What Is the Best Final Gear Ratio for Drag Racing UPDATED

What Is the Best Final Gear Ratio for Drag Racing

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Tuning transmission for Drag Racing

• Thread starter SubClot
• 45 comments
• 28,056 views

• #1

tin someone tell whats the best gear ratios for drag racing with a integra dc5 '04

• #two

Make certain when you shift that your RPMS driblet to where your MAX TORQUE is.

• #3

Make certain when you shift that your RPMS drop to where your MAX TORQUE is.

This. 👍

Say your max Tourque is 3k revs, make sure when you modify gears you are always in the power band.

• #iv

The one that makes the tires spin less.

• #5

1/iv mile, 2/iv mile, whole mile what y'all looking for?

• #vi

I'm also interested in this... probably for the track on acme gear test rail and the long tunnel in SS7 rails.

Cars that I would like a tune for:

06 G35 Coupe and 06 Honda S2000

• #7

don't listen to people talking about max torque... engine torque is a pointless value, don't even get me started on this topic... yous wanna go along your car within your Power band... as a full general rule of thumb, 85% of your peak power should exist the betoken you're at when you shift, and you should be shifting anywhere from 400-600rpm afterward peak hp, this is where your car will be pulling hardest (relative to its speed and subsequent drag) because, since Bike torque is what matters (this takes into effect your trans gear ratios, final gear ratio, and tire size) you produce peak bike torque but by max hp, unfortunately in this game they don't tell you where max wheel torque takes place, but trust me when i say its Subsequently max hp... if your max hp is at 7000rpm and you lot're making 600hp, and lets say you're making 510hp 6200rpm, that ways you lot wanna go on your gearing between a range of 6100/6200 and 7400 rpm

• #8

you produce tiptop cycle torque simply past max hp, unfortunately in this game they don't tell you where max wheel torque takes place, but trust me when i say its Later on max hp

Wrong! It's impossible to produce peak torque afterwards peak horsepower. Horsepower is a directly calculation from torque. Torque and horsepower besides ever cantankerous at 5252 RPM.

And the game does tell you where peak torque is. It'south in the settings menu.

• #ix

Wrong! It'southward impossible to produce peak torque after tiptop horsepower. Horsepower is a straight calculation from torque. Torque and horsepower likewise always cross at 5252 RPM.

And the game does tell you where peak torque is. It's in the settings card.

yous're another victim of that uncomplicated misunderstanding, and like i said, engine torque ways absolutely nothing, i'g talking WHEEL TORQUE, not engine torque, two completely different concepts... y'all demand admittedly no torque to produce hp... look at jet engines for case... 0 ft lbs of torque, yet thousands of hp... steam engines are the consummate reverse stop of the spectrum, millions of ft lbs of torque, yet only ~5-10hp... which one is faster? and which one gets more piece of work done? recollect... work is measured in Power... torque doesn't practise anything what-then-always, you lot tin have 10,000 ft lbs of torque and yet non move an inch... only if you have even just 1hp, yous're moving and doing work

• #10

Make sure when you shift that your RPMS drop to where your MAX TORQUE is.

Yes, that'due south not true. Even if information technology was, some cars have peak torque under 2000 rpm. I wish GT showed wheel torque per gear like this:

This shows the exact accelerative forcefulness being applied through the tires. With this we could prepare gear ratios also as shift points perfectly. Otherwise, there is no "rule of thumb" to resort to.

• #11

Peak power per gear differs, but not as much as you'd think. Maybe 50 ft lbs/hp deviation betwixt highest and everyman gear in a very high horsepower application. Also, a dyno would read more than torque in a higher gear so a lower gear.

• #12

You lot're thinking of corrected chassis dyno numbers, which try to summate actual engine output. I'one thousand talking nearly the total force at the tires after the engine torque is multiplied past the private manual ratios and final bulldoze ratio. This information is much more useful for choosing gear ratios.

• #13

Maximum torque is meaningless. Many turbocharged cars make maximum torque at under 1500 rpms, but you lot don't want your shifts to accept you that low... because you lot lose gear multiplication on each upshift. You want to hold on to the lower ratio as long equally possible, and equally long equally your wheel torque (every bit mentioned) is college than your wheel torque would be in the adjacent gear higher.

You want your car to be producing the most average horsepower in each gear, regardless of where top torque and peak horsepower are.

Mostly, for drag-racing, you want to lengthen first gear enough so that y'all minimize both wheelspin and bog on the launch. Having starting time gear stretch to around 80 km/h is sufficient in many cases, depending on your tires. So space the gears afterwards and then that y'all become a nice, tight spread. Just if your setup has a distinct pause betwixt shifts, you lot may want to go for a spread that's a bit wider.

Concluding edited: Feb 25, 2011

• #14

You lot're thinking of corrected chassis dyno numbers, which try to calculate actual engine output. I'g talking about the full force at the tires after the engine torque is multiplied by the private manual ratios and concluding drive ratio. This information is much more useful for choosing gear ratios.

Even then, torque and horsepower go up as gears get taller. Its physics.

• #15

Even then, torque and horsepower go upward as gears get taller. Its physics.

So you're saying when you stomp the throttle in 6th gear it pushes you back in your seat harder than in 1st gear? I don't follow.

• #16

Are you maxim hp goes upwardly in higher gears? As in... you get more hp in 5th than 4th?

If then, that's merely an artifact of the dyno itself... not hp. Longer gears permit for more fourth dimension for boost to build on the dyno, which results in a higher number... simply this is an bogus reading.

On the street, where there's naturally more resistance for the engine to work against, information technology'll still/always pull harder in the lower gear... unless the engine is torque-limited for prophylactic reasons... and even then, the machine will nevertheless accelerate faster where it's generating more wheel torque, which is commonly in a lower gear.

-

You have to sympathize what a dyno does. It simulates resistance at the wheels for the engine to button confronting. Not enough, and the engine volition never need to generate full power to spin up the roller or push confronting the dyno restriction... and will not often generate full power, thus.

And and then we take the fact that the dyno really measures cycle torque, then uses an algorithm to interpret that into what it thinks torque at the manual is... difficult when the dyno doesn't actually know what gear y'all're in, and assumes that you are in a gear that gives an approximately 1:ane ratio between the engine and the route.

Dynos tin tell you lots of things, merely you accept to sympathise what information technology's telling you and how that relates to the real globe.

Last edited: February 25, 2011

• #17

- The trans gear ratio that is i:1 volition brand the virtually power as information technology is the well-nigh efficient. For example, a 4 speed transmission trans with 1:1 volition brand more power than 3rd gear. 2nd and 1st gear will make progressively less power.

• #18

- The trans gear ratio that is 1:ane will brand the about power as it is the most efficient. For instance, a four speed manual trans with i:1 will make more power than 3rd gear. second and 1st gear volition make progressively less power.

No. Lower gears are shorter (pregnant numerically college) and have college torque multiplication. Higher gears become progressively longer (and numerically lower) resulting in lower and lower torque multiplication.

• #19

Just to reiterate the chart that oppositelock posted, this is a graph of torque, after gearing multiplication, by an Integra Type-R for all 5 gears and with different last bulldoze ratios. Not just can you see the torque subtract with each gear, but you tin see the shorter final drive ratio gives higher torque (at the expense of superlative speed):

• #xx

There we get. Now we're getting somewhere. I believe some of y'all were mixing up peak engine torque and max wheel torque.

• #21

- The trans gear ratio that is 1:1 volition make the most power equally it is the most efficient. For instance, a 4 speed manual trans with 1:1 will make more than power than 3rd gear. 2nd and 1st gear will make progressively less ability.

Good luck getting your 500 hp sportscar to outdrag a 200 hp Civic from a dead stop while locked in fourth gear.

I suppose you lot've never ridden an 18/21/i,000,000 speed bike? Which gear is it easiest to accelerate from a dead end in?

The lowest gear gives y'all the nigh power. To the point that you can't even dyno many supercars in lower gears as you will destroy the dyno.

• #22

good to come across some other experienced posters here nigh forums noone can figure out what i'm talking about and, like i did earlier, i have to impaired it downward significantly... some of yous guys seem to know what y'all're talking about and i like seeing that! max Bike torque is what matters, hp actually matters, engine torque means zilch at all... once everyone comes to this realization there won't be any of these questions about how to tune transmissions! go on the knowledge flowing!

• #23

Adept luck getting your 500 hp sportscar to outdrag a 200 hp Borough from a dead stop while locked in quaternary gear.

I suppose you've never ridden an xviii/21/ane,000,000 speed bike? Which gear is it easiest to accelerate from a dead stop in?

The everyman gear gives you the almost power. To the bespeak that you can't even dyno many supercars in lower gears as you will destroy the dyno.

It volition have more torque but non the mechanical advantage so. I'g non saying a .500 concluding gear will accelerate harder and then a .700 final gear, merely that it'll produce more cycle torque.

• #24

It will have more than torque but not the mechanical reward so. I'm not saying a .500 final gear will accelerate harder then a .700 final gear, only that information technology'll produce more wheel torque.

Okay, quick lesson:

Absolute Gear Ratio = Gear Ratio * Final Drive Ratio

Absolute Gear Ratio x Engine Torque = Torque to the Ground

The college the final drive ratio (0.700 > 0.500) for identical gearing, the higher the absolute ratio. The higher the accented ratio, the more torque is put to the ground.

The more torque put to the basis, the faster/harder y'all'll accelerate. This is how gearing and torque multiplication works.

• #25

Maximum torque is meaningless. Many turbocharged cars brand maximum torque at under 1500 rpms, merely you lot don't want your shifts to have you that low... because you lose gear multiplication on each upshift. You want to concur on to the lower ratio equally long as possible, and equally long as your bike torque (as mentioned) is higher than your cycle torque would be in the next gear higher.

You desire your automobile to be producing the almost average horsepower in each gear, regardless of where peak torque and tiptop horsepower are.

Generally, for drag-racing, yous want to lengthen offset gear enough so that you minimize both wheelspin and bog on the launch. Having showtime gear stretch to around 80 km/h is sufficient in many cases, depending on your tires. Then space the gears after so that y'all get a nice, tight spread. But if your setup has a singled-out pause between shifts, y'all may want to go for a spread that'southward a bit wider.

This is right.

Interesting read: http://www.allpar.com/eek/hp-vs-torque.html

• #26

has anyone messed with tuning a car for the tunnel using only 5 gears?

i ran into one guy in a zr1 and he said he stretched out the gears to where he only uses 5 gears for the tunnel. tops out around 240, tunnel end to terminate

i tried it the the final gear ratio had to be in the 2.2xx range

• #27

has anyone messed with tuning a motorcar for the tunnel using only v gears?

i ran into one guy in a zr1 and he said he stretched out the gears to where he simply uses 5 gears for the tunnel. tops out around 240, tunnel end to end

i tried information technology the the terminal gear ratio had to be in the 2.2xx range

Just out of curiosity, is there an advantage to doing that versus gearing for all 6 speeds? Seems like information technology'd be slowing you down.

• #28

thats what i thought just this guy was pretty quick

• #29

thats what i thought but this guy was pretty quick

I suspect if you took two identical cars, with one using all gears (albeit shorter gearing) and one only using 5 gears, the shorter geared car would win.

In sure circumstances in drag racing (depending on the terminate line) having slightly longer gearing tin can be better. If I was driving a car in a ane/four mile drag race and I had to shift into 3rd right before the finish, I'd be better off probably having marginally longer gearing to permit me to hold onto 2d gear through the end to save that shift time.

Some manufacturers will requite cars gearing specifically to get to 60mph/100kph in equally few shifts every bit possible to maximize testing times (but to wait skillful compared to competitors), fifty-fifty if this isn't ideal.

For this though, where you're at 200+ MPH, you lot want the gearing to just be optimized. Ignoring a gear isn't optimizing it.

• #30

Using less gears can be more. Gt5 defines the max and min value for each gear. And sometimes you cant practically apply every gear.

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What Is the Best Final Gear Ratio for Drag Racing UPDATED

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