Mr Bean:
makes me glad I have I shift in my unityoutube.com/watch?v=w7d6OZs8cI8&NR=1
Now that must take some getting used too !!!
Can anyone explain how these work■■?
bugcos:
Mr Bean:
makes me glad I have I shift in my unitNow that must take some getting used too !!!
Can anyone explain how these work■■?
Same as a twin split eaton just not on the flick switch 2 sticks The smaller does the 1 to 4 /5 or 6 the bigger does the spliting looks like a low mid high split
just gotta remember 1st into 2nd then where you need to split from low to mid then high
This is an extract from my book about driving a Mack with a quad box (5 speed main box + 4 speed compound = 24 gears) in Oz in the 60s:
‘Disregard the lo-lo position in the compound box. It’s rarely needed.
Select lo-split with the left hand lever and 1st with the right.
Once the vehicle is mobile move the lever across to direct, gain speed and then move it up to hi-split.
Next, using both hands, move the left stick back to lo-split and the right stick up to 2nd. Leave the main box in 2nd and move the left stick to direct and hi-split, as speed dictates. Using one hand this time, move both levers back towards the seat so that lo-split and 3rd are brought into action.
Then do the next two changes with the left hand lever.
Return the left hand lever to lo-split and simultaneously push the main box stick up towards the dash to 4th, where it remains while the compound is put through the next two stages (direct and hi-split) to bring everything together in 0.84:1 overdrive.
If a bit more speed is needed bring the right hand (main box) lever back towards the seat to 5th position and the B61 should be moving along in 0.70:1 overdrive at 100km/hour (62mph) with about 2100 rpm on the engine tachometer.
The procedure was reversed for changing down on hills. It wasn’t necessary to use every ratio; some of them were fairly close and didn’t contribute a great deal to momentum. Thus drivers quickly learned how to skip shift and it took quite a long time for even the best of them to get to the stage where they could two stick a quad box and talk to a passenger at the same time’.
Perhaps I should add that double de-clutching and hitting precisely the correct engine revs were essential every time, which is bad enough, but when you think that some of these shifts were a combination of a down change in one box (hi-split to lo-split compound) and an up change (1st to 2nd main) and required different revs, then you will see that it gets even more interesting! Both levers would be neutralised at the same time but the throttle blipped as the lo-split was engaged seconds before the revs were allowed to die for the main up shift to be made.
All this bouncing about on potholed dirt roads for much of the time in clouds of bulldust which often obscured from the driver’s view the rearmost trailer which he was trying hard not to flip by any untoward movement of the steering wheel. One reason why all road trains had hefty bull bars was because the policy was to stop or swerve for nothing lest the whip effect was started which would travel to the rear of the train with disastrous consequences.
I seem to remember driving a Scania with 2 gearsticks ; smooth as butter.
bugcos:
Mr Bean:
makes me glad I have I shift in my unitNow that must take some getting used too !!!
Can anyone explain how these work■■?
Doesn’t really matter cos I think tey are as rare as rocking horse poop so I doubt you’ll ever see one. Antiques to say the least.