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When a car with a manual transmission is in motion with the clutch engaged, there is a mechanical connection between the engine and wheels which keeps them in sync with each other. When shifting, however, depressing the clutch is required. This disconnects the engine from the wheels, and the engine speed is no longer linked to that of the wheels.
Clutch control is the controlling of the speed of a manual transmission vehicle by partially engaging the clutch plate, using the clutch pedal instead of (or in conjunction with) the accelerator pedal. The purpose of a clutch is in part to allow such control; in particular, a clutch provides transfer of torque between shafts spinning at ...
A slipper clutch (also known as a back-torque limiter) is a specialized clutch with an integrated freewheel mechanism, developed for performance-oriented motorcycles to mitigate the effects of engine braking when riders decelerate.
A manual transmission (MT), also known as manual gearbox, standard transmission (in Canada, the United Kingdom and the United States), or stick shift (in the United States), is a multi-speed motor vehicle transmission system where gear changes require the driver to manually select the gears by operating a gear stick and clutch (which is usually ...
Many hydraulic disc brakes have a self-adjusting mechanism so as the brake pad wears, the pistons keep the distance from the pad to the disc consistent to maintain the same brake lever throw. Some hydraulic brakes, especially older ones, and most mechanical discs have manual controls to adjust the pad-to-rotor gap.
Before the introduction of transmission synchronizers in 1927, [2] double clutching was a technique required to prevent damage to an automobile's gearing during shifts. Due to the difficulty and most often unnecessary redundancy involved in the technique, coupled with the advent of synchronized gearing systems, it has largely fallen into disuse in light vehicles.
R 1 2 3 4 5 Total Span Span Center Avg. Step Compo-nents 5HP 18 · 1990 5HP 19 · 1997 −4.096 3.665 1.995 1.407 1.000 0.742 4.936 1.650 1.491
This consisted of custom gearing for the first to third gears (which were reduced by 10% and hardened) while the fourth and fifth (hardened) gear was the same as standard T-5s found in the LX/GTs. The holding capacity of the Cobra's clutch was increased by way of a higher clamping force pressure plate using the same 10-inch diameter as the GT/LX.