reving when shifting
Ultimate HDF Member
Joined: Dec 2007
Posts: 8,642
Likes: 6
From: Forest Lake, Mn
UNLESS the lower gear is 'selected' BEFORE you "blip" the troddle, the WHOLE process is a waste of time, and energy(fuel PLUS your own). Because EVERYTHING from the clutch hub back, is still turning at the same speed as the rear wheel. Make sense?? Good!! 
In fact, IF you 'blip' before you shift, you just INCREASED the speed differential between clutch hub(tranny) and clutch basket(engine), making the prob worse, instead of better. BUT Thanx to technology and engineering, the tranny builder's have been able to 'compensate' for that.
When I watch, the vast majority of peeps, "blip", then shift.
Does ABSOLUTELY NOTHING for the tranny, or the shift quality, or the transfer of EXCESSIVE weight, for your 700#s.
And lots o' times, doesn't even sound 'cool'. 
BACK in 'the day',
, BEFORE synchroed trannys, you had to double clutch, with a 'blip' in the middle, to get the gear teeth to 'match', before they'd even engage. OR pull the magnetic plug, to get ALL the metal outta there. 
AND trust me, the Ol' Man could HEAR if you were doing it right, from over a 1/2 mile away, when driving the ol' Chevy grain truck, on the farm.
Dummer than a Rock, turns out to be, NOT so DUMM, after all.
IMFUO, Blippers are WAY MO' interested in the 'cool' factor, than the tranny factor. Sorta like loud pipes. If REALLY worried 'bout someone 'seeing' 'em................................
HEHEHEHEHE
The 'rev matching' and 'loud pipes save lives', are a clever maneuver, to justify OUR wishes. (Some ppl call that; an excuse) AND we ALL know the 'effective range' of an excuse is zactlee 0.0 yards.
In fact, IF you 'blip' before you shift, you just INCREASED the speed differential between clutch hub(tranny) and clutch basket(engine), making the prob worse, instead of better. BUT Thanx to technology and engineering, the tranny builder's have been able to 'compensate' for that. When I watch, the vast majority of peeps, "blip", then shift.
Does ABSOLUTELY NOTHING for the tranny, or the shift quality, or the transfer of EXCESSIVE weight, for your 700#s.
And lots o' times, doesn't even sound 'cool'. BACK in 'the day',
, BEFORE synchroed trannys, you had to double clutch, with a 'blip' in the middle, to get the gear teeth to 'match', before they'd even engage. OR pull the magnetic plug, to get ALL the metal outta there. AND trust me, the Ol' Man could HEAR if you were doing it right, from over a 1/2 mile away, when driving the ol' Chevy grain truck, on the farm.
Dummer than a Rock, turns out to be, NOT so DUMM, after all.
IMFUO, Blippers are WAY MO' interested in the 'cool' factor, than the tranny factor. Sorta like loud pipes. If REALLY worried 'bout someone 'seeing' 'em................................
HEHEHEHEHE
The 'rev matching' and 'loud pipes save lives', are a clever maneuver, to justify OUR wishes. (Some ppl call that; an excuse) AND we ALL know the 'effective range' of an excuse is zactlee 0.0 yards.
Last edited by Da Gumpmeister; May 11, 2009 at 01:20 PM.
Big Kahuna HDF Member
Joined: Feb 2006
Posts: 23,881
Likes: 34
From: USA
If you blip the throttle after you have downshifted and before you release the clutch it does help match engine speed. Is that what you meant? Because that is how I was taught to ride by a geezer 30+ years ago.
From the web:
Rev matching
Rev matching is a technique used to prevent unnecessary weight transfer during down-changes in a manual transmission car. For a demonstration of why this concept is useful, select third gear and accelerate to about 3000rpm, then quickly select second and release the clutch fairly rapidly. You'll notice a large forward weight transfer as the engine speed is forced to increase. This can also cause the driving wheels to lock in extreme situations.
Rev matching will make you a much smoother driver when changing down through the gears, a skill which is essential for the track and can lead to faster lap times. This technique is performed by depressing the clutch, selecting the required lower gear, increasing the throttle, and then releasing the clutch smoothly. You'll need more revs if changing from forth to second that from fourth to third. With practice, this can result in very rapid and very smooth changes, and is almost essential if driving on the track. Rev matching can also be performed while braking, this is known as heel and toe. When you first start to learn this technique, you might find it hard to predict the amount of revs you'll need for each gear, but remember any increase in revs is better than none.
From the web:
Rev matching
Rev matching is a technique used to prevent unnecessary weight transfer during down-changes in a manual transmission car. For a demonstration of why this concept is useful, select third gear and accelerate to about 3000rpm, then quickly select second and release the clutch fairly rapidly. You'll notice a large forward weight transfer as the engine speed is forced to increase. This can also cause the driving wheels to lock in extreme situations.
Rev matching will make you a much smoother driver when changing down through the gears, a skill which is essential for the track and can lead to faster lap times. This technique is performed by depressing the clutch, selecting the required lower gear, increasing the throttle, and then releasing the clutch smoothly. You'll need more revs if changing from forth to second that from fourth to third. With practice, this can result in very rapid and very smooth changes, and is almost essential if driving on the track. Rev matching can also be performed while braking, this is known as heel and toe. When you first start to learn this technique, you might find it hard to predict the amount of revs you'll need for each gear, but remember any increase in revs is better than none.
Last edited by KBFXDLI; May 11, 2009 at 01:07 PM.
Road Captain
Joined: Jul 2007
Posts: 564
Likes: 0
From: East Stroudsburg PA
I do it, how i was taught to ride from my father when I was 19, now 24 I still do it, may not be necessary but It does seem like its a lot easier then just down shifting and not giving it some rpms
, so I'll keep riding that way for now
, so I'll keep riding that way for now
Road Warrior
Joined: Nov 2008
Posts: 1,789
Likes: 9
From: Double Oak, Texas
I do it. I like the cool (to me) sound and it is helpful with my higher than stock compression engine, to keep the rear tire from breaking loose, particularly when decelerating in a turn or when riding on wet stuff be it pavement or gravel.
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Tourer
Joined: Jan 2006
Posts: 308
Likes: 0
From: SUNNY,FL
UNLESS the lower gear is 'selected' BEFORE you "blip" the troddle, the WHOLE process is a waste of time, and energy(fuel PLUS your own). Because EVERYTHING from the clutch hub back, is still turning at the same speed as the rear wheel. Make sense?? Good!! In fact, IF you 'blip' before you shift, you just INCREASED the speed differential between clutch hub(tranny) and clutch basket(engine), making the prob worse, instead of better. BUT Thanx to technology and engineering, the tranny builder's have been able to 'compensate' for that.
When I watch, the vast majority of peeps, "blip", then shift.
Does ABSOLUTELY NOTHING for the tranny, or the shift quality, or the transfer of EXCESSIVE weight, for your 700#s. And lots o' times, doesn't even sound 'cool'.
BACK in 'the day',, BEFORE synchroed trannys, you had to double clutch, with a 'blip' in the middle, to get the gear teeth to 'match', before they'd even engage. OR pull the magnetic plug, to get ALL the metal outta there.
AND trust me, the Ol' Man could HEAR if you were doing it right, from over a 1/2 mile away, when driving the ol' Chevy grain truck, on the farm.
Dummer than a Rock, turns out to be, NOT so DUMM, after all.
IMFUO, Blippers are WAY MO' interested in the 'cool' factor, than the tranny factor. Sorta like loud pipes. If REALLY worried 'bout someone 'seeing' 'em................................
The 'rev matching' and 'loud pipes save lives', are a clever maneuver, to justify OUR wishes. (Some ppl call that; an excuse) AND we ALL know the 'effective range' of an excuse is zactlee 0.0 yards.
In fact, IF you 'blip' before you shift, you just INCREASED the speed differential between clutch hub(tranny) and clutch basket(engine), making the prob worse, instead of better. BUT Thanx to technology and engineering, the tranny builder's have been able to 'compensate' for that. When I watch, the vast majority of peeps, "blip", then shift.
Does ABSOLUTELY NOTHING for the tranny, or the shift quality, or the transfer of EXCESSIVE weight, for your 700#s.
And lots o' times, doesn't even sound 'cool'. BACK in 'the day',
, BEFORE synchroed trannys, you had to double clutch, with a 'blip' in the middle, to get the gear teeth to 'match', before they'd even engage. OR pull the magnetic plug, to get ALL the metal outta there. AND trust me, the Ol' Man could HEAR if you were doing it right, from over a 1/2 mile away, when driving the ol' Chevy grain truck, on the farm.
Dummer than a Rock, turns out to be, NOT so DUMM, after all.
IMFUO, Blippers are WAY MO' interested in the 'cool' factor, than the tranny factor. Sorta like loud pipes. If REALLY worried 'bout someone 'seeing' 'em................................
The 'rev matching' and 'loud pipes save lives', are a clever maneuver, to justify OUR wishes. (Some ppl call that; an excuse) AND we ALL know the 'effective range' of an excuse is zactlee 0.0 yards.
Tourer
Joined: Feb 2003
Posts: 250
Likes: 0
From: Delaware
Never seen the point in "rev matching". I've found that by properly adjusting my speed to the traffic conditions, there is no need to rev the bike. I can down shift without any sudden shock load that would cause undue stress on my bike. My bike is quite loud and sounds cool enough when I accelerate through the gears that I don't feel the need for additional reving that will bring more unwanted attention to myself.
In short, I believe that it totally unnecessary unless one is doing some type of high performance driving, like on a track or something.
In short, I believe that it totally unnecessary unless one is doing some type of high performance driving, like on a track or something.