Proper Upshifting technique on a 997 GT3
02-15-2011, 07:12 PM
#17
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dude a 996 cup car is NOT A REGULAR TRANSMISSION. it's a RACING TRANSMISSION. it gets rebuilt every 30-50 hours...or less if you're abusing it. it's also got a 800lb 3 plate clutch or something to that effect. if you drive one you'll see the startling difference to a street car.
yes, in a cup car you can lift at redline cutout. that's also how you drive a star mazda or a usf2000 or a formula atlantic as well...but- then again...those cost thousands of dollars a day...
do not flat shift a gt3 street car.
yes, in a cup car you can lift at redline cutout. that's also how you drive a star mazda or a usf2000 or a formula atlantic as well...but- then again...those cost thousands of dollars a day...
do not flat shift a gt3 street car.
02-16-2011, 01:25 AM
#20
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dude a 996 cup car is NOT A REGULAR TRANSMISSION. it's a RACING TRANSMISSION. it gets rebuilt every 30-50 hours...or less if you're abusing it. it's also got a 800lb 3 plate clutch or something to that effect. if you drive one you'll see the startling difference to a street car.
yes, in a cup car you can lift at redline cutout. that's also how you drive a star mazda or a usf2000 or a formula atlantic as well...but- then again...those cost thousands of dollars a day...
do not flat shift a gt3 street car.
yes, in a cup car you can lift at redline cutout. that's also how you drive a star mazda or a usf2000 or a formula atlantic as well...but- then again...those cost thousands of dollars a day...
do not flat shift a gt3 street car.
The main reason I'm discussing this is that If I can shift faster and smoother, then this will help me for shifting in places where I prefer not to do it now.
02-16-2011, 12:28 PM
#22
Nordschleife Master
I want to clarify one point of confusion in this discussion. For all intents and purposes a 996 GT3 Cup Car gearbox = 997 GT3 Street Car gearbox. They are physically the same basic thing. The 997 GT3 has steel synchros on 3-6. The Cup has them on 1&2 as well, but that's not a major difference. However with respect to the internal design, function etc. they are the same thing. The CWP ratio and gear ratios may be different but, a 997 GT3 street box is no weaker than a 996 GT3 Cup Car box. The one physical thing on the Cup box that could be said to be stronger is the shift forks. They are upgraded over the street car. Otherwise it's really the same thing.
Watch that Leh Keen video carefully. That's a 996 GT3 Cup. It's fully synchronized. It's not a dog box and most definitely is not a sequential. It does serve as a very good example of what the OP wishes to discuss. Now back to your regularly scheduled discussion...
Watch that Leh Keen video carefully. That's a 996 GT3 Cup. It's fully synchronized. It's not a dog box and most definitely is not a sequential. It does serve as a very good example of what the OP wishes to discuss. Now back to your regularly scheduled discussion...
02-16-2011, 01:45 PM
#23
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I want to clarify one point of confusion in this discussion. For all intents and purposes a 996 GT3 Cup Car gearbox = 997 GT3 Street Car gearbox. They are physically the same basic thing. The 997 GT3 has steel synchros on 3-6. The Cup has them on 1&2 as well, but that's not a major difference. However with respect to the internal design, function etc. they are the same thing. The CWP ratio and gear ratios may be different but, a 997 GT3 street box is no weaker than a 996 GT3 Cup Car box. The one physical thing on the Cup box that could be said to be stronger is the shift forks. They are upgraded over the street car. Otherwise it's really the same thing.
Watch that Leh Keen video carefully. That's a 996 GT3 Cup. It's fully synchronized. It's not a dog box and most definitely is not a sequential. It does serve as a very good example of what the OP wishes to discuss. Now back to your regularly scheduled discussion...
Watch that Leh Keen video carefully. That's a 996 GT3 Cup. It's fully synchronized. It's not a dog box and most definitely is not a sequential. It does serve as a very good example of what the OP wishes to discuss. Now back to your regularly scheduled discussion...
Matt, what is your opinion on the original discussion point: is it possible/advisable not to lift or just partially lift the accelerator on the upshifts on a gt3 gearbox?
what is in your opinion the maintenance or rebuild time suggested for a dedicated track car?
02-16-2011, 02:24 PM
#24
Nordschleife Master
Gus,
I would suggest that you watch that Leh Keen video a couple more times. He's clearly lifting and clutching on his upshifts. However, one of the advanced skillsets of racecraft is throttle modulation. Look at what Leh is doing there, he's lifting, but he's not coming all the way off the throttle. He's just relaxing it a little bit. He's preventing the revs from dropping very much, but they do drop.
You aren't going to get it out of gear if you don't release the load and tension on the slider. With a dog box, just lifting a little bit is enough to release that load and get out of gear. But on a synchro box, you really do need the aid of the clutch to make that shift. You can flat foot shift if you want on the throttle side of it, but the clutch is needed as a key part of the process.
I would suggest that you watch that Leh Keen video a couple more times. He's clearly lifting and clutching on his upshifts. However, one of the advanced skillsets of racecraft is throttle modulation. Look at what Leh is doing there, he's lifting, but he's not coming all the way off the throttle. He's just relaxing it a little bit. He's preventing the revs from dropping very much, but they do drop.
You aren't going to get it out of gear if you don't release the load and tension on the slider. With a dog box, just lifting a little bit is enough to release that load and get out of gear. But on a synchro box, you really do need the aid of the clutch to make that shift. You can flat foot shift if you want on the throttle side of it, but the clutch is needed as a key part of the process.
02-16-2011, 02:55 PM
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Gus,
I would suggest that you watch that Leh Keen video a couple more times. He's clearly lifting and clutching on his upshifts. However, one of the advanced skillsets of racecraft is throttle modulation. Look at what Leh is doing there, he's lifting, but he's not coming all the way off the throttle. He's just relaxing it a little bit. He's preventing the revs from dropping very much, but they do drop.
You aren't going to get it out of gear if you don't release the load and tension on the slider. With a dog box, just lifting a little bit is enough to release that load and get out of gear. But on a synchro box, you really do need the aid of the clutch to make that shift. You can flat foot shift if you want on the throttle side of it, but the clutch is needed as a key part of the process.
I would suggest that you watch that Leh Keen video a couple more times. He's clearly lifting and clutching on his upshifts. However, one of the advanced skillsets of racecraft is throttle modulation. Look at what Leh is doing there, he's lifting, but he's not coming all the way off the throttle. He's just relaxing it a little bit. He's preventing the revs from dropping very much, but they do drop.
You aren't going to get it out of gear if you don't release the load and tension on the slider. With a dog box, just lifting a little bit is enough to release that load and get out of gear. But on a synchro box, you really do need the aid of the clutch to make that shift. You can flat foot shift if you want on the throttle side of it, but the clutch is needed as a key part of the process.
02-17-2011, 12:26 AM
#26
Three Wheelin'
Gus, "minimize the drama"...that is what it says on the piece of tape on my dash. Has been on all my cars to remind me as such ever since Rick DeMan told me I was complicating my racing with too many shifts. I was worrying about shifting too much. Forget about the flat shift unless you plan on driving a sequential box like the modern cups and RSR's.
take one shift out of each corner entry and you'll be smoother as long as you're in the power band. If you're not in the band, it won't matter anyway; you'll be getting passed by other racers before you get your foot on the floor.
take one shift out of each corner entry and you'll be smoother as long as you're in the power band. If you're not in the band, it won't matter anyway; you'll be getting passed by other racers before you get your foot on the floor.
02-17-2011, 12:51 AM
#27
Nordschleife Master
To the OP: wait a few years and get a GT3 with PDK. Problem solved. 
02-17-2011, 01:20 AM
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Gus, "minimize the drama"...that is what it says on the piece of tape on my dash. Has been on all my cars to remind me as such ever since Rick DeMan told me I was complicating my racing with too many shifts. I was worrying about shifting too much. Forget about the flat shift unless you plan on driving a sequential box like the modern cups and RSR's.
take one shift out of each corner entry and you'll be smoother as long as you're in the power band. If you're not in the band, it won't matter anyway; you'll be getting passed by other racers before you get your foot on the floor.
take one shift out of each corner entry and you'll be smoother as long as you're in the power band. If you're not in the band, it won't matter anyway; you'll be getting passed by other racers before you get your foot on the floor.
nevertheless I'm willing to give it a try and compare... then again you make a lot of sense, and maybe later if I buy a 997 Cup car...and even then your advice is truly fundamental "minimize the drama" or as a friend once told me: please remember the KISS philosophy: "Keep It Simple Stupid".
Thanks again,
