I thought shifting while in the middle of a corner was a bad idea anyways?? Or am I wrong and shifting in mid turn is only for the highly skilled driver???

 

It isn't ideal but if you run out of revs what are you going to do? It happens.

 

[QUOTE=Apollo,Jul 10 2008, 07:33 PM] I was not referring to vehicle dynamics. In my post, I am referring purely to the load on the synchros. The OP is posting about skipping gears on downshifts. Skipping gears is something not recommended by Woodwork based on the synchros not being designed to handle that the larger load. I'm trying to clarify as to the distinction of what helps the synchros and what does absolutely nothing for them.

I agree with you on the dynamics, but my point of contention is it does absolutely nothing to help the issue of loads on synchros from skipping gears. Hence why it is not a suitable method for skipping gears. And why I wanted to differentiate rev-matching from double de-clutching. I'm just evidently not clear enough in my wording.

Quoting myself from post one as to what rev-matching does:
Rev-matching REQUIRES rowing the gears as the synchros were not designed for the heavy hits of taking the giant difference in rotation speeds from skipping gear. Rev-matching does nothing for the synchros; all it does is match engine to transmission for a smooth clutch out.
Rev-matching is not the same as a double de-clutch. The "feel" is the same when you clutch out, but the way the transmission internals move are different.
Post Two referring to the differentiation between what helps and/or does nothing for the synchronizers:
[I] Let's clarify this once again, rev-matching (by the generally accepted definition) does nothing. It's the exact same thing as if you hadn't rev-matched to begin with. You are doing the exact same thing as those Woodwork points out in terms of load on the synchros.

 

Well, if you run out of revs you can feather the throttle, or (usually the better option) you can short-shift before the corner. But that's upshifting.

I wasn't really recommending that one downshift in a corner under normal circumstances, but there are certain complexes of corners where that is advantageous. If the first few corners are fast but they lead into a slow one, you may need to do this. Or if something happens in your braking zone and you end up still being in a high gear while already into the corner, you will need to do this.

 

can someone explain what they would do when they're approaching a red light?

Or when you're slowing down in traffic but still need to keep going?

thanks

 

Everyone has different methods and acceptable levels of risk.

Personally, I'll generally keep it in gear as I roll up to a red light and then just put it into neutral as I stop. I just keep 360 awareness and stay ready to move if someone comes up from behind really fast. Some people I know rev-match all the way down to first gear and sit at the light clutched-in in first gear. To them, it's a safety issue where they can take off immediately or if they get rear ended, odds are feet will come off the pedals and car stalls and stops instead of rolling forwards in neutral. I've made my risk assessment; I keep my bike clutched in at lights, but I relax a bit more in the car.

Slowing down in traffic depends on the situation. It's why it's good to practice the different methods so that you have a grab bag of skills to call on. If I see traffic is slowing down far ahead, I'll just roll off the throttle and double de-clutch my way down the gears. If it's a pretty sudden slow down, odds are I'll rev-match my way down the box. If it's stop and go and I find myself alternating between say 10mph or 40 mph, sometimes I'll get lazy and just double de-clutch to skip gears on the downshift from 4 to 2 since rowing down the box gets a bit repetitive after 20 or so times.