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Speaker 1: Welcome to text Stuff, a production from my Heart Radio.

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Speaker 1: Hey there, and welcome to text Stuff. I'm your host,

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Speaker 1: Jonathan Strickland. I'm an executive producer at I Heart Radio.

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Speaker 1: And today it's time for another tech Stuff classic episode.

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Speaker 1: This episode originally published way back on May six, two thirteen.

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Speaker 1: It's called text Stuff Shifts into High Gear. And in

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Speaker 1: this episode you can hear me and my former co host,

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Speaker 1: Lauren Vogelbaum, who now hosts stuff like Savor and brain Stuff,

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Speaker 1: as we try to explain how transmissions work. Let's a

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Speaker 1: shift into it, shall we. So what are we talking

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Speaker 1: about with transmissions? What are transmissions? Why are they necessary?

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Speaker 1: What's the deal? Well, first, we have to understand that

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Speaker 1: a vehicle, let's say a vehicle with an internal combustion engine,

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Speaker 1: gets its power from the engine itself. Right, You're burning

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Speaker 1: fuel within that engine, and that engine is putting out

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Speaker 1: power in the form of kinetic energy. Now, the trick is,

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Speaker 1: how do you make the kinetic energy that's generated by

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Speaker 1: the engine make your vehicle move as opposed to just

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Speaker 1: making noise or heat or explosions. That would be an

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Speaker 1: external combustion engine not a good thing, not as useful

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Speaker 1: emotion vehicles. Now, so, uh, what what's generally going on

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Speaker 1: with a vehicle we're gonna take for this podcast. We're

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Speaker 1: gonna specifically focus on a five speed manual transmission vehicle

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Speaker 1: that has rear wheel drive. Now, there are a lot

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Speaker 1: of different configurations you can have. The basic premise of

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Speaker 1: the transmission is the same in all of these, but

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Speaker 1: the way it's laid out is completely different depending upon

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Speaker 1: the car's configuration. So this just for the purposes of

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Speaker 1: this podcast, because we can't cover everything. It would be

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Speaker 1: a four hour long pot least, and we we'd eventually

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Speaker 1: say I don't even know where I am anymore. We're

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Speaker 1: gonna keep it fairly simple. So, really, the transmission is

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Speaker 1: important for being able to take the power that's an

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Speaker 1: engine is generating and convert that into the kinetic energy

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Speaker 1: that's necessary to get your vehicle moving. But before we

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Speaker 1: get too far into that, let's kind of look back

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Speaker 1: at why is a transmission even necessary? I mean, not

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Speaker 1: beyond the fact of what it does. Why do we

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Speaker 1: need something that like a variable transmission? Why not just

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Speaker 1: something that converts the energy of an engine into the

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Speaker 1: rotating force of wheels moving right? And this this has

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Speaker 1: something to do with with the difference between, um, the

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Speaker 1: kind of energy that you want to use when you're

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Speaker 1: first starting a car, when you're accelerating it from a stop,

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Speaker 1: and when you're speeding up later on down the line, right,

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Speaker 1: and when you're when you're reaching your top speed as well. Yeah,

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Speaker 1: as it turns out, an engine only has a very

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Speaker 1: narrow range at which it's opera rating with its revolutions

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Speaker 1: per minute, relatively narrow range. Uh. And if our vehicles

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Speaker 1: worked within that same narrow range, we'd be fine, right,

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Speaker 1: if everything was ideal, If somehow the range of the

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Speaker 1: engine and the range of the motion of the wheels

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Speaker 1: had a one to one ratio, whether it was directly uh, analogous,

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Speaker 1: or you had to have some sort of gear shift

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Speaker 1: in there too, uh to adjust it, we'd be all right.

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Speaker 1: We wouldn't need a transmission, But we really need a

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Speaker 1: wider range. And the two things that are really important

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Speaker 1: when it comes to operating vehicles for for the purposes

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Speaker 1: of this conversation, our speed and torque. Okay, so, so

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Speaker 1: what's so? What's what? What is torque? Torque is is

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Speaker 1: you can think of it as a twisting force. It's

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Speaker 1: a rotational force. So whenever you have a wheel turning, uh,

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Speaker 1: it's it's powered, it's that's that's that's torque there. Or

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Speaker 1: if you're using a wrench, let's say that you need

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Speaker 1: to loosen or tighten al with a wrench, you're using torque.

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Speaker 1: It's this rotational force. The the end of the wrench

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Speaker 1: is moving in a circle and the bolt is acting

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Speaker 1: as sort of the axis of this of this pit

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Speaker 1: or a pivot point for this motion. Uh. That's torque.

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Speaker 1: And by increasing or decreasing torque, you can it's kind

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Speaker 1: of what people talk about when they're talking about the

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Speaker 1: grip on the road. Um, you can have a vehicle

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Speaker 1: that has really high torque uh and really low speed.

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Speaker 1: You can have a vehicle has really has speed really

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Speaker 1: low torque. You can have lots of different combinations here.

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Speaker 1: So for example, imagine a giant crane that you would

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Speaker 1: use in a construction field. All right, so it's enormous

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Speaker 1: and it's using wheels, not not treads or whatever. Uh,

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Speaker 1: this vehicle is going to have an enormous amount of

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Speaker 1: torque applied to the wheels in order to move this

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Speaker 1: massive vehicle around. It may not be moving quickly but

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Speaker 1: the torque is really powerful, which means that it would

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Speaker 1: require a lot of force to make sure that those

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Speaker 1: wheels don't turn. If the engine were operational and it

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Speaker 1: was being put into drive, if you were trying to

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Speaker 1: hold those wheels still, you would have to use an

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Speaker 1: enormous amount of force to counteract that torque. You could

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Speaker 1: also have a toy, let's say that has a little

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Speaker 1: spinning element to it that spins at an incredible rpm,

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Speaker 1: but it doesn't do so very with very much torque

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Speaker 1: at all. So if you just touched it, it would

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Speaker 1: stop spinning, and it would just be the lightest touch

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Speaker 1: to counteract that torque. Again, the torque is not very

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Speaker 1: strong with that particular device. So when we're operating our vehicles,

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Speaker 1: we actually need a fairly wide range of torque, which

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Speaker 1: is not something that would be possible if we had

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Speaker 1: to work within the narrow parameters of what an engine

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Speaker 1: is able to put out with that range of RPMs. Right,

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Speaker 1: if an engine only had one speed, it would get

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Speaker 1: really messy, really fast, right and exactly, And you know,

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Speaker 1: the vehicle might operate fine in certain conditions, but if

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Speaker 1: you change those conditions at all, then you'd be in trouble.

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Speaker 1: And see that's the the issue, right because we all

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Speaker 1: know when you're out there driving, not everything is a

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Speaker 1: perfectly flat highway. You know you're going to have inclines,

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Speaker 1: you're gonna have changes in the in the environmental conditions

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Speaker 1: that are going to require your vehicle to adjust as

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Speaker 1: you are going through them. So that's why you need

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Speaker 1: to have a transmission. You have to have something where

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Speaker 1: you can shift to a different torque or speed in

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Speaker 1: order to one maintain your grip on the road and

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Speaker 1: continue moving at the appropriate speed and to operate within

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Speaker 1: the engine's parameters. That's one of those reasons why, Like

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Speaker 1: if you keep revving the engine and you're in first gear,

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Speaker 1: you'll see that needle go all the way into the

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Speaker 1: red and then if you keep that up, you burn

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Speaker 1: out your engine. So by shifting, you are actually adjusting

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Speaker 1: torque and speed and by doing that you can keep

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Speaker 1: the needle in the the ideal operational So that's what

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Speaker 1: the transmission is for. It's for keeping you in this

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Speaker 1: in the sweet spot. And there are of course manual transmissions,

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Speaker 1: automatic transmissions, there are variants of those UM and UH.

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Speaker 1: And while we're really focusing on manual transmissions. If we

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Speaker 1: were to talk about automatic I think I would have

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Speaker 1: to call someone else in because we would need scotten here,

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Speaker 1: because it's a little bit beyond what we are certainly

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Speaker 1: our personal technical level with the automotive industry. Not to

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Speaker 1: mention the fact that I don't know how I would

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Speaker 1: explain it in words without the benefit of pictures. It's

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Speaker 1: already given me an interpretive dance, and that works less

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Speaker 1: well on podcasts. You might you might hear us like

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Speaker 1: with by the microphone, but it kind of loses something

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Speaker 1: in the translation. Right. But so, originally automobiles only had

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Speaker 1: two forward gears in one reverse. So, but they're the

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Speaker 1: engine capacity was much less so so those narrow ranges

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Speaker 1: were kind of okay within two gears. UM. Around the

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Speaker 1: early nineteen forties late nineteen thirties, um Ford and Chrysler

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Speaker 1: started introducing semi automatic gears that would let you UM.

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Speaker 1: You still had to use a clutch, but you could,

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Speaker 1: but you could switch between them between the higher gear

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Speaker 1: semi automatically. UM. In the nineteen fifties, the first full

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Speaker 1: automatics were debuted and UH and then after that all

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Speaker 1: of the advances have been in the in the number

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Speaker 1: of speeds, the number of gears that are involved in

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Speaker 1: these transmissions. So we went from we went from two

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Speaker 1: up to uh four speed manuals, and then six speed

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Speaker 1: manuals started hitting the market in the late nineteen eighties, right, So, uh,

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Speaker 1: and you I wonder why do you have why why

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Speaker 1: do you add more of those divisions, more of those speeds.

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Speaker 1: It doesn't necessarily mean that the vehicle is going to

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Speaker 1: go faster than earlier vehicles. It does mean that the

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Speaker 1: transitions between between the different speeds or the different gears

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Speaker 1: becomes a little more smooth because you've you've refined them,

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Speaker 1: You've you've made it a little more precise, all right.

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Speaker 1: It lets the engines work less hard at the specific

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Speaker 1: task that you were asking them to do at the time.

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Speaker 1: Along these lines, just just about a couple of days ago,

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Speaker 1: as of the recording of this podcast, admit a GM

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Speaker 1: and four general motors of course, and Ford announced that

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Speaker 1: they're going to to work together to develop nine and

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Speaker 1: ten speed transmissions. I'm assuming those are automatic transmissions at

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Speaker 1: this point, because that sounds like a very large gearshift

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Speaker 1: that will you know, for for consumer vehicles, and that

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Speaker 1: will uh, you know, save gas mileage. It could it

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Speaker 1: could raise gas mileage by five to ten percent, which is,

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Speaker 1: you know, not not insignificant, right, and then you're talking

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Speaker 1: about decreased environmental impact. There are a lot of other

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Speaker 1: benefits that roll out through these, uh some people might

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Speaker 1: call them small evolutionary changes, but they can make a

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Speaker 1: big difference down the road. Did not mean to do

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Speaker 1: a pun there on the accidental puns. We don't. We

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Speaker 1: don't need any of those mean to do it, all right,

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Speaker 1: So so you might be thinking, all right, how does

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Speaker 1: this whole torque shifting thing work? And we're going to

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Speaker 1: get into the actual mechanics literally of it in a

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Speaker 1: little bit, but in general, think of two gears. Right,

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Speaker 1: If you have two gears of the same size and

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Speaker 1: they are they have teeth that interlock. When you turn

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Speaker 1: one gear, the other gear is going to turn at

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Speaker 1: that same rate. It's going to be the same number

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Speaker 1: of revolutions per minute because they are the same size,

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Speaker 1: same same number of teeth, all that kind of stuff. Now,

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Speaker 1: let's say that you have a large gear and a

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Speaker 1: smaller gear and they are interlocking, and you're turning the

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Speaker 1: large gear, that smaller gear is going to do more

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Speaker 1: revolutions per minute than the large gear. You know, when

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Speaker 1: you go from the starting point all the way back

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Speaker 1: around to the starting point in the large gear, the

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Speaker 1: small one may have turned three or four times, depending

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Speaker 1: upon the ratio between the two. Right, same thing, If

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Speaker 1: you have a small gear and a large gear and

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Speaker 1: you're turning the small gear, you're gonna have to turn

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Speaker 1: that small gear several times large gear to right exactly.

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Speaker 1: And and these these differences in speed also result in

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Speaker 1: a difference in torque. So that's what's going to become

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Speaker 1: important when we start talking about the actual process of

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Speaker 1: shifting and what is going on with the transmission. For

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Speaker 1: us to understand that, we're really gonna have to take

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Speaker 1: a look at the entire drive train of a vehicle,

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Speaker 1: which is both exciting and intimidating to me. I think, so,

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Speaker 1: I think it's really cool. It's this is this is

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Speaker 1: really entertaining physics to me because I have I have,

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Speaker 1: I mean, Jonathan doesn't really drive. No, Jonathan doesn't drive.

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Speaker 1: Don't don't even bother putting the word really in there.

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Speaker 1: Jonathan does not drive. We we fortunately have a limitedly

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Speaker 1: robust public transports. I can Atlanta, I can get generally

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Speaker 1: to where I need to go. Um uh, and I

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Speaker 1: do drive, but I'm a very I'm not I'm not

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Speaker 1: particularly a car person, so but this isn't so this

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Speaker 1: is going to be an exciting Yes. I will ask

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Speaker 1: Lauren about her experiences with manual transmissions later on in

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Speaker 1: the podcast, so stay tuned to find out about Lauren's

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Speaker 1: own personal adventures with this technology. Guys, we're gonna pop

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Speaker 1: this podcast into neutral for a second so that we

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Speaker 1: can take a break to thank our sponsors. All right,

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Speaker 1: let's get back to how transmissions actually work. So to

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Speaker 1: do this, we have to look at the entire system

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Speaker 1: that makes the car go. All right, and you're you're

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Speaker 1: only interacting in this five speed manual transmission that we

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Speaker 1: were talking about with with two bits about the clutch

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Speaker 1: and the gearshift. Yeah yeah, but but there's a lot

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Speaker 1: going on under this, Yes, a whole lot. And so

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Speaker 1: first we need to just understand what these what these

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Speaker 1: different parts are. So you've got your car's engine, this

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Speaker 1: is the thing that makes it go. Ultimately, as you

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Speaker 1: are depressing the gas pedal, you are putting in more

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Speaker 1: fuel to the engine, which is then generating more uh power.

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Speaker 1: It creates more kinetic energy in the form of the

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Speaker 1: pistons moving up and down. Those pistons are connected to

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Speaker 1: a crank shaft, which converts the reciprocating motion that's the

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Speaker 1: up and down motion of the pistons, into rotary motion,

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Speaker 1: meaning it's turning into turning in a circular pattern. Now,

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Speaker 1: so the crank shaft goes from the up down motion

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Speaker 1: to the rotation motion, which is the very basis of

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Speaker 1: everything else that's going to happen. Now, the crank shaft

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Speaker 1: connects to a flywheel. Now, the fly wheel transmits this

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Speaker 1: rotary rotary motion to a clutch plate, and the clutch

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Speaker 1: plate is what eventually connects to that clutch pedal. Yeah. Yeah,

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Speaker 1: In fact, there's a pressure plate that is pressed up

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Speaker 1: against the clutch plate, right. So the pressure plate, when

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Speaker 1: it's in contact with the clutch plate, allows this rotary

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Speaker 1: motion to transmit through the rest of the of the

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Speaker 1: vehicle's drive strain. So when these two things are in

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Speaker 1: contact with one another, uh, as long as the engine

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Speaker 1: is going, then there is some sort of rotation being

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Speaker 1: transmitted at that point, assuming you're not in just a

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Speaker 1: neutral So what happens when you hit the clutch, Well,

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Speaker 1: When you hit the clutch, the pressure plate rises up

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Speaker 1: off of lifts off the clutch plate. Once the pressure

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Speaker 1: plates separates from the clutch plate, all power is cut

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Speaker 1: off to the list of the transmission, the rest of

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Speaker 1: the transmission exactly. So so while the engine is still going, uh,

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Speaker 1: it is not providing rotary force to the transmission and wheels,

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Speaker 1: which is what allows you to shift gears exactly without

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Speaker 1: making things explode. All right, this is why you why

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Speaker 1: if you're driving a manual, you know, you're driving stick,

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Speaker 1: you have to hit the clutch first, because that ends

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Speaker 1: up pulling that pressure plate off so that you are

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Speaker 1: able to shift gears without making the horrible grinding noise

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Speaker 1: and destroying your big brother's vehicle. Uh. I say big

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Speaker 1: brother because I know a guy who did do that. Yeah, yeah,

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Speaker 1: I was not there, thankfully. So, assuming that the clutch

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Speaker 1: plate and pressure plate are in contact with one another,

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Speaker 1: you you have not just hit the clutch um it

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Speaker 1: has been providing the a rotary motion to the gearbox shaft. Now,

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Speaker 1: the gearbox consists of several parts itself. You've got the

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Speaker 1: main well, You've got a lay shaft which is connected

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Speaker 1: to that gearbox shaft. You've got a main shaft and

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Speaker 1: you've got several gears attached to both. You also have

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Speaker 1: something that's either called a dog clutch or a collar,

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Speaker 1: depending upon who you're talking to, and that is what

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Speaker 1: is connected to a selector mechanism, which in the case

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Speaker 1: of most vehicles, we think of as the stick shaft

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Speaker 1: the manual shift. So, uh, the lay shaft is has

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Speaker 1: got gears that are actually part of that shaft. They're

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Speaker 1: they're they're spline spleened. Spleened is probably not the correct pronunciation.

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Speaker 1: I'm going to a sayment's splind directly to the cheft.

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Speaker 1: In other words, it's got a direct attachment. So as

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Speaker 1: the chaft turns, so do the gears. Those gears have

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Speaker 1: teeth along the edges and they interlocke with gears that

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Speaker 1: are on the main shaft. But here's the big difference

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Speaker 1: between the gears on the lay shaft and the ones

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Speaker 1: on the main shaft. The gears on the main shaft

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Speaker 1: are mounted on ball bearings, so they can spend freely

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Speaker 1: around the axis of the main shaft without actually turning

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Speaker 1: the main shift right. They're just kind of ghosting along

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Speaker 1: over it until they become connected to the shaft through

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Speaker 1: another piece of technology. Yeah, that would be the collar

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Speaker 1: or dog clutch. Now, this is attached directly to the

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Speaker 1: main shaft. It can slide to the left or right

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Speaker 1: along the main shaft, but if it turns, the main

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Speaker 1: shaft turns. So by interlocking the collar with the side

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Speaker 1: of one of these main shaft gears, both both the

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Speaker 1: collar and the main shaft gears have teeth have teeth

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Speaker 1: along the sides of them so that they can interlock. Yeah, exactly. So,

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Speaker 1: so imagine that I think of it this way. You've

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Speaker 1: got a gear that's got teeth along the outer edge,

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Speaker 1: like a like you would see in a typical gear,

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Speaker 1: but you also have if you're looking at it from

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Speaker 1: from one of the sides, so you're not looking at

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Speaker 1: it headlong. You've turned it sideways, so you're looking at

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Speaker 1: it like like a plate you're holding it up, it

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Speaker 1: would have teeth and holes along the surface that you're

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Speaker 1: actually looking at, and those interlock with the collar or

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Speaker 1: dog clutch. Right, they kind of sandwich together. Right, So

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Speaker 1: what happens is the lay shaft gears turn. That makes

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Speaker 1: the main shaft gears turn, and if the collar is

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Speaker 1: is engaged in that particular main shaft gear. Then the

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Speaker 1: main shaft turns. I know, it sounds really confusing. It's

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Speaker 1: a little difficult to get across without having visual effects.

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Speaker 1: We will, by the way link on Facebook two pictures

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Speaker 1: and videos of this, so it makes it easier to

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Speaker 1: to to visualize and understand. But once you've got that

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Speaker 1: main shaft turning, that's what then provides rotary motion to

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Speaker 1: the differential. The differentials job is to to turn that

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Speaker 1: rotary emotion ninety degrees because at this point, before you

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Speaker 1: hit the differential, that rotation is perpendicular to the wheels,

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Speaker 1: which would not work. You wouldn't get the wheels to

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Speaker 1: turn that way. Not very useful. Now, yeah, you have

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Speaker 1: to turn that rot rotation, that motion to be parallel

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Speaker 1: with the wheels in order to get them to turn.

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Speaker 1: So you can go forward or backward, depending upon which

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Speaker 1: gear is is engaged. So the differential is a set

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Speaker 1: of gears that transmits this ninety degrees, so you can

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Speaker 1: do that again. This is your basic five speed manual

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Speaker 1: transmission with rear wheel drive. So that's the basic layout.

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Speaker 1: But what's going on with the transmission alright? So remember

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Speaker 1: I said that you had the lay shaft and the

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Speaker 1: main shaft, both of which have gears on them. So

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Speaker 1: imagine that the lay shaft gears are set up so

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Speaker 1: it's gears that are increasing in size as you go

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Speaker 1: from gear one to gear five, and then you have

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Speaker 1: your Your final gear on that shaft is for reverse.

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Speaker 1: It's about the same size as the one that's going

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Speaker 1: to be on the main shaft. Along the main shaft,

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Speaker 1: of course, the gears are going to be in reverse

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Speaker 1: order of size. So for the small lay shaft gear,

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Speaker 1: you have a large main shaft gear, The next main

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Speaker 1: shaft gear is a little smaller, the next one a

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Speaker 1: little smaller, and a little smaller, so by the time

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Speaker 1: you get to fifth gear, you've got a large lay

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Speaker 1: shaft gear and a small main shaft gear. This is

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Speaker 1: all because of that that relationship between speed and torque

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Speaker 1: I was talking about. So if you've got a small

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Speaker 1: lay shaft gear turning a large main shaft gear, that

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Speaker 1: means that the larger main shaft gear has more torque

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Speaker 1: but less speed. So that's important when you are accelerating

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Speaker 1: from a stop so your car has not started moving,

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Speaker 1: you want to engage that small gear on the lay

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Speaker 1: shaft to turn the large gear on the main shaft

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Speaker 1: so that you will start to accelerate from a stopped position. Now,

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Speaker 1: once you start speeding up, you are eventually going to

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Speaker 1: require the engine to do more power, more work than

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Speaker 1: what it is comfortable doing. That's when you need to

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Speaker 1: shift to second gear, which will be a decrease in

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Speaker 1: torque but an increase in speed. And it's because that

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Speaker 1: gear ratio has changed. The lay shaft gear is a

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Speaker 1: little larger for gear too, and the main shaft gears

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00:20:03,840 --> 00:20:06,400
Speaker 1: a little smaller for gear too. That's where you get

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Speaker 1: that change in torque and speed. And this is true

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Speaker 1: for for each speed step up, for each gear step up. Yeah, exactly.

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Speaker 1: So once you get up to gear five, that's when

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Speaker 1: you're going really really fast, but I don't know, yeah,

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Speaker 1: about as fast as the engine can can hand out

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Speaker 1: without you know, having you drive off a cliff dukes

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Speaker 1: of Hazzard style, in which case gravity takes control in

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00:20:29,359 --> 00:20:33,040
Speaker 1: your acceleration is completely dependent upon that. But that's the

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Speaker 1: general progression we're getting towards the end. But before we

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Speaker 1: actually do shift into high gear, let's take another quick break.

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Speaker 1: So if you're looking at how does the power flow

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Speaker 1: I'll walk you through it one more time. So power

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Speaker 1: goes like this engine to pistons, pistons to crankshaft, crank

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Speaker 1: shaft to fly with will fly wheel to gear shaft,

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Speaker 1: gear cheft to lay shaft, lay cheft to lay shaft gears,

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Speaker 1: lay shaft gears to main shaft gears, main shift gears

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Speaker 1: to the dog clutch or collar color to main shaft,

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Speaker 1: main cheft to differential, differential to wheels, and the wheels

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Speaker 1: on the bus go round and round. Alternately, the red

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Speaker 1: things connected to my wristwatch. Yeah, there you go. And so, uh,

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Speaker 1: when when you are shifting gears, what's actually happening is

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Speaker 1: again you hit the clutch. It then separates the power

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Speaker 1: of the engine from the from the gearbox down the line.

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00:21:36,600 --> 00:21:39,520
Speaker 1: So that allows you to move the collar or dog

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Speaker 1: clutch from one of those gears to another. And if

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Speaker 1: you if you want to visualize and imagine that you've

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Speaker 1: got a horizontal pole and you've got gears going from

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Speaker 1: the largest to the smallest end in reverse, which is

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Speaker 1: kind of a medium sized gear. I'll get the reverse

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Speaker 1: in a minute, because that one's kind of interesting, like

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Speaker 1: how do you make it go backwards? You might say, well, um,

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Speaker 1: you've got uh, this this range of gears. Between each

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Speaker 1: set of two, you've got one of those dog clutches

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Speaker 1: or collars that's directly attached to the main shaft, all right,

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Speaker 1: so that that collar can move to the left or

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Speaker 1: right along this horizontal pole and engage either of the

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Speaker 1: two gears that are on either side of it. And there, yeah,

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Speaker 1: there's set of these in a in a manual five speed,

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Speaker 1: there's going to be three of these collars, right because

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Speaker 1: between gears one and two, gears three and four, and

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00:22:28,560 --> 00:22:32,440
Speaker 1: gears five and reverse, or you know, whatever configuration there are,

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00:22:32,800 --> 00:22:35,400
Speaker 1: that's that's where the collars would be and they would

402
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Speaker 1: be able to engage either of the two, whichever one

403
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Speaker 1: on either side. So if you're in gear number one

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00:22:42,160 --> 00:22:44,800
Speaker 1: and you're speeding up to gear number two, you hit

405
00:22:44,840 --> 00:22:47,760
Speaker 1: the clutch, the pressure plate comes off, the clutch plate.

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Speaker 1: Power is cut off to the from the engine to

407
00:22:51,280 --> 00:22:55,400
Speaker 1: the transmission exactly. Uh. And then as you shift the

408
00:22:55,560 --> 00:22:59,000
Speaker 1: gear shift from one to two, the dog color disengages

409
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Speaker 1: from one and moves into the gear to locks in place.

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Speaker 1: By that time, you've you've left of the clutch and

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Speaker 1: the power gets re engaged and it just starts turning,

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Speaker 1: or it allows that main gear, that main shift gear

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Speaker 1: to turn. That dog collar at that point point is decreased,

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Speaker 1: speed is increased. Yes, um and uh. And that is

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Speaker 1: the grinding that you hear. Actually, if you miss shift,

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00:23:29,320 --> 00:23:31,359
Speaker 1: it's going to be the teeth on the side of

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00:23:31,359 --> 00:23:33,879
Speaker 1: the collar against the teeth on the side of the

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00:23:33,880 --> 00:23:37,480
Speaker 1: main shaft gear that it's trying and failing. Has nothing

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00:23:37,520 --> 00:23:39,879
Speaker 1: to do with the lay shaft. That's always going to

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00:23:40,240 --> 00:23:43,040
Speaker 1: lay shaft and main and main shaft gears are always

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00:23:43,080 --> 00:23:45,720
Speaker 1: going to be turning at the same general speed depending

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00:23:45,760 --> 00:23:48,480
Speaker 1: upon how much power you're giving the engine. They are not.

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00:23:49,160 --> 00:23:50,959
Speaker 1: It has nothing to do with the lay shaft at all.

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00:23:51,000 --> 00:23:54,879
Speaker 1: It's just that main shaft gear. Although in originally in

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00:23:55,400 --> 00:23:58,359
Speaker 1: manual transmissions they were called sliding gear transmissions, and the

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00:23:58,359 --> 00:24:00,760
Speaker 1: main shaft gears were in fact blind to the main

427
00:24:00,800 --> 00:24:04,080
Speaker 1: shaft so so they weren't on those ball bearings, they

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00:24:04,080 --> 00:24:06,840
Speaker 1: weren't floating along it so um, which which meant that

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Speaker 1: the grinding noise that you would hear in those originals

430
00:24:09,640 --> 00:24:13,560
Speaker 1: was in fact the teeth of the main shaft gears

431
00:24:13,600 --> 00:24:16,600
Speaker 1: failing to line up and grinding against the lay shaft gears.

432
00:24:16,760 --> 00:24:18,959
Speaker 1: I would imagine you would only have one lay shaft

433
00:24:18,960 --> 00:24:22,119
Speaker 1: gear and you would have variable main shaft gear sizes,

434
00:24:22,760 --> 00:24:24,639
Speaker 1: and that's what would you know? It would just shift

435
00:24:24,640 --> 00:24:26,640
Speaker 1: along those That's how I would imagine that would work.

436
00:24:26,720 --> 00:24:28,959
Speaker 1: Of course I don't know because I didn't look into that.

437
00:24:29,480 --> 00:24:32,320
Speaker 1: But that's that's my first reaction, based upon how how

438
00:24:32,359 --> 00:24:35,720
Speaker 1: the typical five speed manual transmission car works. I didn't

439
00:24:35,720 --> 00:24:37,560
Speaker 1: look that deeply into it, so I can I can

440
00:24:37,600 --> 00:24:40,760
Speaker 1: neither confirm nor deny. I'm sure one of my listeners

441
00:24:40,800 --> 00:24:42,680
Speaker 1: will take me to task and explain how I got

442
00:24:42,680 --> 00:24:45,360
Speaker 1: that completely wrong. Those just me guessing from based upon

443
00:24:45,480 --> 00:24:49,320
Speaker 1: my understanding of the other the other method. So so reverse,

444
00:24:49,320 --> 00:24:52,040
Speaker 1: how does reverse work? Reverse is interesting because you actually

445
00:24:52,080 --> 00:24:55,360
Speaker 1: have three gears, not just the two, Not just the

446
00:24:55,440 --> 00:24:57,520
Speaker 1: lay shaft gear and the main shaft gear. There's a

447
00:24:57,560 --> 00:25:02,000
Speaker 1: tiny little gear in between them called the idler gear. Now,

448
00:25:02,240 --> 00:25:05,000
Speaker 1: because you have a third gear there that's in between

449
00:25:05,000 --> 00:25:08,439
Speaker 1: two gears, you actually reverse the rotational direction for the

450
00:25:08,480 --> 00:25:12,960
Speaker 1: main shaft gear. So while all the other let's let's

451
00:25:13,200 --> 00:25:16,359
Speaker 1: use you know, clockwise and counterclockwise, while all the other

452
00:25:16,560 --> 00:25:20,520
Speaker 1: main shaft gears maybe turning in a clockwise motion based

453
00:25:20,560 --> 00:25:23,320
Speaker 1: upon your perspective, the reverse one will be moving in

454
00:25:23,359 --> 00:25:27,240
Speaker 1: a counterclockwise motion. Or winter Shans for my Shakespearean friends.

455
00:25:27,800 --> 00:25:30,879
Speaker 1: Because that other, that tiny little gear, is all that

456
00:25:31,040 --> 00:25:33,679
Speaker 1: needs to happen to h to reverse that motion. This

457
00:25:33,760 --> 00:25:36,159
Speaker 1: is easy to see if you ever have gears just

458
00:25:36,240 --> 00:25:39,080
Speaker 1: to play with. So if you interlock two gears and

459
00:25:39,119 --> 00:25:41,840
Speaker 1: you and you turn them, you'll see that based upon

460
00:25:41,920 --> 00:25:43,760
Speaker 1: the rotation of one, the rotation the other is always

461
00:25:43,760 --> 00:25:46,439
Speaker 1: going to be the same. When you put a another

462
00:25:46,480 --> 00:25:48,960
Speaker 1: gear between them and you turn the first one the

463
00:25:49,040 --> 00:25:51,199
Speaker 1: third one, the third gear that used to be the

464
00:25:51,200 --> 00:25:53,440
Speaker 1: second gear is now turning in the opposite direction as

465
00:25:53,440 --> 00:25:58,080
Speaker 1: it did before, because you've got that that intermediary gear,

466
00:25:58,400 --> 00:26:01,200
Speaker 1: the idler gear. So that's what hams when you switch

467
00:26:01,240 --> 00:26:05,400
Speaker 1: into reverse. It uh, the coller engages with the main

468
00:26:05,440 --> 00:26:08,200
Speaker 1: shaft gear that is being turned by this idler gear

469
00:26:08,280 --> 00:26:11,120
Speaker 1: that in turn is being turned by the lay shaft gear.

470
00:26:12,440 --> 00:26:17,879
Speaker 1: And to everything turn, turn, turn, there's ask your parents,

471
00:26:18,119 --> 00:26:22,919
Speaker 1: all right. So that's that's the basis for manual transmission.

472
00:26:22,920 --> 00:26:26,280
Speaker 1: Automatic transmission is a little a lot more complicated because

473
00:26:26,320 --> 00:26:30,639
Speaker 1: we would be talking about planetary gears, which include and

474
00:26:30,680 --> 00:26:32,760
Speaker 1: I'm not making this up for people who are unfamiliar

475
00:26:32,800 --> 00:26:35,199
Speaker 1: with it includes a planet gear, a sun gear, and

476
00:26:35,280 --> 00:26:39,520
Speaker 1: a ring gear. But it's all incorporated into one component,

477
00:26:40,080 --> 00:26:43,040
Speaker 1: and it it might as well be magic. Uh, it

478
00:26:43,160 --> 00:26:46,119
Speaker 1: is beyond my ken. I know that Scott understands it

479
00:26:46,160 --> 00:26:47,800
Speaker 1: backwards and forwards, and if he were in this room

480
00:26:47,880 --> 00:26:50,480
Speaker 1: right now, he would just be quietly chuckling to himself,

481
00:26:50,920 --> 00:26:56,840
Speaker 1: not in a mean way, just in his yeah, it's

482
00:26:56,880 --> 00:27:00,320
Speaker 1: so cute that you're trying kind of way. But now

483
00:27:00,440 --> 00:27:04,600
Speaker 1: comes to the important part of our podcast, Lauren, I

484
00:27:04,600 --> 00:27:09,160
Speaker 1: want to know about your experiences driving a stick shift car,

485
00:27:09,320 --> 00:27:13,080
Speaker 1: because I have none. Yeah. Yeah, the well, I've I've

486
00:27:13,119 --> 00:27:18,080
Speaker 1: never um done a whole lot of time driving stick

487
00:27:18,119 --> 00:27:21,359
Speaker 1: shift cars. This is a very brief series of lessons

488
00:27:21,400 --> 00:27:23,560
Speaker 1: that I received from from from one of the first

489
00:27:23,600 --> 00:27:26,440
Speaker 1: people that I dated, Bob, who was a big car

490
00:27:26,560 --> 00:27:30,280
Speaker 1: enthusiast and was really keen on teaching me how to

491
00:27:30,359 --> 00:27:33,960
Speaker 1: drive stick And so the first time that I got

492
00:27:34,000 --> 00:27:37,040
Speaker 1: into this, yeah, I had driven, I'd driven automatics before,

493
00:27:37,080 --> 00:27:39,520
Speaker 1: so I was I was passingly familiar anyway with how

494
00:27:39,640 --> 00:27:42,400
Speaker 1: cars worked. But but I got in and I sat

495
00:27:42,440 --> 00:27:44,159
Speaker 1: down and he was like, all right, well you're a

496
00:27:44,240 --> 00:27:48,040
Speaker 1: neutral so um, so you're gonna want to disengage the clutch.

497
00:27:48,320 --> 00:27:53,160
Speaker 1: And I was like, clutch where this was where Bob

498
00:27:53,280 --> 00:27:56,600
Speaker 1: learns that perhaps there's a preliminary lesson that needs to

499
00:27:56,640 --> 00:28:01,119
Speaker 1: be taught before the practical Yeah, it was, it was,

500
00:28:01,160 --> 00:28:03,480
Speaker 1: it was. It was a slow start. Well, I have

501
00:28:03,560 --> 00:28:06,680
Speaker 1: to admit, like I used to a friend of mine,

502
00:28:07,040 --> 00:28:08,760
Speaker 1: every now and then we get a chance to drive

503
00:28:08,840 --> 00:28:12,879
Speaker 1: his mother's car, and his mother's car was a manual transmission,

504
00:28:13,040 --> 00:28:16,960
Speaker 1: and I used to take both delight and genuine terror, uh,

505
00:28:17,440 --> 00:28:20,640
Speaker 1: the experience of screaming whenever he would start to pull

506
00:28:20,720 --> 00:28:24,440
Speaker 1: out of our high school parking lot and halfway through

507
00:28:24,480 --> 00:28:26,840
Speaker 1: the turn the car starts to stall out because he's

508
00:28:26,880 --> 00:28:30,639
Speaker 1: not Yeah, he's not handling the car properly. Right. There's

509
00:28:30,880 --> 00:28:33,280
Speaker 1: when when when you press the clutch, there's this you um,

510
00:28:33,320 --> 00:28:37,399
Speaker 1: you can feel when it engages and disengages and um,

511
00:28:37,440 --> 00:28:39,640
Speaker 1: and you have to pay very close attention. I've noticed

512
00:28:39,640 --> 00:28:42,520
Speaker 1: anyway in the cars that I've driven to to where

513
00:28:42,560 --> 00:28:44,920
Speaker 1: that is. And that's when you can use the gear

514
00:28:44,960 --> 00:28:47,960
Speaker 1: shift and if you miss it, then you either stall

515
00:28:47,960 --> 00:28:51,080
Speaker 1: out or you get that terrible grinding noise and you're

516
00:28:51,160 --> 00:28:54,400
Speaker 1: lucky both, right, Yeah, and that is that is a

517
00:28:54,480 --> 00:28:56,560
Speaker 1: thing that I'm really I'm really awful at. I could.

518
00:28:56,560 --> 00:28:58,720
Speaker 1: I could always I was fine driving out highways when

519
00:28:58,720 --> 00:29:00,360
Speaker 1: I could kind of just go up to I haven't

520
00:29:00,360 --> 00:29:02,960
Speaker 1: hang out there for a long time. But but once

521
00:29:03,000 --> 00:29:04,800
Speaker 1: we got back into into town, I would be like,

522
00:29:04,840 --> 00:29:06,080
Speaker 1: you know what, I'm going to pull over into the

523
00:29:06,120 --> 00:29:08,560
Speaker 1: first gas station, set it into neutral and just like

524
00:29:08,840 --> 00:29:12,320
Speaker 1: leap screaming from the car and allow somebody with more

525
00:29:12,480 --> 00:29:18,160
Speaker 1: experience to handle. Alright, note to self. Alright, so uh yeah,

526
00:29:18,200 --> 00:29:21,040
Speaker 1: I mean and of course people there are people who

527
00:29:21,480 --> 00:29:25,840
Speaker 1: genuinely love drying driving manual transmission cars because they have

528
00:29:25,960 --> 00:29:29,400
Speaker 1: that sense of they've got even more control over the vehicles. Yeah,

529
00:29:29,440 --> 00:29:32,440
Speaker 1: and you really can feel I mean, I I understand.

530
00:29:32,480 --> 00:29:34,280
Speaker 1: It's fun. I mean, it's it's it's fun to to

531
00:29:34,320 --> 00:29:35,960
Speaker 1: get to to get to move stuff around and you

532
00:29:35,960 --> 00:29:37,840
Speaker 1: feel like you're a crazy action here and you can

533
00:29:37,920 --> 00:29:39,640
Speaker 1: feel the road better and you feel like you do

534
00:29:39,720 --> 00:29:42,160
Speaker 1: have more control over what the engine is doing. That

535
00:29:42,200 --> 00:29:44,760
Speaker 1: wraps up another classic episode of tech stuff. Hope you

536
00:29:44,760 --> 00:29:47,960
Speaker 1: guys enjoyed it. If you have any suggestions for future

537
00:29:48,040 --> 00:29:51,720
Speaker 1: episode topics. Let me know by reaching out on Facebook

538
00:29:51,800 --> 00:29:54,200
Speaker 1: or Twitter. The handle we use it both is text

539
00:29:54,240 --> 00:29:57,480
Speaker 1: stuff h s W and I'll talk to you again

540
00:29:58,160 --> 00:30:05,360
Speaker 1: really soon m hm. Text Stuff is an I Heart

541
00:30:05,440 --> 00:30:09,160
Speaker 1: Radio production. For more podcasts from I Heart Radio, visit

542
00:30:09,200 --> 00:30:12,280
Speaker 1: the I Heart Radio app, Apple Podcasts, or wherever you

543
00:30:12,360 --> 00:30:13,719
Speaker 1: listen to your favorite shows.