Block changing
Discussion
davepoth said:
It was down through the gears when I learnt in the '90s.
That's how it was with me when I was learning in the 1950s. I don't think the question of block changing arose at that time.It was only when I bought a 3.8 Jaguar in 1968 that I started to block change, usually going straight from 2nd gear to 4th.
I learned to drive in the late 70s and I was taught to change up and down sequentially, with the proviso that block changing wasn't frowned upon, but also wasn't required or particularly desirable in terms of taking the standard test.
I don't think we used to get so excited about that stuff then - many bread and butter cars had such meagre performance and feeble brakes that it didn't make a lot of difference. It's easy to forget how much better (and how different) cars are now.
Many cars (like my previous Audi A3) have a 6 speed box for no apparent reason - the ratios were quite close and top gear was still no higher than the top in a five speed box - there was a lot of overlap between gears. I think its to do with marketing and emissions rather than performance and/or economy.
I don't think we used to get so excited about that stuff then - many bread and butter cars had such meagre performance and feeble brakes that it didn't make a lot of difference. It's easy to forget how much better (and how different) cars are now.
Many cars (like my previous Audi A3) have a 6 speed box for no apparent reason - the ratios were quite close and top gear was still no higher than the top in a five speed box - there was a lot of overlap between gears. I think its to do with marketing and emissions rather than performance and/or economy.
I was taught to change down the gearbox sequentially when slowing down when I was first taught to drive in the mid-1980s.
Block changing, however, is a fundamental principle of Roadcraft systematic driving, in that when you use the 5 phases information-position-speed-gear-acceleration on the approach to a hazard, you should adjust your speed until it is appropriate before selecting the appropriate gear.
That might mean you'd lose 10MPH with the brakes, come off the brakes and then change down from 5th to 4th.
It might also mean you'd lose 50MPH on the brakes, before coming off the brakes and changing from 5th to 2nd.
It might also mean you'd brake to a complete stop in 5th (pressing the clutch when the engine drops to tickover speed), before either handbrake & netral, or first gear if you're about to set off again.
Block changing was also one of the four "Rules for gearchanging" in the old blue Roadcraft...
"The first class driver should aim always:
(a) To be in the correct gear for every road speed and traffic situation.
(b) To make all gear changes quietly and smoothly.
(c) To be capable of engaging a particular gear without first using an intermediate gear.
(d) To know the approximate maximum road speed in each gear of the vehicle he is driving."
In my day-to-day driving, I block change frequently when slowing down, but only occasionally when accelerating. For instance, I'll occasionally keep a flexible 4th gear when joining a motorway, as it gives me a little more response in both deceleration and acceleration when matching the speed of other vehicles on the motorway. Once I'm up to a speed I'm happy with, I'll then go straight to 6th to maintain the cruise.
Block changing, however, is a fundamental principle of Roadcraft systematic driving, in that when you use the 5 phases information-position-speed-gear-acceleration on the approach to a hazard, you should adjust your speed until it is appropriate before selecting the appropriate gear.
That might mean you'd lose 10MPH with the brakes, come off the brakes and then change down from 5th to 4th.
It might also mean you'd lose 50MPH on the brakes, before coming off the brakes and changing from 5th to 2nd.
It might also mean you'd brake to a complete stop in 5th (pressing the clutch when the engine drops to tickover speed), before either handbrake & netral, or first gear if you're about to set off again.
Block changing was also one of the four "Rules for gearchanging" in the old blue Roadcraft...
"The first class driver should aim always:
(a) To be in the correct gear for every road speed and traffic situation.
(b) To make all gear changes quietly and smoothly.
(c) To be capable of engaging a particular gear without first using an intermediate gear.
(d) To know the approximate maximum road speed in each gear of the vehicle he is driving."
In my day-to-day driving, I block change frequently when slowing down, but only occasionally when accelerating. For instance, I'll occasionally keep a flexible 4th gear when joining a motorway, as it gives me a little more response in both deceleration and acceleration when matching the speed of other vehicles on the motorway. Once I'm up to a speed I'm happy with, I'll then go straight to 6th to maintain the cruise.
R_U_LOCAL said:
Block changing, however, is a fundamental principle of Roadcraft systematic driving, in that when you use the 5 phases information-position-speed-gear-acceleration on the approach to a hazard, you should adjust your speed until it is appropriate before selecting the appropriate gear.
That's true, but one doesn't even need to be a Roadcraft proponent to see the benefit of block changing (or at lest, the benefit of not restricting yourself only to sequential changing). It just gives you more freedom.It's your car. You're the driver. It's your gearbox with your gears in it. They've been put there for you to use. When you've finished using one of them for now, there's no reason not to permit yourself to now select whichever of the others best serves whatever it is you're going to do next.
When I took the I.A.M. driving test in 1967 the examiner said that it was better to use the brakes to slow down than the transmission. His argument was that replacing brakes was cheaper and easier than replacing/repairing transmission.Therefore block changing was an acceptable method back then!
StressedDave said:
martine said:
It's stunning driving but apart from sounding superb why do it even on track?
In order to control brake bias as you slow down and the aerodynamic downforce changes the loads on front and rear axle differently. In short, car is set-up to need it.Did I mention that it sounds good?
StressedDave said:
martine said:
It's stunning driving but apart from sounding superb why do it even on track?
In order to control brake bias as you slow down and the aerodynamic downforce changes the loads on front and rear axle differently. In short, car is set-up to need it.I believe the reason is actually to avoid putting any further braking effort into the driven wheels other than that provided by the brakes.
rodpress said:
titian said:
Snap, IAM test 1967 and block changing for as long as I can remember, it makes sense.
Are you keeping up with the AD rodpress?
I am Still driving "The System"Are you keeping up with the AD rodpress?
7db said:
StressedDave said:
martine said:
It's stunning driving but apart from sounding superb why do it even on track?
In order to control brake bias as you slow down and the aerodynamic downforce changes the loads on front and rear axle differently. In short, car is set-up to need it.Did I mention that it sounds good?
martine said:
7db said:
StressedDave said:
martine said:
It's stunning driving but apart from sounding superb why do it even on track?
In order to control brake bias as you slow down and the aerodynamic downforce changes the loads on front and rear axle differently. In short, car is set-up to need it.Did I mention that it sounds good?
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