With my 5.0 there is no way I can get started without touching the gas.Are you letting off the clutch to quickly? I can get started in 1st without my foot touching the gas.
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With my 5.0 there is no way I can get started without touching the gas.Are you letting off the clutch to quickly? I can get started in 1st without my foot touching the gas.
It's easier find the the catch point when you start out in second. Just make sure your revs are over 1.5K.If he's stalling in 1st gear second is going to be worse.
Practice in an empty parking lot. It's all about learning the clutches grab point. If the S550 clutch and tranny is anything like my 2012's, 80% of the total pedal travel is "empty". It might be that you're pressing the pedal all the way to the floor and letting the pedal up what seems like a long distance and then maybe popping the clutch for the last bit of travel.
You blip the throttle before (or right before) the clutch engages. Again, the point is to make the engine speed and the wheel speed (i.e., the output shaft speed) match at the gear your are shifting to.Ok perfect thanks for the tip. If i tell him that you guys verified the legitimacy, he will be ok. So you rev-match while the clutch is all the way in?
Keep reading, I'm not referring to rev matching here, although perhaps I wasn't clear enough. I'm referring to NOT rev matching and letting the clutch out when the engine isn't in the right RPM for the gear, thus spinning the engine up using it's mass against it and slowing the car down using the engine. I thought the sentence after the one you bolded made it clear what I was talking about.I can't disagree with this more.
Absolutely nothing wrong with rev-matching then using the engine to brake.
Also keep in mind, you need to be braking at the same time, to ensure you don't need to hit red-line in order to keep up with the new gear. ie. don't down shift to 2nd and try to rev match until you're in an appropriate speed range. Forcing the motor above red line is WAY BAD.You blip the throttle before (or right before) the clutch engages. Again, the point is to make the engine speed and the wheel speed (i.e., the output shaft speed) match at the gear your are shifting to.
How to know the correct rpm for the next gear? Practice. Learn the gear ratios of different gears, so you know what the rpm will be (more or less) at the new gear.
When in doubt give a little throttle and roast the tires haha better than stallingProbably am. It usually only happens when I'm at a stop sign with other cars there. I get real nervous
Yes, good point.Also keep in mind, you need to be braking at the same time, to ensure you don't need to hit red-line in order to keep up with the new gear. ie. don't down shift to 2nd and try to rev match until you're in an appropriate speed range. Forcing the motor above red line is WAY BAD.
Sometimes you downshift not b/c you are slowing down, but b/c you want to accelerate. In this case, it is clear the rpm for the lower gear will be higher (as the wheel speed is decreasing).Hmm i just told my dad the what you guys said about rev matching and he responded by saying that if you have to rev the engine when you downshift, you are simply picking the wrong gear, or not breaking enough. Any counters i can throw at him?
The whole point of "rev matching" is to match the wheel speed to the engine speed. Your dad would be right if every gear had the same ratio, but then we wouldn't be driving anything more than a 1-speed. Different gears have different ratios. Staying at the same speed and choosing a lower gear will have the engine at a higher speed once the gear's engaged. Why not smooth out the transition with a blip of the throttle as opposed to letting the two drag and mate speeds?Hmm i just told my dad the what you guys said about rev matching and he responded by saying that if you have to rev the engine when you downshift, you are simply picking the wrong gear, or not breaking enough. Any counters i can throw at him?
Or just let your dad watch the professional drivers. They brake super hard right before entering a curve, thus decelerating very fast; yet they all choose to rev match when downshift (they will likely do heel-n-toe, which includes rev matching).Hmm i just told my dad the what you guys said about rev matching and he responded by saying that if you have to rev the engine when you downshift, you are simply picking the wrong gear, or not breaking enough. Any counters i can throw at him?
That's the proper non-performance approach. Nothing wrong with it.Hmm i just told my dad the what you guys said about rev matching and he responded by saying that if you have to rev the engine when you downshift, you are simply picking the wrong gear, or not breaking enough. Any counters i can throw at him?
No need to argue with him.Hmm i just told my dad the what you guys said about rev matching and he responded by saying that if you have to rev the engine when you downshift, you are simply picking the wrong gear, or not breaking enough. Any counters i can throw at him?