th2013:
ROG:
I could be a bit off the mark here but I reckon most do a course over 5 days with test on day 5 with a first time pass rate around 50% ?Is that 1-1 or 2-1 ?
Both
try to keep it above the belt peeps 
I asked a question about things that have changed from when I took my test in 2000 to now such as the gear exercise being dropped etc… but its morphed into a discussion about how the system of awarding lgv licenses could be improved. there have been a lot of very sensible opinions, but remember all, the discussion is purely academic, nothing is going to change as a result of what we suggest, its just for fun!
I can’t resist tho dean, you’re absolutely right! no examiner is going to sit with a candidate all week for £115, I wouldn’t, would you?
however, the examiner does not pocket the money we pay for the test. we pay the money to the dsa and the dsa pay a salary to the examiner. and he does as he’s bloody well told! if his boss tells him to sit with one driver all week, that’s his job, he probably ain’t gonna be too chuffed about it, buts that’s his job.
IF this system was ever introduced, I would imagine each examiner would have a dozen or so candidates and would be alternating between them making assessments ongoingly.
There is no way that any one test can completely prepare anyone for driving the wide variety of vehicles that we get put into in our workplaces. Back in '09 I took class 1 and 2 tests in a pair of series 1 volvo fms, one rigid and one artic, both very similar in spec eight speed manuals. In my first lorry driving job, the lorries I was driving were completely different to these, but it was just a case of feeling my way around these until I was comfortable with each one of them.
As for the difference between driving auto and manual lorries, it seems that there is an apparent misconception that autos are just push and go machines. In my experience this is far from the case, and could be better approached by treating them as if you were telling the gearbox how to behave with your right foot instead of your left foot and hand. For those of you who have experienced trouble in pulling away from roundabouts, and rolling into them without stopping, a lot of manutronic gearboxes only choose a gear after an input from the throttle and only change gear as fast as a really quick manual driver. A good approach to rolling onto a roundabout is to slow a little more than you would think necessary, and about 50yds from the roundabout tap the throttle to prompt a new gear selection, but not enough to make the gearbox re-engage it’s clutch, then when you are ready to pull away smoothly press the throttle down again, which will ensure a smooth and speedy entrance to the roundabout.
A lot of this can depend on how well the gearbox is mapped to the engine (certainly in the MAN tipmatic system) and they can be very sensitive to how much throttle is applied - often kicking down when throttle is exuberantly pressed, which leads to a frustrating lack of progress along the road.
I’m at my happiest in the foden I’m currently driving, with it’s 16-speed manual, 420hp ■■■■■■■ engine and loud exhaust.
All of which is a bit hit and miss and not much use to someone on a test :-/
I’d disagree. The key to success in the test is down to the preparation beforehand, ie. Know the rules & know your truck.
There are a lot of people who really struggle with the auto gearboxes, but if you’re in the same truck, outside of a breakdown, it will always respond the same way. The advice I gave was just a little heads up for those preparing for a test.
Maybe you should try reading the long post before trying to shoot it down next time, or even offering something helpful yourself.