Major Softie wrote:
Although this post seems a bit snide, ZM has a worthwhile point here. I think the original question assumed a much greater understanding of automotive racing transmissions than apparently exists here, as is evidenced by the number of people who, while quite informed about motorcycle transmissions, still misunderstood the question.
I was a bit surprised how many people confused the topic with one of comparing constant-mesh and synchro-mesh transmissions, but there you have it. I know that, even though I understood the question and offered the possibility that it was the size and mass of the components making the difference, I could only offer that as a guess because, although I understand how different an F1-type transmission is from normal street automotive transmissions in its operation, I have no knowledge of the internal parts, I just assume that they operate in a similar manner to those in a motorcycle because the transmission itself operates the way a motorcycle transmission does. That may not be the case.
Point taken.
This would as well happen if I asked on a racing forum why their race boxes don't work like my BMW's - without knowledge of the BMW, the same response is highly likely, only in reverse. I also inquired of the "cycle racers" in the topic, I suppose no competitors noticed, for I thought at minimum they could draw some parallels to what was and was not required of them in operation of a motorcycle's gearbox placed in competition, no bike racers seemed to post.
Also, it is truly impossible for me to say what would happen if I operated the competition (F car) boxes in the manner we all do our BMW's as one never really does that. Its clear one COULD use the clutch to up-shift (and you had to if your box began to misbehave, like losing a gear and such) but that would just slow you down and tire you out further (and you got plenty of opportunities to use the clutch per lap on downshifts...) I can't recall ever just slowly idling along in sixth @ 80-90MPH and gradually braking and downshifting as one would on their BMW, it just does not happen that way while competing; the braking that might require a downshift is almost ALWAYS under duress and not at all like riding a BMW (or any bike) on the street - eventually you'd crash from doing it. (Ask the motorcyclists racing road course about this; they likely can show the scars from it...)
Inertia is truly the best notion proposed. One day when I am able to dig down to the prints and blowups I have of those old competition boxes, perhaps with inspection and the collective wisdom here we may then arrive at something better than just speculation. For now, I must be content in not knowing the answer. Funny now as manually shifted sequential transmissions are no longer a part of even the lowest brackets of formula open-wheel racing. I just looked at a car that was about two steps below the old Formula Atlantic's, or Indy Lite's and see even they now have computer controlled shift-no-lift systems installed these days. It's like
"Nintendo for the race car" - good systems, but I think it takes some of the fun and skill out of the deal IMHO...
