Double clutching (also called double declutching) is a method of shifting gears used

primarily for vehicles with an unsynchronized manual transmission, such as commercial

trucks and specialty vehicles. Double clutching is not necessary in a vehicle that has a
synchronized manual transmission.
With this method, instead of pushing the clutch in once and shifting directly to another
gear, the driver first engages the transmission in neutral before shifting to the next gear.
The clutch is pressed and released with each change.[1]

Technique
The double clutching technique involves the following steps:

The throttle (accelerator) is released, the clutch pedal is pressed, and the gearbox
is shifted into neutral.

The clutch pedal is then released, the driver matches the engine RPM to the gear
RPM either using the throttle (accelerator) (when changing to a lower gear) or
waiting for RPM to decrease (when changing to a higher gear) until they are at a
level suitable for shifting into the next gear.

At the moment when the revs between engine and gear are closely matched, the
driver then instantly presses the clutch again to shift into the next gear. The
result should be a very smooth gear change.

Manual transmission shifting

In a gearbox with neutral between each gear, a typical shift actually involves two gear
changes, once into neutral, and again into the next gear. During any shift, disconnecting
drive components via a clutch properly unloads the engine and transmission of undue
pressure applied by the opposing components. Fully utilizing the clutch for each shift
out of, and then into each gear is double (de)clutching. Due to the absence of a neutral
spacing, double clutching is ill-advised for sequential gear changes, as in a fully
sequential gearbox such as a typical motorcycle.
History and theory

Before the introduction of transmission synchronizers (in the 1920s), double clutching
was a technique required to prevent damage to an automobile's gear system (except for
cars like the Model T with a planetary gearbox). Due to the difficulty and most often
unnecessary redundancy involved in learning the technique, coupled with the advent of
synchronized gearing systems, it has largely fallen into disuse. However, drivers of
large trucks often use the double clutching technique when unable to keep the
transmission unloaded during shifting, as large vehicles are usually equipped with older,
simpler and more durable unsynchronized gearboxes.

The purpose of the double-clutch technique is to aid in matching the rotational speed of
the input shaft being driven by the engine to the rotational speed of the gear the driver
wishes to select (directly connected to rotating wheels). When the speeds are matched,
the gear will engage smoothly and no clutch is required. If the speeds are not matched,
the dog teeth on the collar will "clash" or grate as they attempt to fit into the holes on
the desired gear. A modern synchromesh gearbox accomplishes this synchronization
more efficiently. However, when the engine speed is significantly different from the
transmission speed, the desired gear can often not be engaged even in a fully
synchronized gearbox. An example is trying to shift into a gear while travelling outside
the gear's speed or directional range, such as accidentally into 1st from near the top of
2nd, or intentionally from reverse to a forward gear whilst still moving at speed.
Double clutching, although time consuming, eases gear selection when an extended
delay or variance exists between engine and transmission speeds.
Although double clutching is a testing requirement when obtaining a commercial
driver's license, most experienced truckers learn to shift gears without using the clutch.
This is known as float gears, which thus eliminates the clutch except during starting and
stopping. Skip shifting is when a gear is left out, usually on an upshift, for example
shifting 2-4-6 while accelerating with the help of gravity down a hill. This technique
saves unnecessary shifting work and saves fuel.
Conversely, in order to shift down, engine RPM must be increased while the gearbox is
in neutral and the clutch is engaged. This requires the driver to slow the vehicle
sufficiently, shift into neutral, apply throttle to bring the RPM up to a suitable speed,
and finally shift into gear. This operation can be very difficult to master, as it requires
the driver to gauge the speed of the vehicle and throttle to the intended gear accurately;
vehicle weight and road gradient are important factors as they influence the vehicle's
acceleration or deceleration during the shift. Double clutching is when the clutch pedal
is depressed while shifting to neutral to match engine speed to the intended gear and
vehicle speed, and again depressed for shifting into gear.
Sometimes, truck drivers use the engine brake to help match the engine speed to the
gear. The most common situation is with a loaded vehicle which has no split gears or
half gears in the lower range, from gears 1-4. In this case, it is especially difficult and
sometimes impossible to get from 1 to 2, and sometimes even from 2-3 while starting
on a hill. The problem is that by the time the engine speed has dropped sufficiently to
enable a shift into the higher gear, the vehicle will have slowed down too much or
possibly even stopped, making the shift impossible. The engine brakes, which on some
models can be set to different intensities (retarding variable numbers of engine
cylinders) enable a shift by dropping the engine speed quickly enough to catch the
higher gear before the vehicle has decelerated too much. This technique, sometimes
called "jake shifting", requires high skill and much practice shifting without the clutch,

and is usually not recommended among truck drivers because mistakes can cause
damage to the transmission.
Heel-and-toe shifting

A related downshifting technique is called heel-and-toe,[2] in which the brake and

accelerator pedals are pressed simultaneously. Classically, the brake is pressed with the
ball of the right foot and the accelerator pedal is controlled by the right heel, while the
clutch pedal is pressed by the left foot. However, variants are possible, with the brake
and accelerator pressed by sides of the right foot.
Proper heel-and-toe technique aids both slowing the vehicle while at the same time
accelerating the engine for a matched downshift. Note that neglecting to rev-match in
any downshifting scenario can be extremely dangerous, especially in low-traction
conditions. Heel-and-Toe may be used with any type of gearbox when simultaneous
braking and downshifting is necessary. Though difficult, mastering the heel-and-toe
technique in conjunction with necessary clutching is essential for high performance
driving (e.g., rally racing) to stay in the optimal gear regardless of the simultaneous
braking, accelerating, and clutching required for shifts. This allows the engine to stay in
the RPM "powerband" and allows one to drive as fast as possible. Left foot braking
while accelerating the engine with the right foot to accommodate downshifting in a
clutchless situation accomplishes the same feat.
The purpose of the heel-toe-double-clutch is to downshift more than one gear to use
engine braking in the intermediate gear. This provides maximum braking, optimal
engine RPM for exiting the corner, all while placing the least wear and tear on the entire
drivetrain. While this is not double clutching in the traditional sense, the term is used to
describe this technique since the clutch is pressed more than once. Note that racers will
sometimes skip gears during downshifts depending on the vehicle speed as there is no
need to shift through every gear when significant velocity has been lost.