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paddle shift rev match Post Review

Paddle shift is a form of manual its not as a raw as a stick. You can rev match and downshift and upshift with full control on the engine without stalling out. Autos cant do that cause its all done automatically. Dumbass

I hate when people hop in my car...see the paddles on the steering wheel...and ask if it’s paddle shift...it’s rev match whore...

@Jigga_Jay_T I’m hoping for a DCT paddle shift tranny option in the higher models. The active rev match they have is awesome though

@IAMRoadSmartDRA What is the IAM policy re paddle shift semi auto. It is now possible to shift gears without losing any steering input and with 'Rev Match' there is no drag on the driving wheels. So gear change overlap at end of braking absolutely ok????

paddle shift rev match Q&A Review

Is the Volkswagen DSG transmission reliable?

As the owner of a Skoda superb i can say without doubt the DSG 7 speed dual clutch transmission in my car is fantastic, reliable and performance worthy. In cars such as you mentioned a lot depends upon how you use it. Now if you drive city, dont over rev it, get it checked every 30,000 kms or so, and basically dont push in the gas abruptly during gear changes which happen automatically. See you cant rev match it since you wont be having paddle shifters. Basically drive normally and let the auto transmission do its job, and you'll fall in love with it. Apart from all the cars u mentioned only the polo GT version is somewhat meant for rev matching and high acceleration bursts. Its like a sport version of the car but again it doesnt mean u abuse the transmission there's a way to shift properly for max speed too! Drive safe

Why is it so hard to down-shift to 1st gear unless at dead stop?

The ratio difference between 2nd and 1st gear is large, so to shift into 1st the synchronizer needs to do a lot of work to speed up the input shaft of the transmission. First gear synchronizer is generally also not as strong as 2nd gear synchronizer, making the effort larger. To get into 1st at 'high' speeds (>10mph), try double clutching into 1st gear with a rev match. This will lessen the load on the synchros and make it easier to move into 1st. In a vehicle with DCT or paddle shifters, there is no direct mechanical connection between your shifter and the gearbox, thus there is no extra effort. Most DCT/paddle shifter transmissions will blip the engine to perform a rev-match to get into first.

Does downshifting/engine braking consume more gas than neutral braking?

It depends on two things: Your car's ECU programming and your technique. Heel and toe downshifting implies that you are using your right foot to brake and simultaneously blip the gas pedal to match the RPMs such that the flywheel and the clutch are moving at approximately the same rate. This means that the synchros aren't doing any work and the gear lever slips right in. It's very satisfying done correctly. Modern dual clutch automatics (DCT or Dual Clutch Transmission is a common abbreviation) and traditional torque converter automatics with rev matching capabilities have taken all the skill required out of doing such a maneuver. Simply click a paddle or a shift lever and the motor automatically seeks the correct rpm and performs the shift. It's actually mechanically beautiful to goof around with, but takes some of the soul out of driving. So, what's the relevance of the above? Downshifting can save fuel, as when you are in gear and coasting, many cars shut off the injectors or only fire minute amounts of fuel. At idle, the engine must inject enough fuel to keep itself running. The amount of fuel used at idle is significant enough that many manufacturers are moving to a start/stop system that automatically turns the motor off when you are sitting at a stop on the brakes. In order for downshifting to a be a net fuel gain, you have to do one of two things, either not use the gas (which makes for a rougher downshift, as the inertia of the car's forward movement gets bled off as you let the clutch out (or put the DCT in a mode where it doesn't rev match) is traded to spin the motor and all of it's reciprocating parts up to an appropriate speed. Or, you have to coast long enough that the fuel saved during coasting with the car in gear is more than you'd spend simply idling the motor. I suspect that this amount is a pretty decent distance. , The other thing you should be aware of is that coasting in idle is not a really good idea, because if you need to accelerate suddenly, you can't just stomp the gas pedal, you'd need to put the car in gear, and without a good rev match, you could very well upset any accident avoidance maneuvers you are making at the same time.

Will stick shift (manual transmission) go away completely?

Back when there were only two choices available, automatic or manual, the manual was always a better choice for either performance or fuel economy. Econoboxes with manual transmissions always got a few more miles per gallon on the highway than their automatic counterparts. On the other end of the market, supercars and performance cars always had manual transmissions because they provided faster acceleration than automatic transmissions, plus they gave the driver control of gear changes. Over the years, automatic transmissions improved. Torque converters became more efficient, gear changes became faster and paddle shifters became more prevalent. Now acceleration times were nearly identical if not a smidge faster in the automatic. MPG improved due to torque converter lockout at highway speeds. Then came the CVT. The CVT was perfect for the econo boxes due to its infinite gear ratio which allowed the engine to stay in its efficiency peak most of the time. The manual now no longer gets the better mile per gallon, so in the econo box segment of the market there is really no reason for most people concerned with MPG to get the manual anymore. On the performance end of the market, dual clutch and sequential transmissions are now the norm. They provide quicker acceleration than the manual with just as much driver control. Further, the engineers can program launch control into the transmission. A manual just can't keep up anymore. Death knell number two for the manual. And lastly, with CVTs, automatics, sequential transmissions, all of these transmissions are computer controlled along with the engine. The entire drive train is able to be manipulated, not just the engine. This allows the engineers complete control over the emissions of the vehicle which in this day and age are strictly regulated. So basically it's being killed by better technology. The only thing that's keeping it alive is nostalgia, and I am extremely nostalgic for manual transmissions. Every single car I've owned from my first to my current car for the past 30 years has been a manual and will continue to be a manual until I can no longer drive or they are no longer available. I love the control that it gives me, the feeling of the shifter snicking through the gears, the sound the engine makes, trail braking while heel and toeing, double clutching, rev matching while down shifting. All those things make driving enjoyable and fun and not just a mundane activity that you must endure.

What kind of transmission is used in Formula 1 cars?

Modern Formula 1 cars use a sequential transmission. A sequential gearbox is almost never used in a road car. Contrary to popular belief, dual clutch transmissions are not used in an F1 car. While the gearshifts from a DCT and sequential gearbox are almost equally fast, a DCT is physically very big (because of the two clutches) and also F1 cars rarely use their clutch systems, which I will explain a little later. DCTs are used in road cars primarily for longevity and reliability reasons. A sequential transmission can only change gears in ,sequence, — the gear selection method itself is similar to a regular car transmission, in that it uses selector forks to shift dog rings that engage a specific gear. The key differences in an F1 transmission and regular manual transmission actually lie in the implementation into the car. The gear selector barrel in an F1 car is moved with a hydraulic actuator, instead of the drivers hand. Current F1 cars use hydraulic components made by ,MOOG,. MOOG also manufactures hydraulics for military use and space exploration. The clutch in an F1 car is only used for launching the car from a standstill. Even then, it is not a direct physical connection to the driver, instead a set of “paddles” mounted behind the steering wheel control yet another hydraulic actuator. This hydraulic actuator is implemented the same way as a normal clutch slave cylinder. The rules require the position of the paddle to directly correlate with the position of the actuator. This makes launching very difficult, because the driver does not have the same level of mechanical feedback he would get with a regular foot pedal. (Alonso’s clutch paddle pictured) Once the car is moving, shifting through the gears is done with another set of paddles, commonly referred to as “flappy paddles”. These are also mounted behind the steering wheel. The key benefit here is that the driver does not need to move his hands off the steering wheel to shift gear, hence increasing overall control and safety When the driver triggers the ,upshift, paddle, the electronics in the car actuate the selector barrel up 1 position, and the gearshift is complete. Because the gearshift takes <8 milliseconds, it is not necessary for the ECU to cut the throttle, or to release the clutch. This outrageously quick gearshift is possible because the moving components are very light, hence have a low moment of inertia. Also the hydraulic pressures run at over 4,000 psi, hence the actuators produce massive amounts of linear force. Downshifts ,are more complicated. If the driver requests a downshift, it is almost always done under braking. It is important that gearshifts do not unsettle the car under braking because the tyres are already working hard to find traction. It is also important to ensure downshifts happen quickly; this is because the MGU-K is regenerating energy during braking, and the longer it takes to downshift, the longer the MGU-K isn’t connected to the rear wheels. Remember the MGU-K is connected to the crankshaft of the engine, and not the gearbox output shaft. Quick reminder; the ,MGU-K (Motor Generator Unit - Kinetic), is simply an electric motor used for the car’s hybrid system. The usage is quite similar to that in hybrid road cars. When the downshift paddle is triggered, three things happen in the space of a few milliseconds: The clutch is slightly disengaged. This is to ensure that RPM difference between the engine and transmission post-downshift don’t lock or spin the rear wheels The ECU automatically increases the throttle momentarily (a few milliseconds). This is done so that after the downshift is completed, the engine RPM perfectly matches the gearbox input shaft RPM. This rev-matching is often referred to as “heel-and-toe” or “double de-clutching” in conventional cars. As the RPM is being matched, the selector barrel is moved into the lower gear. Once the gear is selected, the clutch is re-engaged. The clutch timing here is critical, too early and the RPM will not have matched fully and you will unsettle the rear end and maybe spin-out, too late and you will lose energy that otherwise could’ve been harvested by the MGU-K. Information on F1 gearboxes is kept very well guarded by F1 teams, and is difficult to find. But for explanation of a sequential gearbox, I recommend ,this video,. Image belongs to ,Formula 1

What is the most underrated super car?

Any non-luxury badge sports car, fits the “underrated supercar” description these days. Why? Because many people are elitist and worried about what other people think much more than a car’s ,actual, performance. A perfect example is a Camaro., In recent years, the lowly Chevy muscle car has surpassed Ferraris, Lambos, McLarens, Porsches, etc. The Camaro ZL1 is a 650hp/650lb.ft, firebreathing, corner hugging (and still commuter friendly), weapon, with a semi-practical back seat and trunk. Car journalists around the world can’t believe the track times and it embarrasses cars costing 5x more. Even the interior is beautiful suede Alcantara, and the Recaro seats, Brembo brakes and stereo are nice. Real carbon fiber bits. Paddle shift or rev-matching stick shift. It comes in a hard core track version and convertible too. I’m a life-long car buff and I’ve never seen such an affordable supercar. And it truly is a supercar. The Camaro ZL1 1LE - beat supercars and buy a house with the money you saved ;-)

Is it fun to drive a supercar without a manual transmission?

Obviously opinions differ, but to me, driving a manual transmission car is massively more fun, even compared to a great paddle-shift transmission, ,for any situation in which you’re not driving at the absolute limit., And modern supercars cannot be driven to their limits on the street. You reach irresponsible speeds way too quickly and ride up on traffic after a short burst. To drive stick, you have to learn the car’s rhythm. You become very attuned to the inertia of the engine and the take-up curve of the clutch. It’s a little like dancing, or playing an instrument. You have more things to keep you busy, and more sensory input. Isn’t that why we bother with sports cars in the first place? Paddle-shift transmissions are great when you’re threshold-braking into a corner and trying to downshift 3 gears in the split second before initial turn-in. In that situation, there’s a lot going on very quickly, and it’s nice to have the car do the rev-matching for you so you can focus on using all of your braking traction and optimizing your corner entry. But if you’re going so fast that you don’t have cognitive capacity to downshift a manual transmission at corner entry, you’re going too fast for the street.

Why do many people still insist on driving manual cars? I drove some manuals and some automatics and I found next to nothing to prefer in manuals.

Why run a manual gear box? For the sheer joy of driving. Not to say that automatics aren’t great. Modern automatic transmissions are smooth, responsive, and on performance cars they are now usually quicker than their manual counterparts. Most cars now have the option for paddle shifters on automatics to give the driver more control. None of this withstanding, the experience of driving a manual transmission is so much more engaging and visceral that I find it vastly preferable. I like the feeling of controlling the rpms at and speed of clutch engagement, rolling through the gears by hand, rev-matching a mellow downshift, lighting up the tires now and then. And it makes me feel more in control, selecting shift points for the degree of acceleration, gears for terrain and situations. But that’s just me.

Infiniti G37 manual vs Paddle shift: which is better for 0-60 time?

Time is very similar - might be slightly different for different manufacturing/model years. I would point that in this situation you will see much better 0-60 time in automatic(paddle shift) vs manual if you don't have a lot(a lot!) of manual transmission experience. On other side - real pro might not be able to shave time more than 0.1-0.2 seconds using manual transmission. You might want to ask you different question - how many times during car lifetime (till major repair) you could do such engine on full blast starts? IMHO, you could do much more of such starts with manual transmission than with paddle shift. Automatic transmission in general wear themselves much faster than manual on full engine power applications. IMHO, I would not redline the engine unless absolutely necessary. If you downshift at 6,000 rpm (as opposed to 7,600) - you will have loads on pistons, crankshaft due to rotational dynamic loads at 62% comparing to redline, but engine power at 6,000 rpm will be somewhere in 85% range comparing to redline power. Numbers are approximate. You could ask yourself - do you want to extract last 15% of horsepower at the cost of stressing engine 1.6 times more? Probably not every acceleration you will be doing. Please send a message me if you are interesting in trying to increase the duration of automatic transmission lifetime via rarely used right-foot approximate rev-matching.