Bunnyhopping was a method of making a quick spilt on the same lever position, but I can’t exactly remember if that was only for downshifts, as a clutch brake button was fitted to the bottom of the pedal travel specifically for upshifts.
You pre-selected your next split and moved the stick out of position into neutral and back into the same position quickly, to get the split in faster than dipping the clutch.
It’s all a bit distant for me now , (I only drove a twin-splitter occasionally), but I remember the grin and sense of achievement when making a smart change!
I recall Truck and Driver did one or two features on twin-split techniques (which was where I learnt about bunnyhopping), but all my copies are buried in the attic. Anyone got one to hand?
Haven’t got a copy, but that’s how I was taught - like you said, big grins when it worked My first couple of lessons were in a twin-split (probably why I liked them) but once I passed I was stuck in a Merc with EPS
I do remember that 3rd low down to 2nd high was a ■■■■■■■ to get right when you were fully loaded tho’…
GCR2ERF:
Not familiar with the bunny-hop, do tell!..
Bunnyhopping was a method of making a quick spilt on the same lever position, but I can’t exactly remember if that was only for downshifts, as a clutch brake button was fitted to the bottom of the pedal travel specifically for upshifts.
You pre-selected your next split and moved the stick out of position into neutral and back into the same position quickly, to get the split in faster than dipping the clutch.
It’s all a bit distant for me now , (I only drove a twin-splitter occasionally), but I remember the grin and sense of achievement when making a smart change!
I recall Truck and Driver did one or two features on twin-split techniques (which was where I learnt about bunnyhopping), but all my copies are buried in the attic. Anyone got one to hand?
nearly right , bunny hopping was for up shifts , as by dropping the stick in neutral then back the engine revs would die a lot quicker allowing a much faster change, You could do it on down shifts too but took a lot of practice as you had to blip the accelerator to raise the revs to match the road speed and until you got the knack there was a lot of grinding noises and a lot of curse words.
I do agree with the above, I had a E10 , then an E14 that had the linkage and it was a great box, when I got the Strato with the cable set up it was a nightmare, Why Sudden Accident went that way god only knows, the Linkage set up was proven and worked well
I knew the clutch brake was there but to be honest I drove lazy and kept my left foot firmly out of work once you could judge the revs - the clutch pedal was redundant unless coming to a stop
I am Totally in the “best gearbox ever made” camp - and I like marmite too
I was always under the impression that the Inertia Brake ( commonly called clutch brake) was for nothing more that to stop the gearbox so you could select a gear when stationary without the propshaft trying to leave the chassis center bearings, the gearbox was always designed to be clutchless once moving. the inertia brake only worked for three seconds from when you depessed the button under the clutch pedal, had the please of a twin split today, ahh heaven, however our last ones will soon be retired.
iangam:
I was always under the impression that the Inertia Brake ( commonly called clutch brake) was for nothing more that to stop the gearbox so you could select a gear when stationary without the propshaft trying to leave the chassis center bearings, the gearbox was always designed to be clutchless once moving.
That’s the correct use of a clutch brake,if fitted, on the roadranger too but a lot of people seem to be under the wrong idea that the roadranger was also designed to be used with clutchless changes when moving unlike the twin splitter if it’s correct that the twin splitter is designed to be used using that idea .
iangam:
I was always under the impression that the Inertia Brake ( commonly called clutch brake) was for nothing more that to stop the gearbox so you could select a gear when stationary without the propshaft trying to leave the chassis center bearings, the gearbox was always designed to be clutchless once moving.
That’s the correct use of a clutch brake,if fitted, on the roadranger too but a lot of people seem to be under the wrong idea that the roadranger was also designed to be used with clutchless changes when moving unlike the twin splitter if it’s correct that the twin splitter is designed to be used using that idea .
I believe the twin split was designed as clutch less once moving as the advertising blurb used to talk of Dover to wherever with no clutch use assuming you manage the M25 when its moving.
iangam:
I was always under the impression that the Inertia Brake ( commonly called clutch brake) was for nothing more that to stop the gearbox so you could select a gear when stationary without the propshaft trying to leave the chassis center bearings, the gearbox was always designed to be clutchless once moving.
That’s the correct use of a clutch brake,if fitted, on the roadranger too but a lot of people seem to be under the wrong idea that the roadranger was also designed to be used with clutchless changes when moving unlike the twin splitter if it’s correct that the twin splitter is designed to be used using that idea .
I believe the twin split was designed as clutch less once moving as the advertising blurb used to talk of Dover to wherever with no clutch use assuming you manage the M25 when its moving.
iangam:
I was always under the impression that the Inertia Brake ( commonly called clutch brake) was for nothing more that to stop the gearbox so you could select a gear when stationary without the propshaft trying to leave the chassis center bearings, the gearbox was always designed to be clutchless once moving.
That’s the correct use of a clutch brake,if fitted, on the roadranger too but a lot of people seem to be under the wrong idea that the roadranger was also designed to be used with clutchless changes when moving unlike the twin splitter if it’s correct that the twin splitter is designed to be used using that idea .
I drove both ( fuller 9,10,13 &15 speed ) and rarely used the clutch for either once the oil had warmed up but I consider the twin splitter was slightly the better as it was far easier only having 4 main stick positions .
cheers Johnnie
P S I was taught on a gate change Scammell in the 60s and it was very painful to use the clutch unless stopping or starting as old Cliff who taught me would give me a good crack with a piece of hardwood 2x2 if my foot moved towards the clutch just to change gear and it was amazing how quick you learned
I think they are good I had one in an ERF nice short stick with fast crisp changes, I think the twin spliter is a much refined version or copy of a foden 12 speed,mind you my I shift in my FH is spot on.
44 Tonne Ton:
I thought you were cool,intelligent and sophisticated. Now I find out you’re a recycled tipper monkey! You’ve gone waaaaaaaaaayyyyyy down in my books!
Edit to add; Not familiar with the bunny-hop, do tell!
The bunny hopping has been explained, it was for upshifts only in my book, no need for it on a downshift.
BTW the Rhino was an artic not a tipper, it was an SY283 IIRC, but I must confess to a spell as a tipper driving lunatic, we all have skeletons in our closet
I am an older driver, and the last lorry i drove with a twin splitter was a 400/38 iveco eurotech pulling 13m.6 tilts. The twin splitter is a cheaper more reliable alternative nowadays. And is ok once you get used to it.
Two small footnotes, firstly my 13 speed fuller parts have turned up, so we shall be progressing on the, fit a 13 speed fuller into a 143 scania experiment, which may well take some time yet!, secondly, i had a lad just pass his class 3 test, or whatever they call it nowadays,ring me trying to get some driving experiance as nobody would give him any, so he is joining me tomorrow in the erf with the twin split for his first days driving, which should also be interesting,if not somewhat stressfull for him…
richmond:
he is joining me tomorrow in the erf with the twin split for his first days driving, which should also be interesting,if not somewhat stressfull for him…
Seems strange that there’s no comment from euromat who slags off ERF where this box was commonly used, obviously he’s never driven a proper ‘british’ truck, personally I drove a ERF with this gearbox for 5 years at TNT & it certainly sorts the men out from the boys…
Rikki-UK:
I do agree with the above, I had a E10 , then an E14 that had the linkage and it was a great box, when I got the Strato with the cable set up it was a nightmare, Why Sudden Accident went that way god only knows, the Linkage set up was proven and worked well
Foden used a cable change too, but as for the Strato and cable. I imagine SA found it easier to reroute a cable on a LHD Pegaso / DAF cab than re-engineering a mechanical linkage
Had one years ago in a MAN , thought it was great at the time. Technologys moved on (thank god), not one of these rose tinted wearing , “werent they great” ,"a real mans box"drivers. They were ok in their day, most probably cutting edge stuff . Give me my nice I.Shift now anyday (lazy sod). . Be on here slagging I.Shift off in a few years .
, (I only drove a twin-splitter occasionally), but I remember the grin and sense of achievement when making a smart change!
My first couple of lessons were in a twin-split (probably why I liked them) but once I passed I was stuck in a Merc with EPS 
once you could judge the revs - the clutch pedal was redundant unless coming to a stop
.
. Be on here slagging I.Shift off in a few years