Auto Shift Transmissions

I drove a shiny new Volvo 670 with the D13 motor (D13? I think so) and the Volvo automatic. No problem running along the highways, some coupling and backing things I didn't like very much. Also, you can run those trannys in manual mode, or full auto, right nice to have the choice. Well, new truck, I ran it 10K miles in full auto mode, and 10K in manual mode - my average in manual mode was 6.8mpg, while the computer turned in 6.3mpg. I hurt my elbow patting myself on the back. I'm better now, thanks for asking. If I got another truck or two, I'd probably run auto trannys because finding a good, careful driver who'll take care of equipment seems to be an industry-wide problem.

 

I have become convinced that the brand of OEM engine along with their own auto shift is the ideal setup. Volvo/Mack do exceptional with the Volvo auto shift, especially the details I have read about the Mack and the mDrive trans by Volvo. Has me interested in considering the Mack in the future if I am in the market for another truck. The Detroit trans is a pretty darn good auto shift behind the Detroit. Eaton claims that they have a similar thing going on with their auto shift and the Cummins ISX, but Eaton has lost some ground to the Detroit and Volvo auto shifts. Allison is its own thing, being a true automatic trans and not an auto shift, and I really like the possibilities and flexibility of their TC10 automatic. It has one feature that none of the others have, in that it can be spec'd with a internal braking feature that compliments the engine brake. I used a truck with an Allson for a when I lived in Alaska, and that internal transmission braking along with engine brake would really hold well on a big hill. But, when I last checked a few weeks ago, they are having an exclusive thing going on with Navistar. So that one is going in behind the Maxxforce 13. That may prove to be a losing idea, but time will tell. Kind of a similar deal that Eaton has going on with Cummins.

Anymore, it is best to stick with the trans that was designed around the engine it is normally behind. They have to talk to each other. It has become a proprietary game now. Kind of reminds me of the early days of personal computers, which has come full circle and back to the proprietary game again, and not much different than what we have had to deal with in regards to cars and pickups. Truck OEM's are solidly moving in that direction.

 

The only thing i don't like about the M-drive is that they put the controls on the dash.

 

Auto-shift or automatic?
I drive an auto-shift (has a clutch pedal) and don't have a very high opinion of that set up at all.
The company is phasing them out in favor of full autos because their nothing but trouble, I have a different name for them....just delete the f and you'll se what I think about auto-shift.

 

The 3 pedal auto shifts were the first ones, and they are not the best thing going. Technology has changed a lot since those came on the scene. Newer model auto shifts have ability to "learn" the load, terrain, etc and adjust shift points and gear selections based on a lot of variables, even skip shifting when it can be done efficiently. Was watching a test drive on the Detroit DT-12 and it skipped up to 3 gears on down grade shifts sometimes.

 

That would be nice,the Eaton Fuller 10 in my truck skip shifts downhill too though.
Skips right to neutral and won't go back into gear!
The other thing it likes to do is lock itself in 6th or 10th gear ,the only way to get it out is to stop the truck get out and shut the battery power off so the computer will reset.
That's real annoying when you just pulled away from a green light in traffic.

 

Personally, I prefer the Allison, if spec'ing an auto trans. In the Delmarva, you should have zero problems. One important thing to spec with the Allison is a transmission temp gauge. They slip if they get too hot. They do pair very well with a Detroit motor, and most Detroit shops are also Allison shops.

Used one offroad in an oilfield truck or two. Absolutely bomb proof, but make sure to spec plenty of horsepower with it if you will encounter any hills. The Mack I drove with an Allison only had 400 hp and that thing would just bog right down on a decent climb when loaded.