Driving an automatic on icy roads and taking off on hills?

Been few days since I've reviewed all the discussions. I really appreciate the add-ons to all of us that are driving heavier loads in this high grade barely two lane Mt Passes.

I have mentioned before that my regular loads are 103,000-110,000 GVW. I'm in a 2025 Kenworth W990 with Automatic TX-18 transmission. Before I got this rig in March I was in Manual W900. All our trucks are 300" or more wheelbase with push axles, belt trailers are 53' with 4 axles (last being steerable tag).

Lots of two lane Mt Passes, worst being on US-50 between Austin and Baker NV. 5-10% grades.

The weight of our loads almost absolutely necessitates the use of "Manual" mode and engine brakes all the way down those steep and sharp switchback downgrades. I always, dry or wet start at the top barely doing 15-20 mph (speed limit is 50-70 depending on section)....... And crawl off keeping speed at about 25 or less all the way down. Barely ever even touching the brakes. Start slow, in right gear and Jake setting for the speed I want and the conditions ....... Because in those corners that are 35 mph or less, it's tight, often blind with barely enough room for two semi's to pass each other by a few inches.....and those are also the ones that often you can get a surprise on the other side of deer, elk, a 4 wheeler spun out and in your lane, or a empty van trucker hauling ### up the other side who comes into your corner too fast for the corner and can't stay in his lane!

I learned it's better to be slow enough that I only need very little braking to get stopped in those "surprise" moments (whether slick spot, wildlife, other drivers, or a wreck) that I maintain control of my vehicle easily..... Like I mentioned before I drove full time as an Engineer/Paramedic in heavy ### fire trucks for 25+ years in very bad weather conditions on steep grades (including going down the 12% grade of Suncrest where our station was on the top of the peak down into Draper UT) where if I had choice I never would even get on the road..... I tested how the rig responded with no engine brakes vs using them and service brakes when needed. After years of trial and error I always prefer the combination and never ever again "turned the engine brakes off".

Since retiring from fire trucks to driving this setup, I've come to know how my rig handles and responds in my specific driving scenarios. And the only time I've had the pucker is coming down off of Austin pass when I first got this rig and the factory settings wouldn't allow Jake's to kick in under 35 mph. Even in manual locked in on proper gear, had to ride brakes way too often at way too much pressure to keep at safe speed without RPMs way above 2000. Got that fixed immediately upon returning to shop! (Set mine at 15 mph)

But like has been mentioned, I'm not saying this is "what YOU must do".... It comes down to your experience, and individual rig, load, knowledge of the road you are on, and personal choice!

There are absolutely no absolutes! So take what you may see here and apply as you see fit. Just don't tell those of us who drive these steep Mt Passes every day with heavier loads than most that your "way" is the only way.

 

Drivers make the machine work, regardless of manual or automated transmissions.

Automated are actually better than manuals these days. 98% of new Class 8 trucks in 2024 came with automated transmissions.

 

Autos AREN'T better then sticks these days.

 

Since the only difference between the autos and the sticks is what moves shift forks, the robot sitting on the shift tower or the meat bag in seat, one could definitely make the argument that considering the average ability of the meat bags, the auto is indeed better in most circumstances!

As previously pointed out, there's nothing wrong with a properly programed auto. The problem with autos resides in a chair somewhere in the edifice that contains the carrier's offices. They aren't perfect, but as long as one can tell it what to do when one disagrees with its decisions, they're perfectly fine tools that reduce driver workload.

 

The automatic have some nice options manual don’t. The Detroit transmission has Descent Mode. You set the cruise control to the speed you want going downhill and the engine and transmission work together to hold that speed.

Stage 3 engine brake is very strong at 2200 rpms. Not many engines with manual will let you go over 1800 on the foot pedal. Maybe if you own the truck can take that limit out of computer

 

As I've tried to explain 4 million times whenever Descent Control comes up, it does nothing different than what a good driver does manually.
It's not some magic that suddenly let's you fall off a hill faster.

 

I'd never heard the term before his post, and was scratching my head thinking "you mean set the cruise and the truck down shifts when needed, like mine does"? I thought for sure I was missing the magic juice part of the "feature", lol.

 

2004 14L 10 speed manual, in a shaker had descent mode. It wouldn't shift itself but it would kick on the jake at whatever you set the overspeed at while using the cruise.
At a dead stop in an autoshift can you put in in the gear you want?
What if you're stuck in a snow drift?
About 12 years ago there was a volvo stuck on a patch of ice only under the right drive tires, with a manual you wouldn't even have spun the tires
Autoshift can be nice in city traffic tho
Autoshift and computers can also make ''drivers'' out of a lot more people..

 

Yes you can select the gear. If you’re trying to do something dumb it will override you. I’ve never been stuck with mine, going into my third winter with it.