nelorla extend neerim
Rosalia Kemme
The company school I am considering (Raider Express) says that it has only Volvo trucks. Do they come with automatic or manual transmission? All my driving friends tell me to stay away from a school which doesn't teach standard. So what about this Volvo?
No they are not. Companies get what they order. It doesn't matter what you train on. Manuals are fading away. It's easier to learn on the autoshift and it will be easier to test in a manual, later on, if you ever want to remove the restriction.
I've never driven an automatic, but I can say a manual is a huge distraction when there's a lot going on. As you get better with it, it's less distracting. Manuals are also being phased out. I'm using a 2006 Volvo with 2 million miles on it to learn how to drive. All the newer truck are automatic.
Not all the new trucks are automatic you get what you order whether its a 10-13-18 speed manuel or an autoshift i think myself that you limit yourself in opportunities if you get the restriction but thats just me and i like options
Pereonally as someone who trained on a manual, i would suggest not making it a deal breaker. If you drive an automatic for a few months and learn backing and turns and getting past the fear.... then testing to remove the restriction would be easy.
Just went to the Volvo website and went through the "Build your Volvo" process for a VNL 740. Have to admit that was kind of fun. Wonder if Ryder would let me spec out my next truck as a driver retention incentive?
Any way, It looks like if you go with the Detroit D14 then the I Shift is your only option in either regular or severe service configurations. If you go with the Cummins all the Eaton Fuller manuals 10,13,18 speeds are available along with a 6 speed Allison automatic.
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Murilee Martin is the pen name of Phil Greden, a writer who has lived in Minnesota, California, Georgia and (now) Colorado. He has toiled at copywriting, technical writing, junkmail writing, fiction writing and now automotive writing. He has owned many terrible vehicles and some good ones. He spends a great deal of time in self-service junkyards.These days, he writes for publications including Autoweek, Autoblog, Hagerty, The Truth About Cars and Capital One.
"These cars, like all technologically-advanced upscale European vehicles, need regular maintenance and repairs can cost plenty."This just doesn't make any sense. None. Why do we spend a load of money buying upscale cars? Because we want performance and RELIABILITY. If we wanted pretty, unreliable cars we would've bought a Daewoo for half of the money. These vehicles are NOT high tech. They are like eating a poop cake. Below all that pretty icing is just...poop.I own 2 Volvo's, a C30 & XC70. I've been eating rice and macaroni for months to save up for a new vehicle. ANY vehicle besides a Volvo. When I'm finally able to buy said vehicle, nobody will end up buying my worthless Volvos. I intend to set them on fire. The reason you don't see a lot of Volvos in the junkyard is because enraged and disillusioned owners who fell for those trumped up reliability ratings prefer to destroy the object of their hate rather than get a few dollars of their investment back. It's more satisfying to set them on fire, push them off cliffs and sink them in lakes. Maybe by the time I get my next vehicle I'll have gotten over my anger enough to simply drive them into the metal recycler and walk away without a backwards look. And maybe not. Probably not...
My dad had the T5 version of this car so it had the pretty cool "spaceball" shifter. I would have inherited it when he was ready to move on from it but an early morning encounter with Bambi dashed those plans. He would have bought another Volvo, but by that time they no longer offered any manual cars in the US. So he settled for a 2015 WRX.My parents have actually had pretty good luck with Volvo's. Their first was an '81 240 wagon (4-spd with push button OD on top of the shifter - what I learned to drive on), '89 740 (5-spd manual), then his S60 T5 (manual, of course). My mother also drove a S60 but it was a base model with an auto since she commuted to D.C. and she didn't want to drive a manual in that traffic. Now she has a C70 (relegated to back-up car since she just bought a RAV4). The 240 had over 200k (odo stopped working at 188k) when suspension rust doomed it. The 740 and both S60's were totaled in only minor collisions. All had well over 100k miles on them with no major issues.
I tried shutting it off, and even disconnected the battery for a while. Nothing seemed to work. I can drive it in manual mode, but since it is an automatic, I may as well take advantage of all of its abilities.
This is where you find specifications, manuals, brochures and other useful resources for our discontinued product models. The archive includes models from Volvo Construction Equipment as well as products from acquired manufacturers such as kerman, Zettelmeyer, Samsung, Ingersoll Rand and Blaw-Knox.
What helped me greatly was sticking it gear then moving the stick left to right to feel out the size/shape of the gate. Do this for all the gates (there are only three on this twelve speed box: 1, 2, 3 gears in low range, 4, 5, 6 in high with the splitter giving you 1/2 gears throughout = twelve) and you can build up a mental image of where you are placing the stick during changes.
The reason I ask is that a few sources have said that you need only depress the clutch enough to disengage drive (1 to 2 inches) and NOT all the way down: doing so means you engage a transmission brake (of sorts) that slows down the spinning of the gears (if that makes any sense).
Is that something that is universal to all/most manual transmission trucks, or just US ones? More importantly, should I be using this technique (of not fully depressing the clutch once moving) on this Volvo?
theres every chance im wrong but arnt Volvo gearboxs designed for lhd trucks,with the rhd versions having to have cables etc across the box to enable the gears to work?..mabey they just need adjusted properly if its both rearward gears that are bolloxed. no doubt someone with a phd in Volvo boxes can correct me,but that may be the prob if you defect the truck.
It's very important to make sure that the fluid in your transmission is at the proper level, otherwise your transmission will experience significant wear.'The synchro rings and sliders all depend on a slick surface in order to match speeds when shifting.'If your transmission is low on oil, the wear on these components will accelerate significantly.'In addition, shifting the car will be more difficult.'One of the first things that you should check on a Volvo that is having problems shifting is the level of the transmission oil.'In addition, keeping the differential inside and all of its associated gears well lubricated should also help increase your fuel mileage.
The transmission oil also helps to keep temperatures down inside your transmission.'The engine is one of the primary sources of heat for the transmission as it conducts and radiates through and around the points where the engine and transmission are mounted.'The transmission also creates heat itself as the gears and synchros turn within its case.'Keeping the transmission fluid at its proper level helps to mitigate heat problems.'Having a large reservoir of oil to spread the heat throughout the transmission helps to keep temperatures down.'On some higher performance transmissions, often there is an external transmission cooler installed that operates similar to the engine cooler.
Volvo specifies the use of 'lifetime' fluid. This means that the fluid is designed to never be replaced. I'm not a believer of lifetime fluids in general. In my opinion, the transmission fluid should be changed every 50,000 miles or about once every two years. This number is a rough estimate, and may vary depending upon your use of your C30 (track vs. street).'There are many moving parts in the transmission. These moving parts have a tendency to drop small microscopic metal particles into the oil.'Specifically, the synchro rings wear down slowly over time, each time you shift.'While the transmission bearings are not as sensitive as the engine bearings, they can still exhibit wear from these particles in the oil.'
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