double clutch?

You don't need to double clutch in this car (or any modern car for that matter). If you want to rev match just blip the throttle between gear changes when downshifting.

 

Forgot to mention the textbook way of doing a turn. Shifting in mid-turn is just too risky and not the most efficient (or quickest) way to go.

1) Brake in a straight line.
1a) Downshift into correct gear for corner.
2) Turn in.
2a) Balance thottle.
2c) Head for turn apex.
3) After apex start to unwind steering.
3a) Start applying throttle.
4) Exit turn.

Rinse and repeat.

 

I thought double clutching is essentially rev matching. So what's the difference in clutching, going to neutral, rev matching, clutching and then selecting the lower gear vice........tapping the throttle, clutching selecting lower gear? Obviously one has an extra clutch step but is it essentially the same for the car?

Bliping the throttle is going to move you forward when the purpose of most downshifting is to stop. With double clutch your in neutral so the throttle blip is obsolete.

I suppose your method is effective when downshifting to accelerate.

Not looking for flames.......just info..... If I'm clueless......school me.....thanks.

 

watch the best motoring video posted in this forum. it'll show you what people mean by "blipping" the throttle while you are downshifting. you are blipping the throttle while the clutch is in, not in gear.

 

You defined the double-clutch correctly. The blip of the throttle puts the engine at the correct rpm for the next gear. The clutch out during neutral grabs the input shaft of the transmission and also matches it to the correct rpm for the next gear. So the engine, input transmission shaft and rest of the drivetrain are rpm matched for a smooth shift.

Modern passenger car transmissions are synchro-meshed. They have little gizmos that synchronize the input transmission shaft to the correct rpm when the gear is being pushed into the gate of the shifted gear. You really don't need the extra clutch since the transmission does the input transmission shaft matching. Less work for the driver, quicker shifting.

So double clutching includes rev-matching, but rev-matching doesn't necessarily mean double clutching. Semantics ain't they great!

Sometimes, it is good to double clutch to help out the synchros if they are getting worn and starting to fail or downshifting many gears or trying to downshift into first gear.

 

[QUOTE=SIIK2NR,Jul 12 2004, 04:17 PM] I thought double clutching is essentially rev matching.

 

I double-clutch for all my shifts, which is fun but entirely unnecessary. The key thing, with regard to this thread, is to rev match so that when you release the clutch in gear you don't get unexpected engine braking. I'm not sure if folks made it clear above, but that's what broke your tires free when you downshifted, SIIK2NR.

I agree with the other folks that it's best to be in the correct gear as you enter a constant radius turn. In the event of a decreasing radius turn, like we have here in Massachusetts, you have to use extra care in the S2000. You have to gradually slow down as you approach the tightest part of the turn, then keep constant thru it, then gas it up as you exit.

 

Oh, and FYI, if you like to downshift to first gear (I do), then I find double-clutching is the only way to do it. The synchros (or something) seems to block you from doing this otherwise.

 

Thanks for the lesson......I understand the concept of both and NOW know why double clutching isn't necessary......

appreciate all the helpful information.....

practice, practice, practice......