You got it Chris. The point point of me posting this thread essentially boils down to the following....for me at least..........

Does the added effort and time of spinning up the input shaft and clutch, accomplished by double clutching, actually have any benefit over single clutching, whereby the input shaft speed is disregarded?

Frankly, after reading the comments here and having an in depth conversation with my friend Tim, I will agree that the double clutching THEORETICALLY is most proper and technically perfect in its execution from the standpoint of engine/transmission interaction. However, if you discount the input shaft speed (due to its arguable insignificant moment of inertia) and strictly focus on matching revs with one clutch pedal stroke and throttle blip, my opinion is that it is not detrimental to the transmission. Additionally, the added concentration necessary to double clutch properly takes away from some of the finite concentrate available for driving.

The point of the throttle blip during downshifting is twofold.

1. The first reason is to not upset the car's balance during downshifting. A fundamental, and instructive methodology is to think of each of the four tires applying pressure to the ground. I know, car balance 101... Accelerate in a straight line and the big downward pressure is at the rear wheels, brake hard in a straight line and it is on the fronts, left turn..right tires, right turn...left tires. You want the transitioning to be as SMOOTH as possible. An abrupt downshift unsettles the car and can result in loss of traction at the limit of adhesion.
2. The second reason is to be in the appropriate gear for corner exit.

Personally, I will stick with what I have used for the past 23 years....single clutching.

 

I see no point in the added time/distraction to double clutch when our tranny's use synchronizers...

 

OK, here is the best way to do it. I don't like it, I don't do it ... yet maybe, but it is the best way.

1. Get off the throttle and push in the clutch just as normal.

2a. Threshold brake and concetrate on the braking. As you near your turn in, modulate the brake to transfer from max - long g's (threshold braking) to max lat g's near the apex in a beautifully executed trailbrake. This is by far the most difficult thing to do in driving and demands supreme concentration and no car upset.

2b. While you are braking, and still holding the clitch in, gently press the shifter to go into the gear you want for your exit.

3. When you are ready to transition from you beautiflluy trail braked entry back onto the throttle, ease out the clutch and squeeze the throttle, matching so as not to upset the car.

4. The clutch is out, the car is engaged in the proper gear, squeeze the throttle as normal through your exit.

Why is this superior?

A. Almost everyone lightens up at least a little while heal and toeing, thus losing some braking capability and upseting the car.

B. Heal and toeing takes some of your attention from the most difficult task, a smokingly perfect corner entry.

C. With synchros, easing the car into gear and letting the syncros have time to do it does little to hurt them (whereas doing it quickly would).

The only problem is if you need the gear quickly. This method takes time so you might need to blip to grab the gear quickly and protect the syncros, in that case do my earlier mentioned approach.

So, watcha think?