Anyone Master Downshift Rev-Matching
 

Hello,

Hope everyone is well. I'm finding it very difficult to master the downshift rev-match on the Boxster and it's driving me nuts. Of course the higher the gears, it's a bit better. For example coming from 6 to 5, or max 5 to 4. But the lower gears 4 to 3, or 3 to 2, the revs have to be very precise and accurate or you miss the hole purpose of rev matching. Sometimes I get them right, sometimes I over rev, and sometimes not enough. Is it me, or is the Porsche hard to master the downshift rev match. Anyone have any tips for me? Watched a few videos on youtube, simply in concept, very hard to execute in real life.

Sometimes it's a thing of beauty... seamless downshift with perfect execution. Sometimes... not so much. My blip target is 4k rpm (needle straight up) which is usually very close to where I need it. I read somewhere that Porsche designed it that way so it would be easy to see in peripheral vision. I don't know if it's true but it works. Also I aim to get the shift done and clutch out in a straight line. Then if you botch it and unsettle the car it doesn't send you into the weeds. Practice practice...

Its tricky downshifting 3 to 2 and it needs higher revs than I first anticipated but do hit the sweet spot every now and then.

The other gears seem much easier to down shift smoothly and I don't bother down shifting 2 to 1 unless I need to stop in a hurry.

I find letting the clutch out a bit slower tends to smooth the transition from 3 to 2 giving a nicer deceleration.

I'm still learning as I've only had the Boxster S for a few weeks.

I don't know if I can help much. 40 plus years of motorcycling and 18 years of truck driving it just come natural to me. You usually don't need a huge rev up. Just a nice blip of about 1000 rpm or so should do it. If you are having trouble try doing the double clutch way. Pull it out of gear - clutch out, give it the blip-then clutch in and into gear. You will have to practice and it will be different at different speeds and also if you are skipping gears. Just try and see what works best in your car.

Practice, practice, practice. The secret is training your brain to know just how big of a blip to use.

Remember when you first started driving a stick shift and you had no idea what gear to use? You'd be driving down the street at 40mph and then brake and turn for a corner and you were never sure whether to be in 3rd or 2nd. How did you figure this out? Simple - experience! You drove around a lot and eventually your brain figured out what gear was right for any given speed and maneuver. Now you don't ever give it a second thought and gear selection just comes completely natural.

The same is true for rev-matching. Do it at every opportunity every time you drive and pretty soon, you'll be a pro.

I was well into my second season of driving before that 3-2 heel-toe downshift under braking started to feel like it was supposed to. It also took a while to get the 1-2 upshift to be as seamless as I wanted it to be. I've had motorcycles and stickshift cars before, but I have to say that this car has been the most difficult to master when it comes to shifting gears.

You get there the same way you get to Carnegie Hall....

yeah, as per the others the 3-2 is a bit tougher than the other gears as you have to rev a bit higher (less overlap than in the other ratios i suppose).

i use the edge of my foot not the heel, so wider shoes benefit me. in normal driving the brake pedal can seem much higher than the gas making the blips difficult, but on the track with the brakes mashed down the gas pedal lines-up nicely.

I'd say the Boxster is really nicely set up for heel and toe. It's doesn't get much easier, that's for sure. New 991 might actually be even easier, but I digress.

That's not to say it's actually easy. As above, practice, practice, practice. Rev match every downshift, even when you're just pootling around town.

I hated the stock Boxster pedal arrangement for heel-and-toe so I installed a Rennline pedal kit which extends and lifts the accelerator pedal to be more even with the brake pedal. This improved my rev matching by an order of magnitude. Click here for a DIY and some pics: http://986forum.com/forums/general-discussions/28895-rennline-pedal-install-guide.html

I think part of my problem is the transfer time from one higher gear to the lower gear on the stick lever. So even if my rev is enough, as the RPM starts to drop, but the time I take the gear out of the previous gear and go lower, I've lost some of the rev that I've given the car. I don't know, I'd really like to master rev matching on this car. It really bothers me when I have uneven shifts.

Maybe you are just blipping too early. You don't need to rev-match until your gear is chosen and you are just about to release the clutch. The object is to match revs to the new gear so when the clutch is released, wheels/clutch/engine rpm are all in harmony. Try to blip just before clutch release.

This is my process:

1. Rev
2. Clutch in
3. Gear out - From Higher
4. Gear In - to lower
5. Release clutch

I start losing RPM from step 2 to 5, unless I give it a big one.

You could try:

Clutch in
Gear out - From Higher
Gear In - to lower
Rev
Release clutch

^^^ I gotta try that!

I have good luck with
clutch in
gear out and ready to go into the next gear
rev
when the rev matches the car speed for the new gear,
the shifter fells like it is wanting to get engaged
shift into next lower gear
let out the clutch
and then massage the throttle or excessive engine braking is going to happen

To preserve the synchros, you need to blip when you are in neutral, then quickly downshift. Don't wait to blip until you have gone to the lower gear. YTo will save wear on the clutch if you blip after you have selected the new gear, but if you blip in neutral, you will also save the synchro.

Have I mastered rev matching? No, even though I had to learn how to double clutch downshift because I had Italian cars, that had horrible synchros,I still don't get it perfect every time.

When I first started rev matching, what worked for me is to blip in neutral and quickly select the lower gear, but then take it easy a little. Instead of just popping the clutch, I let it out a little and get a feel for whether I have over reved or under reved. If I over reved, the car will accelerate and I push the clutch in a little to slow down the acceleration caused by over reving.. If I under reved, then the car will brake, and I hit the throttle to compensate,

After much practice, you will get an instinctive feel for how much to blip and when to release the clutch.

+1 Good advice.

I don't find this car as easy to heel and toe as my MR2 or Miata. Sometimes I get it right, and sometimes I don't. I may eventually put a pedal set in it, but I'm trying to get used to the stock pedal arrangement. Not all of it is the pedals, though. The shifter feel and clutch engagement seem kind of hit-or-miss.

I find it always works much better if I just crack the throttle a tad before I let the clutch out when heel/toe downshifting. That way, if I didn't match the revs perfectly, the car isn't upset by too much engine braking, since the throttle is open.

No. You have to blip the throttle in neutral BEFORE you select the lower gear if you want to save the synchro.

Hi guys, I'm new here. Bought a 2002 S about 3 weeks ago and I'm still sorting through it.

The difficulty with the Boxster (or at least the 6 speed S IME) is that the ratios between gears are not spread evenly. 3rd, 4th, 5th and 6th are relatively close, 1st and 2nd are relatively tall. The 3rd to 2nd shift in my car requires about 1300rpm rise, while a 5th to 4th requires about 800rpm rise. I'm getting better, but am still not able to drive the car as well as the other two manual cars I spend time in (330CI and Cooper S). The fact is the only way to shift this car well is to recognize that the cogs are spaced differently and and account for it when heel and toeing. The pedals are presented perfectly, it's just a matter of discipline...

You just need to practice until it becomes 2nd nature.

When you get really good, you'll be able to downshift without the clutch. And in some cases, you may feel like popping it out of 4th without the clutch, putting the gas pedal to the floor,and popping it into 2nd gear to accelerate without even lifting the throttle....:cheers:

I spent years mastering that technique on old BMWs. Rev matching is a must for me on any downshift, city or track.

Watch the first part of this video:
Heel Toe Driving Technique - YouTube

There's a reason why there's a clutch pedal.

I'm not too keen on the heal and toe method as I don't track this car. I just want smooth up****************s, and smooth downshifts. The closer I can get it to feeling like an automatic car, the better I feel. However, it seems like there is a lot of work involved. So far it seems like the recommended method is as follow. So example scenario coming from 5th to 4th, or 4th to 3rd.

1. Clutch in
2. Remove Gear to Neutral Position
3. Rev The engine - While clutch engaged
4. Move gear to new lower gear
5. Let clutch out

Now my only question is on step 2 to 3, when you put the gear in neutral, more than likely the RPM will drop from whatever it is to around 1500. I know this needs some speed, to not lose all the RPM say from 4000 or 3000, but is that ok?

Kianfar:

Heel and toe is great for the road. Do not be mistaken in thinking it's a track only technique.

I'm going to say that trying to save the synchros is overkill. For me, it's all about smooth changes and driving pleasure. It's just a nice fringe benefit that it saves the clutch if done well.

So, assuming braking is involved:

1. Lift off throttle
2. Apply brake and clutch in at roughly the same time (being sure to position your right foot on brake pedal so that you are ready to blip throttle while maintaining brake pressure)
3. select new gear
4. Blip throttle and then immediately pop the clutch out

If you're just coasting down without using the brake, or downshift for an overtake or whatever then simply change "2." to "clutch in".

Having said all that, putting this into a list is somewhat misleading - there's overlap in places and the whole thing is more of a single flowing process, if done well. Obviously at the outset you're going to nee to break down the steps. But the aim should bea nice smooth process and a gearchange where you can't feel the clutch being fed in.

Sorry, you are wrong. The idea behind rev matching downshifting is to save both the clutch and the gear box. Your advice will kill the gearbox.

Nope, rev matching is for whatever you want it to be. For me, I initially learned to do it to allow downshifts without upsetting the balance of the car. For others, they may do it purely in the name of mechanical sympathy.

Secondly, it's hysterical nonsense to say my advice will kill the gearbox. Hardly anyone does any kind of rev matching with manuals and modern gearboxes are engineered in this context. They can cope fine, as I can attest from probably a couple of hundred k of manual driving myself.

Very, very few people heel and toe according to your method. That's not to say it's wrong. If it's what you prefer, that's just dandy. But you will not destroy gearboxes in any properly engineered modern car (that includes Boxsters) by heel and toeing in the conventional method as I described. That's just twaddle.

No doubt some of the older cars in your sig appreciate rev matching as you describe, but it's just not necessary in a Box.

I love to rev match . I'm doing it now !

How much more difficult is it to blip the throttle in neutral, BEFORE you engage the lower gear? And do you doubt that blipping the throttle before shifting is better for the tranny?

If the goal is smooth and quick shifts, than yes that extra step does take time and smoothness away from the process. The whole point of a heel and toe when driving is to match the engine speed to transmission speed for the gear I'm moving into. The clutch must be released at the precise moment the engine reaches that speed. What you are talking about is double clutching. It is necessary in older non-syncro crash boxes to blip the throttle in neutral. Today in a modern car, it's not needed, nor will it trash a gear box, it may be easier on the syncros, but it's not necessary...nor is it a recipe for quick/smooth shifts...

You guys are both right. San Rensho's method is absolutely necessary in an Alpha or any car built in Italy if you wish to avoid scattering synchros all over the road. It is completely unnecessary in a modern German car, especially a Porsche. :)

That said, it is of course your car and you may downshift it anyway you like. :cheers:

What would be the best technique for a maximum performance takeoff from a standing start.

Shifting 1-2 seems rough if you clutch at 7000rpm into 2nd gear.

Maybe I'm not clutching slow enough before engaging 2nd and the enigne is still pulling too hard when I clutch in at 6800 rpm.

Feels like I might need to let up on the gas before the shift?

no problems with the other gears.

I'm not recommending double clutching, my method uses the clutch just once, just blip as you are going through neutral. Its no slower than putting it in the lower gear first, then blipping, it actually faster, you are doing two things at once, blipping the throttle and moving the gear shift.

And blipping while going through neutral does save a modern synchro mesh tranny. Even with the clutch depressed, there is some drag in the clutch and blipping the throttle while in neutral will spin up the input shaft some, which means the synchro has to do less work.

For the fastest launch, which is a real clutch killer, you need to get the revs up really high, around 6500 RPM, then start to let the clutch out and simultaneously, floor the throttle and hold it on the floor, then modulate the clutch so the motor doesn't bog down, over-rev or spin the tires.

The problem with your position is that gearbox failures are pretty rare on modern cars. So it's simply not necessary to shift using your method.

I'd also dispute whether it's faster using your method or even if it's practical as you describe to blip literally within that tiny window as the box goes through neutral on a fast downshift. I'd have to see some video or preferable a first hand demo to really gauge what I thought.

Got it, I misunderstood what you were suggesting. It's likely that I am on the gas as the shifter goes into neutral... It's one fluid motion from one sift gate to the next. I get absolutely no resistance going into the lower gear when it's done correctly. I think that we're both recommending same method, it's just that you were more detailed in your explanation.

I thought that you were suggesting that one needed to release the clutch during the neutral blip and then re-engage it for the shift...

at what rpm are you downshifting?
for me, in normal daily drive, it's when the RPM is about 3000 so that the engine rev is kept in the 3500+ region. When I'm having fun, the downshift rpm is about 1000 higher.. which keeps the engine rpm above 4000 and ready to provide torque once my foot is off the brake and back on the throttle.
since I'm on the brake for most of my downshifts, downshift does not have to be fast, but make sure I don't $$$$ shift.

This is working great for me:

1. Clutch in
2. Remove Gear to Neutral Position
3. Rev The engine - While clutch depressed
4. Move gear to new lower gear
5. Let clutch out

I find that the pedals on the Boxster are set up perfectly in order to allow you to pivot the ball of your right foot side-to-side, rather than heel-and-toe between the brake pedal and the accelerator pedal (although I suppose that having somewhat wide feet helps!). I still double-clutch out of habit, although in a car with good synchronizers it isn't really necessary - all you are trying to do is equalize the revs so that upon release of the clutch in the new lower gear, additional strain is not put on the drivetrain and the balance of the car is not upset by engine braking. Even if you aren't pushing the car to a point where it is strictly necessary, smoother is better in driving any car (and the blip of the throttle on downshifts just sounds cool)!

Brad

It depend on what gear I'm changing into and from where. The ratios on my 02 S are not evenly spaced. There is no "one size fits all" rpm difference with the 6 speed box. The five speed may be different.