It would be nice to see a full series where Christian leads a breakdown of car mechanics like Wyatt has broken down car dynamics on the channel. Wyatt has been great at helping me develop correct feedback loops between my mind/body movements and a vehicle's dynamics by translating performance driving concepts into the "language of sending it" with his verbal and non-verbal cues most other action sports athletes intuitively understand. If you're able to similarly translate what's happening with car mechanics when you send it, I think it would deepen my intuition for driving by helping my ability to zoom in and out between scales below just that of the driver, to better triangulate what's happening to the overall system the driver is a part of. Going the other direction and zooming out to systems the car and driver are within, I'd also love to develop more intuition for the ie social, economic, and vehicle production aspects of performance driving. Thanks and keep up the great work!
Neat detail at 4:41 : notice the straight cut gear teeth for the reverse gear. That's why your car sounds like a noisy race car when in reverse (assuming you've got a manual transmission). Most racing gearboxes will have straight cut gears throughout instead of just reverse. This leads to more noise, but not having that lateral force to deal with means you can make the whole gearbox lighter.
Honestly a great breakdown on how it works, this video really deserves more views. Having you guys move the blocker rings and rotate the assembly made it straightforward to understand.
Thank you for the content idea, we totally should! Here is an older video we did that might give a little of the information you are looking for: ua-cam.com/video/ceT61lgERmA/v-deo.html
I imagine slamming through the gears would be quite rough on the synchros. What are your thoughts on double clutching and do you guys ever do so for mechanical sympathy while rallying?
Double cluthing is a method for transmissions that don't have syncromesh at all. When you double clutch, you are simply having to manually open up a window in rotation for the next gear you want to engage. The only thing it helps with in synchronized transmissions is going to a lower gear for optimal acceleration.
If you match the engine speed to the wheel speed per gear when moving the stick and connecting the clutch, you will be completely fine going through the gears. This applies with synchros or not, and you do not need to double clutch on working synchros. The stick lets you know how much resistance there is with the synchros until a smooth engagement is possible with the gear. Once you get used to rev-matching and timing, the shifts become not only smoother but faster
Keep in mind, the more force you put into the syncro yes the more wear you put on the fork and blocker ring, but also, the more friction is created by the syncro and the faster it stops slipping. Short throw shifters can exacerbate this sometimes.
Being smooth when you shift will do a ton for mechanical sympathy. With all the excitement in a rally car we see more issues trying to not miss your gate or shift in the wrong gear which might only get one or two of those before you transmission is gone. The other responses are also great and we appreciate the community @ancientapparition1638, @sethjansson5652, @phantomrally86 and @Levibetz
It would be nice to see a full series where Christian leads a breakdown of car mechanics like Wyatt has broken down car dynamics on the channel. Wyatt has been great at helping me develop correct feedback loops between my mind/body movements and a vehicle's dynamics by translating performance driving concepts into the "language of sending it" with his verbal and non-verbal cues most other action sports athletes intuitively understand. If you're able to similarly translate what's happening with car mechanics when you send it, I think it would deepen my intuition for driving by helping my ability to zoom in and out between scales below just that of the driver, to better triangulate what's happening to the overall system the driver is a part of. Going the other direction and zooming out to systems the car and driver are within, I'd also love to develop more intuition for the ie social, economic, and vehicle production aspects of performance driving. Thanks and keep up the great work!
Neat detail at 4:41 : notice the straight cut gear teeth for the reverse gear. That's why your car sounds like a noisy race car when in reverse (assuming you've got a manual transmission). Most racing gearboxes will have straight cut gears throughout instead of just reverse. This leads to more noise, but not having that lateral force to deal with means you can make the whole gearbox lighter.
Honestly a great breakdown on how it works, this video really deserves more views. Having you guys move the blocker rings and rotate the assembly made it straightforward to understand.
can. you do this for open, limited slip and constant-velocity rear differentials?
Thank you for the content idea, we totally should! Here is an older video we did that might give a little of the information you are looking for: ua-cam.com/video/ceT61lgERmA/v-deo.html
Great video guys, when are we gonna get a feature of that Golf?
Check out our other channel to see the build process, and keep an eye out for some videos coming soon.youtube.com/@teamoneiloc?si=2g37kd8AO7SZcp53
I imagine slamming through the gears would be quite rough on the synchros. What are your thoughts on double clutching and do you guys ever do so for mechanical sympathy while rallying?
Double cluthing is a method for transmissions that don't have syncromesh at all. When you double clutch, you are simply having to manually open up a window in rotation for the next gear you want to engage. The only thing it helps with in synchronized transmissions is going to a lower gear for optimal acceleration.
you wont have time homie, things will wear and thats life
If you match the engine speed to the wheel speed per gear when moving the stick and connecting the clutch, you will be completely fine going through the gears. This applies with synchros or not, and you do not need to double clutch on working synchros. The stick lets you know how much resistance there is with the synchros until a smooth engagement is possible with the gear. Once you get used to rev-matching and timing, the shifts become not only smoother but faster
Keep in mind, the more force you put into the syncro yes the more wear you put on the fork and blocker ring, but also, the more friction is created by the syncro and the faster it stops slipping. Short throw shifters can exacerbate this sometimes.
Being smooth when you shift will do a ton for mechanical sympathy. With all the excitement in a rally car we see more issues trying to not miss your gate or shift in the wrong gear which might only get one or two of those before you transmission is gone. The other responses are also great and we appreciate the community @ancientapparition1638, @sethjansson5652, @phantomrally86 and @Levibetz