Tips driving manual clutch

In the regular distribution pattern, 60 percent of the torque flows via the propeller shaft to the rear-axle differential and 40 percent via a side shaft to the bevel pinion of the front-axle differential. To reduce weight, this shaft is also hollow. When needed, the center differential can deliver up to 85 percent of the power to the rear axle or up to 65 percent to the front axle. Carbon-coated synchronizer rings ensure synchronization of maximum quality and durability.

Gears one through three and reverse have three-cone synchronization. Highly precise management of both multidisk clutches was one of the most important development goals. This was achieved by various means, including a compact pressure cylinder, electronically controlled rotation speed compensation and an optimized coil spring package. This technology package provides maximum precision and smoothness during drive-off and when shifting between gears.

Transmission management is by means of a mechatronic module. This compact unit containing the control units and hydraulic actuators is a completely new development. Its control concept allows the speed of the gear shift to be varied, with extremely precise control of the power necessary for the process.

The pressure needed in the control circuit is built up by an efficient gear-driven oil pump. When the car is driven off, cooling of the dual clutch by this pump is assisted by a suction-jet pump. In this way the oil delivery volume can be almost doubled without any increase in drive power. Another special feature of the seven-speed S tronic is the use of two separate oil contents. While the dual clutch, mechatronic module and oil pump are supplied by their own oil circuit containing seven liters of automatic transmission fluid ATF , the gear sets and the center and front-axle differential are lubricated with about 4.

This separation has allowed the development engineers to position all the components ideally, without the unavoidable compromises if a single lubricant were used. Audi has designed the new seven-speed S tronic for exhilarating driving and consistent economy. The new high-tech unit is notable for its very high efficiency. Its highly intelligent controls also permit economical driving in the automatic mode.

The maximum possible transmission-ratio spread of 8. The seven-speed S tronic is designed for engine speeds of up to 9, rpm and can transmit a torque of up to Nm Audi has led the field in transmissions for many years. The dual-clutch transmission, which was controlled electrically by a short touch-action control lever in the S1, could shift through its five gears at lightning speed. Today Audi has an extensive portfolio of transmission technologies — five versions with widely varying characteristics that perfectly fulfill their specific range of applications.

As well as the sporty S tronic, Audi supplies cars with a classic manual transmission, the automated R tronic, the smooth, convenient tiptronic with torque converter and the multitronic continuously variable transmission. At least two tailormade solutions are available for each model line. The common denominators among all of these transmissions are compact, lightweight construction, high efficiency, precise functioning, extremely durable quality, and convenient, simple operation.

The differential is now directly behind the engine, ahead of the clutch or torque converter. The result is a long wheelbase and more interior space, but also a high degree of dynamic stability, undisturbed straight-line running and optimal weight distribution between the front and rear axles.

Every car has a different point where it will 'bite', so you should spend some time learning where yours is in the car. Practising a smooth bite even if you're just doing so in your driveway could prevent those jerky bunny hops as you change gears. Most importantly, you would have more control when going up a hill. By knowing your car's biting point like the back of your hand, those slow ascents up a busy street, when traffic is moving too slow to shift into second gear, will be a piece of cake.

Going for too long in a lower gear will waste petrol , overwork the engine, and frankly, not get you very far. Again, every car is different, but shifting gears between 2, and 3, rpm revolutions per minute is generally good practice. With time, you'll be able to hear when your car needs to change up or down a gear, making it like second nature.

Another thing you'll be able to do is judge what gear you should be in, which is essential when slowing down quickly. Remember, you can drop more than one gear at a time should you need to, but you'll rarely need to change up two gears at once. Some manual cars come equipped with hill-start technology, though not all. If you are on a flat surface, which is ideal for your first attempt, the vehicle should move very little.

Slowly begin to place less pressure on the clutch with your left foot. Depending on the vehicle, you may feel it begin to slowly roll forward. As you gently release the clutch, begin to press the accelerator with your right foot. This is a delicate motion. Do not accelerate your vehicle excessively. Remember that first gear is only designed for speeds up to about fifteen miles per hour. At some point, you will have released the clutch completely and will only be pressing the accelerator with your right foot.

You will be driving in first gear. Continue to build speed until you feel that you need to shift into second gear. As the car reaches a new speed bracket you need to change the gear up one. Take your right foot off of the accelerator while simultaneously activating the clutch with your left foot. Your car will continue to roll. Move the gear shifter into second gear. Release the clutch as you begin to apply the accelerator again. Repeat this process to continue to build speed. When decreasing speed and downshifting, the process is the same as above for accelerating but going from a higher gear to a lower gear.

You may experience higher revs when downshifting, so make sure to use more of the accelerator pedal. You don't want to narrow your focus and miss something. Think about turning the radio off and cracking a window. Remember that fog is made up of water droplets. The road surface is likely to be wet. As with any wet surface, your manual transmission gives you advantages. As in rainy driving, use lower gears and keep the clutch engaged as much as possible.

When you do have to slow or stop, do it mostly by shifting down through the gears. Minimize use of the foot brake. Drive slower. Leave plenty of room. Watch the road ahead for possible icy patches. If you need to slow or stop, start early and do it gradually. Use good winter tires. And, as with driving in rain, some of the principles are easier to apply in a manual transmission vehicle.

For example, you should minimize braking. You can do this by favoring lower gears and downshifting when you need to slow down. When you stop, start the process well in advance and downshift through the gears rather than brake with the clutch pedal pushed in or the gearshift in neutral gear.

Another principle of winter driving is to avoid sudden changes in speed, either speeding up or slowing. Keep the clutch engaged as much as possible. If you find yourself braking, shift to a lower gear. When the clutch is engaged, traction is better and sliding is less likely. Slow down before you get to the ice.

If there is ice on a turn, try to manage your turn so your wheels are as straight as possible when you cross the icy patch. When starting out from a stop, release the clutch pedal and engage the throttle gently and gradually to avoid spinning the tires.