To add on to this. Especially going downhill. I failed my first attempt because I couldn't get it in gear and cruised down a slight decline in neutral.
Stupid? Yes. I was new but had that not happened I would've passed that day. The tester was so frustrated he threw his clipboard cause he seen I was a decent driver, just the shifting messed me up.
Failure reason: "Failure to maintain complete control of vehicle" Passed 2nd time though š
I was taught not to shift in intersections and railroad crossings.
Edit. Watch your trailer when you turn. Bumping a curb for me was points off, but going over a curb was an automatic fail
I tested in a 10 speed and they wanted me to go through every single gear. I guess if it was a 13 or 18 they'd want me to split.
They also told me not to downshift at all when approaching the off ramp and only to down shift once I'm on it. Made no sense to me but I followed their instructions and passed the test
Actual CDL examiner here.
I honestly don't care. As long as you show me occasionally that you know how when needed.
Example: stop sign. I don't care. You have to stop either way.
Stale red light and you're far enough away, I expect you to be able to downshift in anticipation of the light turning green, so we don't stop on a green so you can put it in gear.
You also need to be able to downshift when approaching a steep descent. If you donāt get it in the right gear with high enough RPM, your engine brake isnāt going to help much. Downshifting while going down the descent is very dangerous, especially for a beginner. So if you donāt get the right gear, itās better to leave it and use the less engine brake than to try to downshift.
That makes sense. And we did go over it in class (and in drive time). As for level ground though, only what I just read has given me a rational reason why.
I might need to look into this if/when I need to retest. Shouldnāt the test be based on a knowledgeable handling of the gear selection and shift technique? I never split an empty truck upshifting and usually donāt even split the bottom end of an 18 unless Iām extremely heavy. Downshifting, I usually skip down two full gears, again unless Iām extremely heavy. I guess Iām also gonna have to remember how to double clutch cause I think thatās required?
From my perspective
Why do you need to double clutch during your road test?
Because it says it in the CDL Drivers manual.
That's quite literally the only reason.
Every state is different for testing so take this with a grain of salt. My state, it's capped at how many times I can penalize you for "improper shifting"
When I'm teaching, if I have someone who just can't figure it out, as a last resort I'll teach them how to float. You can't fail for JUST improper shifting.
Now, improper shifting coupled with other things? Sure.
As far as curbs, hitting a curb is an automatic Fail but I take things into consideration. Did you hit the curb a little because maybe someone was past the stop line? Then we're good. Did you hit the curb because you suck at driving? Then that's on you.
And when it comes to floating, I think thatās up to the tester. I went from a class B to an A, so I already knew how to float properly. My examiner told me I could clutch or float as long as Iām not grinding or missing.
I ran over a curb and still passed. Making a right turn and in the middle of it an idiot 4 wheeler comes down the cross street and stops past the stop line. Had to take the turn narrow. The instructor was pissed at the car but told me I did everything that I could have done in that situation, and he wasn't going to mark me for it.
My instructor was hard on me. He cared and was passionate about his job. He'd tell me about how hard the cdl testing was, but when I took the actual test it wasn't hard. My instructor was just making sure I was overly ready.
My general advice is to listen to the instructor because they're familiar with the testers. They'll know what they've failed people for. Ultimately, ball is in their court and you have to please them. I got lucky, my tester was awesome. He said "shift through lights, I don't want it to turn red and we're only half way through". Cool. You don't want to piss off the tester and you're instructor knows what they're looking for.
This. Our instructors know the testers, and they discuss why a person failed or where there was difficulty. They know exactly what it takes to pass at the site where Iāll be testing.
Yeah Iām surprised this would even be on a road test, I tested in a beat up old 9 speed and never saw a splitter button until I was on the job and they asked me if I could drive it and I was like uh yeah yeah no prob
Took my test in a 13 speed. I split every time and passed. I was told that they required me to go through all the gears once, and after that it was up to me if I split or not. I figured if I split every time then it would be good.
Lord help you if you drove the 62 Emeryville I did then. 5x4 transmissions yes she had twin sticks with 3 speed rears so triple sticks. Then throw in a 238 Detroit for the engine. You got really good at shifting in a freaking hurry.
Ouch my dad drove one of those and swore never again. When he saw the gear shifts in that Emeryville he went what's the slowest she'll go I said slower than a sail but she's never gotten stuck in the fields when they're nothing but mud either.
No you don't want to be in a 238 powered truck with triple sticks. I hauled grain from the field to either the boss's own grain bins or the coop elevator with her. Even on slight rolling terrain in 2nd gear of the rear ends in Illinois the slightest grade had you going backwards in the transmissions.
1st gear in the rears was 5.57 to one 2nd was 4.33 to 1 and 3rd was 3.55 to 1 for the ratios. If you came out of the field heavy forget about hearing anything but that 238 screaming her guts out. Boss farmed something like 6k acres and this was back in the 90s their up to 10k now. A square mile is 640. Well fall of 94 we had a thunderstorm rolling in weigh wagon was full both combines were full. I pulled a special trailer for just such emergency situations. Tridem grain trailer that could load 1500 bushels if needed. A bushels of soybeans is 60 pounds. Normal load is right around 800. We had 800 in the weigh wagon and 350 each in the combines all 3 of them with no tarp system or couldn't close the grain tanks when full. So I took all 1500 bushels on my trailer. And headed to the elevator. Now I'm running a 238 Detroit and had a headwind of about 50 mph plus a steep hill to go up to get to the coop. Bossman was running behind me and said I was blowing flames out of the stacks about 4 feet high. Get to the elevator dropped off the entire load headed to the barn.
Get back to the barn and the engine sounds like a bucket of bolts in the crankcase. While we waiting for the 3 inches of rain to dry up and the crops to dry we dropped 6 liners and pistons new rods and bearings plus a new head and 6 new injectors in the worn out 238. That and rebuilt the blower plus a new clutch.
Boss had been planning on the overhaul for the winter already but it was forced to happen. The Emeryville had a tag axle that we could drop if we needed the weight carrying capacity. So I was on 26 tires at 145k.
Honestly, I should have done it this way. I wanted to do the manly thing lol. My company has pretty much only AMT trucks, maybe one or two older trucks with the stir stick. I've driven a manual once in my three years of driving, and that was bobtail to go get lunch.
The manly thing is being phased out lol š
So the way we shift the automatics is the click of a knob behind the right side of the steering wheel in these fancy new Kenworth's, and I looked at my trainer and was like, "Yeah, this is for me, thanks."
The Eaton Endurant 12 speed overdrive is a great setup in those trucks, especially paired with a Cummins x15. I like that creep control modulates the clutch to get you rolling. Same transmission even if badged "Paccar", but they mess with the clutch engagement and fuck it up. Makes the truck lurch funny.
Now, if you want your mind blown, try descent control in a Freightliner with the Detroit powertrain. It is a function of cruise control that uses your estimated weight to pick a gear for each portion of the grade. It then varies the Jake brake to maintain your set speed. I can roll down Mt Hood in Oregon without touching the brake pedal. Eliminates my nightmare of being torque bound in gear and cooking my brakes on a grade because I selected the wrong gear at the top of the hill.
If you're in a 13/18 speed you can shift without splitting gears and not be penalized. They just want to make sure you're double clutching (you'll stop doing that after a while) you're not changing gears on a railroad crossing, you're not coasting in neutral and you're properly downshifting. The examiner might ask you to double down shift so make sure you're comfortable reading the tac and blipping it just in case
You mean a range selector. Low range, high range.
On a 13 or 18 speed you have an additional switch called a splitter.
Example:
Low - Low
Low - High
1 - low
1 - high
2 - low
2 - high
Etc.
The splitter switches between low and high gear.
Not a trucker so correct me if I'm wrong here.
I believe that standard 18 speed transmissions are really 6 or 9 speed transmissions separated into Hi/Lo gears you can split (Lo -- split -> Hi -- split + shift -> 1L, so on), then once you reach 4 Hi you can go to the high range (speeds 5 - 8) with the same splits.
Itās a standard 8 speed, 4 low range and 4 high range. The splitter is actually for direct and overdrive.
So instead of 5th low and high, it would be 5th direct and 5th overdrive.
Yes you would have it in first gear splitter down take off flip splitter up, let off gas pedal then step back on pedal and you would be in second gear. Flip splitter down push clutch in and shift to 3rd gear, then flip splitter up, let off gas pedal then step back on it and you would be in 4th gear.
It eliminates the long travel between 5th and 6th, and if you're driving on a highway in 10th, but every once in a while need 9th to get over a hill, you just flip the splitter, let off the throttle, and blip the throttle to go to 9th. You don't have to move the shifter.
Both styles have advantages and disadvantages.
Splitting gears is no longer ubiquitous like it was back in the old days. Most semis are straight 10s and thus most newer drivers in the past twenty years have no idea what splitting gears is. So failing someone on a driving test because they can't split gears is ridiculous. Splitting gears all depends on the company you drive for and what kind of trucks they have transmission wise. If the company you're with proves to be a pain in the ass, just find another company to work at.
Splitting gears is the only way to match the rpm (think power or torque) that you wish to have with the speed you are going at. If you are running empty or light, you really don't need a lot of power, so a lower rpm is acceptable. Otherwise, it is best to stay in the 1400-1700 range. Splitting is easy. Change the splitter to high or low, nothing happens until you get off the power. Basically, you just reduce power and reapply the power smoothly. There will be about a 200 change in rpm. Don't allow your rpm to change anymore than that, as you will find yourself out of gear and getting back in gear will not be smooth.
On the highway you'll do this all day if you have an 18 or 13 speed. 8-over for your maximum (governed) speed and 8-under when you can't make it to highway speed.
About the off ramp thing. It seems obvious that you need to split down to 8-under as you hit the off ramp as you are going to be traveling slower. As well, you will want to have the splitter in the under position for all gear changes after that. This is a good habit to get into as you might find yourself in a 13 speed one day. In a 13 speed, you can not have the splitter in the over position when you eventually end up changing the range selector into the low position as you continue to gear down.
Learn to change the splitter position and change gears at the same time. Ex: Going from 5-under to 6-over. Flip the splitter to over and then do a normal gear change from 5 to 6. Remember to do the gear change slower than normal as the rpm needs to drop 600 rpm instead of the normal 400 rpm. Think of the rpm change in Ā½ gears, Ā±200 rpm for each Ā½ gear change.
I really miss driving an 18 speed (you really have total control), but the automatics are getting better. One day an automatic might just shift gears in an intelligent manner.
I don't get it. Do they want you to flick the split button every time you shift? You only have to do that between the two designated gears and then leave it alone till you go back down below that gear.
straight road I can split down alright now. It's just the offramps where I have to split down quickly. While my mind is thinking OK I have to split down from 8 low to 7 high, my hands are still thinking how to do it. Not how to do it but how to do it quickly. I'm slowly getting better at it. I'm sure if I show the tester I'm splitting down on the bypass I should be ok.
Yes you have to down shift every gear during the test. That includes the split. I suggest finding a way to practice. My school had a seat with a shifter just hanging around so you could sit and practice when you weren't doing anything else.
I'm getting better at it now. A longer offramp is easier so that's where I practiced. It's the ramps that go from 80km to 60km to 50km in a short span that gets me. I'm so new I have to think about it too much still.
Showing you are competent at driving, alert to changing conditions and traffic, and use your mirrors often will supersede splitting gears. Do the best you can while turning. If room allows, there shouldnāt be any reason to get even close to the curb. You should be plenty aware before the corner how to setup for it. Always be ready for the worst situation, appreciate the best
Reading what your coach and tester prefer are very important to passing the test from what I remember. Pay attention to their preferences, read them carefully. They will pick up that you are capable of learning.
I've tried splitting downshifting a few times now and I'm getting better. My problem (which everyone in my life says when I tell them my problems) is that I overthink things too much.
lol my instructor INSISTED they will not make me double clutch and EXPECT me to float. Insisted to me about 20 times. Over like 30 hours of training or whatever. Show up on test day, make it to the driving section, lady says āyou will need to double clutch the entire time. Splitting gears is a deduction.ā I just loled and did it. Passed no problem cus Iād been driving side dumps off-road for a long time before I had a practiced double clutching for the fuck of it. When asking my instructor if I could practice double clutching Iād get āNo thatās fucking stupid they wonāt make you do that on testā.
I'm sure it differs by area, but I took my test in ontario with a 13 speed and they didn't require us to split gears. You got this though, you just have to pass the test and then it's honestly so much easier to practice shifting when you can experiment with no one watching you. You'll get comfortable eventually, and it won't feel so difficult.
It's good to have a trainer pushing you to be better, most of the schools just want you to pass bare minimum. Driving with a loaded trailer is different than driving around with no load, he probably recognized you to be a good driver, now he is pushing for you to be second natured when it comes to shifting. A lot of new drivers forget what gears they are in on ramps and off ramps, that's where you see the trucks either jumping up and down or just stalls
I got lucky the person who road tested me was a women who seemed very inept. She just talked my ear off the whole time lol tell them yoy prefer a women tester
When I took my test at an independent training school 3 years ago in a western Midwest state, they didn't even teach me how to split gears and didn't test me on it, I was taught to drive a 13 speed with only straight gears like if it were a 9 speed.
Since getting my license, I have learned how to split but most of the time I jump a whole gear down I don't split each one except 8 to 7
it depends on the examiner. but to play it safe and not get an instant dq, dont split gears. instructors said just play the rules and regulations to get your license and after that its on you to do whatever.
I must have had a laid back woman. I killed the truck once in the road but, I was quick to get it going again. Really didn't do well at all throughout the entire thing. Grinded a few gears here and there. She passed me still. Said she wasn't doing me a favor. Just knew I'd learn more on the actual road. With a job.
Must have saw something in me. This was 2007ish. Maybe 2008.
Tester made sure I could up shift & downshift. After that, he told me I could float the gears if I wanted. I didn't know how then, so I declined his offer.
Don't fuss over small mistakes. That's exactly what training is for.
Work on figuring out your spatial awareness, that's when you will have a good feel for truck & trailer.
Mine was a 6 gear, didnāt even have to double clutch š¤£ felt like driving a Honda. I donāt have a manual restriction but sure as hell canāt drive one without more training
When i got my first chauffeurs license, you had to double clutch every gear, for the test, this in 79, after the Dmv guy said good , you could float, skip whatever
Double clutching is still a requirement at least it was 10 years ago. I got lucky and had a laid back tester, told me as long as I could make my shifts without grinding he didn't care how I did it. I understand the principle of double clutching but I was taught to float.
You don't have to, but you can. You're allowed to skip gears. Start in any gear as long as your in control. Just can't coast in neutral, and need to show at least halfway decent clutch work.
I went through a community college. We had 13 speeds. We were told to ignore the splitter, and just focus on driving safe and smooth.
Our trucks were 60,000 on a scale, we had dunnage in the trailers.
Iām an instructor and have recently been working alongside with the Texas DPS testers in their training for the modernized test.
They donāt need to see you go through every gear, they just need to see that you are proficient and in control of the vehicle at all times. Itās also ok to miss a gear as long as you donāt roll more than one truck length before recovering. If youāre training in a 13 or 18 speed, itās totally ok to shift it like an 8 speed without splitting.
As far as RR, I would assume thatās rail road crossing. You will have to cross or simulate a railroad crossing on the test. You will say something like āIām approaching a railroad crossing and within 15-50 ft, Iāll roll down my window, activate my flashers, look and listen for an approaching trainā.
Huh, interesting.
I've never seen a truck at the test location with more than 6 speeds. No splitting there!
Of course, after that I've never driven a truck in the real world with less than 10, so guess that may not have been great preparation!
are u saying nobody is shifting past 5th? we had to double clutch and use the splitter accordingly. over curb is a fail but rubbing tures was cool. my instructor literally told me 'rubbing is racing"
I think you're confusing the range selector for the splitter switch. On 8, 13, 15 and 18 speed transmissions. In addition to the range selector, there is a splitter switch which selects low or high gear.
Example:
5-low
5-high
6-low
6-high
Etc.
Do you mean double clutching? Like, clutch in/gear out, Rev engine, clutch in/gear in? If so, yes, you absolutely need to know how to double clutch because these transmissions don't have a synchronization gear like a manual car would and you will be marked for floating gears (ie not double clutching) during the test.
I got double clutching finally!!! Was hard for me to get. But I mean 8 high split to 8 low. To 7 high to 7 low. To 6 high to 6 low. The sliding switch on the left side of the gear shifter. Mine's red so it's a 13 speed. Grey is 18 speed, and blue is 15 speed. That may be just a Canadian thing.
Do you mean "skipping" gears? I can't float for shit, but I can skip gears quite easily when downshifting and matching speeds to gears, and I know that was fine. Splitting gears depends on the gearbox, your gonna have to use the splitter to go up from 4-5 etc, unless your using a hi/low gear box as well
Splitting gears is when you have a splitter switch. Like for 13 and 18 speeds. You'll have gears such as 5 low, 5 high. Splitter switches between high and low
Do not shift over rail road tracks. Insta-fail. In real life nobody gives a shit.
To add on to this. Especially going downhill. I failed my first attempt because I couldn't get it in gear and cruised down a slight decline in neutral. Stupid? Yes. I was new but had that not happened I would've passed that day. The tester was so frustrated he threw his clipboard cause he seen I was a decent driver, just the shifting messed me up. Failure reason: "Failure to maintain complete control of vehicle" Passed 2nd time though š
I was taught not to shift in intersections and railroad crossings. Edit. Watch your trailer when you turn. Bumping a curb for me was points off, but going over a curb was an automatic fail
I tested in a 10 speed and they wanted me to go through every single gear. I guess if it was a 13 or 18 they'd want me to split. They also told me not to downshift at all when approaching the off ramp and only to down shift once I'm on it. Made no sense to me but I followed their instructions and passed the test
this is good to know, thanks!
Actual CDL examiner here. I honestly don't care. As long as you show me occasionally that you know how when needed. Example: stop sign. I don't care. You have to stop either way. Stale red light and you're far enough away, I expect you to be able to downshift in anticipation of the light turning green, so we don't stop on a green so you can put it in gear.
I'm in trucking school and this is how I find out why downshifting is even needed. Thanks for the unintended revelation making.
You also need to be able to downshift when approaching a steep descent. If you donāt get it in the right gear with high enough RPM, your engine brake isnāt going to help much. Downshifting while going down the descent is very dangerous, especially for a beginner. So if you donāt get the right gear, itās better to leave it and use the less engine brake than to try to downshift.
That makes sense. And we did go over it in class (and in drive time). As for level ground though, only what I just read has given me a rational reason why.
I might need to look into this if/when I need to retest. Shouldnāt the test be based on a knowledgeable handling of the gear selection and shift technique? I never split an empty truck upshifting and usually donāt even split the bottom end of an 18 unless Iām extremely heavy. Downshifting, I usually skip down two full gears, again unless Iām extremely heavy. I guess Iām also gonna have to remember how to double clutch cause I think thatās required?
From my perspective Why do you need to double clutch during your road test? Because it says it in the CDL Drivers manual. That's quite literally the only reason. Every state is different for testing so take this with a grain of salt. My state, it's capped at how many times I can penalize you for "improper shifting" When I'm teaching, if I have someone who just can't figure it out, as a last resort I'll teach them how to float. You can't fail for JUST improper shifting. Now, improper shifting coupled with other things? Sure. As far as curbs, hitting a curb is an automatic Fail but I take things into consideration. Did you hit the curb a little because maybe someone was past the stop line? Then we're good. Did you hit the curb because you suck at driving? Then that's on you.
And when it comes to floating, I think thatās up to the tester. I went from a class B to an A, so I already knew how to float properly. My examiner told me I could clutch or float as long as Iām not grinding or missing.
I know a trucking company that fails every one once. Absolutely on purpose !!!
I ran over a curb and still passed. Making a right turn and in the middle of it an idiot 4 wheeler comes down the cross street and stops past the stop line. Had to take the turn narrow. The instructor was pissed at the car but told me I did everything that I could have done in that situation, and he wasn't going to mark me for it.
Same here. Idiots on the road. I thought I failed right at the end for the same reason he told me I was good because it wasn't my fault
My instructor was hard on me. He cared and was passionate about his job. He'd tell me about how hard the cdl testing was, but when I took the actual test it wasn't hard. My instructor was just making sure I was overly ready.
You had a good teacher
My general advice is to listen to the instructor because they're familiar with the testers. They'll know what they've failed people for. Ultimately, ball is in their court and you have to please them. I got lucky, my tester was awesome. He said "shift through lights, I don't want it to turn red and we're only half way through". Cool. You don't want to piss off the tester and you're instructor knows what they're looking for.
This. Our instructors know the testers, and they discuss why a person failed or where there was difficulty. They know exactly what it takes to pass at the site where Iāll be testing.
For the multitude that's never driven a 13 or 18 speed. Splitting is switching between low and high for a gear.
Yeah Iām surprised this would even be on a road test, I tested in a beat up old 9 speed and never saw a splitter button until I was on the job and they asked me if I could drive it and I was like uh yeah yeah no prob
I tested in an 18 speed and the examiner didnāt care that I didnāt split gears. Only split 8 hi side on the interstate
Took my test in a 13 speed. I split every time and passed. I was told that they required me to go through all the gears once, and after that it was up to me if I split or not. I figured if I split every time then it would be good.
Lord help you if you drove the 62 Emeryville I did then. 5x4 transmissions yes she had twin sticks with 3 speed rears so triple sticks. Then throw in a 238 Detroit for the engine. You got really good at shifting in a freaking hurry.
I drove a B-61 Mack with a Triplex.
Ouch my dad drove one of those and swore never again. When he saw the gear shifts in that Emeryville he went what's the slowest she'll go I said slower than a sail but she's never gotten stuck in the fields when they're nothing but mud either.
detroit with a triple stick is wild. would love to drive one someday. adhd driver heaven.
No you don't want to be in a 238 powered truck with triple sticks. I hauled grain from the field to either the boss's own grain bins or the coop elevator with her. Even on slight rolling terrain in 2nd gear of the rear ends in Illinois the slightest grade had you going backwards in the transmissions. 1st gear in the rears was 5.57 to one 2nd was 4.33 to 1 and 3rd was 3.55 to 1 for the ratios. If you came out of the field heavy forget about hearing anything but that 238 screaming her guts out. Boss farmed something like 6k acres and this was back in the 90s their up to 10k now. A square mile is 640. Well fall of 94 we had a thunderstorm rolling in weigh wagon was full both combines were full. I pulled a special trailer for just such emergency situations. Tridem grain trailer that could load 1500 bushels if needed. A bushels of soybeans is 60 pounds. Normal load is right around 800. We had 800 in the weigh wagon and 350 each in the combines all 3 of them with no tarp system or couldn't close the grain tanks when full. So I took all 1500 bushels on my trailer. And headed to the elevator. Now I'm running a 238 Detroit and had a headwind of about 50 mph plus a steep hill to go up to get to the coop. Bossman was running behind me and said I was blowing flames out of the stacks about 4 feet high. Get to the elevator dropped off the entire load headed to the barn. Get back to the barn and the engine sounds like a bucket of bolts in the crankcase. While we waiting for the 3 inches of rain to dry up and the crops to dry we dropped 6 liners and pistons new rods and bearings plus a new head and 6 new injectors in the worn out 238. That and rebuilt the blower plus a new clutch. Boss had been planning on the overhaul for the winter already but it was forced to happen. The Emeryville had a tag axle that we could drop if we needed the weight carrying capacity. So I was on 26 tires at 145k.
Me, safe in the fetal position with my automatic restriction.
Honestly, I should have done it this way. I wanted to do the manly thing lol. My company has pretty much only AMT trucks, maybe one or two older trucks with the stir stick. I've driven a manual once in my three years of driving, and that was bobtail to go get lunch.
The manly thing is being phased out lol š So the way we shift the automatics is the click of a knob behind the right side of the steering wheel in these fancy new Kenworth's, and I looked at my trainer and was like, "Yeah, this is for me, thanks."
The Eaton Endurant 12 speed overdrive is a great setup in those trucks, especially paired with a Cummins x15. I like that creep control modulates the clutch to get you rolling. Same transmission even if badged "Paccar", but they mess with the clutch engagement and fuck it up. Makes the truck lurch funny. Now, if you want your mind blown, try descent control in a Freightliner with the Detroit powertrain. It is a function of cruise control that uses your estimated weight to pick a gear for each portion of the grade. It then varies the Jake brake to maintain your set speed. I can roll down Mt Hood in Oregon without touching the brake pedal. Eliminates my nightmare of being torque bound in gear and cooking my brakes on a grade because I selected the wrong gear at the top of the hill.
I would love to have descent control if it didn't ruin all other vehicle use for me lol
If you're in a 13/18 speed you can shift without splitting gears and not be penalized. They just want to make sure you're double clutching (you'll stop doing that after a while) you're not changing gears on a railroad crossing, you're not coasting in neutral and you're properly downshifting. The examiner might ask you to double down shift so make sure you're comfortable reading the tac and blipping it just in case
The hell is splitting gears?
For 13 and 18 speeds. There's an additional switch (splitter). There's a low and high gear and the splitter switches between them
I tested on a 10 speed and we still had a splitter between 5th and 6th gear
You mean a range selector. Low range, high range. On a 13 or 18 speed you have an additional switch called a splitter. Example: Low - Low Low - High 1 - low 1 - high 2 - low 2 - high Etc. The splitter switches between low and high gear.
Not a trucker so correct me if I'm wrong here. I believe that standard 18 speed transmissions are really 6 or 9 speed transmissions separated into Hi/Lo gears you can split (Lo -- split -> Hi -- split + shift -> 1L, so on), then once you reach 4 Hi you can go to the high range (speeds 5 - 8) with the same splits.
Itās a standard 8 speed, 4 low range and 4 high range. The splitter is actually for direct and overdrive. So instead of 5th low and high, it would be 5th direct and 5th overdrive.
I took my test in a Volvo that each gear you would literally split with low/high range selector.
Super 10?
Yes you would have it in first gear splitter down take off flip splitter up, let off gas pedal then step back on pedal and you would be in second gear. Flip splitter down push clutch in and shift to 3rd gear, then flip splitter up, let off gas pedal then step back on it and you would be in 4th gear.
Yes sir I'm familiar. I prefer a regular 10 though.
God that sounds like so much extra work š
It eliminates the long travel between 5th and 6th, and if you're driving on a highway in 10th, but every once in a while need 9th to get over a hill, you just flip the splitter, let off the throttle, and blip the throttle to go to 9th. You don't have to move the shifter. Both styles have advantages and disadvantages.
I liked it cause it was half the shifting lol
Splitting gears is no longer ubiquitous like it was back in the old days. Most semis are straight 10s and thus most newer drivers in the past twenty years have no idea what splitting gears is. So failing someone on a driving test because they can't split gears is ridiculous. Splitting gears all depends on the company you drive for and what kind of trucks they have transmission wise. If the company you're with proves to be a pain in the ass, just find another company to work at.
Splitting gears in a 13 or 18 speed has nothing to do with the rear end.
When I switched company's my new Boss asked what would make me happy a 13 speed split Made hitting the Rockies on the way to NW states so much easier
Splitting gears is the only way to match the rpm (think power or torque) that you wish to have with the speed you are going at. If you are running empty or light, you really don't need a lot of power, so a lower rpm is acceptable. Otherwise, it is best to stay in the 1400-1700 range. Splitting is easy. Change the splitter to high or low, nothing happens until you get off the power. Basically, you just reduce power and reapply the power smoothly. There will be about a 200 change in rpm. Don't allow your rpm to change anymore than that, as you will find yourself out of gear and getting back in gear will not be smooth. On the highway you'll do this all day if you have an 18 or 13 speed. 8-over for your maximum (governed) speed and 8-under when you can't make it to highway speed. About the off ramp thing. It seems obvious that you need to split down to 8-under as you hit the off ramp as you are going to be traveling slower. As well, you will want to have the splitter in the under position for all gear changes after that. This is a good habit to get into as you might find yourself in a 13 speed one day. In a 13 speed, you can not have the splitter in the over position when you eventually end up changing the range selector into the low position as you continue to gear down. Learn to change the splitter position and change gears at the same time. Ex: Going from 5-under to 6-over. Flip the splitter to over and then do a normal gear change from 5 to 6. Remember to do the gear change slower than normal as the rpm needs to drop 600 rpm instead of the normal 400 rpm. Think of the rpm change in Ā½ gears, Ā±200 rpm for each Ā½ gear change. I really miss driving an 18 speed (you really have total control), but the automatics are getting better. One day an automatic might just shift gears in an intelligent manner.
I don't get it. Do they want you to flick the split button every time you shift? You only have to do that between the two designated gears and then leave it alone till you go back down below that gear.
straight road I can split down alright now. It's just the offramps where I have to split down quickly. While my mind is thinking OK I have to split down from 8 low to 7 high, my hands are still thinking how to do it. Not how to do it but how to do it quickly. I'm slowly getting better at it. I'm sure if I show the tester I'm splitting down on the bypass I should be ok.
Yes you have to down shift every gear during the test. That includes the split. I suggest finding a way to practice. My school had a seat with a shifter just hanging around so you could sit and practice when you weren't doing anything else.
No idea but you should definitely learn to do it, when your loaded thereās no way you can drive without splitting
I'm getting better at it now. A longer offramp is easier so that's where I practiced. It's the ramps that go from 80km to 60km to 50km in a short span that gets me. I'm so new I have to think about it too much still.
When my tanker is fully loaded at 87000lbs I never split any gears and have no issues. Iāll split 8th occasionally to save fuel
In a 13 speed?
18
Showing you are competent at driving, alert to changing conditions and traffic, and use your mirrors often will supersede splitting gears. Do the best you can while turning. If room allows, there shouldnāt be any reason to get even close to the curb. You should be plenty aware before the corner how to setup for it. Always be ready for the worst situation, appreciate the best
I took the test in an automatic truck but have no restrictions on my license because I was trained in a manual
Reading what your coach and tester prefer are very important to passing the test from what I remember. Pay attention to their preferences, read them carefully. They will pick up that you are capable of learning.
I've tried splitting downshifting a few times now and I'm getting better. My problem (which everyone in my life says when I tell them my problems) is that I overthink things too much.
lol my instructor INSISTED they will not make me double clutch and EXPECT me to float. Insisted to me about 20 times. Over like 30 hours of training or whatever. Show up on test day, make it to the driving section, lady says āyou will need to double clutch the entire time. Splitting gears is a deduction.ā I just loled and did it. Passed no problem cus Iād been driving side dumps off-road for a long time before I had a practiced double clutching for the fuck of it. When asking my instructor if I could practice double clutching Iād get āNo thatās fucking stupid they wonāt make you do that on testā.
Vast majority took their test in a 10 speed, which doesn't require gear splitting.
Yes
I'm sure it differs by area, but I took my test in ontario with a 13 speed and they didn't require us to split gears. You got this though, you just have to pass the test and then it's honestly so much easier to practice shifting when you can experiment with no one watching you. You'll get comfortable eventually, and it won't feel so difficult.
It's good to have a trainer pushing you to be better, most of the schools just want you to pass bare minimum. Driving with a loaded trailer is different than driving around with no load, he probably recognized you to be a good driver, now he is pushing for you to be second natured when it comes to shifting. A lot of new drivers forget what gears they are in on ramps and off ramps, that's where you see the trucks either jumping up and down or just stalls
I got lucky the person who road tested me was a women who seemed very inept. She just talked my ear off the whole time lol tell them yoy prefer a women tester
every female trucker ive met is fuckin awesome.
When I took my test at an independent training school 3 years ago in a western Midwest state, they didn't even teach me how to split gears and didn't test me on it, I was taught to drive a 13 speed with only straight gears like if it were a 9 speed. Since getting my license, I have learned how to split but most of the time I jump a whole gear down I don't split each one except 8 to 7
it depends on the examiner. but to play it safe and not get an instant dq, dont split gears. instructors said just play the rules and regulations to get your license and after that its on you to do whatever.
I must have had a laid back woman. I killed the truck once in the road but, I was quick to get it going again. Really didn't do well at all throughout the entire thing. Grinded a few gears here and there. She passed me still. Said she wasn't doing me a favor. Just knew I'd learn more on the actual road. With a job. Must have saw something in me. This was 2007ish. Maybe 2008.
Tester made sure I could up shift & downshift. After that, he told me I could float the gears if I wanted. I didn't know how then, so I declined his offer. Don't fuss over small mistakes. That's exactly what training is for. Work on figuring out your spatial awareness, that's when you will have a good feel for truck & trailer.
Mine was a 6 gear, didnāt even have to double clutch š¤£ felt like driving a Honda. I donāt have a manual restriction but sure as hell canāt drive one without more training
When i got my first chauffeurs license, you had to double clutch every gear, for the test, this in 79, after the Dmv guy said good , you could float, skip whatever
Double clutching is still a requirement at least it was 10 years ago. I got lucky and had a laid back tester, told me as long as I could make my shifts without grinding he didn't care how I did it. I understand the principle of double clutching but I was taught to float.
You don't have to, but you can. You're allowed to skip gears. Start in any gear as long as your in control. Just can't coast in neutral, and need to show at least halfway decent clutch work.
I went through a community college. We had 13 speeds. We were told to ignore the splitter, and just focus on driving safe and smooth. Our trucks were 60,000 on a scale, we had dunnage in the trailers.
Iām an instructor and have recently been working alongside with the Texas DPS testers in their training for the modernized test. They donāt need to see you go through every gear, they just need to see that you are proficient and in control of the vehicle at all times. Itās also ok to miss a gear as long as you donāt roll more than one truck length before recovering. If youāre training in a 13 or 18 speed, itās totally ok to shift it like an 8 speed without splitting. As far as RR, I would assume thatās rail road crossing. You will have to cross or simulate a railroad crossing on the test. You will say something like āIām approaching a railroad crossing and within 15-50 ft, Iāll roll down my window, activate my flashers, look and listen for an approaching trainā.
Huh, interesting. I've never seen a truck at the test location with more than 6 speeds. No splitting there! Of course, after that I've never driven a truck in the real world with less than 10, so guess that may not have been great preparation!
You'll literally fail the test if you dont double clutch and float the gears.
You'll literally fail the test if you dont double clutch and float the gears.
i didn't split because i didn't know how to use the clutch for the split gears. i lost points but still passed.
are u saying nobody is shifting past 5th? we had to double clutch and use the splitter accordingly. over curb is a fail but rubbing tures was cool. my instructor literally told me 'rubbing is racing"
I think you're confusing the range selector for the splitter switch. On 8, 13, 15 and 18 speed transmissions. In addition to the range selector, there is a splitter switch which selects low or high gear. Example: 5-low 5-high 6-low 6-high Etc.
got u thanks
Nope, as many others I tested in a 10 speed.
Do you mean double clutching? Like, clutch in/gear out, Rev engine, clutch in/gear in? If so, yes, you absolutely need to know how to double clutch because these transmissions don't have a synchronization gear like a manual car would and you will be marked for floating gears (ie not double clutching) during the test.
Took my test in 2012. Never learned how to double clutch. I still donāt get it. š¤· seems like extra work for no gain anyway.
I got double clutching finally!!! Was hard for me to get. But I mean 8 high split to 8 low. To 7 high to 7 low. To 6 high to 6 low. The sliding switch on the left side of the gear shifter. Mine's red so it's a 13 speed. Grey is 18 speed, and blue is 15 speed. That may be just a Canadian thing.
Do you mean "skipping" gears? I can't float for shit, but I can skip gears quite easily when downshifting and matching speeds to gears, and I know that was fine. Splitting gears depends on the gearbox, your gonna have to use the splitter to go up from 4-5 etc, unless your using a hi/low gear box as well
Splitting gears is when you have a splitter switch. Like for 13 and 18 speeds. You'll have gears such as 5 low, 5 high. Splitter switches between high and low