i would personally be intrested to see waht someone else thinks and has to say about this

EOI +1

No it'll be my own write-up based on the bits I found tricky, my experiences etc  :ohmy:

Although the NASIOC one is good... it IS written by bone-head Americans :blush2:

Do you drive MACK truck or something???
hehehe
Any info for the site that might benefit someone out there is good info mate. Go nuts.
Even though I already know about this stuff, there are plenty of people out there that wouldn't have any idea at all and it'd be interesting to read about it from from your perspective.

Its easy.

a) Order some nawz tanks. Two of the big ones. Overnight shipping from Jarrpaarn.
b) Have a four way race. Tell the pizza boy that the street's closed, and to find another way home. Make sure you blow the welds to teh manifold.
c) Ask the next ferrari driver you see at a set of lights the RRP of his vehicle. Crack the poos, and race him. Make sure you're wearing cheezy sunnies. Optional bald haircut.

XoN wrote:

:bye:

Sorry Daisy, I didn't see your little emotional disclaimer there.

I just don't think that teh intzawerbbzorz is the place to learn such a skill. Its a hands on skill, that can only truly be mastered by example. Not an FAQ.

i double clutch/rev match downshifts all the time when im not in a hurry, just habit after owning a dogbox.

PS. stop whoring, you know who you are

XoN wrote:

but if you do it properly it means you can let the clutch out as fast as you want and still have a nice smooth shift

Is that when you 'blip' the accel. between gearshifts?  your doubleclutch thread is mysterious! 


EOI +1  :clapping:

blak_b4 wrote:

Is that when you 'blip' the accel. between gearshifts?  your doubleclutch thread is mysterious! 


EOI +1  :clapping:

The easiest way to explain it is by copy and paste from good old WiKiPeDiA....

A double clutch (also called a double declutch) is a driving procedure used for vehicles with an unsynchronized manual transmission.

Before the introduction of transmission synchronizers (in the 1920s) and helical cut gears, double clutching was a technique required to prevent damage to an automobile's gear system. Due to the difficulty involved in learning the technique, and because of the advent of synchronized gearing systems, it has largely fallen into disuse. However, drivers of large trucks still use the double clutching technique, as those vehicles are usually equipped with older, more efficient and more durable, unsynchronized gearboxes.

The purpose of the double-clutch technique is to match the rotational speed of the input shaft being driven by the engine to the rotational speed of the gear you wish to select (directly connected to rotating wheels). Once the speeds are matched, the gear will engage smoothly. If the speeds are not matched, the dog teeth on the collar will "crash" or grate as they attempt to fit into the holes on the desired gear. A modern synchromesh gearbox accomplishes this synchronization automatically.

When shifting up on a non-synchroniser equipped vehicle, the clutch pedal is pressed, the throttle is released, and the gearbox is shifted into neutral. The clutch pedal is then released. As the engine idles with no load, the RPMs will decrease until they are at a level suitable for shifting into the next gear. The driver then depresses the clutch again and shifts into the next gear. The whole maneuver can, with practice, take no more than a fraction of a second, and the result is a very smooth gear change.

However, in order to downshift, engine RPMs must be increased while the gearbox is in neutral and the clutch is engaged. This requires the driver to shift into neutral, release the clutch pedal, apply throttle to bring the RPMs up to a suitable speed, depress the clutch pedal again, and finally shift into gear. This operation can be very difficult to master, as it requires the driver to gauge the speed of the vehicle accurately.

A related technique is called Heel-and-Toe, during which the brake and accelerator pedal are pressed by the right foot while the clutch pedal is pressed by the left foot. Note that Heel-and-Toe can be used with any downshift clutch operation, not just with double-clutching. Though difficult, mastering Heel-and-Toe in conjunction with double clutching is essential for high performance driving (e.g., Rally racing) because taking a corner turn as fast as possible is essential to any race. The purpose of the heel-toe-double-clutch is to downshift into the correct gear for exiting the corner while not wasting speed or time during or after the turn, which also places less wear and tear on the entire drivetrain.

Hahaha, this thread is hilarious.

Drive your cars people, it will help you learn. If you can heel-toe and double clutch in conjunction, you're probably a race car driver. It aint easy.

Get a thrash car, and play - there is NO replacement for EXPERIENCE.

I love CAPS LOCK.

Cheers,
Nik

hawks123 wrote:

What about rev-matching, where you only use the clutch once but make a smooth downshift.  What's the benifet of using the clutch twice for what appears to be the same result.

The only thing rev-matching does is to make the shift smoother.
Because the input side of the gearbox (I'm no mechanic, so I can't give you technical names) is not engaged when the clutch is in, rev matching does not spin the gearbox up at all, as it does when you double clutch properly.

If all you're after is smoothness then rev match, but if you're wanting to actually prolong the life of components like syncros and the clutch (some will argue that point) then double clutching is the way to go.

stress not just on gearbox, but right through your drive train.

overl0ad wrote:

stress not just on gearbox, but right through your drive train.

What stress does blipping the throttle on downchange do, since it feels so smooth?