Quote:
Originally Posted by Wacker
That's what I've noticed. I actually trap about the same, only I do it at the top of 4th where before it was the top of 3rd. The car feels allot stronger off the line, but goes through the gears so quick you don't get the long pull anymore. The key is to get the shift points down low just as the HP curve starts to fall. Also shift completion on the backside/decreasing side of the torque curve negates slower ETs.
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Your optimum shift point will be several hundred rpm above peak HP. The idea is to get the maximum average HP in each gear. For most cars, this is typically 400-800 rpm above peak, and varies with each gear change because of the different rpm drop going from 1/2 vs 2/3 vs 3/4 (and 4/5 in the 5.0).
This is one area in which the LS3 in the SS has a distinct advantage over the 5.0, and why it will run pretty much the same ETs as the 5.0 - even though they both put about the same power to the ground with the 5.0 being ~250 lbs lighter. Why? The LS3's rev limiter is ~600 rpm above peak HP. The 5.0's is only ~250 rpm above peak HP, thus the LS3 is making more AVERAGE power in each gear.