| churchx |
08-17-2020 03:17 PM |
May i clarify two cases?
- When i try to overtake with max acceleration, i know my current speed, know redline speeds for each gear, know to which i need to switch and blip with throttle for rev match .. what roving though extra gears inbetween will net except extra actions for naught requiring extra time prior starting overtake?
- When i treshold brake on track after long straight and know that 2-3 gears down will be optimal in specific curve or after it .. why should i do those redundant switches? Especially if heal&toeing each of it, imho it will just reduce braking precision by those extra 2-3 gearswitches till right one. So what's wrong with doing just one properly revmatched gearshift straight to one i'll need when i'll need? +on grippy tires on dry tarmac track braking drops speed at high rate taking rather short time/passing specific gear ranges passed rather quickly.
On sequential gearbox i see nothing lost with rowing through gears, switches are quick. But not skipping gears on H-pattern .. i find it counterproductive in some situations.
Way i see, main gain for not skipped sequential downshift nets limits synchro wear for those that don't revmatch, and to have preselected right gear if need to unexpectedly accelerate appears. Such situations almost never happen for me on track (why should i try to accelerate when most of grip is spent on braking and slow speed curve ahead, unless i'm suicidal and want to go off track into wall?) and only some share of downshift cases during daily driving (where admittedly average braking rate is much slower and there actually be often cases of road situation changes to require other inputs then braking) .. so why put such strong emphasize on never ever skipping gears?
Oh, and btw, not-skipping gears will not prevent from misshifting to wrong gear. It didn't for OP and in several other cases i've read or seen videos about, even if if in each of those cases driver actually tried not to skip .. just had put in wrong gear.
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