Contract Freighters, Inc. - Joplin, Mo.

Whats so hard about up-shifting ? goose it up to 1500 and one -two Clutch-nuetral -clutch -gear Unless no clutch float still 1500 rpms !

 

Nothing at all if you've got years of experience. I'm still a new guy, and sometimes I don't pay enough attention to truck speed and engine speed.

 

thats my problem, don't pay attention to truck speed and I clutch faster then my leg can go, so in a sense I am floating gears, since my leg can't get to 2nd clutch inwards.... and I am still trying to get used too the gear shifter, not used to it being on incline towards you, used to shifter being str8 upwards...

 

Maybe your trying to shift too soon or too late , make darn sure your looking at that tac, clutch and nuetral all at the same time say to yourself "one-two" same as clutch and gear just like walking,think of your leg as a bouncing yo-yo on the clutch , make sure your shift is between 1500-1000 or it will scratch , the timing is never diffrent no matter what gear your in or going to upshift too.Almost same principal with downshifting "I-E" clutch,nuetral"one-two" fuel to 1500 rpms clutch gear "one-two" Also , alot of people when downshifting push in the clutch and then watch to see there rpms drop to 1000 and then think that that is the correct engine speed "WRONG" the tac must read 1000 rpms with the clutch out alot of people make this problem thus making there shift grind, If your clutch is out and your tac is reading 1500-1700 snub brake a little or let the road slow you down to the proper 1000 rpms to make a smooth downshift. Clutch nuetral all same time, same as clutch gear . Goodluck bro , you will get the hang of it no doubt .I still have a little problem on gear recovery especially when coming off of an off ramp iam either going to slow for the gear i try to downshift too,but now that iam no longer in school and have the cdl i can now just coast to a stop sign

TopFlights~

 

When I was training, we had a fleet of old JB Hunt International 9200's from their defunct flatbed fleet with Cummins M11's/9 speed and Peterbilt 377's with Detroit series 60's and 9 (one had 13 speeds) speeds. I had trouble driving trucks with Detroits vs trucks with Cummins because the RPM's on cummins engines seemed to drop like a rock while Detroits seemed to take forever to drop RPM's. I got used to the Cummins, made quick upshifting much easier. I found that the larger N14's at Stevens dropped RPM's just as fast. Though the fast RPM drop sometimes made downshifts a little tricky.

Hows it going TopFlights?

 

ok jumping on this CFI thread, went to the dmv and took all my tests and got a permit issued, i missed the 2 year grace period of not having to re road test by 6 weeks so now i have to road test again. i had my license for 9 years before letting it go back to a class C. would CFI condisder me a hire and put me through finishing only, or a refresher type course ?

 

While what you are saying does have merit where some companies are concerned...because some recruiters begin to lie the second their lips move. However, rest assured that the recruiters at CFI will not lie or paint an inaccurate rosy picture. It is not permitted by management, nor is it a part of the company's culture. I have been with CFI for over 7 years, and I have never been lied to or misled by anyone in the company, from the recruiters all the way up to the CEO.

Again, what you have said has much merit where other companies are concerned....however (there's that word again)....

CFI has programs that require some payment by the student....however (that word again)...the student has "absolutely no contract to sign", and no financial obligation to the company if he or she leaves after the first dispatch.

CFI is a company of a different kind. CFI is honest with their employees, pays us well, and treats us well. In fact they go beyond the accepted standards of treatment...way beyond.

I might point out that I am a "finisher" for CFI... other companies call them "trainers".