360 F1 downshift

Should not be a problem as long as the downshift will not exceed redline, otherwise the F1 system will hesitate until a safe engine speed is reached for a downshift. Those engine speeds are easy to calculate since they are simply a function of the gear ratios. Ratios on the 360 are 1st 3.286, 2nd 2.158, 3rd 1.609, 4th 1.269, 5th 1.034, 6th 0.848. So if you were going to downshift from 4th to 3rd, maximum revs the system would allow would be 1.269/1.609 x 8500 = 6704 rpm. From 3rd to 2nd, it would be 6338 rpm.

Does this occur in both Normal and Sport? In Sport the shifts are double clutched, according to the WSM, and will be quicker and smoother, even if clutch wear increases slightly because of the extra engagement cycle.

Taz
Terry Phillips

 

You were probably light on the brakes and "engine braking" at high RPM. Hard on the brakes, down shift and then into the corner you go.

 

There should be no extra wear when double clutching I think. The first clutch happens in neutral, no gears engaged. The second when the lower gear is engaged. That's what we do with manual gears. It helps synchros which will suffer less and clutch life too as rev match is much better when second clutch is made. The blib is made when clutch is depressed, in neutral. So that gives the following sequence of 8 movements:
1) Clutch depressed
2) Gear in neutral
3) Clutch released
4) Blib
5) Clutch depressed
6) Lower gear engaged
7) Clutch released

All in 150 ms....in manual, 500ms and you have to brake too at the same time of course

 

is this true regarding wear?
from the post above: In Sport mode..........even if clutch wear increases slightly because of the extra engagement cycle.

 

Stef- Not sure I agree with that. I agree with the part about less wear on the synchros, but it is just two cycles on surfaces parting and meeting, clutch springs compressing and extending, and the throw-out bearing opening and closing the clutch. On a synchronized, non-double clutched downshift, the revs are still matched on the flywheel and the clutch plate and the synschonizers match the gear speeds, so there is no more wear on the clutch plate than on half a double clutched downshift. With double and triple synchro rings, I am not sure I am too worried about synchro and transmission wear and have not heard too many owners of 360s, 575Ms, of F430s having to have their transmissions rebuilt. Have heard about a lot of them changing clutches, though. Brian Crall says most F1 T/O bearings are used three times as much as a manual shifter T/O bearing.

Save the synchro rings, yes, save the clutch, no, I do not think so.

If you can do a double clutched downshift with a manual transmission in 500 ms, my hat is off to you. Most people cannot even upshift that fast, and I did some drag-racing in my earlier years. My 575M does it in 220 ms, and that is enough for a big pop on upshifts. Lots of torque.

Taz
Terry Phillips