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Discussion Starter #1
so i hear the max torque is 4800RPM vs. the max engine speed at 6600RPM

Well in a race what would happen if you shitfed at 4800 RPMS instead of REDLINE
 

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If you are racing someone just shift at redline so that you be at the right powerband in the next gear. 4800 is way too low to shift in when racing.
 

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Discussion Starter #3
ya thats what i though. i was just curious what would happen
 

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Uh, no, the goal is to keep the engine in rpm band with the most area under the rpm curve. If you shift too low, in the next gear you'll be at too low an rpm and there will not be enough power to accelerate quickly. If you shift too late, you may lose acceleration up top because the power drops off after peak (if you can do this due to rev limiting).

Example: I had an MX-6 which would rev to 7000 rpm, but the peak power was at 5800 rpm. Shifting at 6300 gave the best times, and winding out to 7000 lost too much power. It is a balance to maximize the area under the curve, and to add more confusion, in some cars you need to shift at different rpm in different gears.
 

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Discussion Starter #6
ok wwell if thats the case, what is the ideal shift point to win a race and get best times of a stock or intaked 350? if its nto redline which everyone always said




also... GOT RPM if that blue avatar is ur car... is it lowered?
 

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Im also curious?? :helpsmilie:
 

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Anyone know the answer?

Uh, no, the goal is to keep the engine in rpm band with the most area under the rpm curve. If you shift too low, in the next gear you'll be at too low an rpm and there will not be enough power to accelerate quickly. If you shift too late, you may lose acceleration up top because the power drops off after peak (if you can do this due to rev limiting).

Example: I had an MX-6 which would rev to 7000 rpm, but the peak power was at 5800 rpm. Shifting at 6300 gave the best times, and winding out to 7000 lost too much power. It is a balance to maximize the area under the curve, and to add more confusion, in some cars you need to shift at different rpm in different gears.

^^ he already posted an excellent answer.

Welcome to the forum btw, stops.
 

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Right after I submit this, I'll research the answer!

I think what some are saying here is, you want to upshift at an RPM wherein after you shift, you're in the "meat" of the powerband. (assuming that band is from let's say 4-6k rpms - then you'll have to practice shifting and see at what rpm when you upshift will get you at 4k rpm after you shift.)

Now - off to read the data!
 

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Right after I submit this, I'll research the answer!

I think what some are saying here is, you want to upshift at an RPM wherein after you shift, you're in the "meat" of the powerband. (assuming that band is from let's say 4-6k rpms - then you'll have to practice shifting and see at what rpm when you upshift will get you at 4k rpm after you shift.)

Now - off to read the data!

You are correct, sir.
 

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Similar question, but i have to first set up my scene.

So, I am driving in my friends 96 stang v6 3.5l MT. I am still learning, but doing well (if I do say so myself). I was on a back road/highway and I take off. I shift up at about 1-1.5K rpms before redline. That is cool because I hit the powerband and we jerk forward at each shift.

My question is, does the Z have a huge jump comparatively at the powerband? (I know the obvious power and torque advantages of the Zed)

I leave this question open to people who have, or at least driven a similar stang and "upgraded" :shiftdrive:
(By upgrading, I mean drive or own a Z)


Dont flame me for this obviously newbtastic reply, but I am curious.
 

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Similar question, but i have to first set up my scene.

So, I am driving in my friends 96 stang v6 3.5l MT. I am still learning, but doing well (if I do say so myself). I was on a back road/highway and I take off. I shift up at about 1-1.5K rpms before redline. That is cool because I hit the powerband and we jerk forward at each shift.

My question is, does the Z have a huge jump comparatively at the powerband? (I know the obvious power and torque advantages of the Zed)

I leave this question open to people who have, or at least driven a similar stang and "upgraded" :shiftdrive:
(By upgrading, I mean drive or own a Z)
Dont flame me for this obviously newbtastic reply, but I am curious.
I have driven both 350Z's and Mustangs (of many model years and states of tune). I also have driven manual transmission cars exclusively throughout my driving career.

That being said, I have absolutely positively zero clue what you are talking about.

-Ronin Z
 

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driving "career"?? Cool. I'm just a part-timer!

Every engine has an rpm range where peak hp/tq is acheived - mustangs or whatever.

Shift when you need to in order to remain in that band.

Redline is irrelevant. 10-4? :irock:
 

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No concept of torque multiplication through gearing (transmission gear ratios, final drive ratio, tire diameter)??? No concept of the difference between torque and horsepower?? No worries.

The torque from the engine has absolutely no bearing on anything regarding speed/acceleration. You do not shift with regards to torque when driving for maximum acceleration. It's the power to the wheels that matter. Torque is simply the ability to do work. Power is the RATE at which work can be done.

For one example, lets say I wanted to lift a very heavy object. I would use a pulley system (example of work/torque multiplication). Since I do not have enough muscle strength, I use a pulley system to increase the work I can do at the expense of speed/distance. I can now lift the heavy object, just not very far very fast. This is a good example of first gear, it has the greatest torque multiplication of all the gears.

Another good car example are the 99-04 mustang GT's that have 320 ft-lbs of torque but only 260hp. It's ideal for your typical american fatass. It can haul your fat ass around with ease, it's just not going to do it as fast as a car with a better hp:lbs ratio.. (like the 350z).

This is why 1/4 ET calculators don't ask you for torque, because torque from the engine has no bearing on acceleration whatsoever. It's not the amount of work that can be done that matters, it's the RATE at which work can be done that matters. That's why it's all about power:weight ratios and torque multiplication through proper gearing!!!

Could you imagine shifting an F1 style car (18,000 rpm redline) for peak TORQUE! LOL. Considering hp and torque intersect at 5252rpm, peak power is around 900hp and peak torque is less than 290 ft.lbs, YOU WOULD GET SERIOUSLY OWNED!!! That's an understatement to say the least.

Thankfully the 350z is geared beautifully from the factory. It's a great compromise between acceleration, fuel economy, and engine longevity. The stock final drive is 3.538. At 6600rpm in 6th gear you would be travelling at 185mph. The stock engine(287hp) only has enough power to get us up to about 170mph(drag limited). The stock tires are only rated for 168. The ECU limits speed to 155 (159 on the speedos). With 4.11 gearing, the Z would have a top speed of 159(actual), which is still higher than the speed limiter, and the acceleration would be significantly faster. So why didn't they gear the car this way, since after all it would accelerate faster and have less top speed so they could forget about the limiter? Simple. Fuel economy would be worse and wear and tear on the engine would increase (more revolutions on the engine per mile). That is no good from a manufacturing/engineering/financial/business standpoint.

Anyway, that's obviously not everything, but hopefully I have shed some light on this big dark secret. ;)

Bottom line: Shift the Z at redline or own yourself.
 

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:OMG:
Did your hand cramp up? LOL

Thanks alot for your input. i understand now. I will just have to wait and experience it myself.
 
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