IMO, most of the comments carry weight. I’m suurprised no-one has thought about what happened before the reasonably recent change to training with at least 8 forward gears.
Many years ago I used a 4 speed for training, then 5 and 6 speed more recently. How did all these drivers manage?
In a perfect world, drivers would be trained in each vehicle before being let loose. Time that was enforced. I wonder if airline pilots are just thrown the keys and told to get on with it?
I like Elmet’s comment that the trainer should make life as easy as possible leading up to test. But I’m sure he agrees that further training, in some shape or form, is essential once the newbie is out there doing it. The reason I don’t use a splitter is that local examiners made their feelings very clear from the outset i.e don’t like them. I know that shouldn’t matter - but welcome to the real world!
In short, Mr Elmet, you must form your own training policy and you will be known for what you offer. Good luck 
ROG:
This thread is starting to drift a bit so i’ll ask a question -As a NEWBIE who has not long passed a test and been trained in a straight 6 with splitter would it be easy to adapt to a range change (or slapover) if presented with such on their first job
I think it would be easier to adapt from slapover to range change or vice-cersa as they work on the same principal but I stand to be corrected…
when i passed my class one Rog i took it in a straight 6 no splitter and it was W & D 7 week later got to use it my class one that is, was told that will have some with me for the first few nights got in truck was an 06 axor with a slapover gearbox, but no one there to go out with so had to get on with it rang the boss he said start the engine and put in gear just like a car when in fourth and you want 5 gear put in neutral and slap it to you nee and go to 5 and that it do it like you have just done to down shift,so in the deep end 6 pm on a wet Friday night in an artic with a slap-over gearbox 320km later in hub and then back down 320km home did that for 7 months in same truck and covered 92000km + on nights not bad for some one that was never show the gearbox before.
delboytwo:
ROG:
This thread is starting to drift a bit so i’ll ask a question -As a NEWBIE who has not long passed a test and been trained in a straight 6 with splitter would it be easy to adapt to a range change (or slapover) if presented with such on their first job
I think it would be easier to adapt from slapover to range change or vice-cersa as they work on the same principal but I stand to be corrected…
when i passed my class one Rog i took it in a straight 6 no splitter and it was W & D 7 week later got to use it my class one that is, was told that will have some with me for the first few nights got in truck was an 06 axor with a slapover gearbox, but no one there to go out with so had to get on with it rang the boss he said start the engine and put in gear just like a car when in fourth and you want 5 gear put in neutral and slap it to you nee and go to 5 and that it do it like you have just done to down shift,so in the deep end 6 pm on a wet Friday night in an artic with a slap-over gearbox 320km later in hub and then back down 320km home did that for 7 months in same truck and covered 92000km + on nights not bad for some one that was never show the gearbox before.
As i said. Slapovers are easier for newbies. I’m surprised more training companies don’t use them. Maybe they are fixated with the “Scania” brand…
ROG:
That is why the DSA/DFT made the new ruling about the minimum amount of forward gear ratios
Not quite right Rog for once they were on our side they argued against using 8 forward ratios in the UK, as most of ours have straight six box’s, but they lost the argument this is an EU ruling.
As for spliters over range changes and which one is easier to learn in… hmmmm… having asked our trainees in the past the vast majority have little or no problem mastering a range change, and will have mastered it whilst on assessment, we have both switch and slap over.
We do not teach starting off in third gear as this can in certain vehicles not only be detremental to clutches, but if there is evidence of cluth burn will void warranties, I am sure Peter will agree as one of the worst trucks for this is Iveco.
Data Academy:
Not quite right Rog for once they were on our side they argued against using 8 forward ratios in the UK, as most of ours have straight six box’s, but they lost the argument this is an EU ruling.
I stand corrected 
Thinking about it, what you say makes more sense as those over the water use more W&Ds where the prime mover is likely to be more than a straight six so those with C would need to know how to use the gearbox.
Hello , , there are alot of cards out the to be honest and ive tryed most of them. i found this blue card called , its a good card that i can use on the ukfuels network also over the waters aswell.
i spoke to this bloke Jason and he gave me this i have had no issues with the card and get a phone call from him every monday for my price , which is allway good ,i fink his number is also if you recormend a m8 to this card you get even more disscount .
give it a try fellas
The new driver has a lot to learn after passing, there is pressure from the traffic office, the loaded vehicle handles differently, the gearbox will probably be different and the load needs securing.
The HGV test used to have a gear changing exercise and the driver was already up to speed with the vehicle, loading methods and operating pressures because he had been taught on the job by an old hand
We do not teach starting off in third gear as this can in certain vehicles not only be detremental to clutches, but if there is evidence of cluth burn will void warranties, I am sure Peter will agree as one of the worst trucks for this is Iveco.
Sorry but I don’t agree this time. Been running Ivecos since 1997 and had NO clutch problems at all. Currently teaching 4th gear move off - including uphill. No clutch slip required - that would clearly be wrong. Normal sequence is then to 6th then 7th. 8th gear at 40 mph. If the wheels are moving - no matter how slowly, 5th gear. One clutch replaced at 130,000kms on a 55 plate recently. Use 3rd for move off with trailer.
It all goes back to making life as simple as possible. Given that we are forced into using empty vehicles, we may as well have some benefit and move off in higher gears and minimise use of range change.
There are so many variables in the real world that IMO the driver will learn to adapt driving style to suit the conditions.
I’ve heard so many different takes on which gear to set off in (on the flat in an empty) that I now believe there is not one definitive answer…
Gimme a splitter anyday.
In my current job all the trucks have range change and alot of the time they decide they dont want to go into the gear you want and it is always happens at the most inappropriate time 
one definitive answer…
A gear that will allow swift acceleration without any need for slipping the clutch to overcome inertia - - - IMO
Problem with using very low gears is that progress is painfully slow - thus increasing the possibility of slowing down other traffic when emerging into junctions/roundabouts. Also increases the need for gear changing - probably whilst still in the turn (not neccesarily the end of the world - provided it’s done properly. Just something else to teach when there’s already enough).
I await another LGV training provider to perhaps have a different view 
Well, after having my first day in an automatic Daf I can safely say I would rather spend 9 hours driving a greasy stick up my own backside than an auto again. Absolutely lethal. Roundabouts take on a new level of fear you can only imagine. Glad its only a rigid because if it was a wagon and drag I would still be waiting there now. Apparently it has a max train weight of 30 tons! Heaven help whoever has to drive one at that weight. Also engine braking is just none existent causing many wobbley backside monents (for me and the truck) If this is what we will all be driving in 10 tears I might just become a motorcycle courier or lion tamer…its safer!
ROG:
elmet training:
In respect Rog companies should have a induction day or even better induction week.That would be nice but in the real world most newbies on agency just get told to get there and get on with it.
They may get a quick basic induction but nothing like a bit of proper on-road training on the gearbox
I have to agree with Rog here, Ive been down the road of the newbie at the agency being thrown in at the deep end.
My first ever shift was in a 7.5 tonner, I had no idea how to open the curtains, how to put a tacho in (i knew how to fill them in), what the different controls on the tuck did (crapped myself when travelling on the motorway and was messing with the controls on the truck to see what they did, and the cruise kicked in. had no idea what id done lol, and how to stop it). I knew nothing of exhaust brakes. Load securement etc. I asked one of the other drivers there but basically got a balnk stare off him. So off i went, to my pickup, and had to get the goods out guy / forkie to open the curtains for me.
Most companies just give agency guys the keys to teh truck and their notes, then leave them to it.
i drove a slapover today
bloody hell. its harder than an eaton 12 speed to use. i would rather have a range change
Warren T. Claim:
Interesting post. To put the cat amongst the pigeons I would like to say from a newbies point of view I find slapovers a lot more natural…
Really? Personally I find the “slapover” method of selecting the range an absolute abortion… It’s way too slow to switch between ranges - especially in modern-day traffic flow and particularly when climbing steep hills loaded…
Warren T. Claim:
Class 2 training vehicles should only need 8 gears still but not with a splitter, they are too uncommon in real life class 2 driving.
Not so… The last three “real life” Class-2 vehicles I have driven (HINO, FODEN, DAF) all had 16-speed boxes… The Foden and DAF were 4-over-4 with a split on every gear. The HINO had the awful “slapover” with a split on every gear - its splitter switch being where you normally find the range-change switch on a 4-over-4.
Warren T. Claim:
Class 2 training vehicles should only need 8 gears still but not with a splitter, they are too uncommon in real life class 2 driving.
Sir LANs-a-lot:
Not so… The last three “real life” Class-2 vehicles I have driven (HINO, FODEN, DAF) all had 16-speed boxes… The Foden and DAF were 4-over-4 with a split on every gear. The HINO had the awful “slapover” with a split on every gear - its splitter switch being where you normally find the range-change switch on a 4-over-4.
Slight confusion here me thinks - I think Warren T. Claim was referring to the straight 6 box with splitter 
ROG:
Warren T. Claim:
Class 2 training vehicles should only need 8 gears still but not with a splitter, they are too uncommon in real life class 2 driving.Slight confusion here me thinks - I think Warren T. Claim was referring to the straight 6 box with splitter
Looks like he said eight gears to me…
Sir LANs-a-lot:
Looks like he said eight gears to me…
Perhaps I read it different - I took the 8 gears to mean a range change or slapover as opposed to straight 6 with splitter (12 forward gear ratios)
Oh well, soon find out when he sees this 
ROG:
Sir LANs-a-lot:
Looks like he said eight gears to me…Perhaps I read it different - I took the 8 gears to mean a range change or slapover as opposed to straight 6 with splitter (12 forward gear ratios)
Oh well, soon find out when he sees this
Yes Rog, thats what I meant!!! You were right!