Porsche Chat

Shame its black but a manual nevertheless https://www.carsales.com.au/cars/details/2015-porsche-911-targa-4-991-manual-awd-my15/OAG-AD-23368121


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if your very good I'll take you for a ride !

 

Greg what do you think of American men?

 

You're on, cowboy!

 

All teeth/fake porcelain veneers and duds in bed

Have a nice day

 

930 seen driven by an idiot.


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Lol, cheers man.

An old pic while I am here.


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He's Yanked a few. [emoji41]

 

I watched this YouTube video of a 996 GT-3 bring driven around the Nurburgring:



I then made the mistake of reading some of the comments:

@catsbeingjerks
3 weeks ago
Incredible video Misha. Quick driving question for anyone really. As a non-performance car driver, why are you side tapping the accelerator pedal on your downshifts? Thanks.

@thebloodyvlad
2 years ago
Probably a rhetorical noob question. Why do you rev it while braking when downshifting? To minimize the rotation speed difference and stabilize flywheel/car? What bad would happen if you would just downshift

@kokoscom
2 years ago
nice work Misha! Also nice to see all that work going on with the pedals... Seen you using the right foot for brakes/accelerator at the same time as well good job man! I really love such driving skills (only visible with older cars/gear lever/3 pedals...)


It got me wondering if people that watch car videos all day, actually drive at all, or are they cocooned at home becoming experts on being dumb without any effort on their part?



Obligatory Ferrari content in the Porsche thread. Here's the SF90 with the same driver, the acceleration values that thing is capable of seem simply staggering to me for a road car:

 

Are you making reference to clueless people being unable to “heel and toe” or whatever it’s called?

I think that deserves its own thread (I can’t do it, btw. Or, more accurately, I’ve never tried).

 

Yes.

You should have done it in the 355 on downshifts, since it doesn't blip the throttle, and you can drive it with two feet. "Heel and toe" is a bit of a misnomer anyway, it really refers to the olden days where you had a central throttle pedal. Using either side of your right foot is how one performs the action with a right side throttle pedal.

It's staggering to me that people whom drive manuals don't do it. I guess I'm old. I did a driving course at Sandown when I was 18, you were expected to be able to heel and toe from the get go.

 

On a similar theme, I was shown a video of a very quick Mustang 350R being driven in a historic race, sitting with a few blokes who rate themselves as drivers. The Mustang driver was downshifting before the braking point. After a couple of laps, I said "He's downshifting too early on corner aproach", thinking this was obvious.

"What do you mean" they said.

 

Oh and the SF90, I counted 4 and bit seconds from 10mph to 100mph. That's not far off an F1 car.

 

Yeah. Incredible.

 

Give it a go, or I'll dob you in to the Lotus bearded mafia

 

Fair enough. And I’m not going to lie - I admire people who can do it well.

However, I question the value of doing it in day to day driving.
The wear on my 355 clutch after 11 years driving it the way I did - and several track days - was totally in line with (and probably better than many) manual 355 clutches.

Allow me to provide the counter-point (or at least the reason why I’m not so keen to use my Emira to learn this technique).

My brother, whom is a top bloke, considers himself a bit of a “driver”.
This is despite the fact that he thinks Audis are the best cars on earth…

Anyway, when I’d had the Emira for a couple of months I took it down to his place (he lives down south in a great location that is surrounded by wonderful driving roads) and let him drive it.
The car was barely run in at that point and I was at pains to tell him not to thrash it and change up well before the red-line (I’ve mentioned before my extreme level of mechanical sympathy).

Five minutes in, he’s driving it nicely and loving it and then we come to a heavy braking, downshifting corner and he decides to heel and toe (because, you know, he knows how to drive) and **** me - he makes a total mess of it. It flies up to the limiter, bounces off a few times, the car makes noises I have never heard before, since, and never wanted to hear at all before eventually he gets it into gear and away we go.

“Whoops”, he says.
I’m dying inside.

And in that one moment that car probably had more stress on it than a thousand gear changes by me without the heroics of rev-matching.

Like I said, I wouldn’t mind knowing how to do it properly, but I think it’s massively overrated (except on track) and is really more about the driver showing how awesome they are than protecting the car from any potential extra wear.

But if someone wants to lend me their OHOS so I can bugger it up a hundred times before I get the technique right I’m interested.

 

He had an F1

 

Yes, he did.

 

It's called mechanical sympathy. There's nothing heroic about it. You're either mechanically sympathetic, or you're not.

Both of you appear not.

 

I probably know more about mechanical sympathy than most here, with much more severe consequences for non compliance.

Being able to heel and toe, yet routinely bouncing off the limiter and going sideways around every second corner is not my version of mechanical sympathy.

 

Great vid. I may even give it a go.

 

I need to get myself an SF90! Wow!

 

My 2c worth on this contentious subject

You absolutely have to heel & toe to downshift in a non-synchronized gearbox such as in racing cars. You don't use the clutch so matching revs to roadspeed is vital.

With a good synchro gearbox, there is no need or benefit unless you're driving close to the limit of mechanical tyre grip. Some Ferraris, particularly FEV12's with remote transaxle gearboxes, need to be heel&toed for sympathy - you will damage things if you use brute force.

I do it for enjoyment in the vette, but not all the time. Impossible to hurt a Muncie gearbox I also leave the car in whichever gear I was in on the straight for as long as possible through the corner. Wheels connected to engine = no locking up.

The key thing is to brake hard while the car is in a straight line, then ease off the pedal pressure as you get to the turn in point, change to the gear you need for exit as late and as quickly as possible, releasing the clutch smoothly as you unwind steering lock past the apex. All the while maintaining a little brake pedal pressure (trail braking).