How to heel and toe shift and why it works
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- Опубликовано: 30 дек 2022
- #heeltoe #manualshift
So you think you can drive? Can you pull off the toughest challenge in manual car driving?
Today's performance car world is full of slick-shifting automatics and many of the few manuals that are left will rev-match blip the throttle for you on a downshift.
But what if you drive a manual car that doesn't rev-match? Then you need to learn the art of heel'n'toe downshifting so you don't lose traction as you brake, and you can enjoy that beautiful feeling of true driving accomplishment when you perfect it.
In this video I'll go into why you need to learn heel and toe, how to do it, and what happens if you don't.
Post questions as comments!
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Best vid on the internet on this
the hardest part for me is balancing the pressure on the brake while I blip the throttle.
yes!!!
Try anchoring your right foot heel to the floor. I find it really helps with maintaining the brake pressure.
Had an ‘ahah!’ moment when I saw the diagrams … thank you 😁
I used to regularly change with no clutch, you have to rev match and no rear lock ups at all, it also means you have full left foot braking control and faster on the throttle on the exit. :-)
Another great video Robert. It's becoming very much a lost art - especially in the days of electronic rev-matching systems.
It is, and I mourn it. For me the enjoyment of sports car driving is in large part the degree to which you must master the skills to achieve high performance. Thus, automatics will never for me be as rewarding as manuals, and electronic rev-matching takes away again that little bit of skill and therefore reward and thus pleasure.
@@L2SFBC There's no doubting that electronic driver aids save lives, and many lives at that, without drivers ever being aware they live to boast of their exploits because their backside was saved by a black box. Back in the day much was made of the original R32 'Godzilla' Skyline GTR having more on board computing power that the first iteration of the space shuttle. Much was probably also made by drivers, down at their local pub, of their driving skills behind the wheel of their R32 - in reality it was the skill of a computer programmer who saved the day.
Like you, I enjoy manual cars. One of my BMW E34 M5s now graces BMW's heritage collection in Mulgrave. It's a completely analogue car, save for ABS, but one of the most enjoyable to push quickly. I kept my later E39 manual car, still relatively analogue, just because I'm getting older and my reflexes are not as sharp as they once were. Where I have drawn the line is at replacing the E39 with something that eats away at those final vestiges of skill, and fun. There are some things I think we need to hang on to.
You and I are of a like mind! It is why I own my Lotus which I expect to appreciate as it is analogue save for ABS and a rudimentary engine traction control.
As a driver trainer I am very much aware of the potential for ESC to mislead drivers into thinking they have skills they do not. The latest Porsche and Audi systems for example are superb.
Wow. Great in depth vid of this new for me skill. Will try master rev match now first :)
Good luck!
Nice explanation, one thing many others miss is how many options you have in regards to the differnt foot positions one can use. I use a 'big toe/small toe' (as in a near vertical foot) method in everday driving (long legs and large work boots) but in the rally car I tend revert to classic toes on the brake, heal on the throttle. Perfect seat position, and racing shoes make it possable, even for my big feet in a small Fiesta :)
Thanks! I hope I covered different foot placements!
@@L2SFBC Best I've seen!
Thanks, please share!
I feel like cars and drivers are so different, it’s really up to the driver to figure out the best technique.
Very true
@ H T If you are going to make ‘clever’ comments on the RUclips channel of a very well credentialed automotive journalist like Mr Pepper, you should be aware there will people like me who follow his channel. Before I retired a while ago, a good part of my job was providing expert advice for investigations involving complex engineering and to put expert evidence before our court system - this after many years of working hands-on as an engineer and research engineer. I have taken the liberty of copying and pasting your original comments into my response, that way should you choose to try to go back later and delete or edit them to correct some of your incorrect statements you have made they will stand here in the form I replied to.
“H T The gearbox to road wheel is a fix ratio. You have to match the engine speed to the gearbox. In a car you may or may not have synchronisers to match any speed differences. In a lorry it is harder where the mass of the gearbox slows down the gearbox speed so much once you push in the clutch. That’s why you have to double de-clutch.”
I’ll come back to your first point.
Your comment that the ‘mass’ of heavy vehicle gearboxes ‘slows down the gearbox so much when you push in the clutch’ is utterly wrong - the complete opposite is the case. The rotational inertia of heavy vehicle gearbox internals is far higher than on light vehicles, so the gearsets in a heavy vehicle gearbox take far longer to slow down or build revs (the reason an engine with a heavy flywheel behaves the same). Anyone who has studied basic school-level physics knows this. You double de-clutch heavy vehicle gearboxes to control that increased rotational inertia using engine speed, and because synchromesh is rarely fitted to anything other than light trucks due to the fact it struggles with such high rotational inertia. This is the reason why many manual car drivers ‘crunch’ the gears even when selecting first gear from rest in a heavy vehicle - the gearsets haven’t been given anywhere near long enough to dissipate their rotational inertia.
“The gearbox to road wheel is a fix (sic) ratio”.
Wrong again. A modern constant-mesh gearbox is comprised of input, intermediate gearsets (sometimes referred to as ‘lay gears’), and output gearsets. All of the gears are in mesh at all times; except most commonly reverse intermediate gear. You select a ratio by locking one of the output gearsets to the gearbox output shaft via the selector hub, selector ring, sprags (or other detents) and, if fitted, synchromesh - all the other ratios continue to rotate but they are freewheeling on the output shaft. ONLY the output shaft, selector rings, selector hubs, detents, and synchro rings (if fitted) have a fixed ratio relationship with the drive wheels and there are exceptions to this too; for instance two speed differentials, some very modern front-wheel-drive transmissions that use two different final drive gearsets and four wheel drive vehicles with a secondary transfer case. If you select neutral while a car is in motion you are unlocking all gearsets from the output shaft. Incidentally the only time PARTS of the gearbox geartrain are operating completely independently, unlike your comment elsewhere, is if you have selected neutral AS WELL as depressing the clutch - otherwise gearsets remain connected via a selector ring to the output shaft and these are being driven by the wheels via the final drive.
You aren’t “matching the engine speed to the gearbox”, you are matching the engine speed and the input and intermediate gearsets of the gearbox to the speed of the gearbox output shaft (mostly dictated by wheel speed). When you engage the clutch with the gearbox in neutral, it is to attempt to use engine speed to match the speed of the input and intermediate gearsets to the selector ring and hub, and therefore the output shaft. On heavy vehicles this helps avoid damage to the dog teeth the selector ring engages with, on light vehicles it makes for reduced synchromesh wear and smoother gear changes. Mr Pepper’s statement was quite correct - yours is wrong on pretty much every level.
“H T Yes I have a question? How did you produce that video without any mechanical engineering sense”.
Mr Pepper will understand all of this very well but simply won’t have had the time to write such a detailed and rather boring response - not to mention redundant, explaining all of this in a video where he no doubt assumes people will understand the basics of gearbox operation. Retired nuisances like me, however, don’t have to worry too much about that. So next time you feel tempted to insult Mr Pepper’s level of ‘mechanical engineering sense’, I suggest very strongly you know your facts first. Have a good one - I have no doubt you will.
wow, thanks Contributor! I made a blog post out of all that!
l2sfbc.com/retired-engineer-slow-roasts-commenter/
@@L2SFBC It was a pretty boring response, but I'm glad it provided some amusement. I'm all for people commenting on RUclips, of course, but to use inaccurate information to insult the channel creator, with the added effect it misleads others who are interested in the topic, is just not on in my humble opinion.
@@contributor7219 And this is why I love open platforms. Thank you to you and the video creator. Just when doubt seeps in, someone comes in and settles the score.
Thank you for this video.
1. What about double clutching? What is the point of it?
2. With heel and toe shift, does it mean I can skip gears when slowing down? e.g., gear 3 to gear 1, skipping gear 2.
1. None with synchromesh on modern boxes
2. Yes you can skip.
Oh and please share 👍
Double-clutching in a car without synchros is harder
Yep
@ Waldo. Yep
try to master it in a Mog 404 with petrol engine shift up and down all gears also over the segment without greetings from the gears 😂😂😂Haha mission impossible….
That was a „Beast“
Cheers mate
How come you pronounce th as d ?
dat's the dway I do it, imperfect speech, got to balance those perfect looks eh
Heel toe shifting is matching your engine speed to your gearbox
No it's not. The gearbox is used to select the gear you need and the matching is the engine revs to the revs required for the speed with regard to the new gear.
It's also a lot about being able to maintain braking, while downshifting.
Yes I have a question? How did you produce that video without any mechanical engineering sense?
What do you mean?
@@L2SFBC Read my later post.
The gearbox to road wheel is a fix ratio. You have to match the engine speed to the gearbox. In a car you may or may not have synchronisers to match any speed differences. In a lorry it is harder where the mass of the gearbox slows down the gearbox speed so much once you push in the clutch. That’s why you have to double de-clutch.
So as the box to wheel is a fixed ratio you're matching speed from engine to wheel right?
Hallo Robert
Happy new year 2023
Ha… Open another can of worms…
I guess 99.9% of your viewer will never be able to use it.
Shoes…. Train barefoot…
To master that properly takes a while and some spin-outs..
Happy days..
Cheers mate