How to recover from a miss shift downshifting

Oh...and yeah I actually read it.

 

The OP should follow this advice....very thorough

 

Practice shifting back and forth for each gear when you have the time/chance.

When you are just easing along somewhere with no traffic behind you; practice down shifting a gear right after you upshift. Just spend some time shifting between those two gears. I think it will help you get a feel for the engine sound, road speed, or tach for what gear you want to be in or go to next.

Lower gears are more tempermental and less forgiving. The more you do it, the faster you will pick it up, so try and put yourself/truck in that position whenever you get the chance.


Especially if your a company driver with some time to kill driving on the interstate as you dont pay for fuel. . Take the next exit and try to downshift every gear on the exit ramp. Get back on and do the same thing on the next exit. Not too often, but a little bit here and there

 

My ultimate combo would be a 7CZ mated to a 14210c(.86 option) with 2.64 direct. I would retard the timing and torque management early in the gears until I reached the upper speed. I would have methanol injection to keep cylinder temps down until it was no longer necessary.

Once I was on the highway I would choose a gear that would keep my rpms around 1k when cruising at 90 mph or less (this is with a modified high flow pump, increased line pressure, big cooler). I could hit 130 mph in the desert and get incredible fuel mileage). If the rpms were too low I would switch from a 24.5 tall to 275/80 22.5 to up them a little. Seems the most practical approach, do you concur?

 

Skip 2 gears.... end of story...

 

Three easy steps:

1. Come to a complete stop.
2. Set your parking brake.
3. Walk back and pick it up.

 

No, again, read what I wrote. You said you did, but apparently didn't because the first ####ing thing I said was that would work IF HE WAS DRIVING A 10 SPEED EATON. If he's not then logically what I said wouldn't be correct, would it? Learn to comprehend what you read, since you claim you read it. I gave him the shift info that SOMEONE ELSE IN THIS THREAD GAVE HIM, considering the 10 speed Eaton is the most common big truck tranny on the road today.

And many times at 35 my Eaton 10 speed slid into gear. .

 

During calm peaceful moments you need to note which gear is appropriate for each speed. My last Volvo, for example, conveniently seemed to match road speed/gear in 5 mph segment. For example, I staid in the same gear from 25-30 mph. Your truck might be 20-25mph for a particular speed on the speedometer.

You really really need to know what is the normal RPM range in low-range and RPM range in High-rane. You also need to note from speed A to speed B I use this gear. I suggest you first learn the speed/gears for high-range because those are the ones you'll spend the most time driving. After you know those, add the highest low-range gear, and on an on.

You are going to shift a thousand times per day. You don't need to analyze every gear shift like a CSI technician. Analyze the easy gear shifts at low-stress times until you see the pattern. Use the patterns and recommendations you read here as a place to start to leanr your truck's pattern.

As always, I also recommend you go around intersection corners at the same low & careful speed in the same gear. That way as you approach an intersection corner you aren't having to guess when/what/how to do something you already know when/what/how you will be shifting. And if something happens, stop, ignore anyone's frustration, and start over from a stop. Making somebody wait10 seconds will not cause the universe to explode. Rookies are too worried about making ANYONE, ANYWHERE wait. Eff 'em. Be safe and careful. They won't die.

 

I've edited and deleted some posts in this thread. If you want to argue, argue your point of view. Don't let the argument deteriorate into personal insults.

 

Wasnt aware of any "personal " insults here. Was there some?