2013 FORD F650 clutch

Shifting with a Non-Synchronized Transmission
SeeClutch brakeandDouble clutch proceduresin theClutchsection
of this chapter.
Clutch
Do not ride or slip the clutch as this causes unnecessary heat and wear.
Maintain the specified clutch adjustment to prolong its life and regularly
inspect the clutch control linkage for tightness. See theScheduled
Maintenancechapter for other maintenance information. When
adjustment of the clutch is necessary, it is very important that the work
be performed properly or early clutch failure may result and a costly
clutch overhaul may become necessary. Clutch work should only be
performed by a qualified technician.
Note:Continued use of a damaged or worn clutch, prolonged clutch
slippage or downshifting at excessive speeds can result in a failure of the
engine, transmission or clutch components.
Note:To avoid premature clutch wear and failure, do not drive with
your foot resting on the clutch pedal or use it to hold the vehicle at a
standstill on an upgrade as when waiting for a traffic light.
Engaging the Clutch
•Always start in the proper gear.An empty vehicle can start in a
higher gear than a fully-loaded vehicle. Starting in too high a gear can
cause clutch slippage and excessive heat and wear on the clutch. A
gear that starts the vehicle moving at idle speed is the correct gear. If
the engine has to be revved to get the vehicle going, the gear
selection is too high.
•Do not shift until the vehicle has reached the proper speed.
Upshifting before the vehicle has reached the proper speed can cause
clutch slippage and excessive heat and wear on the clutch.
•Never hold a vehicle on a grade with the clutch.This causes the
clutch to slip and can actually burn up the clutch.
•Never coast with the clutch disengaged.The high RPM
(sometimes over 10000) can actually burst the facing material of the
clutch.
•Never engage the clutch while coasting.Re-engaging the clutch
after coasting may not only cause a great shock to the clutch, but the
whole drivetrain. Internal engine damage or clutch and flywheel
failure can result from this.
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If the transmission is equipped with a ceramic clutch, you must start the
vehicle moving in first gear and engage the clutch before pressing the
accelerator at idle. Also, do not try to slip the clutch by raising engine
RPM and riding or feathering the clutch pedal since this causes erratic
engagement which can cause engine stalling and potential serious
damage to driveline components.
Clutch Brake (Non-Synchronized Transmissions) - Vehicle
Stationary
A clutch brake is used to stop transmission input shaft rotation so that
the initial first gear or reverse gear selection can be accomplished when
the vehicle is stationary and the engine is at idle speed. Clutch brake
application occurs in the last inch (25 millimeters) of clutch pedal travel.
When using the clutch brake, fully press the clutch pedal and shift the
transmission into first gear or reverse. If the transmission won’t go into
one of these gears, slowly release the clutch pedal while applying light
pressure on the transmission shift lever until it shifts into gear.
Note:After engagement of first gear,do notuse the clutch brake for
upshifting or downshifting. If you do, clutch brake life shortens and gear
selection shift efforts may increase.
Double-Clutch Procedures - Non-Synchronized Transmissions
In order to properly upshift or downshift:
1. Press the clutch pedal to disengage the clutch.
2. Shift the transmission into neutral.
3. Release the clutch pedal.
If upshifting,wait until the engine speed matches the transmission
speed of the gear you are selecting.
If downshifting,accelerate the engine until the engine speed matches
the input speed of the gear you are selecting. Press the clutch pedal
immediately and shift into the desired gear, then release the clutch
pedal.
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selector to positionNand then back into gear. The PTO should never be
engaged by clashing the gear teeth. This may damage the PTO unit and
the transmission PTO drive gear teeth, resulting in further damage to the
transmission and PTO.
PTO Operation with Vehicle Stationary
WARNING:When the PTO is operated with the vehicle
stationary, the transmission must be placed in positionNwith the
parking brake set. If the transmission is not in positionNand is
equipped with a remote throttle control, an increase in engine speed
can overpower the parking brake and cause the vehicle to move,
possibly resulting in personal injury and/or property damage.
Stop the vehicle, idle the engine and set the parking brake. Make sure
the gear selector is in any forward drive range, then engage the PTO.
After the PTO is engaged, move the range selector to positionN.
Increase the engine speed until the desired PTO operation speed is
obtained. To disengage the PTO after operation with the vehicle
standing, release the throttle, allow the drive equipment to come to a
stop, and then disengage the PTO.
PTO Operation while Vehicle Is Moving
After the PTO is engaged for driven vehicle operation, shift to the
desired range and drive the vehicle. The speed of the PTO, during this
period of operation, always maintains direct relation to vehicle speed.
PTO speed decreases in relation to vehicle (transmission output) speed
as shifts to a higher gear occur. When operating the PTO while the
vehicle is moving, the PTO may be disengaged whenever it is no longer
required. When there is no load on the PTO gear, it can be pulled out of
engagement.
Vehicles Equipped with an Allison 3000 Series Automatic
Transmission
The PTO drive gear is engine-driven and provides direct engine power.
The PTO can be operated when the vehicle is either stationary or
moving. The PTO gear is in constant mesh with the drive gear in the
torque converter housing. A friction clutch or constant drive is used to
transmit power to the PTO.
Vehicles Equipped with a Manual Transmission
Transmission-mounted PTO units are available for local installation on
your vehicle. See yourBody Builder’s Layout Bookfor restrictions on
use and installation of PTO units.
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To engage the PTO unit, stop the vehicle and place the transmission in
positionN.Press the clutch and allow the gears to stop rotating, then
engage the PTO unit. The PTO can also be selected with the
transmission in gear as long as the clutch is pressed.
When operating the PTO with the vehicle stationary, first set the parking
brake (chock the wheels if the vehicle is on a hill or another uneven
surface).
REAR AXLES
Gross Axle Weight
WARNING:Exceeding these ratings by overloading can cause
component failure resulting in property damage, personal injury
or death.
Your truck has gross axle weight, gross vehicle weight and gross
combination weight ratings. Do not exceed these ratings.
Locking or Limited-Slip Differentials
WARNING:If both wheels are not raised off the ground, the one
wheel that is not raised may pull the vehicle off its support,
possibly resulting in personal injury
If your vehicle is equipped with a locking or limited-slip differential, note
the following:
•Power is transmitted to the opposite wheel should one of the wheels
begin to slip.
•Both wheels must be raised off the ground should it be necessary to
operate one wheel with the vehicle stationary.
Driver-controlled Differential Lock
Note:Never use the differential lock at vehicle speeds above 25 mph
(40 km/h).
Some drive axles have a driver-controlled differential lock. The
differential lock can lock or unlock the differential when the vehicle is
moving or stopped. When extra traction is required, the differential lock
provides full power to both axles.
When the differential is locked, the vehicle’s turning radius increases
(under-steer).
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It is not recommended, or approved, for axle conversions to be
performed. However, it is understood that, on occasion, aftermarket
add-on axles are installed by others on the truck chassis which allow
operator control for weight transfer from other axles (i.e., air lift axles).
TWO-SPEED REAR AXLE (IF EQUIPPED)
WARNING:Never shift a two-speed axle when descending a
steep grade as this may cause loss of vehicle control and result in
personal injury.
Note:Do not shift between ranges when the speed control is on.
A two-speed rear axle allows the
driver to select a low range for
greater pulling power and a high
range for greater road speed and
fuel economy. These ranges can also
be used to provide additional steps
between transmission shifts when
driving on steep grades or fuel
economy may be factors.
Axle Shifting with a Manual Transmission
To downshift, select the next lower gear, release and press the
accelerator pedal rapidly, or while holding the accelerator pedal down,
release and engage the clutch rapidly.Note:The clutch method is
recommended when driving at slower speeds.
To upshift, keep the accelerator pedal down, select the next higher gear,
release the accelerator and pause until the axle upshifts.Note:
De-clutch for smoother axle upshifts when driving at slower speeds.
Axle Shifting with an Automatic Transmission
Note:You cannot split-shift with an automatic transmission. Also,
downshifting above 40 mph (64 km/h) may result in transmission or axle
damage.
Note:Do not shift the axle to LOW with the vehicle in motion.
Use LOW when you drive a fully-loaded vehicle on a severe grade or in
congested traffic. Press the upper portion of the switch.
Use HIGH for all normal driving conditions with a lightly-loaded or
partially-loaded vehicle. Press the lower portion of the switch.
2SPD
LOW
HIGH
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To shift the axle from LOW to HIGH with the vehicle stopped, place the
transmission in positionN,then press the lower part of the switch.
To shift the axle from LOW to HIGH with the vehicle moving, accelerate
to approximately 35 mph (56 km/h), press the lower part of the switch
while the transmission is in positionN,then release and apply the
accelerator.
To shift the axle from HIGH to LOW with the vehicle stopped, place the
transmission in positionN,then press the upper part of the switch.
Split-shifting (Combined Axle and Transmission Shift)
(Manual Transmission Only)
To downshift the axle to a slower ratio and shift the transmission, shift
the transmission and move the switch to the lower ratio before the
clutch is re-engaged.
To upshift the axle and shift the transmission, move the switch to a
faster ratio and make the transmission shift in the usual manner.
Split-shift Sequence
Ratio combination1234567891011
Transmission gear 1st 1st
2nd 2nd3rd 3rd 4th 4th 5th 6th 6th
Axle range LO HI LO HI LO HI LO HI LO LO HI
Ratio Extender Use
Low end:A two-speed axle can be used as a ratio-extender when
split-shifting is not necessary. For low end use, just shift the axle into
LOW to start out, and shift to HIGH when the extra torque is no longer
needed.
Transmission (5-speed) 1st 1st 2nd 3rd 4th 5th 6th
Two-speed axle Axle low Axle high
High end:To use the two-speed axle as a high end ratio-extender, stay
in the LOW range for normal upshifts and only shift the axle to HIGH on
the freeway for greater road speed.
Transmission (5-speed) 1st 2nd 3rd 4th 5th 6th
Two-speed axle Low for gradeability Axle high
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An exhaust brake is an auxiliary braking system that assists, but does
not replace, the primary service brake system. It is intended to help
control vehicle speed. It is not a vehicle stopping device.
A switch on the instrument panel,
in combination with the accelerator
and clutch pedal, allows the
operator to make maximum use of
the exhaust brake in the following
conditions:
•off-highway driving
•mountain driving
•heavy traffic
•high-speed highway driving.
To operate the brake, push the switch up to turn it on. Push the switch
down to turn it off.
While approaching a steep grade, make sure that the exhaust brake
switch is in the on position. The exhaust brake begins working as soon as
you remove your foot from the accelerator pedal.
Before descending a hill or steep grade, always select the proper gear. If
the transmission is taken out of gear while descending, it is possible that
you cannot select another gear because of maximum RPM being
governed.
Make sure the engine speed does not exceed the maximum allowable
engine RPM. Exceeding the maximum allowable engine RPM can result
in damage to the engine. Apply the service brakes to reduce the engine
RPM or make a slower descent by using a lower gear.
While going down the grade, use a low enough gear to descend safely
with a minimum application of the service brakes. As a general guideline,
use the same gear as you use to ascend the hill.
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Exhaust Brake Operating Characteristics
When you remove your feet from both the accelerator and clutch pedals
and the exhaust brake switch is in the on position, the exhaust brake is
activated. The following conditions exist if the brake is operating properly:
•A slight change in engine sound when the exhaust brake is activated.
•A smooth braking effect. Do not expect a retarding effect similar to
sudden, hard application of the service brakes.
•The retarding force possibly felt acting against your body when the
brake is applied (depending on the grade and vehicle load). This force
is actually preventing the vehicle from going much faster.
•Engine temperature remaining in the normal operating range.
•The tachometer showing a drop in engine RPM (depending on grade
and vehicle load) during a descent.
•A decrease in road speed when the exhaust brake is applied during a
descent, except when the vehicle is carrying a heavy load or the grade
is extremely steep. In these instances, you may need to apply the
service brakes occasionally.
TRAILER BRAKES
Trailer Brake Hand Control (If Equipped)
WARNING:The hand control should never be used to apply
the brakes when the tractor and trailer are parked unattended.
Air may leak from the system and the vehicle could possibly move,
resulting in possible property damage, personal injury or death.
The hand control is located on the
right-hand side of the instrument
panel. It is used to apply the
trailer service brakes which are
independent of the truck or tractor
service brakes.
It operates a valve that provides gradual control of air pressure applied.
When the valve is only partially applied, the trailer brakes can be
overridden by pressing fully on the brake pedal.
To apply the trailer brakes using the hand control, move the lever
downward. The further the lever is pushed down, the greater the air
pressure is applied to the brakes. The lever remains in place until
manually moved.
To release the trailer brakes, move the lever up completely.
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