Quote:
Originally Posted by Stewart Way
First, I know you can adjust the clutch to stop the slippage in 4th. That wasn't the question, why it slips was. Maybe you guys are right. If you are using the clutch to shift or have a stocker type cluchless, where the engine is unloaded for an instant the load drops out the bottom (as would HP)so my theory may be flawed unless the slippage happens well after the gear change when the engine is climbing. If it happens at the change, it sounds like it could be the difference in resistance due to ratio changes, rolling resistance and aero effects.
But if you make a 1-2 gear change and the clutch has enough friction to hold it why doesn't it have enough friction to hold it on the 3-4 change. Same power applied to the clutch disc and same clamping force on the pressure plate. Goes back to my original theory. If you put more resistance to the engine being able to RPM it will produce more power and overcome the CofF of the clutch. Don't see how the same amount of power will overcome the Cof F in 3-4 shift and not the 1-2 or 2-3.
Here is my thoughts. You have a clutch set that will slip at 600hp. On your 1-2 change because the engine is allowed to climb at whatever rate it produces 550hp max. Then at the 2-3 change it climbs slower and makes 580hp. On the 3-4 change due to all the reasons we have stated the rate is slower yet and it goes above 600. Now you have slippage. Those numbers are likely larger than the differences would be in real life but you see my theory.
Again, my theory is only that and could be swiss cheese.
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You are assuming the same RPM drop on each gear change. It is not. Look at your friends transmission gear ratio's. Determine the percentage of RPM drop in every gear. Then you will be able to see why there is such a difference going into 4th as opposed to going to 2nd.