Originally posted by doe I periodically grind from 1st to 2nd....could that be caused by trying to shift too fast?
I've been having this problem as well, although it only occurs when the car is cold.
Usually it happens when I'm shifting slowly, almost as if I'm clicking into neutral then to 2nd. However, I don't get this problem as often when I shift quicker w/o hesistation.
MY guess is the tranny is cold/not lubricated and the synchros are not mated properly, hence it has a problem matching the rpm's when I "granny shift".
5hift, you should change ALL fluids more often than Honda recommends. Their service intervals are based on conservation, not on reliability. Most people don't keep their cars past 150k miles and Honda certainly doesn't warranty them that far.
Akimoto, double-clutching will help keep the synchros from wearing as much but it is so marginal as to be foolish to worry about. The synchros are there for a reason, double-clutching just gives people something to do and talk about. If you want to do something productive, learn to heel-toe.
Originally posted by shik0me
Wow, a serious, on-topic post from pter? Out of Off-Topic?? What the hell is going on here?
This morning I was repeatedly trying to rev-match into 1st gear and couldn't do it. Maybe I was revving too high? When done properly will it just slide into gear? I was feeling some resistance so I wasn't about to force anything =\
I don't have problems rev-matching into 1st. Just getting into 1st from a complete stop.
A Honda mechanic I know recommends changing the tranny fluid with every 3rd oil change. So, basically every 9k-15k miles you change both.
Originally posted by marcucci If you want to do something productive, learn to heel-toe.
Isn't the ability to heel-toe pretty much a prerequisite to double clutching? I mean, the actions required to perform a double-clutched, rev-matched downshift are a superset of those required to perform a single-clutched, rev-matched downshift.
The conditions where I find that double clutching really does help are when the car is cold, and especially when the ambient temperature is also pretty low. The first few gear changes from my driveway are always particularly tough, but double clutching helps greatly, even on top of single-clutched, rev-matched shifts.
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1994 JDM Prelude Si VTEC w/ 4WS
Sherwood Green Pearl (G-78P)
Originally posted by marcucci Only if you want to execute it well. You don't have to heel-toe to rev match, only if you want to be effective.
OK, true, you can perform a rev-matched downshift without heel-toeing -- but only if you're not braking at the time. (Unless you're thinking of a break in the braking while you blip the throttle -- yikes!)
Since the majority of downshifts occur during braking, what I meant was that, in order to include double clutching as a part of your everyday driving, heel-toeing is a prerequisite to double clutching.
If that's not what you meant, please explain further.
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1994 JDM Prelude Si VTEC w/ 4WS
Sherwood Green Pearl (G-78P)
Originally posted by marcucci Q: Will double-clutching help?
A: I think double clutching is a red herring and it's something that people that don't work on cars (or know much about them technically) do. It accomplishes the same thing rev matching does but with more clutch wear. Unless something is very wrong with your transmission, you should never need to double-clutch. If something is very wrong with your transmission, you should get it fixed!
Great write-up marcucci! But one thing I don't understand here... why would double-clutching cause more clutch wear? During double-clutching, when you downshift to neutral and rev the engine, the clutch is fully engaged at the moment you rev-match. It's not that you're revving the engine with clutch half engaged, which would promote wear.
On the contrary, I think more clutch wear would occur if you just rev-match without double-clutching. The reason is if you only do rev-match (with clutch disengaged), you are not speeding up the layshaft to match the speed of the engine. So when you clutch out (after downshifting) the wear would occur due to greater friction caused by the speed differentiation of the engine and layshaft. Does that make sense?
Another thing is how would rev-matching accomplish the same purpose as double-clutching? I thought that rev-matching only helps smoother transition when downshifting. It does not speed up the layshaft and driveshaft to match the engine speed as double-clutching would do. Am I correct?
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If a man speaks in the middle of a forest
& there is no woman around to hear him,
is he still wrong?
With double-clutching you are increasing clutch wear with 2x the engagements you'd have. Yes, there are lower forces at work but if you are properly rev-matching, you are properly rev-matching. There is little wear there. Double clutching is only less wear if you properly rev-match, and if you can do that, there's no need to double-clutch.
As I previously described the transmission is still viscously coupled to the motor with the clutch disengaged. You can still rev-match just fine and get things to engage smoothly without double-clutching. Trust me, I've been doing it for years.
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