Heal and Toe Shifting

Not very familiar with the method but have heard the terminology , wondering if anyone could explain it to me and does anyone actually use this method for shifting. Not on a track just regular driving. Also are there any advantages/ reduction to engine and clutch wear? Cheers and safe driving.

With a manual transmission in the 911, you don't need heel to toe driving. With the engine in the back, letting up on the gas in a corner will shift the weight of the car off the back wheels and possibly swing your rear end around. (Extreme case) I simply hit the corner in a gear that has my revs above 4500 rpm and keep my foot on the gas. Any need to adjust speed in the corner is made by either pressing or lifting my foot off the gas. (That's assuming you hit the corner at a manageble speed to begin with) If you feel your back end coming loose, a little acceleration will plant it properly again.

Using this method allows you to blip the throttle while braking. Then you can shift gears without having to lift your foot off of the brake and onto the gas pedal. The alternative is to do all of your braking first, and then shift, which may lose you valuable time. In everyday driving, this technique can be used on a steep incline etc.

Knowing how to efficiently heal and toe is absolutely critical on the track. You cannot be fast without mastering the technique. On the street it is fun and occasionally useful but probably not critical. I have no idea what porsche911 is talking about but as Paul has correctly pointed out, it is a technique for matching revs while slowing the car and downshifting. For example, coming into turn 3 at BIR you are traveling at around 140 and need to be around 50 to make the corner. This means shifting from 5th to 3rd under heavy braking. Every track has several similar spots. The proper technique for doing this is to brake, while braking depress the clutch, shift, blip the throttle, release the clutch, release the brake. (You also did your turn in but that's another subject.) If you have done it correctly, you rpms should not go up or down when you release the clutch. Using this technique is critical both for preserving your drivetrain and for keeping your car settled. Jim

Heel and Toe is a track/racing technique which allows you to downshift without de-stabilizing the car. Without the rev matching of heel and toe, letting the clutch out may cause a "lurch". This unbalances the car and at the limit may even cause a spin. As others have observed matching revs makes downshifts easier on the synchronizers in the transmission as well as avoid sudden loads on other components. A very good thing on the track and fun to practice on the street.

For what it's worth, I still haven't been able to do it successfully. Do I need ankle sugery? LOL! Do you guys use the stock pedals or have you modified them?

He specifically asked about street driving only. Totally different driving than the track. So I agree with 1999Porsche911 in that it is not necessry for hard street driving. If you are on the street and need to regularly go from 140 mph to 50 into a corner, you should have you car taken away from you.

It was easier when the pedals were anchored to the floor. Now that the pedals are hanging, it's more of a "roll the foot" rather then "heel-toe". Anyway, it's critical for the track, both for speed and safety, as well as gentler on the car. On the street, I think it's just plain fun, not really needed. Even for that uphill stop, I just use the e-brake rather than burn up the clutch. It's also easier to do on the track. You're usually braking hard with your foot firmly on the brake as you roll over to blip the throttle. On the street, it's harder to maintain modulated (less than full) braking AND roll the foot to blip.

Let me say this another way. Anytime, whether on the track or the street, that you downshift your car, you should make sure that when the clutch is released that the engine rpms "match" the speed of the transmission in the lower gear. If the engine rpms are too low when you release the clutch you will feel the car slow and see the rpms increase. This is commonly known as compression braking. If the rpms are too high when you release the clutch (too big a blip) you will feel the car lurch forward slightly. No big deal. I only know of two ways to match revs. Allow the car to slow way down before releasing the clutch or blip the throttle. If the blip needs to occur while you are braking, then a heal and toe technique is required. This is much more dramatic on the track but appropriate and fun to learn for the street as well. Without sounding like a jerk (it may be too late) you can't properly drive your 996 without knowing how to match revs. Jim

I'm with JimB, heel-toe downshfting is a requisite skill on the 996, on the street and the track. Albeit not necessary at all times on the street, but it sure makes the daily commute fun. Heel-toe downshifting is one of the main teaching points at PDE, I didn't have a good handle on it before but after PDE it's second nature.

I rev-match by double-clutching. I just can't get the hang of heel-and-toe shifting -- small feet plus the stock pedals are not very helpful. One of these days I hope to learn how to heel-and-toe. .: programmatore :.

Double clutching? People still do that? That was for cars with no syncromesh. With a modern gearbox, double clutching is nothing but a waste of time. Practice heel and toe downshifts on a parked car, with the engine off. Once you get it, practice it going in straight line, then, and only then try it before a turn. At first you will find it easier to do at high speed, but as you get the hang of it, it will become second nature, and you'll find yourself doing it at any speed. Try to make it as smooth as possible, no lurches!

it also helps if you are wearing the right shoes when heel and toeing.

I agree, double-clutching is overkill since modern synchros are pretty bulletproof. Since I single-clutch anyways double-clutching is not that much more effort. I really have to learn how to heel-and-toe though. FYI for those who don't know: You single-clutch downshift to match the revs of the engine to what they would be at the lower gear thereby reducing the load on the clutch. Double-clutching accomplishes a second goal which is to rev-match the gears in the transmission in order to reduce the load on the synchros. Again, double-clutching is overkill with modern transmissions. Cheers, .: programmatore :.

Whether you double clutch or not you still need to heel toe to do it properly because the idea is to do it while braking. That is of course unless you have 3 feet

Hey...get a Tiptronic instead ...hahaha...couldn't resist I will miss blipping the throttle but look forward to seeing how the Tip works around the track on Monday. Good luck with your technique.

I hope that tiptronic is on your Cayenne and not your 996!

I figure that within the next 5 years we will see these cars with no more clutch pedals anyway. By then, let's hope that they've learned something from the F1 teams and their systems. I'd love to try the Ferrari Modena's paddle shifters. I hope Porsche offers are comparable system soon that isn't too costly.

http://redlinerennsport.homestead.co...18HeelToe.html

I realize that heel-and-toe downshifting is essential in certain situations such as going into a turn and you have to drop your speed (brake hard) and downshift at the same time. However, a lot of times you can double-clutch (or single-clutch) downshift without heel-and-toeing, for example, when you need to downshift in order to pass another car on the freeway. That said, again, yes, I realize I need to learn how to heel-and-toe downshift. .: programmatore :.

I agree as well, and not onlyin sportcars, sportbikes need match reving even more. And makes spirited street driving more fun.