Super 10
06-17-2010, 09:28 PM
#16
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I have driven 13/18 speeds for years , I tried a super 10 once , and it does NOT split anything even sort of kind of like a 13/18 speed, if you think it does, I would say you must smoke your breakfast. I will never drive a truck with a super 10 again , EVER.
06-18-2010, 09:11 PM
#17
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I drove super 10's for about 5 years and the truck I own now has a 13 speed. It's a split gear exactly like the 13/18 splits, absolutely no difference at all in the concept... The splits are closer together on a 13/18 and do feel different but thats the only difference they all have a splitter **** on the side of the stick...
07-11-2010, 11:14 AM
#19
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I'll tell you why I hate a super 10...
I've driven trucks with regular 10, 13 or 18 speeds all my trucking life so when I get in a bind (rolling up to a red light and it turns green) my brain automatically goes back to programing for the straight 10.
All our old trucks have the super 10 and the new ones have a straight 10. When I drive a super 10 for a while, I get used to it but I still grind them when I need to grab a gear out of sequence.
We had some trucks that had a super 10 behind a N-14 Cummins. The N-14 drops RPMs slower than other engines so you either get patience, run the Jake when shifting or pull it out of gear and pop it back in when splitting the gears.
I've driven trucks with regular 10, 13 or 18 speeds all my trucking life so when I get in a bind (rolling up to a red light and it turns green) my brain automatically goes back to programing for the straight 10.
All our old trucks have the super 10 and the new ones have a straight 10. When I drive a super 10 for a while, I get used to it but I still grind them when I need to grab a gear out of sequence.
We had some trucks that had a super 10 behind a N-14 Cummins. The N-14 drops RPMs slower than other engines so you either get patience, run the Jake when shifting or pull it out of gear and pop it back in when splitting the gears.
07-13-2010, 08:13 PM
#20
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I know whatya mean, the super 10 i drove had an N14, I usually pulled it in and outta gear, too. Made it a little better
08-02-2010, 07:39 AM
#21
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I think Alex's problem was the ratio splits being wider.
The difference in a super 10 and a 5+2 is the 2 speed is in the rear end, while the super 10 is all in the transmission. Also 4hi and 5lo in a 5+2 is so close to the same ratio it's pointless to count them separate. I've never run a super 10, but I hate a 5+2, I'd rather have an 8 speed.
An 18 speed is a 9 that has a second splitter for either the high or low side of the transmission. We rented a tri-axle one year the had a 15, it split the low side of a 10 speed.
I prefer a 13 or 15 speed, gives you close ratios for heavy loads or long hills, which is absolutely necessary with something like a C-15 that doesn't do well at high RPM, and gives you the option of skipping a few gears at a time while light or empty and you got a hot rod with a heavy load that thinks he can make better time through Kokomo IN at 60 than I could doing 5 under the 45 limit. Shortened version, I got called an a-hole when I pulled off in Peru that day.
The difference in a super 10 and a 5+2 is the 2 speed is in the rear end, while the super 10 is all in the transmission. Also 4hi and 5lo in a 5+2 is so close to the same ratio it's pointless to count them separate. I've never run a super 10, but I hate a 5+2, I'd rather have an 8 speed.
An 18 speed is a 9 that has a second splitter for either the high or low side of the transmission. We rented a tri-axle one year the had a 15, it split the low side of a 10 speed.
I prefer a 13 or 15 speed, gives you close ratios for heavy loads or long hills, which is absolutely necessary with something like a C-15 that doesn't do well at high RPM, and gives you the option of skipping a few gears at a time while light or empty and you got a hot rod with a heavy load that thinks he can make better time through Kokomo IN at 60 than I could doing 5 under the 45 limit. Shortened version, I got called an a-hole when I pulled off in Peru that day.
08-06-2010, 09:20 PM
#22
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On skipping gears, I don't like skipping with my 13. I think it's hard on a clutch. I start from in 2nd every time whether I'm bobtailing or grossing 80,000 and split all gears every time. The exception to this would be if I hadn't anticpated a stoplight well enough or maybe someone jumps in front of me and jams on the brakes I'll skip gears going down...
08-09-2010, 07:10 AM
#25
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bobtailed I would run 2, low hole, high 5, low 7, high 8.
With an empty trailer I would run 1, 3, high5, 6,7,8.
Loaded, low, 2, 4, 5, might go to 6 before splitting. That was with a 475 C-15. About a turd of a motor.
With an empty trailer I would run 1, 3, high5, 6,7,8.
Loaded, low, 2, 4, 5, might go to 6 before splitting. That was with a 475 C-15. About a turd of a motor.
08-22-2010, 01:35 PM
#27
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Dredging up an old thread I know, but the reason you bump it in and out on the upshift splits to "speed" shift it. Just letting off the accelerator and letting it drop into the higher split takes about a half second longer before it falls into gear. That's how I used to shift the super 10's in the old company trucks I drove. I won't do that on the splits in my truck though.
The old super 10's were air assisted splits. The last year they made super 10's before discontinuing them they were electronis assisted and called a lighting 10. The top 2 auto shift on a lightning 10 could be programmed to be manual. That's how the one I had was I always hated the auto shift it never shifted right. On the old air assisted ones you could convert them to manual some how or another or if it wasnt converted you could bump it out of gear when it was between 9 and 10 on the upshift, mash the accelerator to the floor and listen to the engine rev up and down, up and down, up and down, when it stopped "up and down" and started to rev up high drop it back into gear. From then on until you turned the truck engine off your top two would always be manual.
And I don't know if this is true but a freind of mine says super 10's have a weak output shaft and are not really a transmission you want behind big power. But they were ok for company spec trucks I was driving back in the day. Never understood why some people thought they were so hard to drive. It's probably the most ergonomic transmission you could have. Always got a kick out of that "30 year trucking veteran" Alex on Ice road truckers who said he'd driven 18 speeds all his life but he couldn't figure out a super 10???? It splits just like an 18 it just doesn't have the low/high range he was probably just full of BS.
The old super 10's were air assisted splits. The last year they made super 10's before discontinuing them they were electronis assisted and called a lighting 10. The top 2 auto shift on a lightning 10 could be programmed to be manual. That's how the one I had was I always hated the auto shift it never shifted right. On the old air assisted ones you could convert them to manual some how or another or if it wasnt converted you could bump it out of gear when it was between 9 and 10 on the upshift, mash the accelerator to the floor and listen to the engine rev up and down, up and down, up and down, when it stopped "up and down" and started to rev up high drop it back into gear. From then on until you turned the truck engine off your top two would always be manual.
And I don't know if this is true but a freind of mine says super 10's have a weak output shaft and are not really a transmission you want behind big power. But they were ok for company spec trucks I was driving back in the day. Never understood why some people thought they were so hard to drive. It's probably the most ergonomic transmission you could have. Always got a kick out of that "30 year trucking veteran" Alex on Ice road truckers who said he'd driven 18 speeds all his life but he couldn't figure out a super 10???? It splits just like an 18 it just doesn't have the low/high range he was probably just full of BS.
08-23-2010, 08:03 PM
#28
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475 HP twin turbo C-15.
It needs to be set up with fast gears and close ratios. With a 13, 22.5 rubber, and 3.70s the top speed you could get any semblance of fuel mileage was 60-62, in a 9400 IH. It ate intake valve actuators about every 14 months, and that was with a gen-set and almost no idling. Shortly after the actuators were swapped the jakes would go out of adjustment and dump the fuel mileage and power. I'd rather have an Cummins or Detroit, but a 3406E is even a better motor.
It needs to be set up with fast gears and close ratios. With a 13, 22.5 rubber, and 3.70s the top speed you could get any semblance of fuel mileage was 60-62, in a 9400 IH. It ate intake valve actuators about every 14 months, and that was with a gen-set and almost no idling. Shortly after the actuators were swapped the jakes would go out of adjustment and dump the fuel mileage and power. I'd rather have an Cummins or Detroit, but a 3406E is even a better motor.
08-23-2010, 10:41 PM
#30
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I've been driving a single turbo 475 C-15 part time for the last couple years. Seems to run OK. I pull 100,000+ and don't get passed too often on the hills.