Downshifting

While everyone has to find their own comfort zone in shifting--I personally find downshifting much easier double clutching--but that probably has much more to do with the transmissions I started out on.
Now as to the OPs question--FIRST--as always--relax--do not overthink it--and remember--you shift gears to match the engine speed with the transmission speed--so you may be slowing down too much to just drop one gear--it isn't unusually in a newer high torque low rpm motor w/a heavy trans to skip a couple going down--if you were at hi way speed(say 65)and You scrubbed off to 40--while you may have been only 1 gear down from the big hole at 40 going up--you could easily be 2 gears down at 40 while slowing--and remember--if you are slowing speed--chances are as you are trying to downshift you are still scrubbing off speed at a higher rate than you realize....so as many have posted--listen--your drivetrain WILL tell you once you get used to it--so again relax--you'll get it

 

If you're trying to downshift by using the tach and double-clutching, you'll hit it just right about once every hundred tries. Using the tach is fine, and using the clutch to get it out of the higher gear is fine, but you need to "feel it" into the lower gear. With practice, you'll be able to tell when you're close to the right RPM, then a light touch to feel the gears, then raise or lower RPM to complete the shift.

"Hammer166" gave a good description.

 

I guess everyone is different. I can feel it in but if I want a perfectly smooth and silent shift, I use the clutch. I wouldn't ever advise a new guy to float a downshift. If he makes a mistake and wrecks the trans it might well cost him his job.

Anyway, to answer the original question.... go to the Eaton Road Ranger website and look at the specs for the transmissions....I think you will see there is ~30% difference in the ratio of a lever shift (2 gears, i.e. no splitter). So when you're downshifting, increase engine speed by 30% as you pass through neutral and you will have a smooth and silent shift you are looking for. For example if you're climbing a hill in 13th and you choose to let your engine lug down to peak torque at say 1200 RPM, if you execute a lever shift (double down) your engine speed should be ~1500 to get into 11th smooth as buttah.

Hope that helps. A dozen different people told me a dozen different ways to shift but I ground until I learned what the ratios were.....then it just made sense.

 

After checkin out your original post a second time I see whats the matter. Speed, Rpm's, forget about that! Clear your mind.

The problem is loss of too much speed before you downshift. A truck can be down shifted going 70 mph if its the next gear down. Your waiting too long to down shift.

Next time out, go all the way to 13, keep a steady speed with hand on the shifter. "Forget about the clutch and I mean it."

Now breathe and relax

Pull the truck out of gear as you are letting off the gas

Now breathe theres plenty of time dont panic

Place the stick at the next lower gear while beginning to accellerate and apply light pressure but dont grind it.

Think in your mind how much faster the engine would be turning since im dropping a gear but not slowing down. Rev to that amount, it will fall right in.

If you cant understand everyones advice and make it work get in the truck with someone who can teach you.

Let them put their hand on top of yours and let you feel the truck. Dude if your watching the dag gum rpm guage and speedo your doing it all wrong. Its not complicated.

 

Oh lord, I doubt any of you know what a chrome top eaton 13 speed is. I would suggest leaving it in medium. I don't know about the new ones. There is low, direct, & high on the shifter. Your just going to have to learn. Feel the motor. It will tell you when It wants another gear. Sounds silly, trust me. Trust your truck. In mountains you miss a gear, it ain't pretty. On the upside you stop, on the down side, you die.

 

When all 3 positions were on the head.

 

First thirteen I drove had the range shift clamped to the stick, and the splitter in the knob. It was a good thing that truck didn't have a fan clutch, otherwise the gear whine would have driven me nuts...

 

Before those the range and splitter were on the head a 3 position selector dont split from od to low range Bad.