In a gasser, cruising at 55 will usually have the car lugging around in top gear, turning relatively few revs to optimize fuel economy. Pressing on the accelerator usually just results in a bog or a downshift.
When suddenly called upon to make a pass the pedal is pressed to the floor, the electronice determine that the driver wants to accelerate and will call for multiple downshifts like from 8th gear down to 3rd. The transmission will make those shifts and the engine will be accelerated to higher revs to effect the torque multiplication necessary to move the heavy car as fast as possible.
The higher revs will cause the turbos to also engage and speed up to maximize torque. (for naturally aspirated gassers, this step will be eliminated). The boost will build and the revs will rise until maximum safe revs are attained.
The car will then pause, shift up to the next gear, and torque will then be re-engaged to provide addition thrust as it again moves up into the more powerful area of the revs.
This adds tremendous shock and strain to the drive train. The tires may break loose on the shifts if the road is wet or slick.
After the pass is finished, things will once again quiet down as the transmission once again shifts into top gear to reduce engine wear and increase fuel consumption. All this output varies considerably depending on elevation and air density.
a colorful but wrong dramatization of the way a modern car actually works. a modern transmission will make downshift across multiple gears directly.
hell, in spirited driving, the transmission already learned from drivers intent and will pre-shift for maximum performance. i.e., if im slowing down as if going in a corner, the transmission will automatically downshift to ready the throttle to power out of corner... AND eliminates the driveline shock if it were to be asked to shift-midcorner.
modern performance cars are also multi-turboed and otherwise engineered for flatter torque response (this isnt a spikey 1980s 911 Turbo...), and combined with the 8/9 speed transmission, lowers the torque differential across gears and lessens chance of shift-induced loss of control.
The 260hp 930 Turbo was known to be a
widow maker, and the 480HP Ferrari F40 was considered
uncontrollable. Now Mercedes put 380hp in its smallest hatchback and 600hp+ in its
luxury sedans and
station wagons because tires are so good and traction systems are so effective.
your description may have been true had they been frozen in the 80s, but they remain hilarious to read due to their wild exaggeration
Very few cars in this price range have DCTs. Most have standard 8 speed automatic transmission. It usually takes a jump up $10-$20k to get a DTC.
DCTs are equipped in VWs, Seats, Skodas, Kia-Hyundais, Peugeots, Citroens, Renaults -- all of which are downmarket and lower priced than any Tesla. Ever since VW stuck them in the Golf about a decade ago they became quite commoditized rather than exotic.
they're also also a bit obviated since a torque-converter transmission like the ZF8HP will provide all of the performance (direct skip-shifts, instant changes, full torque lockout, etc) with all the smoothness and high torque handling. theyre specced in Audi A4, BMW 1 series, Jeep SUVs, etc..... in addition to Lambos and Bentleys
