7:08 What he said here is actually incorrect. The shift is matching gear to road speed. Not RPM to road speed. The RPM is not one would drive gears by. It is the ROAD SPEED by which one shifts to gears, both upshifting AND downshifting. RPM will also change behavior to gear when towing heavy, and heavier, loads. (The same vice versa; the RPM reacts differently when you have light load, or empty). RPM is NOT what you use to shift gears! It could be different in different conditions up to 350-400 RPM! (For example, the gear could be working correctly anywhere from 900 to 1400 RPM!). Especially in the difference going down grade (descending) versus going uphill (climbing) AND whether with a heavy load or heavy haul versus empty or lightly loaded. For example, 9th gear starts at approximately 35 miles per hour (on a flat grade). Incidentally, to match the gear to the road speed, there are many instances where a double down is required to be instantly in the right gear due to rapid loss of road speed (for example when in a rapid change of uphill grade). Honestly, (not intending to be overly harsh or bluntly straightforward) only a moron semi driver driving a tractor trailer day in and day out for a living 50-69 hours a week would be double clutching every time you changed gears. AND your knee will have carpal tunnel or joint disintegration within two years. Floating gears is the hallmark of a true seasoned veteran *PRO* semi driver. My estimation is 99% of tractor trailer drivers who drive manual transmissions double clutch for the last time during their CDL license drive test. The rest of their daily working lives in driving career, they float gears. One quickly becomes skilled, to when you no longer hear the soft "purrrr", but just *silence* 99.9% of the time when floating out of and into gears. And if you're not effectively at times using double down when running into sudden changes of uphill grades (for example, 10th to 8th, or, 9th to 7th), you are probably *going* to damage or wreck the transmission, because you will need to be in the correct gear matching the correct road speed *instantaneously* .
Once you're smooth floating, your rev into gear will be the same seamless one-time rev that serves your transition to the next gear. Once single rev. Gear to gear. (No more two-revs). Rev, hold the rev in place, shift, and let the rev down, shift. Particularly 3rd-4th-5th-6th-7th-8th All those who know what I'm talking about, know what I'm talking about. Right, guys? 😁
Double clutching cause wear and tear on your knee I don't have much cartilage left in mine so I will float gears as I have for the past 22 years never had a problem with a truck
It must be impossible to build a simple, fully synchronized manual gearbox suitable for everyday use for high loads and more than 16 gears (forward) and more than 8 gears (reverse) as well as a splitter group and reduction ratio...... Oh stop, it's not, it's been used for over 50 years in the Unimog and in many heavy trucks in Europe. Anyone can drive a normal manual passenger car here (and anyone can actually do that here) and also shift a heavy truck cleanly and without damaging the transmission. European engineer to USA colleague: “Much to learn, you still have young padawan!” Technology that inspires :-D
Nope. You have "much to learn". Volvo tried using Synchro transmissions in North America. They were destroyed in a few years. There is no such thing anymore. It was a bad idea. Volvo forgot that we pull Super B Trains here. Where I live, we pull double 53 foot trailers. Most of our trucks have twin drive axles, and even a few triple drive axles. I've driven in Europe. They pull shorter trailers, lighter loads, and have single drive axles for the most part. Light little trucks like that can get away with sychro transmissions. Better do a bit more research before you talk about learning much.
@@SternDrive “Pull lighter trains”.... rarely heard anything more wrong. In the USA, a maximum of 80,000 pounds, i.e. around 36.3 tons, and in Canada 88,000 pounds, i.e. just over 39 tons, may be moved. In Europe, 40 tons, i.e. anything over 90,000 pounds, is possible at any time WITHOUT a special permit. Our trucks usually have 2 driven rear axles, one of which can also be raised. This does not affect the transmission, but rather the differentials. NOBODY here drives more unsynchronized transmissions, and due to the road conditions we have considerably more gear changes per 1,000 km than you do in the USA. Regardless of whether it's overland, short distances around the city or inner-city driving. By the way, Volvo only delivers trucks with automatic transmissions to the USA because you guys are just too stupid to shift gears... and you've never driven a truck in Europe...quite obviously!
I always smile when watching these company office types. They have read the books and think they know, but in reality they lack road experience. It is cringe worthy to watch them drive. They use the clutch but are very rough. News flash: It is impossible to do a smooth split shift by double clutching. This is a 200 RPM split and is very fast. To double clutch a split is to shift rough. If you wanted to use the clutch you could get away with single clutching, but it is humorous to watch these office guys double clutching a split shift. Better stay in the office.
I am a logger, not a trucker. I am relaying this question for an 8yo Amish kid with health issues. We here in PA have 8 speed & a few 9 speed log trucks. I read somewhere in the PNW they use 13 & 18 speeds. His questions is what is the most powerful engine you can put in an 8 speed log truck?
That's the way I was taught to do it by seasoned instructors, now the guys that build the transmission say the same. So, no shame if you do it some other way, just stop telling rookies that double clutching ruins the transmission, it's all the way around. Note: the first clutch doesn't have to be too deep or pronounced, getting to Neutral is always the easiest step
Been driving two years now but in an automatic today was first tie in manual and I keep grinding the gears sometimes I dan shift up no problem then the next I can’t get it in gear and forget about down shifting I am doing the double clutch rev the rpm to 15 16 rpm but once I’m in netrual I can’t get it in any gear I’m fighting to get in gear till I’m real slow then I can get it in gear but it’s nerving wen trying to turn corners and trying to down shift or if the light turns red then I’m just relying on the foot break automatic spoils you for sure I love driving manuals in cars I just have to learn in semi truck it’s just weird that one time I shift all gears good then the next time won’t up shift right now the truck I used today was 1996 year so not sure if that had anything to do with it and no one likes that truck so many it both me and the truck not working properly hhha also have to learn the speed for the right gears so good thing for u tube for me to learn proper ways to try just hate being a rookie at shifting but e all have to start some were
Good video if you already know how to shift, and floating saves the clutch, but if you miss, and you will, it does grind the gears. guys with 20 years driving still grind gears every now and then. notice the guy never looked at his mirrors, kinda wonder about that, maybe he was on a test track with no traffic.
After more than 30 yrs of floating gears, I've never broke a drive component. My current truck has over 900,000 miles on the original drive train. Clutch was changed at 800,000 only because rear main seal had to be changed. Didn't even have a single hot spot in the flywheel. Don't let this "expert" tell you it hurt the truck.
Can you teach me how to properly shift for my job interview tomorrow, how are all these people shifting so fast without grinding a gear, is there a guaranteed way to up/down shift ?
@@1Brooklyn2Many it's not something you learn overnight. It takes practice. Every truck shifts a little different. But basically you rev it just shy of the governor pull it to neutral while letting the rpms come back to idle, at the right rpms it'll fall into gear.
@@1Brooklyn2Manyyeah you have to learn to match the revs by ear. Learn to double clutch and get comfortable and get to know what rpm’s need to be then learn to float shift with no clutch. If the rpm is matched it will just go into gear
I’m over 40 years driving trucks. Started with 5 and 4s ,which needed double clutching,newer transmissions don’t if you listen to the engine. I don’t need a tachometer because I can hear and feel it. Hell, I drive standard transmission cars and trucks without using the clutch except for starting and stopping. No gear grinding, just listening to the engine.
It entirely depends on what speed you’re at AND your specific gearing. Ideally, you want the transmission & engine to be matched so you’re in the peak torque range BEFORE you enter the turn. That way you can accelerate through the turn/intersection if needed.
Same. I find double clutching (especially when feeding into the next gear) to be a distraction. I rarely use the pedal when upshifting, but in certain conditions I find it helps a lot. On even a slight downhill grade I don’t even use the pedal to start from a sign or light. It just feeds in when rolling.
I guess Im asking randomly but does anyone know a tool to get back into an instagram account..? I stupidly lost my account password. I love any assistance you can offer me
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To be bluntly honest, a driver will never make it in trucking in a manual transmission tractor if one doesn't float the gears. Just like you have to be able to back, you have to drive the rig floating the gears. The old saying goes: If you can't back, you can't work, And if you can't float, you're a waste of money. (Which means you can't work).
@@ronspring7738 Yes. How much can you do? 68 hours a week continuously as the go-to-guy making the money for a company that only keeps guys who can pull off the impossible despite idiot dispatchers? As the one, or among the few, who keeps other drivers working who can't pull off the impossible, and evens up and defeats the losses? Unless you work for yourself. Can work as you want when you want how you want. Not having to drive it without fear of babying it. And have a tractor sitting in the driveway half the time. And maybe live off a spouse's income half the time, so one can play joe semi driver with a toy to double clutch every gear. Like all the independent operators I know. Who brag about everything I just described. If I ran a company, you wouldn't cut it for one week. I'd let you go the next Monday just so you had a week of pay to apply somewhere else.
You can split the gears without the clutch, but you`ll shock the driveline doing it. At the same time, excessive clutch use will wear the clutch out, despite the best of shifts. The Jamaican`s figured out a way to deal with it, instead of splitting and keeping the shifter in gear, or clutching, they take the shifter to neutral, switch the splitter, match the revs, put the shifter back into gear with perfectly matched revs.
Absolutely not.. Any shift ANY SHIFT!!! USE CLUTCH... IF you dont its shows yout lack of intelligence of what damage it does.. 40 yrs building them I know.
You obviously don't drive a semi 10 hours a day. Please don't sit in an air conditioned shop and think you are going to train a pro how to drive a truck. Stick with your day job. You are unqualified to teach professional driving.@@larryspicer3701
Fulleria täytyy ajaa korvalla tai silmällä jos kattelee rpm mittaria, game changer tulee siinä kun ajat erillaista moottoria joka laskee kierrokset joko hitaammin tai nopeammin, se muuttaa rytmiä, Fuller:issa on hauskinta kun osuu kohdallen se ei vastusta ollenkaan ja voi tuntua siltä että lähtikö keppi irti?
I have to disagree with this so called professional. I'm not a driver but my dad was a professional driver for many years. I've never know dad to use the clutch but to get started and final stop. Dad had well over a million miles on his 86 Kenworth and never had the transmission out, only serviced. That truck saw many trips through the rocky mountains and drop two gears at a time! True professional drives will float the gears and never ever have a transmission issue.
![🎬[Tutorial] 10 Speed Shifting TIPS, 2018 -Truck Driver Students](http://i.ytimg.com/vi/z6AKaBeRNU8/mqdefault.jpg)
![🎬[Tutorial] 10 Speed Shifting TIPS, 2018 –Truck Driver Students](/img/tr.png)
7:08
What he said here is actually incorrect.
The shift is matching gear to road speed.
Not RPM to road speed.
The RPM is not one would drive gears by.
It is the ROAD SPEED by which one shifts to gears, both upshifting AND downshifting.
RPM will also change behavior to gear when towing heavy, and heavier, loads. (The same vice versa; the RPM reacts differently when you have light load, or empty).
RPM is NOT what you use to shift gears! It could be different in different conditions up to 350-400 RPM! (For example, the gear could be working correctly anywhere from 900 to 1400 RPM!). Especially in the difference going down grade (descending) versus going uphill (climbing) AND whether with a heavy load or heavy haul versus empty or lightly loaded.
For example, 9th gear starts at approximately 35 miles per hour (on a flat grade).
Incidentally, to match the gear to the road speed, there are many instances where a double down is required to be instantly in the right gear due to rapid loss of road speed (for example when in a rapid change of uphill grade).
Honestly, (not intending to be overly harsh or bluntly straightforward) only a moron semi driver driving a tractor trailer day in and day out for a living 50-69 hours a week would be double clutching every time you changed gears.
AND your knee will have carpal tunnel or joint disintegration within two years.
Floating gears is the hallmark of a true seasoned veteran *PRO* semi driver.
My estimation is 99% of tractor trailer drivers who drive manual transmissions double clutch for the last time during their CDL license drive test.
The rest of their daily working lives in driving career, they float gears.
One quickly becomes skilled, to when you no longer hear the soft "purrrr", but just *silence* 99.9% of the time when floating out of and into gears.
And if you're not effectively at times using double down when running into sudden changes of uphill grades (for example, 10th to 8th, or, 9th to 7th), you are probably *going* to damage or wreck the transmission, because you will need to be in the correct gear matching the correct road speed *instantaneously* .
Yeah that part
Thanks for the effort u put in to teach us how to engage and disengage gears.
I just say this video was certainly engaging....
Once you're smooth floating, your rev into gear will be the same seamless one-time rev that serves your transition to the next gear.
Once single rev.
Gear to gear.
(No more two-revs).
Rev, hold the rev in place, shift, and let the rev down, shift.
Particularly 3rd-4th-5th-6th-7th-8th
All those who know what I'm talking about, know what I'm talking about.
Right, guys? 😁
Sorry dudes...I only use the clutch to start and stop. I know the factory says double clutch...but yeah. Not many drivers do.
Nah floating is better.
Double clutching cause wear and tear on your knee I don't have much cartilage left in mine so I will float gears as I have for the past 22 years never had a problem with a truck
It must be impossible to build a simple, fully synchronized manual gearbox suitable for everyday use for high loads and more than 16 gears (forward) and more than 8 gears (reverse) as well as a splitter group and reduction ratio...... Oh stop, it's not, it's been used for over 50 years in the Unimog and in many heavy trucks in Europe. Anyone can drive a normal manual passenger car here (and anyone can actually do that here) and also shift a heavy truck cleanly and without damaging the transmission.
European engineer to USA colleague: “Much to learn, you still have young padawan!”
Technology that inspires :-D
Nope. You have "much to learn". Volvo tried using Synchro transmissions in North America. They were destroyed in a few years. There is no such thing anymore. It was a bad idea. Volvo forgot that we pull Super B Trains here. Where I live, we pull double 53 foot trailers. Most of our trucks have twin drive axles, and even a few triple drive axles. I've driven in Europe. They pull shorter trailers, lighter loads, and have single drive axles for the most part. Light little trucks like that can get away with sychro transmissions. Better do a bit more research before you talk about learning much.
@@SternDrive “Pull lighter trains”.... rarely heard anything more wrong.
In the USA, a maximum of 80,000 pounds, i.e. around 36.3 tons, and in Canada 88,000 pounds, i.e. just over 39 tons, may be moved. In Europe, 40 tons, i.e. anything over 90,000 pounds, is possible at any time WITHOUT a special permit.
Our trucks usually have 2 driven rear axles, one of which can also be raised. This does not affect the transmission, but rather the differentials.
NOBODY here drives more unsynchronized transmissions, and due to the road conditions we have considerably more gear changes per 1,000 km than you do in the USA. Regardless of whether it's overland, short distances around the city or inner-city driving.
By the way, Volvo only delivers trucks with automatic transmissions to the USA because you guys are just too stupid to shift gears... and you've never driven a truck in Europe...quite obviously!
I always smile when watching these company office types. They have read the books and think they know, but in reality they lack road experience. It is cringe worthy to watch them drive. They use the clutch but are very rough. News flash: It is impossible to do a smooth split shift by double clutching. This is a 200 RPM split and is very fast. To double clutch a split is to shift rough. If you wanted to use the clutch you could get away with single clutching, but it is humorous to watch these office guys double clutching a split shift. Better stay in the office.
I am a logger, not a trucker.
I am relaying this question for an 8yo Amish kid with health issues. We here in PA have 8 speed & a few 9 speed log trucks. I read somewhere in the PNW they use 13 & 18 speeds.
His questions is what is the most powerful engine you can put in an 8 speed log truck?
I’m running a 450 horse dd13 (Detroit diesel) with an 8 speed.
@@JamesWilliams-kt5qr thanks
The Amish are filthy people and destroy the roads in Lancaster county with horse crap.
You can run a 475 CAT with a 8 speed I drove a lot
@@JacksonGuitarsPlayer03 thanks
That's the way I was taught to do it by seasoned instructors, now the guys that build the transmission say the same. So, no shame if you do it some other way, just stop telling rookies that double clutching ruins the transmission, it's all the way around. Note: the first clutch doesn't have to be too deep or pronounced, getting to Neutral is always the easiest step
Been driving two years now but in an automatic today was first tie in manual and I keep grinding the gears sometimes I dan shift up no problem then the next I can’t get it in gear and forget about down shifting I am doing the double clutch rev the rpm to 15 16 rpm but once I’m in netrual I can’t get it in any gear I’m fighting to get in gear till I’m real slow then I can get it in gear but it’s nerving wen trying to turn corners and trying to down shift or if the light turns red then I’m just relying on the foot break automatic spoils you for sure I love driving manuals in cars I just have to learn in semi truck it’s just weird that one time I shift all gears good then the next time won’t up shift right now the truck I used today was 1996 year so not sure if that had anything to do with it and no one likes that truck so many it both me and the truck not working properly hhha also have to learn the speed for the right gears so good thing for u tube for me to learn proper ways to try just hate being a rookie at shifting but e all have to start some were
Good video if you already know how to shift, and floating saves the clutch, but if you miss, and you will, it does grind the gears. guys with 20 years driving still grind gears every now and then. notice the guy never looked at his mirrors, kinda wonder about that, maybe he was on a test track with no traffic.
He Only looked at the mirror, when asked if floating is o.k. Dodgy Body language. He probably Floats himself. 😉
I saw that.
I'm still gonna float.
Hired.
@@SunnyIlha fired🤣🤣🤣
Eaton Makes great shifters. I use these to make my SimShifters! Virtual truckers can use real Eaton Shifters to shift in game!
After more than 30 yrs of floating gears, I've never broke a drive component. My current truck has over 900,000 miles on the original drive train. Clutch was changed at 800,000 only because rear main seal had to be changed. Didn't even have a single hot spot in the flywheel. Don't let this "expert" tell you it hurt the truck.
Can you teach me how to properly shift for my job interview tomorrow, how are all these people shifting so fast without grinding a gear, is there a guaranteed way to up/down shift ?
@@1Brooklyn2Many it's not something you learn overnight. It takes practice. Every truck shifts a little different. But basically you rev it just shy of the governor pull it to neutral while letting the rpms come back to idle, at the right rpms it'll fall into gear.
@@1Brooklyn2Manyyeah you have to learn to match the revs by ear. Learn to double clutch and get comfortable and get to know what rpm’s need to be then learn to float shift with no clutch. If the rpm is matched it will just go into gear
I’m over 40 years driving trucks. Started with 5 and 4s ,which needed double clutching,newer transmissions don’t if you listen to the engine. I don’t need a tachometer because I can hear and feel it. Hell, I drive standard transmission cars and trucks without using the clutch except for starting and stopping. No gear grinding, just listening to the engine.
I totally agree.
If my tendom dump truck is loaded 48,000 lb as gross weight, at what gear should I be at the intersection to turn left or right?
It entirely depends on what speed you’re at AND your specific gearing. Ideally, you want the transmission & engine to be matched so you’re in the peak torque range BEFORE you enter the turn.
That way you can accelerate through the turn/intersection if needed.
3rd
Thank you for your insights. Preciate ya.
Great video but some what confusing for rookies like me....
I always float my gears and will keep floating done this with 10 13 and 18 speed transmissions never had a problem
Same. I find double clutching (especially when feeding into the next gear) to be a distraction.
I rarely use the pedal when upshifting, but in certain conditions I find it helps a lot.
On even a slight downhill grade I don’t even use the pedal to start from a sign or light. It just feeds in when rolling.
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im drove 3 millions of miles using the clutch only to start and never had any transmissions problems !!!
To be bluntly honest, a driver will never make it in trucking in a manual transmission tractor if one doesn't float the gears.
Just like you have to be able to back, you have to drive the rig floating the gears.
The old saying goes:
If you can't back, you can't work,
And if you can't float, you're a waste of money.
(Which means you can't work).
wow! you mean I been doing this wrong for 50+ years?
@@ronspring7738
Yes.
How much can you do?
68 hours a week continuously as the go-to-guy making the money for a company that only keeps guys who can pull off the impossible despite idiot dispatchers?
As the one, or among the few, who keeps other drivers working who can't pull off the impossible, and evens up and defeats the losses?
Unless you work for yourself.
Can work as you want when you want how you want.
Not having to drive it without fear of babying it. And have a tractor sitting in the driveway half the time.
And maybe live off a spouse's income half the time, so one can play joe semi driver with a toy to double clutch every gear.
Like all the independent operators I know. Who brag about everything I just described.
If I ran a company, you wouldn't cut it for one week. I'd let you go the next Monday just so you had a week of pay to apply somewhere else.
@@ronspring7738
Are you an owner operator?
@@ronspring7738
You've been double clutching all the gears up and down for *50* *YEARS* ?
What's a good video for Eaton fuller 13 speed to watch
DO YOU USE THE Clutch TO SPLIT THE GEARS????
I see a lot of drivers don't
You can split the gears without the clutch, but you`ll shock the driveline doing it.
At the same time, excessive clutch use will wear the clutch out, despite the best of shifts.
The Jamaican`s figured out a way to deal with it, instead of splitting and keeping the shifter in gear, or clutching, they take the shifter to neutral, switch the splitter, match the revs, put the shifter back into gear with perfectly matched revs.
Absolutely not.. Any shift ANY SHIFT!!! USE CLUTCH... IF you dont its shows yout lack of intelligence of what damage it does.. 40 yrs building them I know.
No!
You obviously don't drive a semi 10 hours a day. Please don't sit in an air conditioned shop and think you are going to train a pro how to drive a truck. Stick with your day job. You are unqualified to teach professional driving.@@larryspicer3701
Fulleria täytyy ajaa korvalla tai silmällä jos kattelee rpm mittaria, game changer tulee siinä kun ajat erillaista moottoria joka laskee kierrokset joko hitaammin tai nopeammin, se muuttaa rytmiä, Fuller:issa on hauskinta kun osuu kohdallen se ei vastusta ollenkaan ja voi tuntua siltä että lähtikö keppi irti?
I'm 6 ft. 250 lbs in a peterbilt daycab......floating takes a movement of my toes.....not wear on my knee being pulled up to hit the clutch....
Progressive shifting/Professional shifting ❤
Liken your teaching
Never use clutch always flip range selector in neutral no problems ever
I have to disagree with this so called professional. I'm not a driver but my dad was a professional driver for many years. I've never know dad to use the clutch but to get started and final stop. Dad had well over a million miles on his 86 Kenworth and never had the transmission out, only serviced. That truck saw many trips through the rocky mountains and drop two gears at a time! True professional drives will float the gears and never ever have a transmission issue.
Good video
We watched this in my CDL classroom training.
Too bad. This guy is rough, and he's from the office. He's not an experienced long haul driver. He should stick with his day job.
Evenually long distance will be rail and electric around town
This video is horrible, no rookies should be paying attention to anything said in this video...
@Hawker75 Yes. The people who drive and fix them do know more.
My new rig is a 13 Kenworth
6:34
I've built every EARON FULLER GEARBOX types.
Float gears! Do not use the clutch. It is completely unnecessary.
Got idiots on you tube telling them to start off in 4th lol
If you can’t find it, grind it.
Sort 'em out, the'yre all in the same box!
Grind me another pound, driver
And, even if you purr or even growl it ("grind"), STILL only the bitter end tip of the spindle will be worn.
Good learning
Most trucks are automatics
Thank God for automatics
Automatics are gross
Or proper training to gain skill.
@@aidenschvatkok5732only if you don't get stuck in stop and go.
@@mrspeigle1 I’ll take some manual shifting in stop and go vs the truck not doing what I want it to when I hit the throttle.
@@mrspeigle1 don’t get me started on driving an automatic in snow either
26 float shifters dislike
If you want to learn how to shift correctly and efficiently, do not listen to most of this video.
🤦🏻♂️
@Hawker75, ignorance is trusting the corporate line unquestioningly.
Engineers are wrong an awful lot, and this is one prime example.
😆😂
Yea floating its easier i dont even like to stop at a stop so i wont touch the clucth lol
En español para entender mejor
Lol the presenter seems cheesy you even drive bro I guess he's some kind of eaton rep
The dude in the blue shirts name is Dale 😂