Point taken, Brad, and no, I don't include that little bit of advice in a general lecture! Most of us teachers are shocked by what our students know, (or think they know) on a regular basis!
Modern standard transmissions are still extremely primitive in design, and they can't even approach the degree of efficiency or versatility of a good automatic. Clutch design hasn't changed in over 100 years. They still chatter, shake, and overheat, and most clutches won't last nearly as long as a torque converter under hard use. That "wasteful" torque converter actually doubles engine torque just prior to getting the vehicle into motion, allowing a noticeably higher final drive ratio which converts into better fuel mileage, lower cruise RPM, and less engine wear and noise. The downside of a converter is a 10% loss of RPM on the output, due to the design of the stator that multiplies the torque. This can be remedied by a single-disc clutch inside the converter that locks up and eliminates slippage at cruise speed. Combined with an overdrive, there can be four modes of operation at highway speed, depending on load and speed: Direct drive, converter unlocked; Direct drive converter in lockup; Overdrive, converter unlocked; and overdrive, converter locked. There's the equivalent of four different gear ratios, and engine torque outputs, which switch without any driver input. Most transmissions shift between these options without any noticeable difference in speed or engine note, the transition is so smooth. A very alert driver who watches the tachometer constantly will notice minor speed changes, but he's got to be looking for them.
Since the average powertrain control computer samples operating conditions anywhere from 10 to 90 times per second, a computer-controlled transmission can select the proper gear for any operating situation more quickly, and more accurately than a driver with a 5 or 6-speed choice at his disposal. Even an older hydraulic-cntrolled trans can sense speed and load conditions more accurately than the average stick shift driver, and select the proper gear. For really unusual situations, the driver with an automatic transmission can take manual control of some, if not all operating modes. The ones he can't control are outside of the operating limits of the vehicle, 70 MPH in 1st. gear, for instance. Most automatics have safety circuits to allow a shift before damage is done, like the above example. There's an emergency override built into most automatics to allow a shift into top gear at extreme engine RPM, before engine damage occurs.
A driver who believes he can out-think a good automatic transmission with a stick shift is just deluding himself.
Jerry
