| so lets concentrate on optimizing gearing elsewhere. The two variables to consider are the differential ratio and the tire diameter. It is important to realize that tire diameter changes the final gearing just like a ring and pinion does and that this can often be a much easier way to make small changes to the final drive ratio. I under what you were saying, but in his case
the common fix factors most of us have are the same rear gear ratio, gear ratio, stock turbos but his larger diameter/circumference of the tires, hence the capability of higer top speed........ but will his motor overcome that extra load is another matter. "At 6620rpm, the stock turbos' HP curve has usually started to drop. Staying in 3rd gives lower ET while upshifting to 4th might yield higher trap speed."
:6620rpm's? They are way falling before then. They efficiency is 4500 to 5500 and very short lived as anyone that's seen sheets can see. So taking a shorter gear to a higher RPM passing the the car's peak levels of power is slowing it's trust.
:Just my thoughts anyway I should have said has "already" started to drop to make things less confusing :-)
Most of the dynos sheets on stock turbos I have seen show more severe drop after 6k and 5.5k~6k drop is fine to make up the time and full spooling in the upper gear tho... IMO.
Erick
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