a disc brake pad with a lot less friction material.) When you are stopping, push the clutch in just as you are about to stop moving but not to the floor, leave the transmission in gear and once the truck has stopped, then you can push the clutch to the floor if you want. I hope this wasn't too long winded of an explanation about two very simple but very important concepts. Joe, you did a great job explaining things. It's hard to remember all of the little things that go into shifting when you don't normally think about it, you just do it using muscle memory. I wish I could have watched this video when I was learning to shift, instead I had to learn the hard way, on a 250 mile route that has numerous hills that hit between 8 - 11 degree grades while weighing between 100,000 - 140,000 lbs. You get really good at downshifting really quick.
Isn't it amazing how many guys don't even try to use the clutch brake when they just power-drive it into gear from neutral? That makes me cringe! Trucks I've driven with worn-out clutch brakes ... I just put them in gear first (before I crank it over) and then push the clutch in and start it instead of waiting/fighting to get the trans to slow down while it's already running. You can also hold it in gear with the clutch in when stopped, but doing that for extended periods can wear out the throw-out bearing prematurely. My answer to that is just leave lots of real estate in front of you and play the lights/traffic so you don't have to stop period, just put along and keep moving like most good drivers do. I always thought I would make a great driving instructor except I lack the patience for some guys that just can't seem to get it.
❤ Drove a big rig for years in newer trucks you only need to use your clutch when stopping or starting its something you will learn taking a little time 😊 And yes use that throtte pedal to really get good at it 😊
I think you either got it or you don’t. I’ve driven a truck for about 6 months now running a lowboy for a construction company. 2001 tri-axle peterbuilt. I started floating my first week and haven’t stopped. Sure I wasn’t perfect at first but it’s not hard lol. Best advice I’d give as a rookie is just “feel” it. Listen to the truck and feel the vibrations.
Appreciate the video. I’ve driven 1 standard vehicle in my life (1994 ram 2500 with G56 trans) 7 years ago was the last time I drove when I fell asleep n wrecked it. Bout to leaving for CDL school in Knoxville Tn and been stressing learning big rig shifting bc I know it’s completely different from normal manuals. This video definitely helped unlike others I’ve watched. Thank you
I tried driving a semi a couple days ago and did horrible. Of course it was my first time so it wasn’t going to be but i had to stop and start over from 2nd about 5 times. This is the best way I’ve heard it explained because the dude in the cab with me just stuck me in the drivers seat and didn’t tell me anything. Knowing how an unsynchronized transmission works, I’m ready to try again. Wish me luck
Great video. Floating the gears is the only way i know how to shift. One key thing i was taught was to always be really smooth with the throttle and your shifts will go smooth. Pretend there is an egg under the pedal you are trying not to crush!
As you stated every driver has their own way of shifting gears in a truck. When I drove it was mostly local with some interstate driving and a lot of country road dirt roads etc. I hauled logs, chips, and some equipment. I noticed when I was driving in and around town where you have to shift a lot more often the better I got at floating. Like you said you learn your rpm's and speeds and before long you catch yourself doing it more and more. First truck I ever drove was a R model Mack with a straight 5 speed. You revved it up pulled the gear lever out of gear then waited for the rps's to drop back to 1200 then shifted into the next higher gear. They wouldn't shift much faster than that. NEVER shift in a turn. I almost failed my class 5 license test when the instructor caught me doing it twice. Really it's in the book. Bottom line the more you drive the better you will get at it...
Great info man. My Dad and brother were truck drivers. I had a beat to hell 87 Blazer that had a 4 speed in it and this thing had been abused all its life. Had somewhere around 215,000 miles on it. The guy that had it used to skid logs with it lol. The synchros were gone in the tranny so for all intents and purposes it was now an unsynchronized transmission. I got pretty good at shifting with no clutch needed. It was easier than trying to do it with the clutch.
Awesome video. You’re very well spoken and you speak clearly. Can see all the effort you put into editing and making this video. Good stuff man. Learnt lots from this video. Ignore all that stupid comments from keyboard warriors. Keep it up. The channel will keep growing 👍
It’s cool to watch somebody else and hear how they came to a lot of the same conclusions as I did through trial and error! Practice makes perfect, and you learn something new every day you’re on the road!
I Absolutely love the fact that you have multiple cameras to show details in real time unlike most i see on here Please make every tutorial video like this I Also just subscribed to your channel 😎
Aux trans are cool. I grew up on and learned on a 1963 Mack Duplex. Man those were the days! Hauling hot top for a family biz-I could’ve frozen in time then and been content.
I was a rollback driver and my truck was auto. We also had a medium duty wrecker and that was a 10 speed Eaton. I taught myself how to drive that truck. That transmission was dog shit because the clutch brake didn't work (not my fault) so it was a little tricky at times but I learned. It was pretty cool.
Hi thanks for this video. I've been back in a 18 speed for a few months since spending 2 years in an automatic so I'm just trying to get the basics again. What you said about slowly going on fuel pedal really helped me out and that little thing has improved my shifting alot. Thanks
this is a phenomenal video. thank you for sharing. im going to cdl school and want to learn how to drive a manual big rig. i daily drive a ford ranger with a 5 speed so i feel like that will help.
Great explanation and tutorial. I drove full time for 7 years, then part time for the last 40 years and have experience in 10, 13, 15, 16 and 18 speed transmissions as well as 4x4, 5x4, 6x4 and 15x4 twin stick boxes. I learned to upshift with the Jake on soft ground in the oilfield's and it definitely is useful but it's easy to abuse the equipment. The 15 speed Road ranger coupled with a 3406 is the nicest shifting transmission ever made followed closely by the 18 speed! Keep up the good work and keep on trucking.
I personally believe the 15 speed road ranger would be damn near a perfect transmission if instead of having the deep reduction on the low side they put a direct and over drive on the high side. Like a 13. I think that would put it right up on par with a 13. I drove one for a little bit and didn’t see a place for the deep reduction on the bottom gears. Once you drive a 13 or 18 it’s hard getting back in a 10 speed
@ Pretty much, just add the deep reduction feature for one lower gear in forward and reverse. You can still start out on a hill in deep reduction then switch out of it but it's not a sequential deal, if memory serves I would go to 4th gear then switch out of deep reduction to low range then go back into 4 gear for the sequenced shift.... your taxing my memory though, 40 years since I ran a 15 speed!
@@zacharybishop6595 yes exactly like a 13 speed. Just being able to split the top 5 gears would make a standard 10 speed an awesome all around transmission. From my experience in a 10, it’d be a nice option to split the gears, especially when heavy on hilly roads pretty much all around. Especially 7th on up to 10th!
Awesome video brother. Just one thing for your viewers, depressing the clutch all the way down when coming to a stop is not necessary and will engage the clutch brake for no reason. It's best to depress it just past the friction point. If you end up in a higher gear, you can still quickly shift to a lower gear when stopped, no need to engage the clutch brake.
Good tutorial! That footwork looked like Rusty Wallace on a Nascar Road course! I learned to shift on R Model Mack's with 5 and 6 speeds. After learning to wait for the RPM's to fall it became second nature and all other transmissions seemed easy after that. The newer Macks with the 13 and 18 Speed ES transmissions shift the worst and are least forgiving like you said. The only ones I just don't like are 10 speeds, not a low enough 1st gear and to big an rpm gap between gears. A 13 or 18 is so much better.
Yes bro. This was the best video out there, To show people how it's done. You definitely taught me something today. Thank you By far you are in my top three of You tube truckers.
In my 49 years of long hauling I never used the left foot braking trick, but I always downshifted using heal and toe. I used to be a hot shot, but now my hearing is not so good, so I don't do fancy stuff like that much anymore. For you new guys, International trucks used to have two brakes on some models. One brake for the left foot, and one brake for the right foot. They knew that some good drivers wanted to brake with their left foot, so they were happy to help them out.
I hauled new cars for 21 years. Some of our trucks had 7 speed transmissions. Which of course meant the gears were far apart for a semi truck. So to able to picup a gear on an incline when starting from a stop, I would use the Jake brake to slow down the engine to shift from first to second. If I didn't do this the truck would be stopped by the time I got into second gear.
I taught myself how to double clutch downshift in my car -- much fun way to drive. Same principal as truck, much more forgiving lol. I also sometimes float gears in my car, but it's more trouble than it's worth.
I am an exclusive manual shift car owner. I always double clutch from 1st to 2nd in cold weather, because the oil is very thick at first. Once it's warmed up, I don't double clutch many up-shifts, however I normally rev match and double clutch my down shifts. My transmissions always last the life of the car! I have a video on this.
great video! I learned on a Mack CL 700 dump truck with a MaxiTorque transmission.. Every gear got split L/H L/H etc. Shifting with a Jake in our 2001 Mack is almost impossible. So sensitive on upshift with them. You definitely got some miles under your belt.
I like how he shows his mistakes, top! This is real life shifting. Other guys show them shifting perfectly, but we never shift perfectly all day! I also like the different camera angles. I just wish he had cleaned the windshield for the video and used his lights so the gauges would have been lit up, so we could see better. Other than that, I like how he is very explanatory! This is a proper shift video with the different cameras so people can see it all!
Joe you & Mike the Boston trucker are the two best channels out there for learning oh there are a few more you tubers that are top hat quality drivers it took me about 10 years to get proficient I learned from my Dad and I did attend a 10 week truck driving school and I landed a grocery delivery gig for about 6 months that helped with my training in backing & maneuvering in tight places plus handling the merchandise which was a heavy back breaker particuly the canned goods & sacks of beans and large sides of beef in boxes now these trucks were all 7 speeds not complicated but still tough to shift these guys were full of driving tricks most of them were Firemen On duty fire house 24 hr than 48 hr to do what ever Truck drive Factory work Bar tend or house painter or Taxi driver lots of options
Awesome instructions you're correct in time you will get better I remember my first time driving a 18spd in 1987 it was challenging but I got thru it 💯
I too Love the 18speed because of all of the options that you have to shift. I had gotten good enough with them that i can say that alot of the tume i can shift an 18speed as smooth as an automatic in a 4 wheeler. I never could feel comfortable using my left foot on the brake but i did get to where i put my right heel on the brake while the ball and toes of my right foot on the accelorator pedal to acheive the same thing that you do with your two feet. Unfortunetly the companies i have driven for have gone to the automated manuals and the automatic that is behind the Pacar that i drive now. I have to say the transmission that i drive now is the smoothest non manual transmissiin that i have driven but i still prefer the 18speed transmission. I also like to say and put into practice trying to get better at driving the truck all the time so i can get the best all around performance that i can get from it and take care of it the best. Thank ypu for sharing this video with us. May you have a good one. Have fun take care
49 year veteran long hauler here. I used to heal and toe for many years. These days I don't do it so much anymore. You slow down a bit when you get older, but yes, it is a very helpful trick.
Great video, and great instructions! I drive a Cummins pickup with the G56 6 speed, and I try to be as smooth as possible, to minimize wear on the clutch, synchros, and throwout bearing. I would enjoy learning to drive an Eaton 18 speed, where none of those are needed to shift!
Very good job explaining and demonstrating. I had my own truck with the 18 speed. I found it really easy to shift. Much easier than the 8LL that I have also driven a lot. Now I am going to kick a hornets nest. Who, reading this, can start a fully loaded standard transmission truck off, and stop it without the clutch? I know that almost everyone will insist that to do it you have to be abusing the truck, but not true! I was taught this 40 years ago on my second day driving an R model Mack with Duplex transmission, by one of the owners. I was floating the gears, but the starts and stops were killing my left knee. I was making around 150 stops a day. It was very easy to do. There was a little trick to it, but as smooth as using the clutch. OK, do you know how to do it? Or are you going to throw a tantrum and insist that we were abusing the trucks?
I'm 4 ft 11" and left-handed. To bad we didn't have a manual shift for left instead of right-handed on all trucks. I notice that most seats don't pull up as far. I drive daily as this is my profession. Good video. Thank you
I'm short as well, and as some drivers know Peterbilt trucks have a lower floor than normal trucks. Well, for over a year, I was given a Pete 379, and I lowered the seat so I could reach the pedals, and then I couldn't see over the dash! So what i did is I made a couple of round blocks. One for in front of the throttle, and one as a foot rest for my left foot. I was then able to raise my seat a bit, so I could at least see the hood ornament.😅With regard to shifting with your non-dominant hand. Australians have been doing that forever. You get used to it.
Just started watching your videos you are pro especially in nyc i love what you do i would love to do it myself but with my learning disability & hearing disability probably might not be able to
Hello Joe you are a very talented and skilled driver you are a good teacher loved the video excellent loved the foot cam i watch and learn thank you ken
Very cool, great info. Makes me feel lazy driving lol. I’m a full time firefighter that drives the fire engine every shift. Cummins with an Allison automatic, we are CDL exempt. Keep up the videos that turbo sounds great!!
First time finding the channel and great presentation and knowledge. Learning to drive here and found it very helpful. Being west coast like to learn more about shifting in the mountains. Thank you
Agree Mack tranny's are more narrow gated. Drove a 2180 for years. Now I drive a 2000 Pete 379 C-15 with an 18 Eaton fuller. Smoother. Love my Cat. One of the biggest problems of new drivers shifting in corners is the trailer tandem axels will twist, and cause a lot of drag and slow you down quickly, you may miss the gear you wanted. Good video, educational for the inexperienced. I drive in city traffic all day, and use my left foot all the time also.
With those triple trailer axles, you are right, on corners they certainly will drag and slow you down. I teach my students that if they want to break the rules and shift while going around corners, they will need to compensate by shifting slower. Same for going up hill or in soft ground, you will have to wait for it. That is if you want a nice silky smooth shift.
Good video remindsme of my first ever ride in a big week ago in a kenworth long nose T609 your vid reminds me of how I was watching him float the gears like u do
Hello, I have been driving crappy old trucks since 1980. Floating gears has it place but I think new drivers should learn to double clutch before graduating to floating . I have driven with new drivers who can float them enough to get by, sort of, but have no hand foot coordination to be able to double clutch. When I'm in a speed up, slow down situation, like around town, I like to leave the Jake on all the time and us the clutch when shifting, I just find it easier. When I say use the clutch it barely moves when shifting, just enough to break the tension in the transmission and keep the Jake from activating.
Great video it takes alot practice to find your way around a gear box. Back when I started 318 Detroit or 335 Cummings was all we had many where less. You to had know how to make those ponys work for ya. Lol a gas job with a 5 and 4 is a true test I used to watch my dad 535 Ford 950 SD . The only true two stick I ever operated was a Mack 16 speed qaudaplex ha ha ha that was a learn curve. Thanks again I enjoyed it. When trained a newbie I'll say there's the rightway the wrong way and the T-roy way
I have a Peterbilt with a Twin Turbo Cat and an 18 speed. Sometimes I will do 10 shifts in low range when I am climbing a hill or pulling away in soft ground with a full load. Most times though I don't split low range. And you're right, if you are turning sharp you shifts will be slower, as will your shifts when you are climbing a hill or pushing a strong head wind. Going downhill you will shift faster. It's very easy once you get the hang of it. Oh and a word of caution. I noticed you are coasting to a stop with the clutch pedal to the floor. That will destroy your clutch brake. You need to not touch that clutch at all when stopping until the RPM is down to idle, and then just push the clutch about half way. Do not engage the clutch brake except when putting it into low or first gear from a stop.
What I tell guys when I teach new guys how to drive, is not matter how fast you are going, there’s always a gear you can find. On the gear lash. Either rev up a bit or pic a higher gear. And honestly man, you probably don’t have to short shift so much on the low side. Skip a gear. For example, going from 3rd to 5th. That’s pretty common. And don’t be afraid to use your “cheater” hole if need to
Amazing video as always mate, love the content and you truly motivate me so much to get my ass up and get my license sorted. Appreciated from Australia 🍻
Hi Joe, happy new year my friend, did you know what Eaton-Fuller are now doing with the warranty on their new gearboxes/transmissions, if drivers have a new gearbox/transmission and float the gears not as well, if the transmission has to go back to Eaton-Fuller or one of the companies that do warranty work on them, and they find the washers either side of the gears are burnt out, they are now refusing to honour the warranty. I found that out through Dane Scott's channel, Dane Scott's Truckers lounge, when they were talking about the transmission on his Kenworth K100 cabover, when they were servicing the transmission. Just a little thing I thought you should know, keep up the great work my friend, all the best from the UK. 🇬🇧
If the "washers" are burnt out on a new transmission, you can tell that it was driven by a very green driver who was forcing the transmission. I teach my students to shift with a very light hand. I will show them up and down shifts with just two fingers, just to drive home that you do NOT need to force a transmission. I have been floating transmissions for 49 years, and have never had one fail yet. Last year our company fired a new guy for abusing the clutch. He was terrible! It is true that some guys just never get it.
First time I went into a Truck I was SHOCK to see so Many Clocks and a tall Stick with 18 Gears beneath, However when I ask the driver about How he keep track of 18th Gears He said just watch and Learn, I couldn't understand Nothing I see him doing, so I took it to TH-cam and I download a few truck simulator, I've learned a lot Since, And I am No longer have to wonder what that guy doing Upstairs in That Rig 😎
The transmission does not need to grind at all if it does a little it's not bad but a good solid shift is the best truck transmissions are built to take alot of abuse but are very expensive so alway strive for perfection treat the the truck right and it will last a long time side note on a 9 speed you can go back in the hole one more time before flipping to the high side 😊
For those who wanna know how a jake brake works: TDC = Top Dead Center BDC = Bottom Dead Center The jake brake is actually just a brand name for the compression brake. You can install an exhaust brake as well onto cars, which functions like a throttle body.(or intake brake which just remains open unless needed on a diesel which can be used to meet EPA standards) Both are rare, but an exhaust brake is cheaper and easier to install onto an engine. All function to turn your engine into a giant air compressor. I'll explain a 4 stroke, because the stages aren't combined and two strokes typically have a blower(root supercharger) and no valves. The camshafts on a four stroke engine need to rotate once for every two revolutions of an engine, but jake brakes need to open twice as often, and are double sided(I think) lobes. The jake brake needs a new valvetrain that can switch between the two different lobes. The Intake lobes only open on BDC just after the intake stroke and just after the combustion stroke, and the exhaust valves only open at TDC after the end of the exhaust stroke and end of compression stroke. They also only open for a tiny duration, as to only let out all the energy stored by compressed air or vacume. Any longer and it reduces the strength of the brake. Typically for regular operation as the intake stroke begins, the piston is at TDC and moves down, the intake valves open and air is sucked into the gap to fill in space. As the piston reaches BDC, the intake valves close, forming a sealed space for the compression stroke. This spends energy moving the piston to TDC again compressing the air. Then the fuel is sprayed to combust, pushing the piston back down to BDC. Once the piston starts coming back up again, the exhaust valves open to let out the hot gases. What the jake brake does is maximize energy consumption. By leaving the intake valves closed during intake, this forms a vacuum, draining energy from the piston. For a brief moment the intake valves open to equalize the air difference once it reaches BDC, and closes once it begins the compression stroke. Once again, energy is spend compressing the air, and as it reaches TDC, the exhaust valves open, spending all that energy compressing the air by letting it flow out of the exhaust. Then the exhaust valves close, sealing the chamber again for the intake stroke. This air coming out of the exhaust is still moving quick, enough to spool the turbocharger(if there is one). You can hear during the video the jake brake spooled the turbo. For a two stroke engine, like the detroit diesels, they use a blower to force air one way through the inlet and outlet ports. We have to start with the compression stroke, because there's overlap between the strokes. The compression stroke prevents air from flowing between the inlet and outlets, the air gets sprayed with fuel and ignits and the piston shoots down as the power stroke. At some point in this stroke, the inlet and outlet ports are opened by the piston revealing them, and the new air forces the old out the exhaust forcefully by the blower. Then, the piston moves to the compression stroke, and the inlet and outlet ports are hidden by the piston, sealing the chamber with new air to combust. Without a blower, the burnt fuel goes through both ports, and new air can't really go into either port, and the engine can't really run well because it's choking on it's spend sir and fuel. The blower forces air to go one direction only, in the inlet port and out the outlet port theough the exhaust. This is different for gasoline engines, which either use carberators or injection and use the crankcase and crank to compress the air/oil mixture before shooting it into the inlet port. This is why gasoline two strokes burn oil, because the engine crankcase acts like a blower just not very well, and you can fit an exhaust expansion chamber to improve unidirectional flow. So it's crankcase and expansion chamber or fit a blower. A blower doesn't require burning oil or a expansion chamber in the exhaust but does waste energy spinning the blower and compressing the air. It's a compromise. Neither way is efficent, and that's why valves and camshafts were invented. They improve flow, reduced friction, and don't have a comprimise apart from some valvetrain friction(less than a blower). Typically you see the crankcase compression and expansion chambers on bikes and a few smsll cars and vehicles. Blowers on semi trucks and buses where the oil burning is too expensive to maintain. High hp/torque you'll see more blowers(sometimes twin charging). Low hp/torque and it's worth burning some oil for the reduced friction and because you don't actually use much. Those without a blower can come with oil squirters to lubricate the engine so you don't need to mix the air with oil. Either way you do end up with a mix between air, fuel and oil inside the whole engine block, and that's not good for reliability and lubrication and clean burns. Hence the smoke.
I don't really know how the jake(or jakery) brakes on two stroke diesles work, so I'm only guessing. But I think a valvetrain gets added onto it, which only closes with the jake brake on and then does the whole wasting energy by opening at critical points.
Great job Joe!! Definitely did a good job explaining! I’m very interested at 14 years old in trucking and learning how to shift!! I do have a question that I don’t think you covered in the video, what do you do when you “miss” a gear? Do you just shift back down to the gear below the one you missed? I would also be interested in seeing a video on all the different switches and what they do and just a general walkthrough of what’s on your dash! Thanks Joe, keep up the great work man!!😎👌🇺🇸
It’s when you let the motor rpm got to low or high and it won’t let you pull it into gear so then you gotta screw around with the gas pedal, it won’t go into gear and it’s just a pain in the butt, sometimes you darn near gotta come to a complete stop to get it back into gear
@Boudreau-79 yes you would go back the gear you were looking to upshift from, and if you’ve lost too much speed in that time then you would be downshifting back to any gear you can grab preferably the next down in sequence.
Yes it is simple. If you blow a shift, you just find your lost gear by rev matching it back into the gear you just came from. If you lost too much road speed you may need to look for a gear three shifts down to find that hole. It's not hard when you get used to it. After 49 years I rarely miss a shift, except when I have a student watching me.🤣Oops! Stuff happens!
A trick for intersections is to just split the whole bottom side until you're out of the turn cause like you said just like going up a grade the shifts are faster and you don't lose as much speed while turning.
You got that backwards. Sadly up-shifts on up hills, and soft ground are always slower. We wish they were faster, but physics gets in the way. Now if you just jam it, you will not notice any difference, but if you want silky smooth float shifts on up hills, you will have to wait for it. The same for shifting on turns, if you want to break the rules. The tighter the turn, the slower will be your shifts, especially if you have a Tridem triple axle trailer. This is one of the first things I teach my students.
You can shift with the jake on in newer trucks, except you have to power shift, meaning keep the accelerator slightly engaged as you shift! With a CAT you don't have to power shift, but you can if you choose! So, a Cummins ISX, you have to power shift!
You didn’t went over the fuel gauge jk lol, I’m new here and I’ve been driving for 8 years and I love it, you covered the info good! Keep up the great!
learned on a 1994 International 9200 with Cummins L10 and nine speed with a manure spreader box. The tach and speed guages don't work right (electrical problem from driving in fields) so it is all shifted by of the sound of the engine. Like he says just take it easy and don't force it. Never learned to down shift real well so most of the time just slip it in N and coast until it slides into the lower gear easy.
In theory, you only need the clutch when you start moving. In reality, shifting without a clutch puts a strain on the synchronizer rings and gears, if the rpms aren't exactly right. So why risk premature transmission wear? Just for the show? The real skill comes when you can shift a non-synchronized straight gear without making any extra noise. A 1937 Chevrolet, for example, is challenging, but silent shifting can be achieved with double clutching and the right amount of throttle. I don't know of a more demanding feat.
Also any Eaton rep will tell you to use the clutch or eat the repair bill, fact. But he did say at the beginning of the video it's his way, not necessarily what Eaton recommends. Alot of guys, myself including use an easy 1/3 pedal to break the torque and float into the next gear, up or down. My last clutch went 14 years so the people that say the clutch wears out are pounding the pedal probably. Good comment though. 👍
Definitely wouldn’t recommend floating gears in a synchronized transmission, there’s no advantage to doing so. Floating with these heavy duty unsynchronized transmissions doesn’t do any damage as long as you aren’t grinding gears and forcing any shifts. The sliding clutch and internal gear teeth can be worn out just as fast while double clutching if shifts are being forced. Double clutching can be more forgiving though if you aren’t familiar with the truck or aren’t smooth with shifting yet.
Don't be silly. You can't put "strain on the synchronizer rings and gears" if you don't have any! All North American heavy trucks have crash boxes with no synchro at all. European trucks can get away with synchro transmissions because they pull smaller trailers and lighter loads. Most veteran drivers do not float "just for show". I have been driving long haul for 49 years and float all shifts. I've never had a transmission failure. I drive a Peterbilt with an 18 speed transmission. If I double clutched all those gears I would have been crippled years ago. Just because some new drivers can't float smoothly, does not mean that veteran pro drivers can't.
@@joebielucki1375 I have watched these Eaton rep guys from the office try to double clutch. It is cringe worthy. They have very little over the road experience, and they are very rough. Trying to double clutch a high range split shift smoothly, is almost impossible, because modern trucks shift so fast. I watch these Eaton guys and chuckle. They are beyond clued out about real truck driving. If they had their way, all trucks would be automatic.
@SternDrive I have driven 40 years. 36 as an owner operator also no transmission issues. There are sliding clutches in a Eaton box I also went to Eaton drive train school and had these apart. Again I don't care how anyone drives, was simply stating what Eaton recommends. Also I have seen sloppy shifters flying around the cab from worn detents from hammer shifting. Please reread what I posted. Not here to start an argument. Thanks!
I'd say that Cummins is the hardest to shift. They are very precise motors where the rpm really matters. You have to be very close or spot on with a specific rpm on Cummins. In an 18 soeed with Cummins, 7th gear split low is the hardest gear to hit. You'll end up skipping that gear and going straight to 7th split high. CAT motors give you more room for error and will pretty much shift anywhere and will just find that power for you, except you just need to stay above 1200 rpms. Cummins is unforgiving. I'd take a CAT all day!
Yes you are right. I drive a Twin Turbo Cat with an 18 speed transmission, and it is a joy to drive. Three years ago i was given a Cummins with a 13 speed. You are right. They are indeed hard to shift at first. Many guys don't understand why this is. I will try to explain it. Cummins have a very loud engine fan, and when it comes on it will screw you up, because when it is on you need to shift a bit faster. If it comes on and you did not notice, you will miss your shift. Or if it goes off, you might miss your shift. The rule of thumb, is always listen for that fan. If it is on you will need to shift quite a bit faster. If it goes off, you compensate by shifting slower. Same is true for going up a grade, going on soft ground, or pushing a head wind, or turning a tight corner. The above situations will always require slower shifts. If you remember these things you will be able to shift a Cummins like butter, BUT they will still screw you up from time to time. And I agree. Give me a Cat any day! Too bad they lost the emissions fight.
New trucks today are terrible shifters because the operating range is so limited and the acceleration is slower since it is all electronic control versus throttle linkage that responded very quickly. If your exhaust brake switch is on, the engine doesn’t accelerate the same if it is off. Furthermore, you have to slightly press the clutch pedal within the freeplay to “disconnect” the cruise and/or the exhaust brake. Some newer trucks “grab and hold” the gear so when you try to pull it out of gear, even with the clutch, it seems to bind and you have to really pull the stick to move it to neutral.
If you learn where the sweet spot is it will not "grab and hold" even while floating. If you decelerate, and try to pull it out of gear, yup, it will grab and hold. Get your transmission to loosen up, and it will slide right out of gear like butter with or without the clutch. I teach my students, it's all about throttle control.
Well done son! Great video! It's also very cool all the comments and how all the different drivers add their knowledge. May you all keep the shiny side up, wheels off the grass, bears off your a$$ and the bugs off your glass, may all your roads be smooth like silk, clean and green, so you can get your hammer down and do your thing, call me Forgiven, may the good Lord takes a liken to ya and y'all get to heaven! 😀
You have to "feel" the vehicle and what it wants. Doesn't matter if its a honda civic or a semi. With enough time you learn what you can/cant do when you can/cant do it. You must be one with the force lol
Hi Joe, i have some weird question. Do truck driver coasting when driving or always accelerate/decelerate every time ? Because i always amazed at how truck drivers handle their truck. ❤
Definitely be gentle. Another point, the Caterpillar & Roadranger is a marriage made in heaven. Had a C15 for quite a while & rarely used the clutch. Then I had an ISX with different torque characteristics which required a slight rethink. Keep in mind this only applies to RR gear boxes. The others, whilst un-synchronised, use different patterns. The Mack box will break your arm if you get wrong (triple countershaft). None of this applies to Euro trucks as they cannot be shifted without using the clutch as they are fully synchronised. True story, was once told by a newbie that shifting clutch-less could not be done, right after he had watched me do it for quite some time. His driver trainer had done a good job...not. He was not trained to skip shift either which if you are concerned about fuel mileage, given the torque of modern engines, is a good skill to have but you need to 'listen' to the engine.. Up shifting with the engine brake is hard on the valve train & not advised.
Yup, you are so right. I am always amused by these trainers from the office with limited on the road experience. To watch them try to double clutch a high range split shift is cringe worthy. Modern trucks shift so fast that it can not be done smoothly. Good drivers do these shifts with a light hand (two fingers!) smoothly and effortlessly. I skip shift downshifts all the time, but rarely skip shift up shifts except when going down hill. It is good to always keep your RPM in the sweet zone even when you are empty. I like a happy engine!
I have a sad feeling that Manual Transmissions will be a thing of the past. As "New Drivers" prefer Auto transmissions. P.S. What a great video. Broke my cherry on a 94 Freightliner C.O.E.
There is one important thing about shifting that nobody talks about. That is your foot placement on the accelerator pedal. How you place your foot affects how the truck shifts. Placing your entire foot on the pedal is best. If you place your foot towards the very bottom, you'll have issues shifting! That's mainly for we short people. Tall folks likely don't have this problem. BTW, om referring to the pedals that come out of the floor. The ones that come out of the top from the dash may not have this issue, but I don't remember since I'm always in a Pete 379 where the pedals are out the floor!
@@GWHauling-yp7dd Yup. You are correct. Your heel should just touch the floor, or bumps on the road will throw your RPM all over, and throw your shifts out.
I remember 12 years ago I bought a converted 2001 KW T-600 with a Cat 3406E and 18 sp Eaton. It was singled and had a hauler bed, and was used to tow RV trailers with. I loved that truck, and I miss it at times. I taught myself how to shift it. Like you said,…you just be gentle with it. Upshifting was easy, then I figured out what gears I needed to be in for left and right turns at intersections. Downshifting was easy as well. The last thing that I mastered was knowing the actual gear needed when you let a gear Jake Brake all the way down until it stops on its own, and then accelerate without lugging the engine. That was the best towing truck I’ve ever owned. Driving up and down through the mountains was a blast. Anyways, I appreciate the videos.
I've been driving hoods since 1983. I love that you teach to be gentle. Many subtlies to being professional! Great video.
I say you explained it great and drive the same exact way I do. Being smooth is key without the clutch since you are finessing the throttle to unload the drivetrain to get it out of gear. Perfect timing of everything in one swift motion makes for flawless shifts. Guys like us that know what they're doing make it look easy and the ones that don't make it look much harder than it really is. I often use the 2 foot method too for slowing down quicker so you can also grab gears while on the brakes. I tend to modulate brake pressure better with my right foot than I do with my left for some reason, maybe because I'm right-handed ... idk. So what I'll do sometimes is reach around my right foot with my left to blip the the throttle instead of braking with my left foot to grab a gear or two ... similar to what you mentioned about your uncle doing for giggles. I rarely look at my tach except to make sure I don't over-speed down a long grade, other than that I just go by sound like most do. I also agree about the showboats that convert their air switches on the shifter to sticks, but to each their own. Your truck sounds great and looks like it would be fun to drive. I'm in the "Keystone" state myself ( Pittsburgh) so if you ever get to my neck of the woods I'd love a quick trip behind the wheel of your truck with the go Pro's! P.S. .... don't forget to bring me a good Philly cheesesteak while you're at it, lol.
Some of the most important tips I've been given since I started driving two years ago: Don't rush the gear changes; Be smooth when applying and coming off the throttle; Don't "stab" at the throttle when downshifting.
I am yet to properly master downshifting with the jake brake on.
Great video - very helpful with all of the camera angles.
In my 49 years of long haul driving I have yet to figure out why green drivers fret about downshifting with the Jakes on full. Why is that an issue to you? A down shift is a downshift. The Jakes don't come on until you back off the throttle. So what's the big deal? Please explain. I'm curious what your fear is...
@ There’s no fear in it, it’s just that I don’t have the skills to smoothly transition from being on the jakes > unloading the driveline to come out of gear > getting the revs back up to downshift. It will come in time, I just need a LOT more practice!
I drove by floating the shifts myself. So I agree with you. You need a good ear to listen to the engine.
Many greetings from Germany. When I learned to drive a truck in 1998, I was still allowed to drive an old MAN with a Fuller transmission. That was the coolest thing about driving. Most new drivers despair and have to stop and start again and again. Unfortunately, the new trucks almost only have automatic transmissions or synchronized with pneumatic clutches or electronic ones. So that you only need the clutch pedal to start and stop.
Thanks for your cool video, I felt it.
Markus 🤙
I used to take pride in my shifting abilities. But a few years in a truck with an automatic transmission, and that all goes away. I would feel like a rookie if I got into a truck with a 10 speed today. In fact that happened a couple of years ago. One of our drivers fell out of his trailer at a delivery and got hurt. So I had to get in his truck and bring it back to a terminal. I took a year or two off of the life of that transmission. This was a good video. Lots of info .
I believe the older trucking generation has not given the NEWER automatic transmissions much of a shot. Rightfully so because the old ones from what I've read and understand really left a bad taste in truckers minds. But like most things these days, once we refine something (In my experience with autos being 2013+) Mack and Allison transmissions have been nothing but good. You're not going to want to climb mountains and pull heavy (80k+) but everyday stuff absolutely.
@Michael-TH-cam98 absolutely. I've got a Cacadia with a 12 speed automatic transmission. Once you learn how to use it properly you're fine. But I also had an older Cascadia with a 10 speed automatic tranny. That would constantly over heat and leave you sitting while it cooled down.
Excellent video and explanation! What I like best is your stressing the need to be "Gentle" and smooth. Nothing is more damaging to a vehicle that manhandling it with hard stops and acceleration. I like to make my equipment last because it COSTS LESS in repairs and saves on fuel. You are an excellent driver who respects his equipment and who understands the relationship to engine speed-wheel speed-and gear selection.
GREAT JOB!
I've loved big trucks and heavy machinery since I was a kid, but my life took me in a different direction but I never lost my love for big machines.
Manual shifting big rigs always seemed confusing and intimating to me. You cleared up every bit of confusion for me and answered any questions I may have had.
Great job and much appreciated. Liked and shared. 👍🏻
The best of the best video on how to float.
The camera view is 🔥. Just something about KW dash.
Solid video. I'm not a driver, but watched other videos on shifting in the past. This is by far the best.
A couple of additions that you didn't cover. Getting the shifter out of gear. Think of the transmission having two parts, the front and the rear. The front is attached to the engine, the back is attached to the driveshaft (it's waaaay more complicated than that). If you try to pull the shifter from any gear and you are either accelerating or decelerating, the transmission will not go into neutral. You have to use the throttle to find the sweet spot between accelerating and decelerating, using the throttle, then the shifter will gently slip into neutral. It's the same principle as going into gear, which you explained very well.
The other important thing is that the clutch does not work the exactly the same way as in a passenger vehicle. In a passenger vehicle, when you shift, the clutch pedal typically gets pushed to the floor. In a big truck, the clutch is fully disengaged when the pedal is pushed a couple of inches. Because this video is about floating the gears this might seem like misleading information. This is important only when it comes to stopping. Big trucks have something called a clutch brake.The clutch brake is needed to stop the transmission from turning so that when you are stopped and go to put the transmission in your starting gear, you push the clutch to the floor while "tickling" the gears. Anyone who has tried this when the clutch brake is worn out or out of adjustment knows that it takes forever for the transmission to slow down enough to get it into gear on it's own. It is really important that the clutch brake is never engaged when the truck is moving. It is a simple mechanism that is easily damaged (it's similar to a disc brake pad with a lot less friction material.) When you are stopping, push the clutch in just as you are about to stop moving but not to the floor, leave the transmission in gear and once the truck has stopped, then you can push the clutch to the floor if you want.
I hope this wasn't too long winded of an explanation about two very simple but very important concepts.
Joe, you did a great job explaining things. It's hard to remember all of the little things that go into shifting when you don't normally think about it, you just do it using muscle memory. I wish I could have watched this video when I was learning to shift, instead I had to learn the hard way, on a 250 mile route that has numerous hills that hit between 8 - 11 degree grades while weighing between 100,000 - 140,000 lbs. You get really good at downshifting really quick.
Isn't it amazing how many guys don't even try to use the clutch brake when they just power-drive it into gear from neutral? That makes me cringe! Trucks I've driven with worn-out clutch brakes ... I just put them in gear first (before I crank it over) and then push the clutch in and start it instead of waiting/fighting to get the trans to slow down while it's already running. You can also hold it in gear with the clutch in when stopped, but doing that for extended periods can wear out the throw-out bearing prematurely. My answer to that is just leave lots of real estate in front of you and play the lights/traffic so you don't have to stop period, just put along and keep moving like most good drivers do. I always thought I would make a great driving instructor except I lack the patience for some guys that just can't seem to get it.
❤ Drove a big rig for years in newer trucks you only need to use your clutch when stopping or starting its something you will learn taking a little time 😊 And yes use that throtte pedal to really get good at it 😊
I think you either got it or you don’t. I’ve driven a truck for about 6 months now running a lowboy for a construction company. 2001 tri-axle peterbuilt. I started floating my first week and haven’t stopped. Sure I wasn’t perfect at first but it’s not hard lol. Best advice I’d give as a rookie is just “feel” it. Listen to the truck and feel the vibrations.
Appreciate the video. I’ve driven 1 standard vehicle in my life (1994 ram 2500 with G56 trans) 7 years ago was the last time I drove when I fell asleep n wrecked it. Bout to leaving for CDL school in Knoxville Tn and been stressing learning big rig shifting bc I know it’s completely different from normal manuals. This video definitely helped unlike others I’ve watched. Thank you
I tried driving a semi a couple days ago and did horrible. Of course it was my first time so it wasn’t going to be but i had to stop and start over from 2nd about 5 times. This is the best way I’ve heard it explained because the dude in the cab with me just stuck me in the drivers seat and didn’t tell me anything. Knowing how an unsynchronized transmission works, I’m ready to try again. Wish me luck
@CombustionEngineCen. best of luck to you! Don’t give up you’ll get it, practice makes perfect my friend! Keep on truckin!
Great video. Floating the gears is the only way i know how to shift. One key thing i was taught was to always be really smooth with the throttle and your shifts will go smooth. Pretend there is an egg under the pedal you are trying not to crush!
As you stated every driver has their own way of shifting gears in a truck. When I drove it was mostly local with some interstate driving and a lot of country road dirt roads etc. I hauled logs, chips, and some equipment. I noticed when I was driving in and around town where you have to shift a lot more often the better I got at floating. Like you said you learn your rpm's and speeds and before long you catch yourself doing it more and more. First truck I ever drove was a R model Mack with a straight 5 speed. You revved it up pulled the gear lever out of gear then waited for the rps's to drop back to 1200 then shifted into the next higher gear. They wouldn't shift much faster than that. NEVER shift in a turn. I almost failed my class 5 license test when the instructor caught me doing it twice. Really it's in the book. Bottom line the more you drive the better you will get at it...
Great info man. My Dad and brother were truck drivers. I had a beat to hell 87 Blazer that had a 4 speed in it and this thing had been abused all its life. Had somewhere around 215,000 miles on it. The guy that had it used to skid logs with it lol. The synchros were gone in the tranny so for all intents and purposes it was now an unsynchronized transmission. I got pretty good at shifting with no clutch needed. It was easier than trying to do it with the clutch.
Awesome video. You’re very well spoken and you speak clearly. Can see all the effort you put into editing and making this video. Good stuff man. Learnt lots from this video. Ignore all that stupid comments from keyboard warriors. Keep it up. The channel will keep growing 👍
It’s cool to watch somebody else and hear how they came to a lot of the same conclusions as I did through trial and error! Practice makes perfect, and you learn something new every day you’re on the road!
@@bigelib6373 that’s awesome! Your absolutely right! Practice every day!
I Absolutely love the fact that you have multiple cameras to show details in real time unlike most i see on here
Please make every tutorial video like this
I Also just subscribed to your channel 😎
@@deonbledsoe6298 thank you I really appreciate that!!!
Aux trans are cool. I grew up on and learned on a 1963 Mack Duplex. Man those were the days! Hauling hot top for a family biz-I could’ve frozen in time then and been content.
I'm finishing trucking school and I appreciate 🙏 you sharing your skills. Thank u! & mad respect!
good job. I can shift a twain stick 10 and 18 speed am old school driver and done it ever since I was 19 years old still love it.
I was a rollback driver and my truck was auto. We also had a medium duty wrecker and that was a 10 speed Eaton. I taught myself how to drive that truck. That transmission was dog shit because the clutch brake didn't work (not my fault) so it was a little tricky at times but I learned. It was pretty cool.
One of the best instructions on shifting a big rig.
@@MrBigtom06 thank you!!!!
Your truck sounds so good. Between the turbo whistle and the Jake. Nice.
Hi thanks for this video. I've been back in a 18 speed for a few months since spending 2 years in an automatic so I'm just trying to get the basics again. What you said about slowly going on fuel pedal really helped me out and that little thing has improved my shifting alot. Thanks
this is a phenomenal video. thank you for sharing. im going to cdl school and want to learn how to drive a manual big rig. i daily drive a ford ranger with a 5 speed so i feel like that will help.
Great explanation and tutorial. I drove full time for 7 years, then part time for the last 40 years and have experience in 10, 13, 15, 16 and 18 speed transmissions as well as 4x4, 5x4, 6x4 and 15x4 twin stick boxes. I learned to upshift with the Jake on soft ground in the oilfield's and it definitely is useful but it's easy to abuse the equipment.
The 15 speed Road ranger coupled with a 3406 is the nicest shifting transmission ever made followed closely by the 18 speed! Keep up the good work and keep on trucking.
15 speed is definitely underrated
I personally believe the 15 speed road ranger would be damn near a perfect transmission if instead of having the deep reduction on the low side they put a direct and over drive on the high side. Like a 13. I think that would put it right up on par with a 13. I drove one for a little bit and didn’t see a place for the deep reduction on the bottom gears. Once you drive a 13 or 18 it’s hard getting back in a 10 speed
@ So essentially it’d be like a 13 speed but with a 10 speed shift pattern?
@ Pretty much, just add the deep reduction feature for one lower gear in forward and reverse. You can still start out on a hill in deep reduction then switch out of it but it's not a sequential deal, if memory serves I would go to 4th gear then switch out of deep reduction to low range then go back into 4 gear for the sequenced shift.... your taxing my memory though, 40 years since I ran a 15 speed!
@@zacharybishop6595 yes exactly like a 13 speed. Just being able to split the top 5 gears would make a standard 10 speed an awesome all around transmission. From my experience in a 10, it’d be a nice option to split the gears, especially when heavy on hilly roads pretty much all around. Especially 7th on up to 10th!
Awesome video brother. Just one thing for your viewers, depressing the clutch all the way down when coming to a stop is not necessary and will engage the clutch brake for no reason. It's best to depress it just past the friction point. If you end up in a higher gear, you can still quickly shift to a lower gear when stopped, no need to engage the clutch brake.
This video is just what I needed, been doing tanker, reefer, for about 3 years, going to get my restriction taken off so I can go drive a real truck!
Good tutorial! That footwork looked like Rusty Wallace on a Nascar Road course! I learned to shift on R Model Mack's with 5 and 6 speeds. After learning to wait for the RPM's to fall it became second nature and all other transmissions seemed easy after that. The newer Macks with the 13 and 18 Speed ES transmissions shift the worst and are least forgiving like you said. The only ones I just don't like are 10 speeds, not a low enough 1st gear and to big an rpm gap between gears. A 13 or 18 is so much better.
Yes bro. This was the best video out there, To show people how it's done. You definitely taught me something today.
Thank you
By far you are in my top three of You tube truckers.
Been driving log trucks 55 yrs, never tried the left foot brake thing. I'll be trying it! Thanks for the great video.
In my 49 years of long hauling I never used the left foot braking trick, but I always downshifted using heal and toe. I used to be a hot shot, but now my hearing is not so good, so I don't do fancy stuff like that much anymore. For you new guys, International trucks used to have two brakes on some models. One brake for the left foot, and one brake for the right foot. They knew that some good drivers wanted to brake with their left foot, so they were happy to help them out.
I hauled new cars for 21 years. Some of our trucks had 7 speed transmissions. Which of course meant the gears were far apart for a semi truck. So to able to picup a gear on an incline when starting from a stop, I would use the Jake brake to slow down the engine to shift from first to second. If I didn't do this the truck would be stopped by the time I got into second gear.
I taught myself how to double clutch downshift in my car -- much fun way to drive. Same principal as truck, much more forgiving lol. I also sometimes float gears in my car, but it's more trouble than it's worth.
I am an exclusive manual shift car owner. I always double clutch from 1st to 2nd in cold weather, because the oil is very thick at first. Once it's warmed up, I don't double clutch many up-shifts, however I normally rev match and double clutch my down shifts. My transmissions always last the life of the car! I have a video on this.
great video! I learned on a Mack CL 700 dump truck with a MaxiTorque transmission.. Every gear got split L/H L/H etc. Shifting with a Jake in our 2001 Mack is almost impossible. So sensitive on upshift with them. You definitely got some miles under your belt.
Learnt this through depressing the clutch less when changing.
Opens the time period to slide in. Builds confidence while learning.
Looking forward to the Only4Trucks shifting rodeo
Great tutorial 👊
I like how he shows his mistakes, top! This is real life shifting. Other guys show them shifting perfectly, but we never shift perfectly all day! I also like the different camera angles. I just wish he had cleaned the windshield for the video and used his lights so the gauges would have been lit up, so we could see better. Other than that, I like how he is very explanatory! This is a proper shift video with the different cameras so people can see it all!
Yea clean the windows and always use a mic that’s the stuff he isn’t the best at!!!!!!!
The smoothest shifting i've ever seen done. excellent teaching .i got it down now.Keep trucking. keep teaching
@@timtdog5542 thank you! I appreciate that and glad I could help!
@Only4Trucks you're welcome but thank you for teaching me
@ your very welcome driver
Joe you & Mike the Boston trucker are the two best channels out there for learning oh there are a few more you tubers that are top hat quality drivers it took me about 10 years to get proficient I learned from my Dad and I did attend a 10 week truck driving school and I landed a grocery delivery gig for about 6 months that helped with my training in backing & maneuvering in tight places plus handling the merchandise which was a heavy back breaker particuly the canned goods & sacks of beans and large sides of beef in boxes now these trucks were all 7 speeds not complicated but still tough to shift these guys were full of driving tricks most of them were Firemen On duty fire house 24 hr than 48 hr to do what ever Truck drive Factory work Bar tend or house painter or Taxi driver lots of options
@@georgewilson1184 that really means a lot to me! Thank you
Awesome instructions you're correct in time you will get better I remember my first time driving a 18spd in 1987 it was challenging but I got thru it 💯
Great job of explaining concept in short time span. You the driver are the syncronizer in a non syncro tranny.
I too Love the 18speed because of all of the options that you have to shift. I had gotten good enough with them that i can say that alot of the tume i can shift an 18speed as smooth as an automatic in a 4 wheeler. I never could feel comfortable using my left foot on the brake but i did get to where i put my right heel on the brake while the ball and toes of my right foot on the accelorator pedal to acheive the same thing that you do with your two feet. Unfortunetly the companies i have driven for have gone to the automated manuals and the automatic that is behind the Pacar that i drive now. I have to say the transmission that i drive now is the smoothest non manual transmissiin that i have driven but i still prefer the 18speed transmission. I also like to say and put into practice trying to get better at driving the truck all the time so i can get the best all around performance that i can get from it and take care of it the best. Thank ypu for sharing this video with us. May you have a good one. Have fun take care
To downshift while breaking you can also use a technic from car racing : heel toe
You brake with your toes while your heel can put some gas
49 year veteran long hauler here. I used to heal and toe for many years. These days I don't do it so much anymore. You slow down a bit when you get older, but yes, it is a very helpful trick.
Excellent video, very clear. Thanks for the camera work, it took a lot of time editing it for sure. Cheers from Buenos Aires, George ;)
@@jorgeconcheyro thank you!!!
Great video, and great instructions! I drive a Cummins pickup with the G56 6 speed, and I try to be as smooth as possible, to minimize wear on the clutch, synchros, and throwout bearing. I would enjoy learning to drive an Eaton 18 speed, where none of those are needed to shift!
Very good job explaining and demonstrating. I had my own truck with the 18 speed. I found it really easy to shift. Much easier than the 8LL that I have also driven a lot. Now I am going to kick a hornets nest. Who, reading this, can start a fully loaded standard transmission truck off, and stop it without the clutch? I know that almost everyone will insist that to do it you have to be abusing the truck, but not true! I was taught this 40 years ago on my second day driving an R model Mack with Duplex transmission, by one of the owners. I was floating the gears, but the starts and stops were killing my left knee. I was making around 150 stops a day. It was very easy to do. There was a little trick to it, but as smooth as using the clutch. OK, do you know how to do it? Or are you going to throw a tantrum and insist that we were abusing the trucks?
I'm 4 ft 11" and left-handed. To bad we didn't have a manual shift for left instead of right-handed on all trucks. I notice that most seats don't pull up as far. I drive daily as this is my profession.
Good video. Thank you
I'm short as well, and as some drivers know Peterbilt trucks have a lower floor than normal trucks. Well, for over a year, I was given a Pete 379, and I lowered the seat so I could reach the pedals, and then I couldn't see over the dash! So what i did is I made a couple of round blocks. One for in front of the throttle, and one as a foot rest for my left foot. I was then able to raise my seat a bit, so I could at least see the hood ornament.😅With regard to shifting with your non-dominant hand. Australians have been doing that forever. You get used to it.
Just started watching your videos you are pro especially in nyc i love what you do i would love to do it myself but with my learning disability & hearing disability probably might not be able to
Hello Joe you are a very talented and skilled driver you are a good teacher loved the video excellent loved the foot cam i watch and learn thank you ken
Very cool, great info. Makes me feel lazy driving lol. I’m a full time firefighter that drives the fire engine every shift. Cummins with an Allison automatic, we are CDL exempt. Keep up the videos that turbo sounds great!!
First time finding the channel and great presentation and knowledge. Learning to drive here and found it very helpful. Being west coast like to learn more about shifting in the mountains. Thank you
As good an explanation as I’ve heard. Almost exactly as I learned in late 80’s
@@Brian-os9qj wow that’s awesome thank you!
Agree Mack tranny's are more narrow gated. Drove a 2180 for years. Now I drive a 2000 Pete 379 C-15 with an 18 Eaton fuller. Smoother. Love my Cat.
One of the biggest problems of new drivers shifting in corners is the trailer tandem axels will twist, and cause a lot of drag and slow you down quickly, you may miss the gear you wanted.
Good video, educational for the inexperienced. I drive in city traffic all day, and use my left foot all the time also.
With those triple trailer axles, you are right, on corners they certainly will drag and slow you down. I teach my students that if they want to break the rules and shift while going around corners, they will need to compensate by shifting slower. Same for going up hill or in soft ground, you will have to wait for it. That is if you want a nice silky smooth shift.
Good video remindsme of my first ever ride in a big week ago in a kenworth long nose T609 your vid reminds me of how I was watching him float the gears like u do
Hello, I have been driving crappy old trucks since 1980. Floating gears has it place but I think new drivers should learn to double clutch before graduating to floating . I have driven with new drivers who can float them enough to get by, sort of, but have no hand foot coordination to be able to double clutch. When I'm in a speed up, slow down situation, like around town, I like to leave the Jake on all the time and us the clutch when shifting, I just find it easier. When I say use the clutch it barely moves when shifting, just enough to break the tension in the transmission and keep the Jake from activating.
Nicely done sir ,I drive my 1989 Mack super liner the same way as you ,been shifting this way since 1980. Cheers
Great video it takes alot practice to find your way around a gear box. Back when I started 318 Detroit or 335 Cummings was all we had many where less. You to had know how to make those ponys work for ya. Lol a gas job with a 5 and 4 is a true test I used to watch my dad 535 Ford 950 SD . The only true two stick I ever operated was a Mack 16 speed qaudaplex ha ha ha that was a learn curve. Thanks again I enjoyed it. When trained a newbie I'll say there's the rightway the wrong way and the T-roy way
I have a Peterbilt with a Twin Turbo Cat and an 18 speed. Sometimes I will do 10 shifts in low range when I am climbing a hill or pulling away in soft ground with a full load. Most times though I don't split low range. And you're right, if you are turning sharp you shifts will be slower, as will your shifts when you are climbing a hill or pushing a strong head wind. Going downhill you will shift faster. It's very easy once you get the hang of it. Oh and a word of caution. I noticed you are coasting to a stop with the clutch pedal to the floor. That will destroy your clutch brake. You need to not touch that clutch at all when stopping until the RPM is down to idle, and then just push the clutch about half way. Do not engage the clutch brake except when putting it into low or first gear from a stop.
My dad had a Mack cab over! I'd love to get one one day.
What I tell guys when I teach new guys how to drive, is not matter how fast you are going, there’s always a gear you can find. On the gear lash. Either rev up a bit or pic a higher gear. And honestly man, you probably don’t have to short shift so much on the low side. Skip a gear. For example, going from 3rd to 5th. That’s pretty common. And don’t be afraid to use your “cheater” hole if need to
Amazing video as always mate, love the content and you truly motivate me so much to get my ass up and get my license sorted. Appreciated from Australia 🍻
Hi, Joe!🤘 Great video, informative for many! Thanks! And you're right about needing practice!✌
Keep on truckin🤙
How can this performance not make one smile?
Thanks Joe for another great video and sharing some of your skills with us!! You sir are a trucking Rock Star!!
A great lesson Joe, I would love to have a go at driving an american truck, its on my bucket list, but not so easy when you live in Scotland. Cheers!
Hi Joe, happy new year my friend, did you know what Eaton-Fuller are now doing with the warranty on their new gearboxes/transmissions, if drivers have a new gearbox/transmission and float the gears not as well, if the transmission has to go back to Eaton-Fuller or one of the companies that do warranty work on them, and they find the washers either side of the gears are burnt out, they are now refusing to honour the warranty. I found that out through Dane Scott's channel, Dane Scott's Truckers lounge, when they were talking about the transmission on his Kenworth K100 cabover, when they were servicing the transmission. Just a little thing I thought you should know, keep up the great work my friend, all the best from the UK. 🇬🇧
Wow that is good to know, I feel like most companies try to avoid warranty stuff lol
If the "washers" are burnt out on a new transmission, you can tell that it was driven by a very green driver who was forcing the transmission. I teach my students to shift with a very light hand. I will show them up and down shifts with just two fingers, just to drive home that you do NOT need to force a transmission. I have been floating transmissions for 49 years, and have never had one fail yet. Last year our company fired a new guy for abusing the clutch. He was terrible! It is true that some guys just never get it.
First time I went into a Truck I was SHOCK to see so Many Clocks and a tall Stick with 18 Gears beneath, However when I ask the driver about How he keep track of 18th Gears He said just watch and Learn, I couldn't understand Nothing I see him doing, so I took it to TH-cam and I download a few truck simulator, I've learned a lot Since, And I am No longer have to wonder what that guy doing Upstairs in That Rig 😎
Great one, being fast but smooth 😎🤙🏼
The transmission does not need to grind at all if it does a little it's not bad but a good solid shift is the best truck transmissions are built to take alot of abuse but are very expensive so alway strive for perfection treat the the truck right and it will last a long time side note on a 9 speed you can go back in the hole one more time before flipping to the high side 😊
I loved my old 2 stick B61,had a 300+
For those who wanna know how a jake brake works:
TDC = Top Dead Center
BDC = Bottom Dead Center
The jake brake is actually just a brand name for the compression brake. You can install an exhaust brake as well onto cars, which functions like a throttle body.(or intake brake which just remains open unless needed on a diesel which can be used to meet EPA standards)
Both are rare, but an exhaust brake is cheaper and easier to install onto an engine. All function to turn your engine into a giant air compressor.
I'll explain a 4 stroke, because the stages aren't combined and two strokes typically have a blower(root supercharger) and no valves.
The camshafts on a four stroke engine need to rotate once for every two revolutions of an engine, but jake brakes need to open twice as often, and are double sided(I think) lobes.
The jake brake needs a new valvetrain that can switch between the two different lobes. The Intake lobes only open on BDC just after the intake stroke and just after the combustion stroke, and the exhaust valves only open at TDC after the end of the exhaust stroke and end of compression stroke.
They also only open for a tiny duration, as to only let out all the energy stored by compressed air or vacume. Any longer and it reduces the strength of the brake.
Typically for regular operation as the intake stroke begins, the piston is at TDC and moves down, the intake valves open and air is sucked into the gap to fill in space. As the piston reaches BDC, the intake valves close, forming a sealed space for the compression stroke. This spends energy moving the piston to TDC again compressing the air.
Then the fuel is sprayed to combust, pushing the piston back down to BDC. Once the piston starts coming back up again, the exhaust valves open to let out the hot gases.
What the jake brake does is maximize energy consumption.
By leaving the intake valves closed during intake, this forms a vacuum, draining energy from the piston. For a brief moment the intake valves open to equalize the air difference once it reaches BDC, and closes once it begins the compression stroke. Once again, energy is spend compressing the air, and as it reaches TDC, the exhaust valves open, spending all that energy compressing the air by letting it flow out of the exhaust.
Then the exhaust valves close, sealing the chamber again for the intake stroke. This air coming out of the exhaust is still moving quick, enough to spool the turbocharger(if there is one). You can hear during the video the jake brake spooled the turbo.
For a two stroke engine, like the detroit diesels, they use a blower to force air one way through the inlet and outlet ports. We have to start with the compression stroke, because there's overlap between the strokes. The compression stroke prevents air from flowing between the inlet and outlets, the air gets sprayed with fuel and ignits and the piston shoots down as the power stroke. At some point in this stroke, the inlet and outlet ports are opened by the piston revealing them, and the new air forces the old out the exhaust forcefully by the blower. Then, the piston moves to the compression stroke, and the inlet and outlet ports are hidden by the piston, sealing the chamber with new air to combust.
Without a blower, the burnt fuel goes through both ports, and new air can't really go into either port, and the engine can't really run well because it's choking on it's spend sir and fuel. The blower forces air to go one direction only, in the inlet port and out the outlet port theough the exhaust. This is different for gasoline engines, which either use carberators or injection and use the crankcase and crank to compress the air/oil mixture before shooting it into the inlet port.
This is why gasoline two strokes burn oil, because the engine crankcase acts like a blower just not very well, and you can fit an exhaust expansion chamber to improve unidirectional flow. So it's crankcase and expansion chamber or fit a blower. A blower doesn't require burning oil or a expansion chamber in the exhaust but does waste energy spinning the blower and compressing the air. It's a compromise.
Neither way is efficent, and that's why valves and camshafts were invented. They improve flow, reduced friction, and don't have a comprimise apart from some valvetrain friction(less than a blower).
Typically you see the crankcase compression and expansion chambers on bikes and a few smsll cars and vehicles. Blowers on semi trucks and buses where the oil burning is too expensive to maintain. High hp/torque you'll see more blowers(sometimes twin charging). Low hp/torque and it's worth burning some oil for the reduced friction and because you don't actually use much.
Those without a blower can come with oil squirters to lubricate the engine so you don't need to mix the air with oil. Either way you do end up with a mix between air, fuel and oil inside the whole engine block, and that's not good for reliability and lubrication and clean burns. Hence the smoke.
I don't really know how the jake(or jakery) brakes on two stroke diesles work, so I'm only guessing.
But I think a valvetrain gets added onto it, which only closes with the jake brake on and then does the whole wasting energy by opening at critical points.
"The camshafts on a four stroke engine need to rotate once for each revolution of an engine". Really? Maybe in USA but not in Skandinavia.
@@MikkoHamunen wait I meant once for two rotstions of the engine
I just wanna,say, I wish I could be driving a truck right now...... great channel
Great job Joe!! Definitely did a good job explaining! I’m very interested at 14 years old in trucking and learning how to shift!! I do have a question that I don’t think you covered in the video, what do you do when you “miss” a gear? Do you just shift back down to the gear below the one you missed? I would also be interested in seeing a video on all the different switches and what they do and just a general walkthrough of what’s on your dash! Thanks Joe, keep up the great work man!!😎👌🇺🇸
It’s when you let the motor rpm got to low or high and it won’t let you pull it into gear so then you gotta screw around with the gas pedal, it won’t go into gear and it’s just a pain in the butt, sometimes you darn near gotta come to a complete stop to get it back into gear
@ oh got ya thanks for the response
@Boudreau-79 yes you would go back the gear you were looking to upshift from, and if you’ve lost too much speed in that time then you would be downshifting back to any gear you can grab preferably the next down in sequence.
Yes it is simple. If you blow a shift, you just find your lost gear by rev matching it back into the gear you just came from. If you lost too much road speed you may need to look for a gear three shifts down to find that hole. It's not hard when you get used to it. After 49 years I rarely miss a shift, except when I have a student watching me.🤣Oops! Stuff happens!
@ thanks for the response bud!! Yea life happens😂😂😎👍👌
A trick for intersections is to just split the whole bottom side until you're out of the turn cause like you said just like going up a grade the shifts are faster and you don't lose as much speed while turning.
You got that backwards. Sadly up-shifts on up hills, and soft ground are always slower. We wish they were faster, but physics gets in the way. Now if you just jam it, you will not notice any difference, but if you want silky smooth float shifts on up hills, you will have to wait for it. The same for shifting on turns, if you want to break the rules. The tighter the turn, the slower will be your shifts, especially if you have a Tridem triple axle trailer. This is one of the first things I teach my students.
You can shift with the jake on in newer trucks, except you have to power shift, meaning keep the accelerator slightly engaged as you shift! With a CAT you don't have to power shift, but you can if you choose! So, a Cummins ISX, you have to power shift!
You didn’t went over the fuel gauge jk lol, I’m new here and I’ve been driving for 8 years and I love it, you covered the info good! Keep up the great!
learned on a 1994 International 9200 with Cummins L10 and nine speed with a manure spreader box. The tach and speed guages don't work right (electrical problem from driving in fields) so it is all shifted by of the sound of the engine. Like he says just take it easy and don't force it. Never learned to down shift real well so most of the time just slip it in N and coast until it slides into the lower gear easy.
In theory, you only need the clutch when you start moving. In reality, shifting without a clutch puts a strain on the synchronizer rings and gears, if the rpms aren't exactly right. So why risk premature transmission wear? Just for the show?
The real skill comes when you can shift a non-synchronized straight gear without making any extra noise. A 1937 Chevrolet, for example, is challenging, but silent shifting can be achieved with double clutching and the right amount of throttle. I don't know of a more demanding feat.
Also any Eaton rep will tell you to use the clutch or eat the repair bill, fact. But he did say at the beginning of the video it's his way, not necessarily what Eaton recommends. Alot of guys, myself including use an easy 1/3 pedal to break the torque and float into the next gear, up or down. My last clutch went 14 years so the people that say the clutch wears out are pounding the pedal probably. Good comment though. 👍
Definitely wouldn’t recommend floating gears in a synchronized transmission, there’s no advantage to doing so. Floating with these heavy duty unsynchronized transmissions doesn’t do any damage as long as you aren’t grinding gears and forcing any shifts. The sliding clutch and internal gear teeth can be worn out just as fast while double clutching if shifts are being forced. Double clutching can be more forgiving though if you aren’t familiar with the truck or aren’t smooth with shifting yet.
Don't be silly. You can't put "strain on the synchronizer rings and gears" if you don't have any! All North American heavy trucks have crash boxes with no synchro at all. European trucks can get away with synchro transmissions because they pull smaller trailers and lighter loads. Most veteran drivers do not float "just for show". I have been driving long haul for 49 years and float all shifts. I've never had a transmission failure. I drive a Peterbilt with an 18 speed transmission. If I double clutched all those gears I would have been crippled years ago. Just because some new drivers can't float smoothly, does not mean that veteran pro drivers can't.
@@joebielucki1375 I have watched these Eaton rep guys from the office try to double clutch. It is cringe worthy. They have very little over the road experience, and they are very rough. Trying to double clutch a high range split shift smoothly, is almost impossible, because modern trucks shift so fast. I watch these Eaton guys and chuckle. They are beyond clued out about real truck driving. If they had their way, all trucks would be automatic.
@SternDrive I have driven 40 years. 36 as an owner operator also no transmission issues. There are sliding clutches in a Eaton box I also went to Eaton drive train school and had these apart. Again I don't care how anyone drives, was simply stating what Eaton recommends. Also I have seen sloppy shifters flying around the cab from worn detents from hammer shifting. Please reread what I posted. Not here to start an argument. Thanks!
I'd say that Cummins is the hardest to shift. They are very precise motors where the rpm really matters. You have to be very close or spot on with a specific rpm on Cummins. In an 18 soeed with Cummins, 7th gear split low is the hardest gear to hit. You'll end up skipping that gear and going straight to 7th split high. CAT motors give you more room for error and will pretty much shift anywhere and will just find that power for you, except you just need to stay above 1200 rpms. Cummins is unforgiving. I'd take a CAT all day!
Yes you are right. I drive a Twin Turbo Cat with an 18 speed transmission, and it is a joy to drive. Three years ago i was given a Cummins with a 13 speed. You are right. They are indeed hard to shift at first. Many guys don't understand why this is. I will try to explain it. Cummins have a very loud engine fan, and when it comes on it will screw you up, because when it is on you need to shift a bit faster. If it comes on and you did not notice, you will miss your shift. Or if it goes off, you might miss your shift. The rule of thumb, is always listen for that fan. If it is on you will need to shift quite a bit faster. If it goes off, you compensate by shifting slower. Same is true for going up a grade, going on soft ground, or pushing a head wind, or turning a tight corner. The above situations will always require slower shifts. If you remember these things you will be able to shift a Cummins like butter, BUT they will still screw you up from time to time. And I agree. Give me a Cat any day! Too bad they lost the emissions fight.
On a 13 you can also split the “no gear” on the high side.
New trucks today are terrible shifters because the operating range is so limited and the acceleration is slower since it is all electronic control versus throttle linkage that responded very quickly. If your exhaust brake switch is on, the engine doesn’t accelerate the same if it is off. Furthermore, you have to slightly press the clutch pedal within the freeplay to “disconnect” the cruise and/or the exhaust brake. Some newer trucks “grab and hold” the gear so when you try to pull it out of gear, even with the clutch, it seems to bind and you have to really pull the stick to move it to neutral.
If you learn where the sweet spot is it will not "grab and hold" even while floating. If you decelerate, and try to pull it out of gear, yup, it will grab and hold. Get your transmission to loosen up, and it will slide right out of gear like butter with or without the clutch. I teach my students, it's all about throttle control.
Well done son! Great video! It's also very cool all the comments and how all the different drivers add their knowledge.
May you all keep the shiny side up, wheels off the grass, bears off your a$$ and the bugs off your glass, may all your roads be smooth like silk, clean and green, so you can get your hammer down and do your thing, call me Forgiven, may the good Lord takes a liken to ya and y'all get to heaven! 😀
You explained it very well
best video
You have to "feel" the vehicle and what it wants. Doesn't matter if its a honda civic or a semi. With enough time you learn what you can/cant do when you can/cant do it. You must be one with the force lol
Another good video! Keep it up!
Lol the whole time i thought he was training someone in the passenger side and at some point i realized it was me!!😂
@@dannystephenson4855 I loved this comment! It made me laugh reading it lol
Cool video brother happy new year 😊
Love the introduction
@@travisroach6505 thank you!
Great Video! Thanks!!!!
Hi Joe, i have some weird question. Do truck driver coasting when driving or always accelerate/decelerate every time ? Because i always amazed at how truck drivers handle their truck. ❤
Definitely be gentle. Another point, the Caterpillar & Roadranger is a marriage made in heaven. Had a C15 for quite a while & rarely used the clutch. Then I had an ISX with different torque characteristics which required a slight rethink. Keep in mind this only applies to RR gear boxes. The others, whilst un-synchronised, use different patterns. The Mack box will break your arm if you get wrong (triple countershaft). None of this applies to Euro trucks as they cannot be shifted without using the clutch as they are fully synchronised. True story, was once told by a newbie that shifting clutch-less could not be done, right after he had watched me do it for quite some time. His driver trainer had done a good job...not. He was not trained to skip shift either which if you are concerned about fuel mileage, given the torque of modern engines, is a good skill to have but you need to 'listen' to the engine.. Up shifting with the engine brake is hard on the valve train & not advised.
Yup, you are so right. I am always amused by these trainers from the office with limited on the road experience. To watch them try to double clutch a high range split shift is cringe worthy. Modern trucks shift so fast that it can not be done smoothly. Good drivers do these shifts with a light hand (two fingers!) smoothly and effortlessly. I skip shift downshifts all the time, but rarely skip shift up shifts except when going down hill. It is good to always keep your RPM in the sweet zone even when you are empty. I like a happy engine!
@@SternDrive Precisely...that is the key.
I have a sad feeling that Manual Transmissions will be a thing of the past. As "New Drivers" prefer Auto transmissions.
P.S. What a great video. Broke my cherry on a 94 Freightliner C.O.E.
Smooth throttle is huge for fuel mileage too!
There is one important thing about shifting that nobody talks about. That is your foot placement on the accelerator pedal. How you place your foot affects how the truck shifts. Placing your entire foot on the pedal is best. If you place your foot towards the very bottom, you'll have issues shifting! That's mainly for we short people. Tall folks likely don't have this problem. BTW, om referring to the pedals that come out of the floor. The ones that come out of the top from the dash may not have this issue, but I don't remember since I'm always in a Pete 379 where the pedals are out the floor!
Not true your heel should be on the floor that gives you a stable position on your foot
@@GWHauling-yp7dd Yup. You are correct. Your heel should just touch the floor, or bumps on the road will throw your RPM all over, and throw your shifts out.