Hello. Scania and ZF transmissions don't work with the Segra truck - the toggle switches remain inactive. Please tell me how to fix this?
V8 works great! I think the Gavril diesel engine from the wentward city bus on the MD series would be the cherry on top. Love this mod though. Thank you EFC
epicfacecanada, thank you so much! That would be perfect. Unfortunately, I haven't figured out how to make the controls active yet.
hey on the road ranger 18 speed what would position 6 on my shifter 4th gear is being recognized same with 8th , works with any other trans
Not sure exactly what you are asking here. If your asking what gears on the 18 speed are where 6th gear is on a car then you get 4th or 8th depending on the range selection. If You're asking how to get to 6th gear on an 18 speed it's in high range and in the middle rear position which is usually 4th gear on a car.
epicfacecanada, it works great! Awesome! Thank you wery mutch! I missed of manual Scania gearbox. Can I suggest something? Please remove the gear spliting while releasing the gas pedalon, on Segra. On European trucks, split change is only possible when the clutch is almost fully depressed - there's a pneumatic valve on the pedal (full synchronized transmission). The flag is set up or down in advance, and then the clutch is depressed (just like during normal gear shifting). Now I'm just correcting your LUA file, but it affect to all (and to American trucks too)
That I should be able to add fairly easily. Just never occurred to me as I've only driven North American trucks here in Canada. Do you know if the Volvo and ZF transmissions are also synchronized IRL?
Yes, all European manual transmissions are fully synchronized. ZF, Volvo, Scania, Mercedes, and all Asian too. They dirves as passenger cars and friendly to unskill drivers. Only American gearboxes haven't synchro, and it's funny to drive, but If you accidentally get lost in neutral on a slope... Damn! it's a little scary. Spoiler: A little more information about EU truck transmissions And most AMTs do not have synchronizers (they use an intermediate shaft brake to quickly equalize angular velocities), except old Scania's gerboxes - (I don't sure about newest ones) - these were standard EU manual transmissions, differing only in that they had servos instead of a lever and pedal (and it would have been easy conversion to manual with shift lever). BTW, the some interesting AMTs have a clutch pedal. Now it's used for precise maneuvering only when necessary. But in the past, some EU automated manual transmissions always used the pedal for starting (they didn't have an automatic clutch (for example, Scania until the end of 2000s). Or had automatic pre-selection by controller, and shifting was only done by depressing the pedal (for example, Mercedes until the mid-2000s). --- Post updated --- I've added another feature of EU trucks. It's a a hydraulic retarder (like on US buses). It is optionally installed on the gearbox output shaft, sometimes in the same case, sometimes as a separately unit. It functions as a transmission brake, allowing you to maintain speed on a descent, in addition to the engine brake (Jake brake). Its advantages include being almost silent and operating independently of the selected gear. Has a very high braking torque at high speeds, but is almost useless at very low speeds, less than 25-30 km/h (15-20 MPH). How does it work? Imagine a hydraulic coupling whose inner impeller is connected to the driveshaft, while the body remains stationary. When filled with oil, a high braking torque is generated, the magnitude of which can be varied by changing the filling level (2-4 stick lever engaged positions). During braking, energy is converted into heat, heating the oil, which is cooled by an additional radiator, or heat exchanger (with engine coolant) and is cooled through the engine radiator. Many have an automatic braking mode along with the main service brake, which allows to significantly reduce the wear of brake pads and helps keep the brakes cool. The retarder works exclusively in conjunction with ABS, as when one of the wheels locks, it is switched off to prevent the road train from folding, since only the drive axle is braked (in the middle of the coupling). I hope you found it interesting. I don't know how difficult it is to implement this in the BeamNG...
Hi. Don't know, maybe this has already been discussed here, but time and time again I see the same thing (deep cache cleaning doesn't help): - V12 exhaust pipes are invisible; - clutch pedal is gone for all transmission configurations. Also, for TV80 the filter pipe under the hood goes nowhere
- The V12 exhaust is an ongoing issue due to how the default BeamNG exhausts are coded - The missing clutch pedal is because of the custom shifters missing the slot for the pedal. This'll be fixed in the next patch - If your talking about the intake pipe upper left on the TV80 with the internal filter then that is intentional. The regular T-series intake also goes to nowhere it just extends further forwards
Ok, thanks. Your right, my mistake (but it does look a bit weird, does it make any sense?). Apparently I prefer the configuration with external filters, and in this case we don't have that feature
It does look odd but it does make some IRL sense. The air filter(The black canister) Needs an opening to pull air in and the tube basically acts as a cold air intake. By pulling air from further ahead and away from the engine you would get slightly cooler and denser air.
Not sure if it is known, but trying to make a cab-over with a short tandem configuration plus front drive axle (6x6) results in the rear drive shaft coming from the transfer case being too long and thus breaking
It has some texture missing and incorrect parts and position issue on Cab-Over Cab with using Belasco-Diesel 640CUI I6, Can you fix it for the update? :3
