You've Been SHIFTING Wrong & It's Making You SLOW...

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I'd like to disagree with 2 points. 1: You should see engine braking as an aditional brake. Depending on the vehicle you might want to shift down as fast as possible to brake harder if the normal brakes don't have enough stopping power to lock up. Also there might be cases where braking with the normal brakes is too much but you still need to shift the weight a little bit to the front, 2. For the most acceleration you want to have the best average power. For the highest average power you want to shift when the power is the same after you upshift. If the power curve is for example 1-(x-1)^2 and upshifting will lose 2a rpm (0

The optimal shift depends on the tuning of the car. Some cars are best shifted at redline, especially with long gear ratios.

It’s crazy watching your driving and editing improve with each video. Getting to become a better driver with you actively is such a cool experience as you seem to hit all the notes I’m struggling on as I’m wanting to tackle them.

Because of initial d, I always heel toe downshift coming up to a corner on instinct because it feels cool.

You got the maximum acceleration part a little wrong. Here’s what you wanna do guys: At 2:39 you see the dyno table of the ae86 right? You don’t wanna be between the power and torque peak. You wanna shift this window to where ON AVERAGE the red graph is the highest, in the ae86 stocks case around 5200-7200. Power drops off past 6500, but stays at a higher level than anything below 5200 and thus you’re a little quicker. I assure you, given same launch and shift times you’d beat TSRB doing this.

Playing drag racing games really teaches you how to upshift properly. It's kind of an earlier shift in lower gears and gets later and later the higher your gear is. It always depends on the engine though so that's why you must know the engine curve

Peak torque is irrelevant for acceleration. You want the average power between shifts to be maximized - in other words to maximize the area under the (power) curve that you're using. This requires shifting past the point of maximum power, or at redline if power peaks there. In most cars shifting at redline maximizes power, but in some it does fall off rapidly enough that shifting earlier is better. You'd still shift somewhat beyond the point of peak power though; how much depends on the shape of the power curve.

When it comes to when to shift, the torque band doesn't matter at all, the only thing is staying in as high average power as possible. I ran a test with the Kunos 458 gt2, which has a redline much higher than it needs to be. Peak power is at 6500 rpm and peak torque is at 5500 rpm. The power drops off pretty severely at 7k rpm, but you should still shift around 7350 rpm. I ran a 1km drag test, once shifting at peak power, at 6500 rpm, and to prove a point, still unoptimally shifting at 7500 rpm. The 6500 rpm run was 20.80, and the 7500 rpm run was 20.65, ideally you should be shifting between 7250 and 7000 rpm as a said, but even going way after the power and torque drop, it's still faster to shift late simply because the average power across the rev range is higher. But I did run it shifting around 7350 and ran a 20.44 In the 86 example, you want to rev it all the way out because the power climb is slow enough that even with a slight drop it's still higher average power to rev it out all the way. In theory, torque is just as important to shifting as revs, because they are equals, torque is how much work an engine does per revolution, and every revolution multiplies that. Power is the only metric you should base when you shift on, and it's as simple as average power is highest if I shift here, which is almost always redline, so that's where you should shift.

I'm curious to see how much of a difference shifting at peak hp and redline does. I figured the torque multiplication at lower gears would be more advantageous than engine characteristics, unless the torque just drops off a cliff. I'd like to see a video analyzing the acceleration time difference.

the problem here is literally no one ive seen on this comment section or in the video take into account the difference in ratio between the gears, it is almost always beneficial to take the car at or near the redline before changing up simply because the gear you are in is more efficient at delivering the power to the wheels (cars with extreme power drop off near redline are the exception), its also the same reason cars with extremely short gears accelerate rapidly (rally cars for example)

I think that the engine braking is debatable. It could help with front-heavy fwd cars and make them rotate easier since only the front wheels are braking.

I've been watching all of your videos and i can't thank you enough for the tips, i've seen a pretty noticeable improvement in my driving since, i can't believe your channel isn't bigger!

4:10 Takumi: I call this "The Heel & Toe Downshift"

Yes, keeping the momentum on the right trajectory through the corner is more beneficial. Instead of downshifting before and upshifting after the corner, sometimes is way better to just stay on the gear, trailbrake onto the apex and than progresively accelerate while easing the steering wheel to the straight line. When i was playing racing games, i ended up with trying to always stay at highest gear possible through the given corner. It is always tied to the torque characteristic of given car. If i get into the "thrust" revs immidetaly after the corner on the higher gear, i didn't wasted the momentum and time on unnecessary downshift. It's a matter of constant experimenting while you "polish" the lap. There is no ready to use formula, everybody must experiment and push himself over the limit to achive new abilities.

You can always heel toe by turning you foot the other direction if it’s more comfortable and definitely depending on your pedals.

Rev matching is matching engine rpm with the transmission rpm. Yes the transmission is connected to the wheels but different gears require almost the same engine rpm for a downshit. The wheels will have varying speeds.

Short and informative. Some people would take the same amount of information and pointlessly stretch it out into a 20 min video.

I remember watching you a year and a half ago and just found this channel again and i can say that I'm not disappointed, the quality got so much higher..

Thanks, mate. Once again, this was very helpful. In my journey it feels like one step forward two steps back. I practice a new technique or theory so much, wrapping my mind around a new concept, drilling it repeatedly until I find that I have omitted or forgotten previous skills. Of course I'm sure if I reviewed my old driving footage I would see that I have improved markedly since then. The Dunning-Kruger effect is true for both positive and negative self-assessment, for me anyway. 🥂