Because you HAVE to double clutch a heavy truck transmission? That's the most hilarious load of BS I've heard in a while. Just because your boss prefers you to double clutch doesn't mean it's the only way to shift. I pulled unbaffled hydrochloric acid Super-B tankers (140,000 lbs gross) for a while, and gently floating the gears was the best way I found of controlling the slosh. When I sold my Western Star at 800,000 kilometers, the 18 speed transmission was still in mint condition, and the clutch was just starting to give out. Which didn't surprise me, after spending all its life lifting 140,000 lbs loads in often times soft ground, and absorbing the driveline surge of unbaffled liquid tankers.
The only truck I ever double clutched was an old Ford tandem with a 429 gas and 10 speed. That transmission just didn't like to shift any other way.
I personally don't care for autoshifts in heavy trucks. The Volvo I-Shift/Mack M-Drive is bearable, but the Eaton 18 Speed autoshift I ran was way too slow to shift and took forever to get up to speed. In soft conditions with a large load, the computer just can't keep up to what's happening and can't shift accordingly.
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Today's Featured Article - Third Brush Generators - by Chris Pratt. While I love straightening sheet metal, cleaning, and painting old tractors, I use every excuse to avoid working on the on the electrics. I find the whole process sheer mystery. I have picked up and attempted to read every auto and farm electrics book with no improvement in the situation. They all seem to start with a chapter entitled "Theory of Electricity". After a few paragraphs I usually close the book and go back to banging out dents. A good friend and I were recently discussing our tractor electrical systems when he stated "I figure it all comes back to applying Ohms Law". At this point
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