I've never properly broken the block change habit so it's good to know I haven't been doing anything bad and get back to my dirty habit

 

This is only my opinion and not fact , an opinion
There are distinct over rev situations, one as a result of throttle and load , to much throttle not enough load the engine revs faster and faster and the jolly old Ecu senses this and stop it going much above 9400 rpm with the rev limiter ,no big deal god knows how many times mine has done it in 14 years but hey oh that's a survey sample of one , last time I did valve clearances the retainers we all fine.
Mechanical over rev is a different fettle of kish, this where the car turns the engine over not the other way around and it's your foot on the brake or clutch that has to limit this , trouble is if you go from a high gear to low thinking you are giving it the beans this can result in the revs going way beyond the 9400 rpm limit . There is nothing to stop this happening the only real limit is friction inertia and compression, this is widely thought to cause the failure of valve spring retainers in earlier engines and the dreaded dropped valve .
Why is block changing bad. , defeats me , it's only bad if you expect the syncros to do all the work they are not designed to cater for, such huge differences in rpm between box input and box output speeds , they are an aid to provide an easier driving experience , so if you rev match why not 6th to 2nd and the other way around. but as Nick says this is where the problems lie , skill is required and practice , years ago before syncros etc one had to dd clutch etc we don't now. I am busy trying to beat the box on the Audi but find I can change gear virtually all the time without the use of the clutch , and on the S when pootling around, I some time,s change through the odd gear without clutch . but if changing down u heal and toe etc it's possible to block change as and where you want in the S , it certainly saves a lot of effort mincing through all 6 gears up and down the box all the time especially when one can't push on. It could be said that fewer changes means less wear , wow now that's controversial

I thought Minvo might mention IAM , when I did it years ago block changes were encouraged .

 

Should have qualified I miss shifted and bounced it about four times, defiantly an over rev. And I could smell clutch for a few days after.

 

Block changing adds strain to the synchros & forks - unless you are capable of rev-matching & heel & toe. And you should do the latter anyway.

The S2000 has weak springing across the gate & a bump can mean you do exactly what the OP did. So don't, unless you can also change clutchless too. More so on EP3s...

The IRM & driving instructors are usually propagandad into thinking block shifting & juddering around in too high a gear will save the planet or something, so it's not necessarily a recommendation to recommend; try H&T on a driving test & see how fast you fail.

And yes, I do block-shift too...but only with a double-declutch & on specific changes under certain circumstances. Usually, I need all the ratios I can find.

 

Rev matching works nicely for me - always has done. Use it in the Aygo, the S2000 and also on the motorbike.

 

I think a few things need separating and clarifying here;

1)A rev limiter is a rev limiter. It is designed to be the safe cut off of fuel for your car, whilst not advised to bounce off it constantly, hitting the limiter occasionally should be absolutely fine when accelerating up to it before changing up.

2)Honda are generally accepted to over-read in terms of rpms, 9k is probably a high 8... Doesn't mean that the limiter isn't there for a reason though!

3)Over-revving when down-shifting too soon or to the wrong lower gear is an unsafe over-rev that cannot be limited by the ecu and could cause damage of varying degrees. Load is a key factor here too.

I suspect the block shifting is to do with the 'box more than anything, but it is advisable to take care down changing on such a highly strung engine for the exact reason of a mis-judged shift. I quite like and agree entirely with Nick Graves thoughts above on the matter specifically to the S2k; "Usually, I need all the ratios I can find."

 

i just rev match and heal toe all the time anyway, then dont worry about the sychros, plus the driving is more fun that way!....in fact i find it quite hard to drive now without rev matching

 

Grrrr. This feels like one of those pushing a rock uphill for eternity arguments, but the raison d'être of the rev limiter is to stop an over rev. Therefore if you bounced off the limiter you didn't over rev the engine no matter how many times you did it.

 

I feel your pain

What part of 'there is zero protection from mechanical over rev caused by selecting the wrong gear on a downshift and physically revving the engine beyond what it can do' do people not get!

Ultimately in the above scenario, the rev limit of the engine is met when stuff goes bang and you end up with broken stuff - this is NOT the same thing as bouncing off the electronic limiter under load on the way up the gears.

 

Alright pedant it bounced THROUGH the rev limiter OK? whilst accidentally shifting down instead of up, The OVER REV was mechanical, the car driving the engine faster than it should go.