Yup!! I get too tangled up with the twins.......loved the 18 speed, but as far as needing all of them behind modern high torque engines.....I probably only used about half of them. But as far as I know, they are the only transmission that has a high enough input rating to take the torque of the high torque engines.......up to 2250 lb.ft. At the flywheel!!
I may have derailed this thread, so now back to our regularly scheduled program!

 

HOLY SMOKES! That's just plain intimidating. I watched it twice and it's way more than just remembering over-right-down and stuff. He's making rpms with his right foot and double-clutching with his left. Plus he's driving down the road with the big round ring in front of him. A real professional right there.

 

[QUOTE=99150;16553381]�������� I only have a couple million miles behind me!!!!
Yup....5 speed main/ 4 speed aux= 20 forward+4 reverse!!!!
Sometimes ya gotta hook your left arm thru the steering wheel and shift both sticks at the same time!!! FUN!!!!!
[QUOTE]
Nice. I was as interested in the clutch action as the stick action!

 

Sorry to hijack the thread but Not very many trucks out there putting out 2250 ft/lb of torque. Very, very few in fact. The big trucks were starting to hit the 2000 lb/ft torque mark when all the emission restrictions seriously hindered that for 2003 MY. I have a Signature 600 Cummins in a 2000 model year truck that puts out 2050 torque and another same year Caterpillar engine C-16 that puts 2150. All of my newer trucks are either 1650 or 1850 lb/ft which is plenty for the lesser experienced new generation drivers we are seeing today. We still put 13 speeds behind them because well, if you've ever driven a big truck you know why, it's much easier to be in the sweet spot pulling a hill when you have the split, the versatility is priceless! And YES the 20 series 18-speed is the only transmission you will see behind the 2000+ torque motors that are in heavy haul trucks of today because of the ability to split the low range section to get rolling. Eaton has recently come out with a 13-speed rated at 2050 torque as well. More and more transmissions are going automated they claim for increased fuel mileage. I've had a few and they never hold up to a regular standard shiftable transmission. They are somewhat reliable to about 400k miles where as the regular 13 or 18-speed will see a million+ miles before seeing any issues.

Sorry to hijack the thread but I saw something I know just a little about finally! Now back to you guys who know so much about the 2017 Superduty I'm waiting for!!!!

 

Kudos to all of you who have driven twin stick transmissions by the way!!!! You are awesome drivers to say the least! I grew up watching my dad drive one and to this day I will say it's quite painful to watch most guys including myself attempt to pull it off as it should be done! Heck it's hard to even find a truck that still has twin sticks!! Again, my hats off to those of you who have done it for so many miles.

 

The fact Ford has put 925 lb/ft torque and 440 hp in a pickup is awesome when you think back to the 290 & 300hp cummins in the late 70's early 80's big trucks that only put out 900-1000 lb/ft torque and pulled 80,000 lbs all day long every day. These newer pickups are building huge power these days all across the board, you gotta give it to them all, the #'s are very impressive. My 2000 & 2002 7.3 only put out 250hp and 525lb torque and it will pull ANYTHING I put behind it so I'm really impressed with the new pickups to say the least.

Ok, ok, ok back to the originally scheduled program I know.........sorry

 

Keep in mind that the ratings on industrial/OTR engines are calculated differently than on the SD and other vehicles. Cat for instance rated horsepower at the rear wheels. Take a mechanical 425 Cat from the '70s and it would tear up the highway. Fuel mileage was better than the Cummins and Detroits but was still sub 4mpg.

I used to run an NTC 400 Cummins (approx 1400 lb-ft) and I guarantee that any PSD including those with the super tuners would not even begin to come close to it's performance. (Then again torque is everything in my book.) Hook 2 trailers together with 50-60K in each box and I doubt the PSD would even get them to the toll booth, none the less up to highway speed even on the flat. I ride with and drive once in a while with a logger and will gross 110K on the truck and pup trailer. The 550 Cat pulls that right along nicely. I like to think the PSD is powerful, and it is in its' class but there is no comparison to the modern industrial diesel engine. And my first OTR trip was grossing 85K (legal was 71K) in a conventional Brockway with a 250HP naturally aspirated Cummins with the wonderful, wait for it, 10 Speed Fuller RT 910 Transmission.

There. I new I could get this thread back on track.

 

Hmm I have not driven the twin stack setups before but used to run double frame winch tractors with the 4 speed auxilary transmission that was tied into 18 speeds along with planetaries. So each of the 4 speeds you would have to have in the gear you wanted. For instance you would have the full range of the 18 speed in first on the auxilary but you would top out in speed at around if i recall 40 to 50km/h. You would have to stop and select 2 in auxiliary and then have the range of the 18 speed again. But then when you back into 200,000 lbs plus and are buried up to the top of the wheels in soft ground and go to take off i'd like to see a normal rig take off without leaving their driveline behind. Ah the good days.

 

Had an Email from Motor Trend on the new Ford 10 Speed Tranny. Its on the F150, but thought it might be relevant to this thread. Link below


2017 Ford F-150 First Drive Review - Motor Trend

 

Good article on the 10 speed: Car and Driver

2019 should bring interesting things

 

Really tempting to go for a '17 EB F-150 3.73 6.5' over a '17 F-250 6.2 6.8'.

Decisions!

 

You may not need the 3.73's behind the 10 speed. That's where it will shine in MPG's.