>You can overlap this so the engine continously delivers torque to the wheels. Thus, no head bobbing.
head bobbing (sudden g-force jerks) was fixed before the introduction of another clutch; that's a function of rev-matching between upshifts and downshifts. An early BMW SMG system, a manual gearbox with electro-hydraulics on top of it to handle shifting and clutch work, gets rid of the head bobbing.
How? Precise rev-matching.
dual clutch systems were a means to speed the gear-shift process up, with two clutches there is no need to wait for shaft speed mismatches, you just keep the opposite clutch where you need it RPM-wise. This helps alleviate the head-bobbing, but it's more just an artifact of how the system has to work -- rev-matching is now something required in order not to blow the system up.
tl;dr : it's the rev-matching saving your neck, just like it would've been doing had you been a passenger with a race driver -- but they're doing it to save tires and keep the car stable, they probably don't care about your neck.
head bobbing (sudden g-force jerks) was fixed before the introduction of another clutch; that's a function of rev-matching between upshifts and downshifts. An early BMW SMG system, a manual gearbox with electro-hydraulics on top of it to handle shifting and clutch work, gets rid of the head bobbing.
How? Precise rev-matching.
dual clutch systems were a means to speed the gear-shift process up, with two clutches there is no need to wait for shaft speed mismatches, you just keep the opposite clutch where you need it RPM-wise. This helps alleviate the head-bobbing, but it's more just an artifact of how the system has to work -- rev-matching is now something required in order not to blow the system up.
tl;dr : it's the rev-matching saving your neck, just like it would've been doing had you been a passenger with a race driver -- but they're doing it to save tires and keep the car stable, they probably don't care about your neck.