rec.autos.simulators

Andre

Oh yeah, I sorta remember the concluding line -"A very much '60s
racecar at a very much '60s racetrack".

I have been trying to scour the web and have found a boatload of other
Tiff Top Gear clips, but not this one unfortunately... :-(

It's hardly going to be a masterpiece if Needell is involved...  ;-)

Jan.
=---

Eldred
--
Homepage - http://www.racesimcentral.net/~epickett
GPLRank - under construction...

Okay, so the Detroit Tigers finally won a game.  But is 1-11 *really* something
to get e***d over...?
Remove SPAM-OFF to reply.

Do you know any good places where I can download topgear videos?

Andre

Beers and cheers
(uncle) Goy

http://www.theuspits.com
http://www.teammirage.com

"Animation isn't the illusion of life; it is life"
--Chuck Jones (1912-2002)--

Cya
Jens

BTW: Beautiful car, hmmmmm....

On Tue, 16 Apr 2002 18:58:34 +0100, "Tony Whitley" <tony_w h i t l e

GPLRank: -14.82
Monsters of GPL: sub 95

I can't remember the technical details (something about not being a baulk
ring design?) but the synchromesh was limited in the first place and by the
time I got the car it was non-existent. Great fun playing with the pedals
though, almost compensated for the terrifying handling!

from http://www.bbc.co.uk/dna/h2g2/alabaster/A691030

To change up with a crash gearbox you must disengage the clutch, shift to
neutral and let the engine run down to a lower speed, re-engage the clutch
briefly in neutral to slow the gears down, then select the new, higher gear.
To change down you need even more pedal dexterity: you disengage the clutch,
shift to neutral, re-engage the clutch, blip the throttle rapidly to spin
the gears up, depress the clutch again and select the new, lower gear.

.......

Synchromesh is a refinement of the part of the constant-mesh gearbox where
the trouble happens: matching the little teeth on the inside of the selector
hubs with the little teeth on the side of the main drive gears. In a
synchromesh gearbox a system is introduced which spins the main gear (and
main shaft) up as the hub approaches. In its simplest form there is a
tapered section on the hub side of the main gear and a matching, grooved,
tapered, sintered (a form of heat treatment) bronze ring called a baulk ring
on the gear side of the hub. As the hub approaches the gear the bronze ring
rubs against the taper, and friction spins the gear up. Too fast and the
selector teeth will crash, too slow and there won't be enough movement
between the teeth on the hub and the gear for them to slide into place (they
might meet point-to-point).

Synchromesh started to be fitted to cars in the late 1920s and early 1930s,
but was by no means universal until the late 1950s. Even then it was not
uncommon for first and/or second gears not to be synchromeshed.

And, as anybody who has ever driven a Mini will know, early designs of
synchromesh were prone to fail. After about 40,000 miles the bronze rings in
the Mini's synchro hubs became smooth, so they no longer worked. Changing up
was OK but changing down without embarrassing grating noises required double
de-clutching. This was exacerbated by the Mini's engine having the gearbox
in the sump. This design, while brilliant from the point of
space-efficiency, meant compromise in the use of oil. The oil had to be
fluid enough to pump around the engine - but gears need a much thicker (and
generally cooler) oil to function effectively. Thus the BMC/Austin/Leyland
cars of two decades or more (including the Mini, the Allegro and the
revolutionary but flawed Maxi) were brought low by the Achilles Heel of
gearbox problems.
---------------------------------------
Perhaps more directly applicable to the OP is
http://www.turnfast.com/tech_driving/driving_heeltoe.lasso

Tony

Cya

JensSchumi

On Wed, 24 Apr 2002 22:11:06 +0100, "Tony Whitley" <tony_w h i t l e

GPLRank: -14.82
Monsters of GPL: sub 95