A friend of mine was telling me I need to double clutch more so it doesn't jerk as much...what's the deal with double clutching anyways?

 

Doubt that is the answer, and frankly virtually no one should need to double clutch a modern car. Some folks who track the car do a a heel and toe downshift, but this is something completely different and is a methodology to keep up the revs under braking.

I would ask him to be more specific and to state what/when he is referring to this?

 

Yeah I didn't think it made any sense,considering I only herd double clutching in the same convo as racing

 

Sounds like your friend just watched Fast and Furious...

I often bump the throttle up a little on my downshifts to rev match which makes downshifting a little smoother, i.e. so the engine rpms aren't increased from the driveline. Really helpful too if you're skipping a gear on the downshift. Double clutching is an extra step in that process not normally needed since normal transmissions have synchronizers to mesh the gears. Unless you're driving a ModelT or a Kenworth it's really not necessary.

 

I almost always double clutch on downshifts. Rev match is part of the process but neither the MT-82 or the TR-3650 has bullet proof syncrho's. If I'm bothering with rev matching for the purpose of making a smoother feeling shift, why not actually rev match the trans gears also by double clutching?

 

I thought that double clutching only had to be done with a NON sycronized transmission...I don't think they exist anymore!

 

If you are concerned with matching the revs to the engine while braking , my suggestion would be to practice the fine art of heel and toe downshifting.

Most racing/driving schools work on teaching this technique and often the difficulty is trying to get older guys to unlearn a double clutching habit. There really isn't a reason to engage in this process anymore, based on current transmission design and clutches, IMHO.

PS - not being rude, as I am one of those older guys and there seemed to be alot of folks who had to unlearn old habits . Been to 10 racing schools and it invaribly comes up that someone says they double clutch and instructors mention why they need to learn to heel and toe.

 

Quote:

Originally Posted by Fastoldman

If you are concerned with matching the revs to the engine while braking , my suggestion would be to practice the fine art of heel and toe downshifting.

Quote:

Originally Posted by Fastoldman

Most racing/driving schools work on teaching this technique and often the difficulty is trying to get older guys to unlearn a double clutching habit. There really isn't a reason to engage in this process anymore, based on current transmission design and clutches, IMHO.

I don't have any probs with heel toe, I just don't like shoving it into gear against the syncrho's when I'm dropping down a tight two laner where the rpm's are fairly far apart. Heel toe rev match without double clutching does nothing to reduce excess wear of the synchro's.
If the MT-82 and the TR-3650 had better durability it might be different. But they don't.

My '83 F150 4x has 253k on the 4spd trans and zero issues. When I replaced the clutch at 218k when I was replacing the engine, I mic'd the old clutch plate vs the new Ford clutch plate and the old one showed zero wear.

I'm stickin' with my method, you guys can stick with yours.

 

On your 83 F150 it might make some sense ,but the situation is just basically evolution. The synchros and shifters in today's cars are so far advanced over the systems back in the 80s or even the 90s. Have someone go drive a GT 500 with a Tremec T6060 and compare it to the T-56 , which was a decent transmission. The way the shifter slides through the gears is quite apparent and makes one appreciate the advancements over the years.

For the track, though, a double clutch process is not the fast way around the track. Congrats on the 83 F150, and I can respect the methodology used on your classic pickup.

 

Its just not that big of a deal for me to do it. If I'm blippin the throttle with my right foot to rev match I can use my left leg just as easy.

And unfortunately, the number of threads for synrcho issues on both the MT-82 & TR-3650 over a long long history tells me that if I want 100k+ out of my Bullitt, to treat the trans with respect.

Got in the habit a long time ago with a British roadster that did not have the strongest of transmissions either.

And although engineering has allegedly improved over the years, you're still jamming a brass syncrho ring which is soft and subject to wear (and breakage). I've rebuilt transmissions a couple of times. I've seen the wear, I've seen the filings, I've seen the breakage.

So a little extra care in shifting doesn't bother me. I'm not racing for a tenth.


JMO

 

Seriously ?

 

Seriously what???