Indeed.
Ok, so some people unconnected to this thread are ill-informed as to what,
how and which vehicle... your point being?
Oh dear... anyhow, Tom and Ray seem to be of the opinion, like myself, that
there's not enough to the technique, however badly performed, to geopardise
the reliability of modern passenger car transmissions.
Careful, some of us might decide to expand on our basic understanding and
really take you to the cleaners.
Two things:
1) Porsches use "cone type" synchromesh, which cannot be shifted without
using the clutch, does not benifit from the driver attempting to match the
revs and is a pretty rare at the moment. As for the clutch... I dare you to
show any passenger car clutch suffers less from dragging the engine (which
is being starved of mixture) and flywheel up to road speed than it does from
two applications which are virtually unloaded (the shift into neutral and
then back into gear with matched revs). Clutch cable assemby and return
spring aside, of course.
2) It's more than a little unfair to compare a race tuned Porsche to your
average runabout. I have driven a race tuned Porsche and I can attest it was
a joy to drive/very easy to shift. On the other hand, in my everyday car, I
take pot luck whether or not letting out the clutch will be smooth or
produce a ***/embarrassing jolt. Therefore I double clutch and blip every
non-braking downshift for smoothness sake... I know I don't have to: I can
also blip the throttle as I move the gear level through neutral on a single
clutch application. I just find it easier to time it using double clutch.
My car, my gearbox, my clutch, my perogative. Clear?
Jan.
=---
"Pay attention when I'm talking to you boy!" -Foghorn Leghorn.