Carryfast:
simcor:
dropping down a gear when you are heavyish and know there is an incline coming.^ Yep it needs to be at peak power not peak torque before starting to climb then downshift back to peak power when it falls back to peak torque.
The better the peak torque figure the later that downshift can be and the faster it will climb.SDU among others obviously won’t agree.
This is your finding, from your vast experience of operating vehicles at 44~45 tonne? 
Night-and-day:
robroy:
Ain’t just cars either, a lot of trucks in there hogging lane 2.
Something you NEVER saw once over…car drivers with a truck licence syndrome?That’s exactly what it is, too many people driving a truck that shouldn’t even of considered driving one. Especially since the 60k guff all over the media.
Trucks too easy to drive now that they are auto, test is too easy now especially as can do it in an auto, absolutely ridiculous the amount of princesses that refuse to drive manual simply because they can’t. Places too easy to find now since Google maps ect, long gone are the days of the A-Z. Hardly and interacting with the load so led in a bunk watching Netflix while getting tipped, god forbid put a sheet on a flat. No route planning needed as arse wiped by management and given specific instructions how to complete jobs. Some of these changes are for the good but it has attracted the wrong type of people into the industry and standards have fallen as a result
Not all us young ones are the same lol. I was reprimanded by an office ■■■ earlier tonight for changing a headlight bulb myself, about sums it up. Some of the older blokes at our place who have apparently been there & done it all need their arse wiping, bottom lip comes out if their route changes kind of guys. They don’t like me
Like you mention the media plays a big part I think. Look at some of these clowns on YouTube, need I say more.
Manuals… I wouldn’t have a problem taking a manual wagon out but the fact is they’re getting fewer and fewer of them. Progress… or is it?.
Star down under.:
Carryfast:
simcor:
dropping down a gear when you are heavyish and know there is an incline coming.^ Yep it needs to be at peak power not peak torque before starting to climb then downshift back to peak power when it falls back to peak torque.
The better the peak torque figure the later that downshift can be and the faster it will climb.SDU among others obviously won’t agree.This is your finding, from your vast experience of operating vehicles at 44~45 tonne?
38 tonne when CF was last driving! 
Star down under.:
Carryfast:
simcor:
dropping down a gear when you are heavyish and know there is an incline coming.^ Yep it needs to be at peak power not peak torque before starting to climb then downshift back to peak power when it falls back to peak torque.
The better the peak torque figure the later that downshift can be and the faster it will climb.SDU among others obviously won’t agree.This is your finding, from your vast experience of operating vehicles at 44~45 tonne?
Having to cover around 400 miles between London and Yorkshire without running out of driving time tells me that.
Obviously your vast experience says different so tell us how you’d drive the thing over Loughborough and between Sheffield and Leeds whether at 30t or 60t.
SWEDISH BLUE:
Iveco had 3 buttons on the dash. D N R
Do Not Resusitate 
msgyorkie:
Star down under.:
Carryfast:
simcor:
dropping down a gear when you are heavyish and know there is an incline coming.^ Yep it needs to be at peak power not peak torque before starting to climb then downshift back to peak power when it falls back to peak torque.
The better the peak torque figure the later that downshift can be and the faster it will climb.SDU among others obviously won’t agree.This is your finding, from your vast experience of operating vehicles at 44~45 tonne?
38 tonne when CF was last driving!
16 speed manual and supposedly around 350 of what Mercedes laughingly called horse power from its joke V6 turbo motor to pull a five axle drawbar when the old NA V8 seemed to me to have more.
No doubt SDU wouldn’t even have got coupled up and out of the yard wondering what the third pedal and wierd gear shift lever was for.Let alone obviously knowing how to use the range change and splitter to at least give it a chance on the hills.
Carryfast:
drive the thing over Loughborough
Why would you be driving “over” Loughborough, are you aware the M1 bypasses it?
Carryfast:
msgyorkie:
Star down under.:
Carryfast:
dropping down a gear when you are heavyish and know there is an incline coming.^ Yep it needs to be at peak power not peak torque before starting to climb then downshift back to peak power when it falls back to peak torque.
The better the peak torque figure the later that downshift can be and the faster it will climb.SDU among others obviously won’t agree.This is your finding, from your vast experience of operating vehicles at 44~45 tonne?
16 speed manual and supposedly around 350 of what Mercedes laughingly called horse power from its joke V6 turbo motor to pull a five axle drawbar when the old NA V8 seemed to me to have more.
No doubt SDU wouldn’t even have got coupled up and out of the yard wondering what the third pedal and wierd gear shift lever was for.Let alone obviously knowing how to use the range change and splitter to at least give it a chance on the hills.
Heavens to Betsy Carryfast, what are you waffling on about now?
I’ve hooked up and towed more five and six axle trailers than you could count, as well you know. How many five axle trailers have you towed?
BTW, for the fourth time, do you have a heavy vehicle licence?
I realise you’ve been avoiding answering, understandably considering the expert aura you’re trying to project.
Carryfast:
^ Yep it needs to be at peak power not peak torque before starting to climb then downshift back to peak power when it falls back to peak torque.
The better the peak torque figure the later that downshift can be and the faster it will climb.SDU among others obviously won’t agree.
What an absolute load of rubbish. Anyone who has driven a lorry within the last 30 years and who is remotely competent at their craft will know very well that you do not spin the engine round to peak power either before or during a climb.
Carryfast:
simcor:
dropping down a gear when you are heavyish and know there is an incline coming.^ Yep it needs to be at peak power not peak torque before starting to climb then downshift back to peak power when it falls back to peak torque.
The better the peak torque figure the later that downshift can be and the faster it will climb.SDU among others obviously won’t agree.
CF what do you drive?
Terry T:
Sand Fisher:
What hacks me off are the truckies who seem to think that they dont share the road with others and wont let you back in when the grade starts to work against you. FFS just take it off a few clicks.It’s not really fair to expect an already slower vehicle to slow down even more to assist an ill judged overtake. We’ve all been caught out by inclines on unfamiliar roads but many hills on motorways we know are coming given how often we drive up them.
The worst place for this is that last big hill on the A14 approaching the M6/M1. It actually becomes 7.5t restricted as you start to go up it and almost every time I see clowns attempting overtakes up here knowing they’re not gonna make it and even if they can they’re breaking the law to do it.
Don’t worry though, it’s not like driving in the outside lane of a motorway. It’s different somehow and I’m sure the traffic police would let you off with it.
I think you misjudge what I am saying. If there is a hill coming up I am not going to pull out to overtake if the speed differential is small. But if say you are overtaking three lorries each less than a truck length apart and in front of truck one there is another who pulls out and when you get to near truck 1 of the original 3 the one in front slows down/ lacks umph you want to get back in, so as not to block the road. Neither I nor you can fore tell what someone is going to do 700m in front of you but to me it shows a lack of awareness of an ever changing situation.
I cant be expected to sit behind every darn truck from Kent to Scotland just because someone ahead might pull out. It is only really an issue on a busy dual two carriageway.
Sand Fisher:
CF what do you drive?
The rest of us to distraction?
the maoster:
Sand Fisher:
CF what do you drive?The rest of us to distraction?
I wondered if he drove a DAF, perhaps getting confused with Connor who drives for Howdens. My XF is a nice truck but in horse terms is a flat runner not a hill climber. You have to shift down to manual for that and remember to take on Volvos and Scanias tactically so to speak.
Sand Fisher:
the maoster:
Sand Fisher:
CF what do you drive?The rest of us to distraction?
I wondered if he drove a DAF, perhaps getting confused with Connor who drives for Howdens. My XF is a nice truck but in horse terms is a flat runner not a hill climber. You have to shift down to manual for that and remember to take on Volvos and Scanias tactically so to speak.
It’s a moot point.The principle is the same regardless.Using peak power and not letting it drop below peak torque rpm is the quickest way to climb a hill.
Sand Fisher:
the maoster:
Sand Fisher:
CF what do you drive?The rest of us to distraction?
I wondered if he drove a DAF, perhaps getting confused with Connor .
If you thought CF drove a lorry then you must be getting him confused with anyone else on here. Cars are what he drives now.
Carryfast:
Using peak power and not letting it drop below peak torque rpm is the quickest way to climb a hill.
This makes no sense. If you (correctly) keep it at peak torque then you are not at peak power. There is about 1,000rpm difference between the two in many cases.
