I heard that a lot too, back in the road-going dinosaur era of my youth. :)

But today's turbo-slinging less-displacement-than-a-soda-bottle engines actually have warnings against compression braking. I think this is because there's no real compression in the engine when it's not under boost, so people wind up reving the nuts off of 'em for no real reason.

My Abarth is like this; if you down shift to slow down - nothing happens other than the tach hitting 6k.

No need to downshift sequentially as long as you rev match appropriately. I skip gears all the time, both up and down. As pointed out already in this thread, downshifting through gears that you don't intend to stay in is just putting more wear on your transmission. I do it on occasion simply because I love those amazing VQ notes, but I wouldn't want to make a habit of it on a daily driver.

The order you shift the gears in is not important, it's all about synchronizing gear speed and keeping engine RPM in the optimum range. Skip a gear or three if you want - just make sure you're not stressing the synchros too much or lugging/over-reving the engine.

As for engine-braking, I'm with most of the others: brake pads are a lot cheaper than rebuilt engines. But many people enjoy it and it's not doing that much damage if kept within reason.

At a long stop (eg, stop light), I'll put the xmission in neutral and let off the clutch to reduce wear & tear in the throwout bearing. As with engine-braking, probably doesn't make all that much difference.

Unless I was braking hard to make the stop, I keep my foot on the brake. As someone mentioned above, no brake lights can freak out other drivers.

IE, as far as the engine and xmission are concerned, shift the way you want to. Some methods are easier on the drivetrain but, unless you are being careless, you're not going to do that much damage. You have to decide if the extra fun is worth the extra maintenance/repairs.

YMMV

Actually, that's not true at all. You induce less stress on the transmission components- especially the synchros, by shifting down sequentially. It's much harder on the synchros to go from, say, 4th to 2nd, as opposed to going 4th-3rd-2nd. What that does is allows the transmission speed to stay in line with the vehicle speed. I know I'm not explaining this 100%, but suffice to say, what you're suggesting is that normal shifting of gears will result in transmission failure. That's not true. The car prefers it.

Those that are saying to just clutch in and put it in neutral when coming to a stop, are correct. There is nothing wrong with that, whatsoever.

Personally, I always sequentially go down through my gears, even if I have the clutch in and I'm coming to a complete stop. It isn't necessary at all, but it's a fun little habit for me.

I come from the Honda world, where the 6MTs and some 5MTs are notorious for the 3rd gear synchro to die prematurely. One way to help reduce this from happening is rowing down through all the gears. I've yet to meet anyone who has had transmission issues if they rely on that methodology. Of course, the GM synchromesh friction modified transmission fluid also helps a ton. Those two combined result in transmissions that last a very very long time.

My TL has a 6MT as well, and it had a bit of the 3rd gear grind occurring when I bought the car (used). It still occasionally continued even after changing from Honda transmission fluid, to GMSMFM. Since I've gotten into the habit of sequentially going through gears a few years ago, I seem to never grind anymore.

This. Times 100. It's just easier to synchronize gear speed with engine speed, if done sequentially.

At the end of the day, I don't think it's as big of a worry with the Z. I haven't come across many transmission issues with this car, related to the actual transmission itself. I think it's pretty stout and even if you shift "badly", you'll likely still get 200,000 miles out of it.

Ye, our tranny is awesome :D

Not really if you are in the proper rpm range. That may be more clutch engagement issue than anything else and we all know that shifts can be jacked up between 2nd and 3rd on a stock z.

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The syncrho is just there to slow things down to to help the slider engage the gears. It has friction material on it for a reason. I see no reason to wear the friction material on other gears unnecessarily, not to mention those gears sliders unnecessarily. Especially as the syncros are cheap, the sliders are the expensive parts generally in every transmission I've rebuilt.

What I'm referring to a slider, is the sleeve here (this isn't from a 370z transmission, just images I had handy, It's from a Jeep transmission):

http://www.cdmfabrication.com/bbpics/slider1.jpg

It would be what the shift fork actually is moving to engage the gears:

http://www.cdmfabrication.com/bbpics/slider2.jpg

So while you maybe trying to keep things spinning the same speed and help things line up, I'm still of the opinion you're placing unnecessary wear on components that didn't need to be enaged in my opinion.

To each their own though. It's likely it may not matter one way or the other, and the transmission will live "long enough" either way I guess.

Wow, didn't know I was going to receive a lot of input on this topic and everyone's response is much appreciated :driving:

I see people mentioning SRM... That's what my right foot is for.

Just to add if I may, the 2016 owner's manual indicates that the transmission must be in neutral with your foot completely off the clutch pedal whenever the car is stopped. This apparently helps with reducing the heat and pressure directed to the infamous CSC adding a bit more life. This might also be a question that the dealers will start asking so as to deny more warranty claims......something to think about.

Lmao I'll make sure to fastened my seat belt 😂

I row down through the gears and heel toe it. I like the way it sounds, and as long as you rev match good it's not much wear.