May 6, 2013 • 32 mins
What do automotive transmissions do? How does power get from an engine to a car’s wheels? Why do manual transmission vehicles have a clutch? Learn more about transmissions with Jonathan and Lauren.
Learn more about your ad-choices at https://www.iheartpodcastnetwork.com
See omnystudio.com/listener for privacy information.
Mark as Played
Transcript
Episode Transcript
Available transcripts are automatically generated. Complete accuracy is not guaranteed.
Speaker 1 (00:03):
Get in touch with technology with tex Stuff from how
stuff dot com. Every Hey there, everyone a d Welcome
to tech Stuff. I'm Jonathan Strickland, and and today we
wanted to talk about Well, let's let one of our
(00:24):
listeners decide what we're gonna talk about. This comes from
Eric via Twitter, and he says, have you guys ever
done an episode in transmissions? I think it'd be interesting.
The answer to that is no, we are assuming of
course he's talking about automotive transmissions. Yes, because he could
be talking about radio transmissions, in which case we already
did a podcast on that, but we haven't done one
(00:45):
on automotive ones, right, because usually we don't actually do
stuff about automotive technology, because we have a whole separate
show about that. Yeah, car stuff. Scott and Ben they
covered actually, let's be fair, Scott covers it, Ben asks questions, Uh,
and we wouldn't have it any other way. Scott is brilliant,
Scott Benjamin, he's ourn auto editor here at how Stuff Works,
and he he's one of those quietly brilliant people who's
(01:08):
just who's just silent until he just absolutely blazes you
with something ridiculously intelligent. Yeah, you asked him a question,
and you're you're still wanted to run deep man? Uh? Yeah,
he's a he's a he's a force to be reckoned with.
And we actually checked with them first to see if
they had done an episode on transmissions, and according to Ben,
they have not, so we thought, well, heck, we'll tackle
(01:30):
this one and uh and then maybe Car Stuff will
will school us later on down the line. But and guys,
if you have not listened to Car Stuff, go check
it out. It's it's really for everyone, from someone who
is a real automotive enthusiast to a newbie who finds
these card terms to be really really difficult to grasp,
like me. I mean, I am not a car guy,
(01:52):
so I really enjoyed them. But I know that people
who are gear heads, who you know, like to get
in there and really work on vehicles themselves, they love
it too. So if you're technical but also extremely clear,
yeah yeah, so definitely check that out. And and Ben
kind of acts acts as the voice for the person
who has no idea what's going on, because that's who
been is. So let's talk about I mean, he'll be
(02:13):
the first to admit that. So what are we talking
about with transmissions. What are transmissions? Why are they necessary?
What's the deal? Well, first, we have to understand that
a vehicle, let's say a vehicle with an internal combustion engine,
gets its power from the engine itself. Right, You're burning
fuel within that engine, and that engine is putting out
(02:34):
power in the form of kinetic energy. Now, the trick is,
how do you make the kinetic energy that's generated by
the engine make your vehicle move as opposed to just
making noise or heat or explosions. That would be an
external combustion engine not a good thing vehicles. Now, So, uh,
(02:54):
what what's generally going on with a vehicle we're gonna
take for this podcast. We're gonna specifically focus on a
five speed manual transmission vehicle that has rear wheel drive. Now,
there are a lot of different configurations you can have.
The basic premise of the transmission is the same in
all of these, but the way it's laid out is
(03:16):
completely different depending upon the car's configuration. So this just
for the purposes of this podcast, because we can't cover everything.
It would be a four hour long pod least, and
we we we'd eventually say, I don't even know where
I am anymore, we're gonna keep it fairly simple. So, really,
the transmission is important for being able to take the
(03:36):
power that an engine is generating and convert that into
the kinetic energy that's necessary to get your vehicle moving.
But before we get too far into that, let's kind
of look back at why is a transmission even necessary?
I mean, not beyond the fact that what it does.
Why do we need something that like a variable transmission?
(03:56):
Why not just something that converts the energy of an
engine into to the rotating force of wheels moving right.
And this this has something to do with with the
difference between, um, the kind of energy that you want
to use when you're first starting a car, when you're
accelerating it from a stop, and when you're speeding up
later on down the line, right, and when you're when
(04:17):
you're reaching your top speed as well. Yeah, as it
turns out, an engine only has a very narrow range
at which it's operating with its revolutions per minute. Relatively
narrow range. Uh. And if our vehicles worked within that
same narrow range, we'd be fine, right, if everything was ideal,
If somehow the range of the engine and the range
(04:40):
of the motion of the wheels had a one to
one ratio, whether it was directly uh, analogous, or you
had to have some sort of gear shift in there too,
uh to adjust it. We'd be all right, we wouldn't
need a transmission, but we really need a wider range.
And the two things that are really important when it
comes to operating vehicles, uh, for for the purposes of
(05:02):
this conversation, are speed and torque. Okay, so so what's
so what's what? What is torque? Torque is is you
can think of it as a twisting force. It's a
rotational force. So whenever you have a wheel turning, Uh,
it's it's powered, it's that's that's that's torque there. Or
if you're using a wrench, let's say that you need
(05:24):
to loosen or tighten a bolt with a wrench, you're
using torque. It's this rotational force. The the end of
the wrench is moving in a circle and the bolt
is acting as sort of the axis of this of
this pit or a pivot point for this motion. Uh.
That's torque. And by increasing or decreasing torque, you can
(05:44):
It's kind of what people talk about when they're talking
about the grip on the road. Um, you can have
a vehicle that has really high torque uh and really
low speed. You can have a vehicle has really has
speed really low torque. You can have lots of different
combinations here. So for example, bowl imagine a giant crane
that you would use in a construction field. All right,
(06:05):
so it's enormous and it's using wheels, not not treads
or whatever. Uh, this vehicle is going to have an
enormous amount of torque applied to the wheels in order
to move this massive vehicle around. It may not be
moving quickly, but the torque is really powerful, which means
that it would require a lot of force to make
sure that those wheels don't turn if the engine were
(06:28):
operational and it was being put into drive. So if
you were trying to hold those wheels still, you would
have to use an enormous amount of force to counteract
that torque. You could also have a toy, let's say
that has a little spinning element to it that spins
at an incredible rpm. But it doesn't do so very
with very much torque at all. So if you just
touched it, it would stop spinning and it would just
(06:51):
be the lightest touch to counteract that torque. Again, the
torque is not very strong with that particular device. So
when we're operating our vehicles, we actually need a fairly
wide range of torque, which is not something that would
be possible if we had to work within the narrow
parameters of what an engine is able to put out
with that range of our pm. Right, if an engine
(07:12):
only had one speed, it would get really messy, really fast,
right and exactly. And you know, the vehicle might operate
fine in certain conditions, but if you change those conditions
at all, then you'd be in trouble. And see, that's
the that's the issue, right because we all know when
you're out there driving, not everything is a perfectly flat highway.
(07:33):
You know you're going to have inclines, You're gonna have
changes in the in the environmental conditions that are going
to require your vehicle to adjust as you are going
through them. So that's why you need to have a transmission.
You have to have something where you can shift to
a different torque or speed in order to one maintain
your grip on the road and continue moving at the
(07:54):
appropriate speed and to operate within the engine's parameters. That's
one of those reasons why, Like, if you keep revving
the engine and you're in first gear, you'll see that
needle go all the way into the red and then
if you keep that up, you burn out your engine.
So by shifting, you are actually adjusting torque and speed,
and by doing that you can keep the needle in
(08:15):
the the ideal operational Yes, so that's what the transmission
is for. It's for keeping you in this in the
sweet spot. And there are, of course manual transmissions, automatic transmissions,
there are variants of those UM and UH. And while
we're really focusing on manual transmissions, if we were to
talk about automatic I think I would have to call
(08:38):
someone else in because yeah, we would need scotten here,
because it's a little bit beyond what we are certainly
our personal technical level with the automotive industry. Not to
mention the fact that I don't know how I would
explain it in words without the benefit of pictures. It's
already given an interpretive dance, and that works less well
on podcasts. You might you might hear us like with
(08:58):
by the microphone, but it kind of loses something in
the translation, right. But so originally automobiles only had two
forward gears in one reverse, so, but they're the engine
capacity was much less, so so those narrow ranges were
kind of okay within two gears. UM. Around the early
nineteen forties late nineteen thirties, um Ford and Chrysler started
(09:21):
introducing semi automatic gears that would let you UM. You
still had to use a clutch, but you could, but
you could switch between them between the higher gears semi automatically.
UM in the nineteen fifties, the first full automatics were debuted,
and UH and then after that, all of the advances
have been in the in the number of speeds, the
number of gears that are involved in these transmissions. So
(09:43):
we went from we went from two up to UH
four speed manuals, and then six speed manuals started hitting
the market in the late nineteen eighties. Right, so UH,
and you might wonder why do you have why why
do you add more of those divisions, more of those speeds.
It doesn't necess sarily mean that the vehicle is going
to go faster than earlier vehicles. It does mean that
(10:04):
the transitions between between the different speeds or the different
gears becomes a little more smooth because you've you've refined them,
you've you've made it a little more precise, all right.
It lets the engines work less hard at the specific
task that you were asking them to do at the time.
Along these lines, just just about a couple of days
ago as of the recording of this podcast, in mid April,
(10:27):
GM and four General Motors of course and Ford announced
that they're going to to work together to develop nine
and ten speed transmissions. I'm assuming those are automatic transmissions
at this point, because that sounds like a very large gearshift.
That will you know, for for consumer vehicles, and that
will uh, you know, save gas mileage. It could it
could raise gas mileage by five to ten percent, which
(10:49):
is you know, not non insignificant, right, and then you're
talking about decreased environmental impact. There are a lot of
other benefits that roll out through these, uh some people
might call them all evolutionary changes, but they can make
a big difference down the road. Did not mean to
do a pun there, and one goes out the crystal
edge accidental puns. We don't we don't need any of those.
(11:10):
Don't mean to do it, all right, So so you
might be thinking, all right, how does this whole torque
shifting thing work. And we're gonna get into the actual
mechanics literally of it in a little bit, but in general,
think of two gears, all right. If you have two
gears of the same size and they are they have
teeth that interlock. When you turn one gear, the other
(11:33):
gear is going to turn at that same rate. It's
going to be the same number of revolutions per minute
because they are the same size, same same number of teeth,
all that kind of stuff. Now, let's say that you
have a large gear and a smaller gear and they
are interlocking, and you're turning the large gear, that smaller
gear is going to do more revolutions per minute than
(11:53):
the large gear. You know, when you go from the
starting point all the way back around to the starting
point in the large gear, the small one may have
turned three or four times, depending upon the ratio between
the two. Right, same thing. If you have a small
gear in a large gear and you're turning the small gear,
you're gonna have to turn that small gear several times,
you know, to get one of the large gear to
go around right exactly. And and these these differences in
(12:16):
speed also result in a difference in torque. So that's
what's going to become important when we start talking about
the actual process of shifting and what's going on with
the transmission. For us to understand that, we're really gonna
have to take a look at the entire drive train
of a vehicle, which is both exciting and intimidating to me.
(12:38):
I think, so, I think it's really cool. It's this
is this is really entertaining physics to me because I
have I have. I mean, Jonathan doesn't really drive. No,
Jonathan doesn't drive. Don't. Don't even bother putting the word
really in there. Jonathan does not drive. We wait, we
fortunately have a limitedly robust public transports. I can get
I can get generally to where I need to go.
(13:01):
Um uh, And I do drive, but I'm a very
I'm not I'm not particularly a car person. So but
this is so, this is going to be an exciting Yes.
I will ask Lauren about her experiences with manual transmissions
later on in the podcast, so stay tuned to find
out about Lauren's own personal adventures with this technology before
we actually get into how this works in a real
(13:23):
life setting, what the process is when you're shifting. I
need to take just a quick break to thank our sponsor.
All right, let's get back to how transmissions actually work.
So to do this, we have to look at the
entire system that makes the car go. All right, and
and you're you're only interacting in this five speed manual
transmission that we were talking about with with two bits
(13:45):
of the clutch and the gearshift. Yeah, yeah, But but
there's a lot going on under this, Yes, a whole lot.
And so first we need to just understand what these
what these different parts are. So you've got your car's engine,
this is the thing that makes it go. Ultimately, as
you are depressing the gas pedal, you are putting in
(14:06):
more fuel to the engine, which is then generating more
uh power. It creates more kinnetic energy in the form
of the pistons moving up and down. Those pistons are
connected to a crank shaft which converts the reciprocating motion
that's the up and down motion of the pistons into
rotary motion, meaning it's turning into turning in a circular pattern. Now,
(14:29):
so the crank shaft goes from the up down motion
to the rotation motion, which is the very basis of
everything else that's going to happen. Now, the crank shaft
connects to a flywheel. Now, the fly wheel transmits this
rotary rotary motion to a clutch plate, and the clutch
plate is what eventually connects to that clutch pedal. Yeah. Yeah,
(14:52):
In fact, there's a pressure plate that is pressed up
against the clutch plate, right. So the pressure plate, when
it's in contact with the clutch plate, allows this rotary
motion to transmit through the rest of the of the
vehicle's drivetrain. So when these two things are in contact
with one another. Uh, as long as the engine is going,
(15:12):
then there is some sort of rotation being transmitted at
that point, assuming you're not in just a neutral So
what happens when you hit the clutch, Well, when you
hit the clutch, the pressure plate rises up off of
lifts off the clutch plate. Once the pressure plates separates
from the clutch plate, all power is cut off to
(15:35):
the rest of the transmission, the rest of the transmission exactly. So,
so while the engine is still going, uh, it is
not providing rotary force to the transmission and wheels, which
is what allows you to shift gears exactly without making
things explode. All right, this is why you why if
you're driving a manual, you know, driving stick, you have
(15:55):
to hit the clutch first because that ends up pulling
that pressure plate off so that you are able to
shift gears without making the horrible grinding noise and destroying
your big brother's vehicle. Uh, I say big brother because
I know a guy who did do that. Yeah, I
was not there, thankfully. So assuming that the clutch plate
(16:16):
and pressure plader are in contact with one another, you
you have not just hit the clutch um it has
been providing that rotary motion to the gearbox shaft. Now,
the gearbox consists of several parts itself. You've got the uh,
the main well. You've got a lay shaft which is
connect to that gearbox shaft. You've got a main shaft,
(16:38):
and you've got several gears attached to both. You also
have something that's either called a dog clutch or a collar,
depending upon who you're talking to. And that is what
is connected to a selector mechanism, which, in the case
of most vehicles we think of as the stick shift,
the manual shift. So, uh, the lay shaft is has
(16:59):
got gears that are are actually part of that shaft.
They're they're they're splind spleened, spleened. It's probably not the
correct pronunciation, and I'm going to assume it's splind directly
to the shaft. In other words, it's got a direct attachment.
So as the chaft turns, so do the gears. Those
gears have teeth along the edges and they interlock with
(17:20):
gears that are on the main shaft. But here's the
big difference between the gears on the lay shaft and
the ones on the main shaft. The gears on the
main shaft are mounted on ball bearings, so they can
spend freely around the axis of the main shaft without
actually turning the main shift right. They're just kind of
ghosting along over it until they become connected to the
shaft through another piece of technology. Yeah, that would be
(17:41):
the collar or dog clutch. Now, this is attached directly
to the main shaft. It can slide to the left
or right along the main shaft, but if it turns,
the main shaft turns, so by interlocking the color with
the side of one of these main shaft gears. Both
both the collar and into the main shaft gears have
teeth have teeth along the sides of them so that
(18:04):
I can interlock. Yeah, exactly, So, so imagine that I
think of it this way. You've got a gear that's
got teeth along the outer edge, like a like you
would see in a typical gear. But you also have
if you're looking at it from from one of the sides,
so you're not looking at it headlong, You've turned it sideways,
so you're looking at it like, you know, like a
plate you're holding it up, it would have teeth and
(18:26):
holes along the surface that you're actually looking at, and
those interlock with the collar or dog clutch, right, they
kind of sandwich together. Right, So what happens is the
lay shaft gears turn. That makes the main shaft gears turn,
and if the collar is is engaged in that particular
main shaft gear, then the main shaft turns. Uh. I know,
(18:47):
it sounds really confusing. It's a little difficult to get
across without having visual effects. We will, by the way,
link on Facebook two pictures and videos of this, so
it makes it easier to to to visualize and understand.
But once you've got that main shaft turning, that's what
then provides rotary motion to the differential. The differentials job
(19:08):
is to to turn that rotary motion ninety degrees because
at this point before you hit the differential, that rotation
is perpendicular to the wheels, which would not work. You
wouldn't get the wheels to turn that way. Not very useful. Now, yeah,
you have to turn that rot rotation, that motion to
be parallel with the wheels in order to get them
(19:28):
to turn, so you can go forward or backward, depending
upon which gear is is engaged. So the differential is
a set of gears that transmits this ninety degrees, so
you can do that again. This is your basic five
speed manual transmission with rear wheel drive. So that's the
basic layout. But what's going on with the transmission alright?
(19:51):
So remember I said that you had the lay shaft
and the main shaft, both which have gears on them.
So imagine that the lay shaft gears are set ups.
It's gears that are increasing in size as you go
from gear one to gear five, and then you have
that your your final gear on that shaft is for reverse.
(20:12):
It's about the same size as the one that's going
to be on the main shaft. Along the main shaft,
of course, the gears are going to be in reverse
order of size. So for the small lay shaft gear
you have a large main shaft gear. The next main
shaft gear is a little smaller, the next one a
little smaller and a little smaller. So by the time
you get to fifth gear, you've got a large lay
(20:33):
shaft gear and a small main shaft gear. This is
all because of that that relationship between speed and torque
I was talking about. So if you've got a small
lay shaft gear turning a large main shaft gear, that
means that the larger main shaft gear has more torque
but less speed. So that's important. When you are accelerating
(20:53):
from a stop so your car has not started moving,
you want to engage that small gear on the lay
shaft to turn the large gear on the main shaft
so that you will start to accelerate from a stopped position. Now,
once you start speeding up, you are eventually going to
require the engine to do more more work than what
it is comfortable doing. That's when you need to shift
(21:14):
to second gear, which will be a decrease in torque
but an increase in speed, And it's because that gear
ratio has changed. The lay shift gear is a little
larger for gear too, and the main shaft gears a
little smaller for gear too. That's where you get that
change in torque and speed. And this is true for
for each speed step up, for each gear step up. Yeah, exactly.
(21:35):
So once you get up to gear five, that's when
you're going really really fast, but don't yeah, about as
fast as the engine can hand out without you know,
having you drive off a cliff dukes of hazard style,
in which case gravity takes control in your acceleration is
completely dependent upon that. But that's the general progression. So
(21:58):
if you're looking at how does the power flow, I'll
walk you through it one more time. So power goes
like this, engine to pistons, pistons to crank shaft, crank
cheft to flywheel, flywheel to gear shaft, gear cheft to
lay shaft, lay cheft to lay shaft gears, lay shaft
gears to main shaft gears, main shift gears to the
dog clutch or color color to main shaft, main shaft
(22:21):
to differential differential to wheels, and the wheels on the
bus go round and round. Alternately, the red things connected
to my wristwatch. Yeah, there you go. And so uh
when when you are shifting gears. What what's actually happening
is again you hit the clutch. It then separates the
power of the engine from the from the gearbox down
(22:43):
the line, so that allows you to move the collar
or dog clutch from one of those gears to another.
And if if you want to visualize it, imagine that
you've got a horizontal pole and you've got gears going
from the largest to the smallest end in reverse, which
is kind of a medium sized gear. I'll get the
reverse in a minute, because that one's kind of interesting,
like how do you make it go backwards? You might say, well, um,
(23:07):
you've got this this range of gears. Between each set
of two, you've got one of those dog clutches or
collars that's directly attached to the main shaft, all right,
so that that collar can move to the left or
right along this horizontal pole and engage either of the
two gears that are on either side of it. And there, yeah,
(23:28):
there's set of these in a in a manual five speed,
there's going to be three of these collars, right because
between gears one and two, gears three and four, and
gears five and reverse, or you know whatever, configuration there are.
That's that's where the collars would be and they would
be able to engage either of the two, whichever one
on either side. So if you're in gear number one
(23:50):
and you're speeding up to gear number two, hit the clutch,
the pressure plate comes off, the clutch plate. Power is
cut off to the from the engine to the transmission exactly. Uh.
And then as you shift the gear shift from one
to two, the dog color disengages from one and moves
into the gear too, locks in place. By that time,
(24:13):
you've you've left of the clutch and the power gets
re engaged and it just starts turning or it allows
that main gear, that main shift gear to turn that
dog collar at that point it goes. Point is decreased,
speed is increased, yes, um and uh. And that is
(24:35):
the grinding that you hear. Actually, if you miss shift,
it's going to be the teeth on the side of
the collar against the teeth on the side of the
main shaft gear that it's trying and failing has nothing
to do with the lay shaft. That's always going to
the lay shaft and main and main shift gears are
always going to be turning at the same general speed
depending upon how much power you're giving the engine. They
(24:56):
are not. It has nothing to do with the lay
shaft at all. It's just that main shaft gear. Although
in originally in manual transmissions they were called sliding gear transmissions,
and the main shaft gears were in fact blind to
the main shaft so so they weren't on those ball bearings.
They weren't floating along it so um which which meant
that the grinding noise that you would hear in those
(25:16):
originals was in fact the teeth of the main shaft
gears failing to line up and grinding against the lay
shaft gears. I would imagine you would only have one
lay shaft gear, and you would have variable main shaft
gear sizes, and that's what would you know? It would
just shift along those That's how I would imagine that
would work. Of course I don't know because I didn't
look into that. But that's that's my first reaction based
(25:39):
upon how how the typical five speed manual transmission car works.
I didn't look that deeply into it, so I can
I can neither confirm nor deny. I'm sure when of
my listeners will take me to task and explain how
I got that completely wrong. That was just me guessing
from based upon my understanding of the other the other method.
So so reverse, how does reverse work? Reverse is interesting
because you actual they have three gears, not just the two,
(26:02):
not just the lay shaft gear and the main shaft gear.
There's a tiny little gear in between them, called the
idler gear. Now, because you have a third gear there
that's in between two gears, you actually reverse the rotational
direction for the main shaft gear. So while all the
other let's let's use you know, clockwise and counterclockwise, while
(26:23):
all the other main shaft gears maybe turning in a
clockwise motion based upon your perspective, the reverse one will
be moving in a counterclockwise motion. Or winter Shans for
my Shakespearean friends. Because that other, that tiny little gear
is all that needs to happen to h to reverse
that motion. This is easy to see if you ever
have gears just to play with. So if you interlock
(26:46):
two gears and you and you turn them, you'll see
that based upon the rotation of one, the rotation together
is always going to be the same. When you put
a another gear between them and you turn the first one,
the third one. The third gear that used to be
the second gear is now turning in the opposite direction
as it did before because you've got that that intermediary gear,
the idler gear. So that's what happens when you switch
(27:09):
into reverse it uh it the the collar engages with
the main shaft gear that is being turned by this
idler gear that in turn is being turned by the
lay shaft gear. And to everything turn turn, turn, there
is ask your parents, all right. So that's that's the
basis for manual transmission. Automatic transmission is a little a
(27:33):
lot more complicated because we would be talking about planetary gears,
which include and I'm not making this up for people
who are unfamiliar with it includes a planet gear, of
sun gear and a ring gear. But it's all incorporated
into one component, and it it might as well be magic. Uh,
it is beyond my ken. I know that Scott understands
(27:54):
it backwards and forwards, and if he were in this
room right now, he would just be quietly chuckling to himself,
not in the mean way, just in his more honey, yeah,
it's so cute that you're trying kind of way. But
now comes to the important part of our podcast, Lauren,
I want to know about your experiences driving a stick
(28:16):
shift car, because I have none. Yeah. Yeah, the well,
I've I've never um done a whole lot of time
driving stick shift cars. This is a very brief series
of lessons that I received from from from one of
the first people that I dated, Bob, who was a
big car enthusiast and was really keen on teaching me
(28:38):
how to drive stick And so the first time that
I got into this, yeah, I had driven, I'd driven
automatics before, so I I was passingly familiar anyway with
how cars worked. But but I got in and I
sat down and he was like, all right, well you're
a neutral, so um, so you're gonna want to disengage
the clutch And I was like, clutch. Where this was
(29:00):
where Bob learns that perhaps there's a preliminary lesson that
needs to be taught before the practical Yeah, it was,
it was, it was. It was a slow start. Well,
I have to admit, like I I used to a
friend of mine every now and then would get a
chance to drive his mother's car. And his mother's car
was a manual transmission, and I used to take both
(29:22):
delight and genuine terror. Uh, the experience of screaming whenever
he would start to pull out of our high school
parking lot and halfway through the turn the car starts
to stall out because he's not he's not handling the
car properly. Right, there's when when when when you press
the clutch, there's this you um, you can feel when
(29:43):
it engages and disengages and um, and you have to
pay very close attention. I've noticed anyway the cars that
I've driven to to where that is. And that's when
you can use the gearshift. And if you miss it,
then you either stall out or you get that terrible
grinding noise and you're lucky both. Right, Yeah, And that
is that is a thing that I'm really I'm really
(30:03):
awful at. I could. I could always. I was fine
driving out highways when I could kind of just go
up to five and hang out there for a long time.
But but once we got back into into town, I
would be like, you know what, I'm going to pull
over into the first gas station, set it into neutral
and just like leap screaming from the car and allow
somebody with more experienced handle Wow. Alright, note to self.
(30:24):
All right, So uh, yeah, I mean and of course
people there are people who who genuinely love driving driving
manual transmission cars because they have that sense of they've
got even more control over the vehicles. Yeah, and you
really can feel I mean, I I understand it's fun.
I mean, it's it's it's fun to to get to
to get to move stuff around and you feel like
you're a crazy action here and you can feel the
(30:46):
road better and you feel like you do have more
control over what the engine is doing. But but in
stop and go traffic, like for example, every day in Atlanta,
it's not something that I would particularly relish, right. Yeah. Yeah,
if you're if you're driving a nice, uh scenic route
where there's not all that stuff and going might be
a huge blast. But in in you know, your day
(31:07):
to day traffic, it might be a little bit more
of a nuisance over time. Well, that that covers our
podcast on transmissions. We want to thank Eric for sending
that request. In we want to remind everyone that feel
free to ask us to cover various topics. We love
to get requests. Uh and and you know, whatever topic
you want, it doesn't have to be tech related because
(31:29):
we can say no. But You can send us messages
on email our addresses tex stuff at Discovery dot com,
or drop us a line on Facebook or Twitter, or
handle both of those is text stuff, hs W and
Lauren and I will talk to you again really soon.
(31:50):
For more on this and thousands of other topics, does
it has staff works dot com
Get in touch with technology with tex Stuff from how
stuff dot com. Every Hey there, everyone a d Welcome
to tech Stuff. I'm Jonathan Strickland, and and today we
wanted to talk about Well, let's let one of our
(00:24):
listeners decide what we're gonna talk about. This comes from
Eric via Twitter, and he says, have you guys ever
done an episode in transmissions? I think it'd be interesting.
The answer to that is no, we are assuming of
course he's talking about automotive transmissions. Yes, because he could
be talking about radio transmissions, in which case we already
did a podcast on that, but we haven't done one
(00:45):
on automotive ones, right, because usually we don't actually do
stuff about automotive technology, because we have a whole separate
show about that. Yeah, car stuff. Scott and Ben they
covered actually, let's be fair, Scott covers it, Ben asks questions, Uh,
and we wouldn't have it any other way. Scott is brilliant,
Scott Benjamin, he's ourn auto editor here at how Stuff Works,
and he he's one of those quietly brilliant people who's
(01:08):
just who's just silent until he just absolutely blazes you
with something ridiculously intelligent. Yeah, you asked him a question,
and you're you're still wanted to run deep man? Uh? Yeah,
he's a he's a he's a force to be reckoned with.
And we actually checked with them first to see if
they had done an episode on transmissions, and according to Ben,
they have not, so we thought, well, heck, we'll tackle
(01:30):
this one and uh and then maybe Car Stuff will
will school us later on down the line. But and guys,
if you have not listened to Car Stuff, go check
it out. It's it's really for everyone, from someone who
is a real automotive enthusiast to a newbie who finds
these card terms to be really really difficult to grasp,
like me. I mean, I am not a car guy,
(01:52):
so I really enjoyed them. But I know that people
who are gear heads, who you know, like to get
in there and really work on vehicles themselves, they love
it too. So if you're technical but also extremely clear,
yeah yeah, so definitely check that out. And and Ben
kind of acts acts as the voice for the person
who has no idea what's going on, because that's who
been is. So let's talk about I mean, he'll be
(02:13):
the first to admit that. So what are we talking
about with transmissions. What are transmissions? Why are they necessary?
What's the deal? Well, first, we have to understand that
a vehicle, let's say a vehicle with an internal combustion engine,
gets its power from the engine itself. Right, You're burning
fuel within that engine, and that engine is putting out
(02:34):
power in the form of kinetic energy. Now, the trick is,
how do you make the kinetic energy that's generated by
the engine make your vehicle move as opposed to just
making noise or heat or explosions. That would be an
external combustion engine not a good thing vehicles. Now, So, uh,
(02:54):
what what's generally going on with a vehicle we're gonna
take for this podcast. We're gonna specifically focus on a
five speed manual transmission vehicle that has rear wheel drive. Now,
there are a lot of different configurations you can have.
The basic premise of the transmission is the same in
all of these, but the way it's laid out is
(03:16):
completely different depending upon the car's configuration. So this just
for the purposes of this podcast, because we can't cover everything.
It would be a four hour long pod least, and
we we we'd eventually say, I don't even know where
I am anymore, we're gonna keep it fairly simple. So, really,
the transmission is important for being able to take the
(03:36):
power that an engine is generating and convert that into
the kinetic energy that's necessary to get your vehicle moving.
But before we get too far into that, let's kind
of look back at why is a transmission even necessary?
I mean, not beyond the fact that what it does.
Why do we need something that like a variable transmission?
(03:56):
Why not just something that converts the energy of an
engine into to the rotating force of wheels moving right.
And this this has something to do with with the
difference between, um, the kind of energy that you want
to use when you're first starting a car, when you're
accelerating it from a stop, and when you're speeding up
later on down the line, right, and when you're when
(04:17):
you're reaching your top speed as well. Yeah, as it
turns out, an engine only has a very narrow range
at which it's operating with its revolutions per minute. Relatively
narrow range. Uh. And if our vehicles worked within that
same narrow range, we'd be fine, right, if everything was ideal,
If somehow the range of the engine and the range
(04:40):
of the motion of the wheels had a one to
one ratio, whether it was directly uh, analogous, or you
had to have some sort of gear shift in there too,
uh to adjust it. We'd be all right, we wouldn't
need a transmission, but we really need a wider range.
And the two things that are really important when it
comes to operating vehicles, uh, for for the purposes of
(05:02):
this conversation, are speed and torque. Okay, so so what's
so what's what? What is torque? Torque is is you
can think of it as a twisting force. It's a
rotational force. So whenever you have a wheel turning, Uh,
it's it's powered, it's that's that's that's torque there. Or
if you're using a wrench, let's say that you need
(05:24):
to loosen or tighten a bolt with a wrench, you're
using torque. It's this rotational force. The the end of
the wrench is moving in a circle and the bolt
is acting as sort of the axis of this of
this pit or a pivot point for this motion. Uh.
That's torque. And by increasing or decreasing torque, you can
(05:44):
It's kind of what people talk about when they're talking
about the grip on the road. Um, you can have
a vehicle that has really high torque uh and really
low speed. You can have a vehicle has really has
speed really low torque. You can have lots of different
combinations here. So for example, bowl imagine a giant crane
that you would use in a construction field. All right,
(06:05):
so it's enormous and it's using wheels, not not treads
or whatever. Uh, this vehicle is going to have an
enormous amount of torque applied to the wheels in order
to move this massive vehicle around. It may not be
moving quickly, but the torque is really powerful, which means
that it would require a lot of force to make
sure that those wheels don't turn if the engine were
(06:28):
operational and it was being put into drive. So if
you were trying to hold those wheels still, you would
have to use an enormous amount of force to counteract
that torque. You could also have a toy, let's say
that has a little spinning element to it that spins
at an incredible rpm. But it doesn't do so very
with very much torque at all. So if you just
touched it, it would stop spinning and it would just
(06:51):
be the lightest touch to counteract that torque. Again, the
torque is not very strong with that particular device. So
when we're operating our vehicles, we actually need a fairly
wide range of torque, which is not something that would
be possible if we had to work within the narrow
parameters of what an engine is able to put out
with that range of our pm. Right, if an engine
(07:12):
only had one speed, it would get really messy, really fast,
right and exactly. And you know, the vehicle might operate
fine in certain conditions, but if you change those conditions
at all, then you'd be in trouble. And see, that's
the that's the issue, right because we all know when
you're out there driving, not everything is a perfectly flat highway.
(07:33):
You know you're going to have inclines, You're gonna have
changes in the in the environmental conditions that are going
to require your vehicle to adjust as you are going
through them. So that's why you need to have a transmission.
You have to have something where you can shift to
a different torque or speed in order to one maintain
your grip on the road and continue moving at the
(07:54):
appropriate speed and to operate within the engine's parameters. That's
one of those reasons why, Like, if you keep revving
the engine and you're in first gear, you'll see that
needle go all the way into the red and then
if you keep that up, you burn out your engine.
So by shifting, you are actually adjusting torque and speed,
and by doing that you can keep the needle in
(08:15):
the the ideal operational Yes, so that's what the transmission
is for. It's for keeping you in this in the
sweet spot. And there are, of course manual transmissions, automatic transmissions,
there are variants of those UM and UH. And while
we're really focusing on manual transmissions, if we were to
talk about automatic I think I would have to call
(08:38):
someone else in because yeah, we would need scotten here,
because it's a little bit beyond what we are certainly
our personal technical level with the automotive industry. Not to
mention the fact that I don't know how I would
explain it in words without the benefit of pictures. It's
already given an interpretive dance, and that works less well
on podcasts. You might you might hear us like with
(08:58):
by the microphone, but it kind of loses something in
the translation, right. But so originally automobiles only had two
forward gears in one reverse, so, but they're the engine
capacity was much less, so so those narrow ranges were
kind of okay within two gears. UM. Around the early
nineteen forties late nineteen thirties, um Ford and Chrysler started
(09:21):
introducing semi automatic gears that would let you UM. You
still had to use a clutch, but you could, but
you could switch between them between the higher gears semi automatically.
UM in the nineteen fifties, the first full automatics were debuted,
and UH and then after that, all of the advances
have been in the in the number of speeds, the
number of gears that are involved in these transmissions. So
(09:43):
we went from we went from two up to UH
four speed manuals, and then six speed manuals started hitting
the market in the late nineteen eighties. Right, so UH,
and you might wonder why do you have why why
do you add more of those divisions, more of those speeds.
It doesn't necess sarily mean that the vehicle is going
to go faster than earlier vehicles. It does mean that
(10:04):
the transitions between between the different speeds or the different
gears becomes a little more smooth because you've you've refined them,
you've you've made it a little more precise, all right.
It lets the engines work less hard at the specific
task that you were asking them to do at the time.
Along these lines, just just about a couple of days
ago as of the recording of this podcast, in mid April,
(10:27):
GM and four General Motors of course and Ford announced
that they're going to to work together to develop nine
and ten speed transmissions. I'm assuming those are automatic transmissions
at this point, because that sounds like a very large gearshift.
That will you know, for for consumer vehicles, and that
will uh, you know, save gas mileage. It could it
could raise gas mileage by five to ten percent, which
(10:49):
is you know, not non insignificant, right, and then you're
talking about decreased environmental impact. There are a lot of
other benefits that roll out through these, uh some people
might call them all evolutionary changes, but they can make
a big difference down the road. Did not mean to
do a pun there, and one goes out the crystal
edge accidental puns. We don't we don't need any of those.
(11:10):
Don't mean to do it, all right, So so you
might be thinking, all right, how does this whole torque
shifting thing work. And we're gonna get into the actual
mechanics literally of it in a little bit, but in general,
think of two gears, all right. If you have two
gears of the same size and they are they have
teeth that interlock. When you turn one gear, the other
(11:33):
gear is going to turn at that same rate. It's
going to be the same number of revolutions per minute
because they are the same size, same same number of teeth,
all that kind of stuff. Now, let's say that you
have a large gear and a smaller gear and they
are interlocking, and you're turning the large gear, that smaller
gear is going to do more revolutions per minute than
(11:53):
the large gear. You know, when you go from the
starting point all the way back around to the starting
point in the large gear, the small one may have
turned three or four times, depending upon the ratio between
the two. Right, same thing. If you have a small
gear in a large gear and you're turning the small gear,
you're gonna have to turn that small gear several times,
you know, to get one of the large gear to
go around right exactly. And and these these differences in
(12:16):
speed also result in a difference in torque. So that's
what's going to become important when we start talking about
the actual process of shifting and what's going on with
the transmission. For us to understand that, we're really gonna
have to take a look at the entire drive train
of a vehicle, which is both exciting and intimidating to me.
(12:38):
I think, so, I think it's really cool. It's this
is this is really entertaining physics to me because I
have I have. I mean, Jonathan doesn't really drive. No,
Jonathan doesn't drive. Don't. Don't even bother putting the word
really in there. Jonathan does not drive. We wait, we
fortunately have a limitedly robust public transports. I can get
I can get generally to where I need to go.
(13:01):
Um uh, And I do drive, but I'm a very
I'm not I'm not particularly a car person. So but
this is so, this is going to be an exciting Yes.
I will ask Lauren about her experiences with manual transmissions
later on in the podcast, so stay tuned to find
out about Lauren's own personal adventures with this technology before
we actually get into how this works in a real
(13:23):
life setting, what the process is when you're shifting. I
need to take just a quick break to thank our sponsor.
All right, let's get back to how transmissions actually work.
So to do this, we have to look at the
entire system that makes the car go. All right, and
and you're you're only interacting in this five speed manual
transmission that we were talking about with with two bits
(13:45):
of the clutch and the gearshift. Yeah, yeah, But but
there's a lot going on under this, Yes, a whole lot.
And so first we need to just understand what these
what these different parts are. So you've got your car's engine,
this is the thing that makes it go. Ultimately, as
you are depressing the gas pedal, you are putting in
(14:06):
more fuel to the engine, which is then generating more
uh power. It creates more kinnetic energy in the form
of the pistons moving up and down. Those pistons are
connected to a crank shaft which converts the reciprocating motion
that's the up and down motion of the pistons into
rotary motion, meaning it's turning into turning in a circular pattern. Now,
(14:29):
so the crank shaft goes from the up down motion
to the rotation motion, which is the very basis of
everything else that's going to happen. Now, the crank shaft
connects to a flywheel. Now, the fly wheel transmits this
rotary rotary motion to a clutch plate, and the clutch
plate is what eventually connects to that clutch pedal. Yeah. Yeah,
(14:52):
In fact, there's a pressure plate that is pressed up
against the clutch plate, right. So the pressure plate, when
it's in contact with the clutch plate, allows this rotary
motion to transmit through the rest of the of the
vehicle's drivetrain. So when these two things are in contact
with one another. Uh, as long as the engine is going,
(15:12):
then there is some sort of rotation being transmitted at
that point, assuming you're not in just a neutral So
what happens when you hit the clutch, Well, when you
hit the clutch, the pressure plate rises up off of
lifts off the clutch plate. Once the pressure plates separates
from the clutch plate, all power is cut off to
(15:35):
the rest of the transmission, the rest of the transmission exactly. So,
so while the engine is still going, uh, it is
not providing rotary force to the transmission and wheels, which
is what allows you to shift gears exactly without making
things explode. All right, this is why you why if
you're driving a manual, you know, driving stick, you have
(15:55):
to hit the clutch first because that ends up pulling
that pressure plate off so that you are able to
shift gears without making the horrible grinding noise and destroying
your big brother's vehicle. Uh, I say big brother because
I know a guy who did do that. Yeah, I
was not there, thankfully. So assuming that the clutch plate
(16:16):
and pressure plader are in contact with one another, you
you have not just hit the clutch um it has
been providing that rotary motion to the gearbox shaft. Now,
the gearbox consists of several parts itself. You've got the uh,
the main well. You've got a lay shaft which is
connect to that gearbox shaft. You've got a main shaft,
(16:38):
and you've got several gears attached to both. You also
have something that's either called a dog clutch or a collar,
depending upon who you're talking to. And that is what
is connected to a selector mechanism, which, in the case
of most vehicles we think of as the stick shift,
the manual shift. So, uh, the lay shaft is has
(16:59):
got gears that are are actually part of that shaft.
They're they're they're splind spleened, spleened. It's probably not the
correct pronunciation, and I'm going to assume it's splind directly
to the shaft. In other words, it's got a direct attachment.
So as the chaft turns, so do the gears. Those
gears have teeth along the edges and they interlock with
(17:20):
gears that are on the main shaft. But here's the
big difference between the gears on the lay shaft and
the ones on the main shaft. The gears on the
main shaft are mounted on ball bearings, so they can
spend freely around the axis of the main shaft without
actually turning the main shift right. They're just kind of
ghosting along over it until they become connected to the
shaft through another piece of technology. Yeah, that would be
(17:41):
the collar or dog clutch. Now, this is attached directly
to the main shaft. It can slide to the left
or right along the main shaft, but if it turns,
the main shaft turns, so by interlocking the color with
the side of one of these main shaft gears. Both
both the collar and into the main shaft gears have
teeth have teeth along the sides of them so that
(18:04):
I can interlock. Yeah, exactly, So, so imagine that I
think of it this way. You've got a gear that's
got teeth along the outer edge, like a like you
would see in a typical gear. But you also have
if you're looking at it from from one of the sides,
so you're not looking at it headlong, You've turned it sideways,
so you're looking at it like, you know, like a
plate you're holding it up, it would have teeth and
(18:26):
holes along the surface that you're actually looking at, and
those interlock with the collar or dog clutch, right, they
kind of sandwich together. Right, So what happens is the
lay shaft gears turn. That makes the main shaft gears turn,
and if the collar is is engaged in that particular
main shaft gear, then the main shaft turns. Uh. I know,
(18:47):
it sounds really confusing. It's a little difficult to get
across without having visual effects. We will, by the way,
link on Facebook two pictures and videos of this, so
it makes it easier to to to visualize and understand.
But once you've got that main shaft turning, that's what
then provides rotary motion to the differential. The differentials job
(19:08):
is to to turn that rotary motion ninety degrees because
at this point before you hit the differential, that rotation
is perpendicular to the wheels, which would not work. You
wouldn't get the wheels to turn that way. Not very useful. Now, yeah,
you have to turn that rot rotation, that motion to
be parallel with the wheels in order to get them
(19:28):
to turn, so you can go forward or backward, depending
upon which gear is is engaged. So the differential is
a set of gears that transmits this ninety degrees, so
you can do that again. This is your basic five
speed manual transmission with rear wheel drive. So that's the
basic layout. But what's going on with the transmission alright?
(19:51):
So remember I said that you had the lay shaft
and the main shaft, both which have gears on them.
So imagine that the lay shaft gears are set ups.
It's gears that are increasing in size as you go
from gear one to gear five, and then you have
that your your final gear on that shaft is for reverse.
(20:12):
It's about the same size as the one that's going
to be on the main shaft. Along the main shaft,
of course, the gears are going to be in reverse
order of size. So for the small lay shaft gear
you have a large main shaft gear. The next main
shaft gear is a little smaller, the next one a
little smaller and a little smaller. So by the time
you get to fifth gear, you've got a large lay
(20:33):
shaft gear and a small main shaft gear. This is
all because of that that relationship between speed and torque
I was talking about. So if you've got a small
lay shaft gear turning a large main shaft gear, that
means that the larger main shaft gear has more torque
but less speed. So that's important. When you are accelerating
(20:53):
from a stop so your car has not started moving,
you want to engage that small gear on the lay
shaft to turn the large gear on the main shaft
so that you will start to accelerate from a stopped position. Now,
once you start speeding up, you are eventually going to
require the engine to do more more work than what
it is comfortable doing. That's when you need to shift
(21:14):
to second gear, which will be a decrease in torque
but an increase in speed, And it's because that gear
ratio has changed. The lay shift gear is a little
larger for gear too, and the main shaft gears a
little smaller for gear too. That's where you get that
change in torque and speed. And this is true for
for each speed step up, for each gear step up. Yeah, exactly.
(21:35):
So once you get up to gear five, that's when
you're going really really fast, but don't yeah, about as
fast as the engine can hand out without you know,
having you drive off a cliff dukes of hazard style,
in which case gravity takes control in your acceleration is
completely dependent upon that. But that's the general progression. So
(21:58):
if you're looking at how does the power flow, I'll
walk you through it one more time. So power goes
like this, engine to pistons, pistons to crank shaft, crank
cheft to flywheel, flywheel to gear shaft, gear cheft to
lay shaft, lay cheft to lay shaft gears, lay shaft
gears to main shaft gears, main shift gears to the
dog clutch or color color to main shaft, main shaft
(22:21):
to differential differential to wheels, and the wheels on the
bus go round and round. Alternately, the red things connected
to my wristwatch. Yeah, there you go. And so uh
when when you are shifting gears. What what's actually happening
is again you hit the clutch. It then separates the
power of the engine from the from the gearbox down
(22:43):
the line, so that allows you to move the collar
or dog clutch from one of those gears to another.
And if if you want to visualize it, imagine that
you've got a horizontal pole and you've got gears going
from the largest to the smallest end in reverse, which
is kind of a medium sized gear. I'll get the
reverse in a minute, because that one's kind of interesting,
like how do you make it go backwards? You might say, well, um,
(23:07):
you've got this this range of gears. Between each set
of two, you've got one of those dog clutches or
collars that's directly attached to the main shaft, all right,
so that that collar can move to the left or
right along this horizontal pole and engage either of the
two gears that are on either side of it. And there, yeah,
(23:28):
there's set of these in a in a manual five speed,
there's going to be three of these collars, right because
between gears one and two, gears three and four, and
gears five and reverse, or you know whatever, configuration there are.
That's that's where the collars would be and they would
be able to engage either of the two, whichever one
on either side. So if you're in gear number one
(23:50):
and you're speeding up to gear number two, hit the clutch,
the pressure plate comes off, the clutch plate. Power is
cut off to the from the engine to the transmission exactly. Uh.
And then as you shift the gear shift from one
to two, the dog color disengages from one and moves
into the gear too, locks in place. By that time,
(24:13):
you've you've left of the clutch and the power gets
re engaged and it just starts turning or it allows
that main gear, that main shift gear to turn that
dog collar at that point it goes. Point is decreased,
speed is increased, yes, um and uh. And that is
(24:35):
the grinding that you hear. Actually, if you miss shift,
it's going to be the teeth on the side of
the collar against the teeth on the side of the
main shaft gear that it's trying and failing has nothing
to do with the lay shaft. That's always going to
the lay shaft and main and main shift gears are
always going to be turning at the same general speed
depending upon how much power you're giving the engine. They
(24:56):
are not. It has nothing to do with the lay
shaft at all. It's just that main shaft gear. Although
in originally in manual transmissions they were called sliding gear transmissions,
and the main shaft gears were in fact blind to
the main shaft so so they weren't on those ball bearings.
They weren't floating along it so um which which meant
that the grinding noise that you would hear in those
(25:16):
originals was in fact the teeth of the main shaft
gears failing to line up and grinding against the lay
shaft gears. I would imagine you would only have one
lay shaft gear, and you would have variable main shaft
gear sizes, and that's what would you know? It would
just shift along those That's how I would imagine that
would work. Of course I don't know because I didn't
look into that. But that's that's my first reaction based
(25:39):
upon how how the typical five speed manual transmission car works.
I didn't look that deeply into it, so I can
I can neither confirm nor deny. I'm sure when of
my listeners will take me to task and explain how
I got that completely wrong. That was just me guessing
from based upon my understanding of the other the other method.
So so reverse, how does reverse work? Reverse is interesting
because you actual they have three gears, not just the two,
(26:02):
not just the lay shaft gear and the main shaft gear.
There's a tiny little gear in between them, called the
idler gear. Now, because you have a third gear there
that's in between two gears, you actually reverse the rotational
direction for the main shaft gear. So while all the
other let's let's use you know, clockwise and counterclockwise, while
(26:23):
all the other main shaft gears maybe turning in a
clockwise motion based upon your perspective, the reverse one will
be moving in a counterclockwise motion. Or winter Shans for
my Shakespearean friends. Because that other, that tiny little gear
is all that needs to happen to h to reverse
that motion. This is easy to see if you ever
have gears just to play with. So if you interlock
(26:46):
two gears and you and you turn them, you'll see
that based upon the rotation of one, the rotation together
is always going to be the same. When you put
a another gear between them and you turn the first one,
the third one. The third gear that used to be
the second gear is now turning in the opposite direction
as it did before because you've got that that intermediary gear,
the idler gear. So that's what happens when you switch
(27:09):
into reverse it uh it the the collar engages with
the main shaft gear that is being turned by this
idler gear that in turn is being turned by the
lay shaft gear. And to everything turn turn, turn, there
is ask your parents, all right. So that's that's the
basis for manual transmission. Automatic transmission is a little a
(27:33):
lot more complicated because we would be talking about planetary gears,
which include and I'm not making this up for people
who are unfamiliar with it includes a planet gear, of
sun gear and a ring gear. But it's all incorporated
into one component, and it it might as well be magic. Uh,
it is beyond my ken. I know that Scott understands
(27:54):
it backwards and forwards, and if he were in this
room right now, he would just be quietly chuckling to himself,
not in the mean way, just in his more honey, yeah,
it's so cute that you're trying kind of way. But
now comes to the important part of our podcast, Lauren,
I want to know about your experiences driving a stick
(28:16):
shift car, because I have none. Yeah. Yeah, the well,
I've I've never um done a whole lot of time
driving stick shift cars. This is a very brief series
of lessons that I received from from from one of
the first people that I dated, Bob, who was a
big car enthusiast and was really keen on teaching me
(28:38):
how to drive stick And so the first time that
I got into this, yeah, I had driven, I'd driven
automatics before, so I I was passingly familiar anyway with
how cars worked. But but I got in and I
sat down and he was like, all right, well you're
a neutral, so um, so you're gonna want to disengage
the clutch And I was like, clutch. Where this was
(29:00):
where Bob learns that perhaps there's a preliminary lesson that
needs to be taught before the practical Yeah, it was,
it was, it was. It was a slow start. Well,
I have to admit, like I I used to a
friend of mine every now and then would get a
chance to drive his mother's car. And his mother's car
was a manual transmission, and I used to take both
(29:22):
delight and genuine terror. Uh, the experience of screaming whenever
he would start to pull out of our high school
parking lot and halfway through the turn the car starts
to stall out because he's not he's not handling the
car properly. Right, there's when when when when you press
the clutch, there's this you um, you can feel when
(29:43):
it engages and disengages and um, and you have to
pay very close attention. I've noticed anyway the cars that
I've driven to to where that is. And that's when
you can use the gearshift. And if you miss it,
then you either stall out or you get that terrible
grinding noise and you're lucky both. Right, Yeah, And that
is that is a thing that I'm really I'm really
(30:03):
awful at. I could. I could always. I was fine
driving out highways when I could kind of just go
up to five and hang out there for a long time.
But but once we got back into into town, I
would be like, you know what, I'm going to pull
over into the first gas station, set it into neutral
and just like leap screaming from the car and allow
somebody with more experienced handle Wow. Alright, note to self.
(30:24):
All right, So uh, yeah, I mean and of course
people there are people who who genuinely love driving driving
manual transmission cars because they have that sense of they've
got even more control over the vehicles. Yeah, and you
really can feel I mean, I I understand it's fun.
I mean, it's it's it's fun to to get to
to get to move stuff around and you feel like
you're a crazy action here and you can feel the
(30:46):
road better and you feel like you do have more
control over what the engine is doing. But but in
stop and go traffic, like for example, every day in Atlanta,
it's not something that I would particularly relish, right. Yeah. Yeah,
if you're if you're driving a nice, uh scenic route
where there's not all that stuff and going might be
a huge blast. But in in you know, your day
(31:07):
to day traffic, it might be a little bit more
of a nuisance over time. Well, that that covers our
podcast on transmissions. We want to thank Eric for sending
that request. In we want to remind everyone that feel
free to ask us to cover various topics. We love
to get requests. Uh and and you know, whatever topic
you want, it doesn't have to be tech related because
(31:29):
we can say no. But You can send us messages
on email our addresses tex stuff at Discovery dot com,
or drop us a line on Facebook or Twitter, or
handle both of those is text stuff, hs W and
Lauren and I will talk to you again really soon.
(31:50):
For more on this and thousands of other topics, does
it has staff works dot com
TechStuff News
Hosts And Creators
Oz Woloshyn
Karah Preiss
Popular Podcasts
Bookmarked by Reese's Book Club
Welcome to Bookmarked by Reese’s Book Club — the podcast where great stories, bold women, and irresistible conversations collide! Hosted by award-winning journalist Danielle Robay, each week new episodes balance thoughtful literary insight with the fervor of buzzy book trends, pop culture and more. Bookmarked brings together celebrities, tastemakers, influencers and authors from Reese's Book Club and beyond to share stories that transcend the page. Pull up a chair. You’re not just listening — you’re part of the conversation.
Dateline NBC
Current and classic episodes, featuring compelling true-crime mysteries, powerful documentaries and in-depth investigations. Follow now to get the latest episodes of Dateline NBC completely free, or subscribe to Dateline Premium for ad-free listening and exclusive bonus content: DatelinePremium.com
Stuff You Should Know
If you've ever wanted to know about champagne, satanism, the Stonewall Uprising, chaos theory, LSD, El Nino, true crime and Rosa Parks, then look no further. Josh and Chuck have you covered.