All I can say is that I raced dual clutch disc cars for several years and as well set multiplate slipper clutches on pro stock cars running at 200 mph. Shudder was the name of the day there and we had no computers to cure it. The shudder severe enough that sometimes it broke frame rails. Please don't show us how unintelligent you can be by discounting that as worthless on a simple little no horsepower car like these. It shows you can't relate important factors or commonality. You DO realize there is NO DIFFERENCE in the basic way they work and have for 100 years right? I REBUILT the twin clutches and PPs myself, piece of cake.
ARE you dumb enough to think that one must work with something to know it? I spent 35 years coming into plants to run sight unseen printing presses up to a hundred foot long with 10+ computer systems on them and all not the same programs and maybe 100,000 moving parts and so many things to know about and set you couldn't count. Splicers, tensioners, variable speed infeeds and aligners, multiple printing units (usually 10 or so), coaters, UV dryers, heat and chill equipment and emission control from that, imprinters, ink jet equipment, magnetic encoders, multiple trimmer heads, gluers, scoring and perforating machines, multiple cameras to watch all of it. I'm out of breath, commonly most of that all could be on one machine. I got to handle like 20 different at $20 million or more apiece for the installations and I was the head press leader with a full crew under me since I was 19 years old. Nobody trained me at ALL for any of that and I had never even seen the machines before I walked into the damn door. I could glean the important stuff out of a 500 page operator's manual in about 5 minutes though, of course to you that's garbage. Give me a freakin' break. You play with a simple tinkertoy and think that's something. The machine I worked could have had 10 or more clutches of various types in it. Like your timing ramblings, you think a simple DOHC system is hard (it MUST be set ONLY on a DYNO!.......and utter CRAP!) when I set the equivalent of 10 of them at a time. ALL of that stuff was VCT type equipment, I did the R&R maintenance on it ALL. Virtually every setting on a printing machine is changeable on the run.
Don't tell me you have replicated that ATX action, you haven't and I would be an idiot to think you have. Why all the car tech articles now also say the DCT type trans seems to be on its' way out at Ford VW, Acura, Honda, Fiat, etc. NOBODY can replicate standard ATX smoothness with a DCT and the customers know it and have clearly said so, but YOU can. LOL. The technology now heading to China as nobody else wants it, they are using it on the lower dog cars there. Too late to get everybody on board here for it..........it's DONE.
I'm sorry you can't dump what's in your brain to readjust to 'normal operation' for this or that particular day, I learned to do it some time in the late '80s when the job not only had me on those complicated machines but in quick 24 hr. or less turnaround fashion which was virtually unknown back then on time sensitive financial stuff that paid me as much as a bank president made back then. You had to give those people what they wanted and you didn't have time to think much about doing it before it already had to be DONE. One of the most important skills was the ability to tear off something you were deep into to come back to it later with zero production loss. As a result I got VERY good at calling BS on things I have never had much experience in and still to this day I can do it with about 80-90% accuracy. A little THINKING makes up for years of hands on experience but you don't get that. You would have lasted maybe 5 minutes on my press crew, you can't evolve.
I had ZERO training on all of the engines I rebuilt too and most of them high output drag cars. So many I can't count, doesn't matter you think somebody must have your exact one and the knowledge is wasted on you. Self-limitation is death.
