Eaton 13 gear change order?

[Herbdog]

G'"day fellow truckers,
Just wanting to know the correct general order for gear changes with the splitter high low?

Should I go through all the lows i.e. 5L, 6L, 7L, 8L then all the highs 5H, 6H etc or is it more correct to split each gear i.e 5L, 5H, 6L, 6H, 7L, 7H etc.

I understand that topography influences best gear, just after general guide.

Thanks

[Fury6]

To shift through the full sequence in order you would alternate between L & H splits. So, on hitting 5L (this is 5th direct), your next highest gear is 5H (this is 5th overdrive).
[edit]

The trick to understanding this comes from the name of the selection ranges. There are two ranges in this gearbox - low range, comprising gears 1 through 4 in the main forward speeds; and high range, comprising gears 5 through 8.

In this box, gears 5 through 8 also have a set of splitter gears. These are overdrive ratios that fall in between (or 'over') the main gears, effectively 'splitting' them. These are labelled as 'H' while the main gear is labelled 'L'.

Sometimes the main and split gears are referred to as 'direct' for the main gears and 'overdrive' for the split gear. So 5L would become 5th-direct and 5H would become 5th-overdrive.

This is completely separated from the low-high range gear-set selection, the change from low to high isn't specifically indicated in the nomenclature but rather only implied from the gear name itself. In this box, gears 1 to 4 are in the low-range set and are only accessible with the range selector in the 'Low' position. Gears 5 through 8 are in the high-range set and only accessible with the range selector in the 'High' position.

[Rookie-31st]

Split each gear. However, staying on L only or H only works fine in this game. I used Eaton 18 for some time and was even jumping over gears i.e. 1L>3L>5L>7L>8L>8H. I finally switched to Alison 6 because of this.

[Herbdog]

Thanks all appreciate info!

[vernongt47]

It's fairly optional. I used the ET13 for a while and used irt like this:

1-2-3-4 Range 5L-6L-7L, Split 7H, split 8L, split 8H. and sometimes jumpefd a to just even numbers and so on.
Just remember to PRE-SELECT your Range switch before you change.

As for you splits, you choose how in settings. I use clutch or throttle that way when I split (going up) I just lift the throttle. Coming back down or if you are in cruise control, you need to use the clutch just to activate the split.

Got it?
Cheers.
Vernon

[Fury6]

Originally posted by vernongt47:

It's fairly optional. I used the ET13 for a while and used irt like this:[...]

Actually, it's *never* optional. You can *never* run through the low splits and then go back to run through the high splits.

Since you didn't quote, I'm assuming you're answering the OP. If you're answering myself or rookie31st then I agree, no real-world driver is going to shift through all speeds of a range/split gearbox at all times, it's up to the driver as to how he wants to skip gears which he will do with consideration for the particular truck and load combination - but that wasn't the OP's question.

[room217au]

Fury6
A Road Ranger 'box would change that way.
When you're dragging 80tons, you will use every gear lol

[Fury6]

Originally posted by room217au:

Fury6
A Road Ranger 'box would change that way.
When you're dragging 80tons, you will use every gear lol

You're not reading what I wrote. When you're driving empty, no will not use every gear, not likely even on a 9 speed, let alone an 18.

[room217au]

With small loads I never used the bottom 6 on my MB.
The other point was Road Rangers do traverse one set of low gears, then change ranges and traverse the same gears. Gearing used depending on road surface, traffic, weather .. It's not always just load.

I'd like to hear from those who use the shifter devices and find out if the RPM is as savage as in some trucks in the real world as in not letting you select a gear outside of the sweet spot.

[Fury6]

Originally posted by room217au:

With small loads I never used the bottom 6 on my MB.

I'm assuming you're concurring with what I've already intimated, then.

The other point was Road Rangers do traverse one set of low gears, then change ranges and traverse the same gears. Gearing used depending on road surface, traffic, weather .. It's not always just load.

I've said nothing to the contrary. I invite you to explain where I've made the assertion both that one would do otherwise and that the load is the only thing to be account for.

I'd like to hear from those who use the shifter devices and find out if the RPM is as savage as in some trucks in the real world as in not letting you select a gear outside of the sweet spot.

With the 'Advanced' shifting option enable and synchronised shifting configuration parameter reset the engine vs transmission RPM differential tolerance is pretty tight, whether the clutch is depressed or not. To the point that I would complain that it needs to be a little bit wider.

Actually, rather than widen the tolerance, I'd prefer to change the way it actually works - a little.

Assuming the synchro parameter is reset, the way it works now is:

Clutched shifts - The RPM must match fairly precisely for the gear to engage, which engages on both rising and falling engine RPM. A fixed pitch gear thrashing sound plays while the gear has not yet engaged, the pitch does not change with changing RPM differential. You can engage the gear by revving the engine up to the match point until it engages but you can't let the RPM climb too rapidly else it will go right by the match point without engaging.

Floating shifts - Nothing changes except the gear will NOT engage on rising engine RPM, you must over-rev the engine above the match point and let the RPM fall to the match point (or hit the match point precisely) for the gear to engage. You can't engage the gear only by revving the engine up to the match point, it will just go right past it without engaging regardless of the rate.
--

The way I would change it is to maybe allow the gear to engage on both rising as well as falling RPM for both clutched *and* floating shifts and making the clutched shifts more lenient with the match-point tolerance, then making the gear thrashing sound change with the RPM differential. The closer you are to the match-point, the slower the thrashing gets.

[room217au]

yep "sweet spot"
Differs from box to box sometimes even in the same model. And then there's clutch brakes.
"skip gears which he will do with consideration for the particular truck and load"
There's more to it than that. Anyhoo, have a nice day.

[Fury6]

Originally posted by room217au:

yep "sweet spot"
Differs from box to box sometimes even in the same model. And then there's clutch brakes.
"skip gears which he will do with consideration for the particular truck and load"
There's more to it than that.

Yeah I guess you could take it that way but it was a general statement, I wasn't going to bother listing all the things you might take into consideration and I didn't preclude any other considerations. It should have been clear that I wasn't asserting that load was the only one.

Perhaps I should have said "skip gears which he will do with consideration for a number of variables such as the truck he is driving, the load he's pulling, etc".

Oh I forgot to point out - if you *do* have the synchro parameter set (the default condition) then float shifting remains the same while operating the clutch completely ignores RPM mismatch.
--

Anyhoo, have a nice day.

Cheers mate, hope you have a great Christmas.

[Stoneslinger76]

Originally posted by vernongt47:

It's fairly optional. I used the ET13 for a while and used irt like this:

1-2-3-4 Range 5L-6L-7L, Split 7H, split 8L, split 8H. and sometimes jumpefd a to just even numbers and so on.
Just remember to PRE-SELECT your Range switch before you change.

As for you splits, you choose how in settings. I use clutch or throttle that way when I split (going up) I just lift the throttle. Coming back down or if you are in cruise control, you need to use the clutch just to activate the split.

Got it?
Cheers.
Vernon

WOW, WTF,

1-2-3-4 5H (direct)- 5O (overdrive) 6H, 6O, 7H, 7O, 8H, 80 (80verdrive is 13th)

If you worked for me and "preselcted" range or OD I would fire you imedialty, (wondering why I hired you in the first place and how you made it thru the road test)

NEVER pre select, it damages the transmition in real life.

When shifting a 13spd, use range or OD buttons/knob/handle just before the shift, 1/2 second or less just before shift point no longer, its the same for 18's 15's 12's 10's etc.

To swtich 4th to 5th move the range button up just before shift, release throttle, clutch shift to N allow range to change then, clutch shift to what was 1st its now its 5th, release clutch apply throttle.
Then once in 5th again just before the shift move the shift nob to OD (1/2 second or less before shift) remove your foot from the throtle, let it shift, reapply thottle. To go to 6th just before shift return OD to DIR, release throtle clutch shift N clutch 6th throtle, rev to govener, just before shift switch to OD, release throtle, let it shift to OD, apply throtle...
Repeat the process to she dont go any higher

You can skip some of the OD depending on you weight, even when empty you probably dont want to skip anything other than 5O.
Ahh the memory of my ol 6-71's never stop shifting

[Dragon of Luck]

Originally posted by vernongt47:

NEVER pre select, it damages the transmition in real life.

Well, Eaton says in their manuals to pre-select the range.