Automated Tranny Pros and Cons

I have noticed at least on the pyrometer that the temperatures are hotter when cruising. Maybe that's just how Volvo does it.

 

When that DPF's burning, you're talking 1200 - 1300 degree temps. Not sure at what point the pyrometer is placed in a Volvo, but it's probably a reflection of that.

 

My truck is at over 192,000 and I've never had it request a parked regeneration. Since the EPA 2010 Volvo engines don't do on road regenerations, as far as I know it's never run an active regen except for one night in subfreezing temperatures when it was idling and kicked into an automatic parked regen. If the shop has run a regen through the laptop I don't know about it.

Volvo system is quite nice when it's working properly lol.

 

Most models of the ultra shift will disengage the clutch on a slight down hill to recoup the potential energy of the incline. This running in neutral down a hill is exactly what every truck driving manual told drivers not to do! This is a pain in the ###. While it might in theory save a tenth of a cent of gas, you will either wear out your brakes or suffer a potential speeding ticket from a cop sitting at the bottom of the hill. Either way it is a hassle constantly hitting the brakes and resetting the speed control when on a manual you can just run up against the jake a keep a steady speed.

Allison makes a true automatic but the new Allison put in OTR trucks now, is a automated manual. It has a torque converter but that is locked up with a clutch shortly after the truck starts moving.

The eaton seldom skips shifts. It is not what I would call sophisticated.

I use it all the time and only hate it slightly less then auto mode.

It depends on the transmission. The Eaton has the main box similar to the manual. But you got an additional computer, wire harness, interface with the engine computer, servos, solenoids, air cylinders, and the new eatons have countershaft inertia brakes also. A whole list of things that can a do fail in addition to the gear box itself.

The Allison, the freigtliner, the I-shift, and the M-drive are all unique transmissions on their own with no manual counterpart.

I don't think their great. Overall clutch and gear life in these automated manuals have not even been good compared to their manual counterparts. They all have suffered computer and electrical problems from time to time that manuals never have.

That is because the automatic transmission was only invented to get the little lady into the dealer showroom and into a new car. The housewife of the 50's needed an automatic to drive a car. Appears some truck drivers now days are of alike mind. Not that their is anything wrong with that.

 

I've had a manual that suffered from electronic issues. The Eaton Lightning 10 speed.

 

I'd lose low or high range when the speed sensor shorted out. Transmission finally blew and Eaton told my boss to not even bother rebuilding it, just get a regular 10 speed lol.

 

I guess there are different kinds of automated manuals... I've been in both Volvos and KWs and none of those even had a physical clutch.

 

The first generation Eaton Auto shift had a clutch pedal. Used for starting and stopping.

They still market it outside of the US.

 

Whew... Thought I was missing a whole peddle.

LOL