How does a sportbike 6 speed transmission differ from a car is 6 speed in its design? Do most sportbikes today have dog box gearboxes? If so, why do not riders need to double clutch, which l thought was necessary to do with a dog box during everyday, non-WOT driving/riding?

Instead, sportriders can shift at any speed/rpm without using the clutch and without damaging transmission life. Please do not argue that it does damage transmissions even if its done properly.

l just wanna know why car manufacturers do not develop transmissions following the design of sportbike transmissions? Measures can be made to handle extra weight and power. The new dual hydraulic clutch transmissions shift quick but sound like automatic transmissions when shifting at WOT. Bike shifts sound more like slower F1 shifts.

So, how are sportbike gearboxes different in design from cars' 6-speed trannies? Are most dog boxes? If so, how come no double cluthcing? And why have not performance car manufacturers to date adopted sportbike gearbox design? And if there are examples of a manufacturer having BUILT such a tranny for a car, let me know. THANK YOU!
So far, NO one has answered my questions. PLEASE read everything l wrote before answering. Do not spam! l will report abuse. l have done so for two users in this question already. Do not post irrelevantfor God sake! What is wrong with people??

Sportbikes do not have flywheels, throw out bearings or pressure plates . Old BMW bikes do

This is from Magnus Motorsports. Notice they even tell u not to do clutchless shifts.

Magnus Dogbox FAQs
After over 7 years of design research & development, we have come up with a small FAQ list that can help the novice better understand the misconceptions there r out there about Dogbox or dog engagement transmissions.

This may also double as transverse engine drag racers drivetrain installation tutorial & checklist. Read everything carefully & understand it, many unhappy weekends at the track will be avoided if u follow all of these steps.

Firstly our transmissions r manufactured to withstand high torque loads & fit within the factory case. By changing tooth profiles, gear widths, advanced do lug ramp profiles & careful selection of better material to start with, u have a gear that is up to 4 times stronger than the original.

The dogbox eliminates the brass braking components which stop the gears in a synchronized transmission. Synchronized transmissions use friction to slow down rotating parts to equal speeds to get them to engage together. These wear out much like brake pads in on ur car. Using friction (synchronizers) at high RPM’s can cause excessive wear on the synchronizers & is one of the reasons why new synchronized transmission shift great when they r new, but r constantly degrading in shift quality until the next service. A dogbox will have consistent shift quality for its entire life, & will usually outlast a synchronized transmission in a race situation by 10:1, before service is required. The Dogbox operates in such a way that it allows a much larger area for engagement of the Gear to the mating slider. This prevents the possibility of missed shifts, & decreases shift time. Because of the large window of opportunity, the gear can easily be shifted into position. Most drag racers report .5 second knocked off their ET’s, & road racers r able to shave many precious seconds of their lap times. The greatest benefit by far is the increased torque capacity of the gears themselves, whereas original components where not manufactured to hold these kinds of shock & torque loads, our components are.

Can l install it myself?
We highly recommend that u seek the services of a skilled professional installer to install the gearset. There r many critical measurements that must be addressed & the housing must be inspected before it can even be deemed reusable. In some gearsets there may be clearancing & machining required. Due to OEM manufacturing tolerances, (especially with Mitsubishi) interchanging splines may be tight, in this case splines must carefully be lapped into each other. We offer assembly with full precision machine services & affordable shipping quotes.

Can l shift without the clutch?
No, we do not recommend shifting without the clutch, It will considerably shorten the longevity of the transmission. Although mechanically it is possible for this to happen, the back cut on the dogs is there to make sure that under power, the gears will stay engaged, & this makes the momentary release of power necessary in order for the shift to take place. Most racers quickly stab the clutch & release the throttle still achieving lightning quick shifts.

l heard they r difficult to shift.
No. actually when installed & operating properly the transmission will shift faster & easier than a synchronized box. Contrary to popular belief shifting harder is not necessary, but quick direct shifting, without any unusual force, is what is recommended. Too much force will damage ur shifting components, shorten longevity.

Can l use it with an aftermarket sequential shifter?
No, We do not recommend or support the use of any aftermarket shifters, including the ever popular shortshifters. Due to the wide variation of aftermarket shifters on the market, & the inconsistency with which they r designed & installed, we ONLY recommend that u use original matching cables, & shift mechanism from ur car. (Including the ones for the transmission housing, unmodified) If u r in doubt, as to their compatibility, or integrity buy new components.

What happens if l grind gears?
“Grinding of the gears” is actually grinding of the dogs to sleeves. In any kind of transmission, it is a result of an incomplete or improper shift. In a synchronized transmission or a dog box transmission, it will result in the awful “grinding” noise that everyone has heard & been guilty of performing at least once in their life.

In a dog box because the distance between dogs lugs is greater, there is a greater amount of kinetic energy being distributed to the dog lugs, or more appropriately the corners of the dog lug & sleeve, on the missed shift. This grinding or rattling begins to act as a slide hammer, & can in some cases quickly round the corners from a dog. Constant missed shifts can cause will wear down components & require inspection. Continue

l am going to answer ur question without trying to sell u anything.

Bike transmissions r constant mesh, meaning all of the input & output gears r meshed together all of the time. When in neutral, all will have at least one of the gears spinning on its shaft rather than being connected to the shaft.

When u engage a certain gear, a shifting fork slides the gear to the side far enough that the dogs (square edged slotted protrusions on the side of the gear) engage, turning that gear. Often times two side by side gears r constantly connected, allowing power to be transmitted through the gears like a maze.

Ordinary sliding gear transmissions like those found on cars, trucks, tractors, etc have the gears connected to their respective shaft with splines. Gears r always connected to the shafts except that the gears themselves r not engaged. this allows the gears to turn at different speeds without problems.

When u shift, the shifting fork slides the gear sideways on the shaft until the gear teeth engage. When u double clutch, all u r doing is getting the input shaft (gear) rotating at a speed closer to the speed the output shaft is turning at. For example, when downshifting, you're speeding the input shaft up by engaging the clutch & speeding up the engine.

Syncronizing rings r just little rings that engage each other before the gears do & in the process, they speed up or slow down the shaft.

l hope that some of ur question. Neither is better than the other, it is just that one type often suits the engine-drivetrain layout better than the other. Oh, when u grind the gears on a bike, you're grinding the dogs while you're grinding the sides of the gear is teeth on a car.

The main reason u do not double clutch a sports bike is because u cannot. You could theoretically double-clutch between first & second gear, only.

The main reason that it is ok to not use the clutch in a bike, at all (aside from the excellent above response about being constant mesh), is because the engine is reciprocating mass is much smaller. Even for the same horse power engine, a bike has an immensely lighter flywheel. This means any error from the exact proper rpm is not a biggie. The engine more readily changes speed to suit, & all gets sorted out without major stress on the transmission. (On the flip side, the vehicle is much lighter, too. so it changes speed more readily to match that of the engine).

You can forgo using the clutch on a small engined car, if u r careful. l have driven several hundred miles in a 5 speed Honda Civic with a completely burned out clutch. (Even handled the occasional stop, too. which l can explain if asked.)

But try this on a big block truck, & it is damn near impossible. You will ff up the transmission with even small speed/rev mismatches.