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Reprogram Allison trans
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Good Grief!,
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Per,
I had a million plus miles driving a big truck by the time I turned 30, then was in the business in one form or another for 30 more years and I had a few things to say to you about your truck driver comment, but I decided to use the back button. I will say there are some bad drivers out there, but spend a few years in a road drivers shoes and you’ll have a whole different take on things.
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Sorry Per. I was only trying to make a point. I’m sure you can activate your Jake in less time than it takes to secure a seatbelt. In that regard maybe calling bs is in order. That being said, I respect your right to drive your bus in the manner you see fit! Jeff
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Tom,
Didn’t mean to offend you. I do have respect for truck drivers. They do a vital service to our nation, and I know most truck drivers are good guys that put up with a lot. I always try to be courteous to truck drivers; I pull over to the left lane when I see a big truck coming in the interstate; if I’m in the left lane and see a driver about to get trapped behind another truck, I’ll slow down if I can to let him (her) over; and I blink my ICC to let a passing truck know it’s safe to pull over. And I always pull the coach up from the fuel pump when I’m done so a trucker can pull up to the pump–something I see more and more truckers don’t do. Nevertheless, we also see more and more bad driving from truckers. Back when you were driving and I saw truckers on the road, they drove like the professionals they were.
My initial response on this thread was to give Harry some information. Somehow it turned into a thread to tell me I’m wrong using a system I know works, and works safely.
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Normally, the engine brake is then left in the “On” position whenever you are driving.
You asked for a reason to leave it on. I provided it and you think you know better. So go ahead and turn it off and then forget it is off when all of a sudden you need it. The rest of us will turn either the Jake or retarder on, and not have to try to remember if it is on or off when we need it.
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Per,
I think it is valuable when we share information and when you responded to provide some insight to Harry that is exactly what we encourage PC members to do. The reaction to your practice of programming your transmission to drop to 2nd gear and to only turn on your jake when you need it is because you are somewhat unique in that respect. I am not aware of anyone else using the jake as you do. Others posted how they use the jake and those posts show a practice that is consistent with the jake manual so Harry has the benefit of making his choice now.
But Harry has to keep in mind during this thread most of the discussion relates to a programmed downshift and unless I am incorrect his vintage coach cannot have downshifts programmed so he has to be prepared to downshift his manually to get the benefit of increased RPMs to maximize the jake efficiency.
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Actually, You did not provide a reason–you qouted out of a manual someone wrote. I suppose you never questioned what was in the book or what someone told you. I turn on the Jake in traffic, and when I think I might need it, but I still have not heard a good reason not to turn it off on the interstate with no traffic. I never forget the status of the Jake; I drive the coach 100% when I drive. But you don’t like opinions other than your own, do you, Mark!
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Be nice boy’s…
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Actually, You did not provide a reason–you qouted out of a manual someone wrote. I suppose you never questioned what was in the book or what someone told you. I turn on the Jake in traffic, and when I think I might need it, but I still have not heard a good reason not to turn it off on the interstate with no traffic. I never forget the status of the Jake; I drive the coach 100% when I drive. But you don’t like opinions other than your own, do you, Mark!
Wow, I don’t know where to start. You wanted to know where the info I stated was correct came from. I gave the reason straight from the Operators Manual for the product. Now you seem to think you know better than they do about how it should be used. You think I should question the people who built it? Wow what arrogance you have.
I get a good laugh after reading your crap….”I never forget” famous last words.
Jon or Tom, maybe time to lock this thread?
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I hate to jump in when the water is so hot.
I have to say I did the same as Per in our previous coach. I only turned on the jake (2 speed) when I needed it. Our previous coach was a 2008 Monaco Dynasty, 425 hp Cummins with a 6 speed Allison weighing in at 40,039 lbs at it’s last weigh-in.
The cruise control would NOT work if the jake was in the ON position.
As I recall, it would drop to 4th when activated.
The Liberty has the retarder as you all know. I certainly leave it activated at all times as we need it weighing 55,000+ lbs.
Safe travels,
Mark (the other Mark) :o) -
I think I will close this because everyone has had a chance to address this and it has the potential to get ugly.
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Arrogance? What was that story about the pot and the kettle?
Mr. Mark,
Ours worked a bit different on the last coach. With the Jake on and the cruise on, the Jake would not activate until you stepped on the brake. With the cruise off and the Jake on, the Jake would activate immediately. The ECMs on the transmission and engine could be set up any number of ways. The story I got, was that the transmission was initially set up to downshift to second, like our Affinity. Tenderbutt folks complained shifts were too rough, so it was changed to 4th, then 5th, and finally to 6th, with no real braking in 6th. The big advantage over the Prevost system in our Affinity, was the on/off switch for the Jake was right next to the cruise, so the switch was at fingertip control.
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