Automatic vs manual transmissions

Slow mover... You can take your auto, your crazy inflated sense of self and knowledge, and shove it all right up your automatic ###.

 

Well, that pretty much ends this thread.

 

That's too bad.

Ive always wanted to point a Automatic that wont quit dead straight down say Sideling Hill and see what it does. Set the speed cruise at 70 and let her go.

We'll see how good those jake brakes are then.

I don't recall the RPM ranges needed to generate enough Jake to hold 40 ton down 8% at 70 anymore but it's up there.

 

Not sure what your point is. But auto or stick (with stage 3 active), they're both going to crash if you set the cruise at 70 mph on a 3+ mile long, 7+ percent grade with 80k gross. Let's be fair in our criticism of autos.

But in my auto, I'll go down Cabbage at 80k, faster than others and never touch brakes, while others are on brakes 10-20% of the time to keep speed in check at even their lower speed. Hard to argue [if you're honest] with that fact that in some regards, newer technology just works better than older technology.

 

I like the 12 speed automatic in the Volvo, it chooses which gear to take off in and skips gears on its own.
It was a perfect setup.
Now Freightliner and International wants to go through every gear and coast in neutral going downhill, all they do is constantly shift shift shift.

 

DT12 in 16 Cascadia Evo that I drove skip shifted. The downhill coasting is real, but sure never caused me problems.

My only complaint with that DT12 was if I drove before tranny oil was warned up it would miss shifts but once the oil was 85 degree or above, no problems.

Decently Strong Jake, integrated very well with cruise control, I loved that setup.

 

I was told you use the regular brakes to get downhill. You use the engine brakes to go downhill faster ! So the stronger an engine brake is, the faster you can go and less regular brakes you need.

That's how you work with the automatic transmission. Your using technology to go fast, or no regular bakes needed. Your leting the engine and transmission give you more engine braking power by the transmission dropping a gear and raising the engine RPMs to 2200. That's something I never would have done in the past. If you need to pull the trailer you just step on the pedal and the automatic will downshift and pull.

Drivers that are using the engine brake to get them down the hill feel out of control, I think because they use the engine brake in the winter to get downhill also and that when the problem start. When the automatic drops a gear or two it to much braking power for snow covered roads.

 

Wrong. You obviously haven't driven the current generation DT12 paired with the Detroit engine so please don't make claims you know nothing about. Mine will take off from a stop in 4th or 5th, if the weight and grade allows for this, or it will take off in 1st when it needs to. And it will skip at least 2 gears in some situations going up, and I think I've seen it skip 3 gears going down if slowing fast enough. Just depends on the combination of engine brake stage selected, vehicle weight (determined from bag pressure) and incline of vehicle, and position of throttle.

 

I bet a lot of drivers like the engine brake to engage simply by taking their foot off the fuel pedal.
I know I do, heck I like the jake brakes to slow me down a few miles an hour going downhill without touching the brake pedal.

Your snow and ice covered roads theory is very strange.

 

If you use only your service brakes on downhills, your bound to eventually overheat and glaze them, and then you'll get firsthand knowledge of an escape ramp. If you're lucky.