Volvo Automatics

Our Rockwell-Meritor Auto in 2000 model year follows our power needs with the one rule that drives will get power. But one day my spouse slipped her upgrade on ice and jackknifed it spinning tractor style.

I acted very quickly to get the truck settled, thankfully it only took a small jog on the wheel. We were doing about 24 and by the time we finished the drama we crawled out at 8 with the transmission having followed us down to a lower gear appropriate for the situation once traction was back.

Number two also jackknifed. His was a older cabover from the late 70's early 80's era, he got it back but three through seven fell into the canyon in the median. And so closed the highway on that strip of ice.

We found another manual FFE stuck in the ditch a few miles on. He had slid sideways due to crown in the interstate and softly went all into the ditch with his right side wheels. We crawled by in manual mode at 12 with both axles locked.

All in all it did good that day, but it's a relatively early auto somewhat simple and robust for what we did with it as a team.

 

I think, manuals in semis will follow the same route as the manuals in cars, so you better get used to auto. I hear, even the race cars are made with automatic transmissions now. Paddle shifting is easier and more precise, considering other things drivers have to concentrate on (traffic, terrain, weather etc.).
The only drawback, I see with auto manuals is their weight, and the fact that you can’t manually jump over a gear in auto, transmission has to do it for you. Hence the feeling some drivers feel that truck drives them, and not the way around.

 

I haven’t driven one yet that can shift as smooth as a stick shift. The thing I hate about them(there are several) is if you need to backup a foot it jumps 2 feet!
And in a tanker when it feels the load surge while backing up it kicks and bucks!

 

Thats one of the things forcing me to become a God backing in one move once the auto clutch is engaged. Don't stop until in the dock or parking space.

Otherwise bounce bounce bounce bounce bounce. Its flat BS

 

The hill assist is actually great. Stops you from rolling back on a hill. When it is engaged at red light,
you tap the accelerator pedal once to disengage it. You will hear air when it disengages. Also there is a
switch on dash to disengage it, it can be a pain when backing into a dock. Took me awhile to get used to
it.

 

Me: get going.

Truck: No.

Me: I said get going, adds power and floors it.

Truck: Forget it, you exceed company limits of economy. You will be reported directly. Violation such a such of Poohbah Express inc policies...

Me: Sprinkles fuel all over tractor....

Truck: wait, thats not a proper application of fuel...

Me: no its not... har har har...

 

I also drive a Volvo... And this feature as you call it is on of the most dangerous things you can do... By not down shifting through the gears you are completely relying on your brakes to stop you... Instead of allowing the engine to help.

Ive been driving class 8 trucks for a long time, and I can probably count on 1 hand the acceptable reasons to be in neutral while moving more than 5 to 10 mph.

The only reason it shifts itself to neutral, is so it doesnt stall the engine.

I run it in manual mode and dont allow it to go to neutral unless I tell it.

 

Jake's with an auto, awesome. That's the only thing I like.

 

Who says I don’t downshift, or use engine braking ? If you drive Volvo, you know that it’s engine brake is one of the weakest in the market. I would rather use my brakes, than get my engine RPM higher than 1600, which is still not effective. Volvo designers knew of their weak engine brake and installed bigger drums&shoes. I do a lot of city driving in north east and if I have to use my brakes and there’s no time to downshift etc. you #### right I am going to slam on my brakes.