“Sad News” Time Loss Due To Manual Transmission

In this page,I, Rikutsu-Kone-Taro, talks about time loss due to Manual Transmission.

In a classical 3-pedal H-pattern manual transmission (hereafter referred to as 3HM), gear changes take longer compared to well-made 2-pedal cars.

Each gear change requires not only cutting the clutch and shifting the gear lever in the forward and backward directions but also in the lateral direction, resulting in time loss.

When the clutch is disengaged, power and torque from the engine are not transmitted to the tires, thus creating a moment of zero traction.

In other words, while the clutch is disengaged, the engine’s capabilities are wasted. Therefore, it’s better for this time to be as short as possible.

Thus, shifting gears in a 3HM has traditionally been valued for its lightning speed and perceived coolness.

However, nowadays, a well-made gearbox can change gears more accurately and quickly than even a skilled human.

Many wonder if it’s necessary to go through the hassle of operating a 3HM for those who are not interested in driving.

There is some merit to this line of thinking because both the clutch and gearbox were introduced into cars to compensate for the weaknesses of internal combustion engines. Therefore, clinging to a 3HM, if the car can compensate for those weaknesses like a 2-pedal car, can be deemed irrational.

It’s understandable why licenses limited to automatic transmissions are becoming more common.

However, for those who find joy in the tedious tasks required by a 3HM or who want to master it, driving a 3HM car can be an immensely enjoyable activity.

The GR Yaris has a clever mechanism called iMT, which almost eliminates the need to synchronize engine revs during downshifts. However, most drivers of this car are believed to turn off iMT, as thought by “Rikutsu Konetaro.”

Rumors suggest that iMT is quite capable, synchronizing engine revs even if the clutch is engaged somewhat carelessly during downshifts.

Although I haven’t used it yet.

“Rikutsu Konetaro” sometimes uses techniques like double-clutching or heel-and-toe to synchronize revs.

Maybe because I’m not very good, I think driving normally is faster and smoother.

But doing such maneuvers is fun, and when I pull it off smoothly, I can’t help but praise myself, saying, “Wasn’t that cool?”

“Rikutsu Konetaro” still lives by this mindset.

However, at the same time, I understand that a well-made 2-pedal transmission is advantageous for driving fast. With DCT or multi-stage AT, there is either no zero-traction time or it’s extremely short. So, for those who want to drive fast, DCT or AT in manual mode is a greatly appreciated mechanism.

Unfortunately (fortunately), my beloved GR Yaris RZHP does not have such mechanisms implemented. It only has iMT, a mechanism for synchronizing revs in a classical 3HM. Using iMT probably reduces the nerves and time needed for rev matching.

However, the purpose of getting the GR Yaris was not to drive fast but to enjoy the satisfaction of nailing a complicated maneuver.

One morning, I went for a drive on my usual winding road. After entering the mountains, I ended up behind three German mid-engine cars, following what seemed to be a local light truck, driving slowly.

I arrived at the end of the convoy, where the mid-engine cars were leisurely following the pace of the light truck. They never tried to overtake aggressively. Aggressive driving is somewhat barbaric and lacks the spirit of coolly controlling the car.

Probably, that road was a lifeline for the light truck driver. Outsiders who come for pleasure rides should adhere to the rules closely related to local life.

After a while, the light truck yielded the road to the following cars where the road was wide and visibility was good.

Then, the leading mid-engine car accelerated like a comet, followed by the second and third, and then me.

What I noticed while driving was that the leading mid-engine car was entering corners with almost no braking.

The two cars behind me were using brakes at a similar point to me, transferring weight to the front to initiate the turn.

I’m not sure about the other two cars, but the leading mid-engine car is probably either 2-pedal or DCT. Since there’s almost no zero-traction time, it’s likely using engine braking to decelerate without delay and transferring weight to the front to start turning.

Maybe it’s using brakes slightly for over-rev avoidance purposes in places I can’t see from behind.

The two mid-engine cars behind me and I were falling behind at each corner, albeit slowly, compared to the leading mid-engine car.

I’ve installed a quick shifter and a clutch stopper in my GR Yaris. All that’s left is to polish my lightning-fast gear changes.

But when it comes to simply driving fast, the appeal of a system that doesn’t require clutch operation is undeniable.

So, if the GR Yaris RZ had a 2-pedal and paddle shift system, I’m convinced it would be a fantastic car.

But for some reason, “Rikutsu Konetaro” likes that the GR Yaris RZHP is a 3HM.

The shift lever standing between the driver’s seat and the passenger seat is just too cute to resist.

With this and using the A & C pedals to execute lightning-fast gear changes.

That’s Rikutsu-Kone-Taro’s hobby. But still, I’ll definitely buy the 2-pedal GR Yaris RZHP when it comes out.

Because, compared to Rikutsu-Kone-Taro clutch operation, an automatic transmission’s irregular shifts are definitely faster.

So, realizing that it’s natural for the GR Yaris with clutch cut lag to be left behind by the German mid-engine cars without it, I reluctantly accept my skill level.

That’s all for this time.