Driving Test: 'Block' Gear Changes?
Discussion
I was instructed to stop in gear, leaving the gear engaged until the car has almost stopped and the engine is trying to stall. It's b
ks. However, you seem aware that the driving instructor will teach him how to pass the test so if I were you I'd keep from teaching him any 'bad' habits- he can learn those after he has his license.
ks. However, you seem aware that the driving instructor will teach him how to pass the test so if I were you I'd keep from teaching him any 'bad' habits- he can learn those after he has his license.When I learned around 5-6 yrs ago block changes were encouraged, because it minimized the number of gear changes required and lessened the reliance on the engine braking effect.
What was discouraged however was block changing only for the purpose of dropping to a much lower gear for the primary purpose of engine braking to slow the car down. They were quite firm about only releasing the clutch when it is safe to accelerate again and you have selected the appropriate gear for the new speed.
In real-world I think people do it their own way quite a bit, and doesn't make much difference safety or mechanical-wise.
What was discouraged however was block changing only for the purpose of dropping to a much lower gear for the primary purpose of engine braking to slow the car down. They were quite firm about only releasing the clutch when it is safe to accelerate again and you have selected the appropriate gear for the new speed.
In real-world I think people do it their own way quite a bit, and doesn't make much difference safety or mechanical-wise.
HustleRussell said:
I was instructed to stop in gear, leaving the gear engaged until the car has almost stopped and the engine is trying to stall. It's bks. However, you seem aware that the driving instructor will teach him how to pass the test so if I were you I'd keep from teaching him any 'bad' habits- he can learn those after he has his license.
It is ridiculous how much it varies, my instructor had a vehement objection to this sort of thing, and if we both passed its hard to imagine an examiner would care too much unless you are somehow compromising safety in anything you do.ks. However, you seem aware that the driving instructor will teach him how to pass the test so if I were you I'd keep from teaching him any 'bad' habits- he can learn those after he has his license.I do it in my instructors car. When I first did it, he said that it could be classed as advanced driving by some examiners.
He is a proper petrolhead though, so I do it wherever possible and he does not have a problem with it. I have my test very soon and doubt I will do anything different.
He is a proper petrolhead though, so I do it wherever possible and he does not have a problem with it. I have my test very soon and doubt I will do anything different.
No, it's not wearing out your transmission (assuming you aren't forcing the syncro-cones together), because there will be a maximum of 3-5bar FMEP negative torque load, where the transmission is designed to withstand something like 20bar BMEP of positive torque!
If you rev match by "heal and toeing" there is no extra wear what so ever. If you don't the syncro-cones will wear slightly (just like on a normal up change for example), but you can literally do millions of gera changes before they wear to excess.
If you rev match by "heal and toeing" there is no extra wear what so ever. If you don't the syncro-cones will wear slightly (just like on a normal up change for example), but you can literally do millions of gera changes before they wear to excess.
Max_Torque said:
If you rev match by "heal and toeing" there is no extra wear what so ever.
Overlapped braking and gear changes is frowned upon except for a few circumstances. When slowing speed should be adjusted you should be off the brakes before changing gear, block changing down will be required to avoid unnecessary gear changes, along with forward planning.Rev matched changes would be mostly used on approach to corners or other hazards, ie. Speed reduced before corner, off brakes, downchange (may be block or not depending on road speed, gear required) with a throttle blip to smooth the change, monitor corner limit point and accelerate as required.
Edited by v8will on Sunday 13th January 19:11
Max_Torque said:
No, it's not wearing out your transmission (assuming you aren't forcing the syncro-cones together), because there will be a maximum of 3-5bar FMEP negative torque load, where the transmission is designed to withstand something like 20bar BMEP of positive torque!
If you rev match by "heal and toeing" there is no extra wear what so ever. If you don't the syncro-cones will wear slightly (just like on a normal up change for example), but you can literally do millions of gera changes before they wear to excess.
You're excluding the clutch from the transmission then, or does it not receive extra wear either? I rev-match most of the time giving a very smooth transition, but I sometimes over-do the throttle giving a (slightly) too high engine speed. That doesn't feel very healthy, especially since I would suspect the system is not designed for such a situation. Stops me from heel and toeing sometimes. Rightly so? I'm always looking for the most mechanics-friendly way since I drive a 16 year old 155k miler.If you rev match by "heal and toeing" there is no extra wear what so ever. If you don't the syncro-cones will wear slightly (just like on a normal up change for example), but you can literally do millions of gera changes before they wear to excess.
I was taught to brake and block change, I think because engine braking is discouraged due to perceptions that it damages the engine/transmission (whatever the truth).
I don't think the examiner cares though, unless you engine brake where you should use the foot brake (ie. the person behind gets no warning).
I don't think the examiner cares though, unless you engine brake where you should use the foot brake (ie. the person behind gets no warning).
cure said:
I use every gear up and down, with the rare exception of 3th to 5th for fuel economy. Is changing from 5th to 4-3-2nd when slowing down/stopping wearing out my transmission needlessly? Semi off-topic, but I wonder about that every once in while.
That's how I've always driven and I've not worn a gearbox out yet. 40-50k miles per annum. Passed in the early nineties, the instructors where teaching block changes then, never liked block changing.
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