Madlock
Well-Known Member
- Thread starter
- #1
Having sorted out the rest of the batting order, the one remaining slot to fill is a supercharged automatic - which I'm really looking forward to given how well the Coyote/Roadrunner takes to supercharging and how well the 6R-80 can manage so much power.
It's about as robust a package as exists. And unlike almost anything else that puts out and down so much power so well at several times the price, it just runs and runs and runs - barring any gross operator stupidity.
I'll be adding a 2.9L Whipple to yield more than 700 at the flywheel and nearly as many pound feet of torque. Because hooking up already can be a challenge even with the stock engine and calibration and all the additional power in the world becomes useless without the ability to link the crank to the pavement, not to mention the potential safety implications of being able to break loose the rear in almost any gear at almost any RPM, managing the torque without limiting its output is my first priority - without commissioning someone to develop a bespoke tune that only I am left standing behind.
Because my GT Automatic has the Performance Package, it also has 3.55 final drive gearing for a quicker power hit off the line. Because changing the final drive gearing also is the quickest and easiest way to impact torque at the wheel, I've been thinking about changing to the base 3.15 final drive gearing to give back a little torque (which still would be able to overwhelm the tires' ability to stay connected to the pavement) to make the power more manageable without needing to rely on traction control and the ABS system to keep things under control. The net effect also should gain back about 20mph of potential top end speed before bumping up against the rev limiter or falling out of the peak power band.
Going taller on gearing generally runs contrary to conventional Mustang practice (if not wisdom - which only are VERY loosely related). I'm much more concerned about how the car will use the power rather than simply how much power it puts out.
I'd appreciate hearing from anyone who has adopted a similar strategy and similarly reduced their final drive gearing ratio for the sake of better power management and performance. Of course, experience doing so with an S550 would be the most relevant and welcome, but the principle is no less valid or applicable to an S197 (whose solid axle actually may yield more dramatic improvements).
Thanks in advance.
It's about as robust a package as exists. And unlike almost anything else that puts out and down so much power so well at several times the price, it just runs and runs and runs - barring any gross operator stupidity.
I'll be adding a 2.9L Whipple to yield more than 700 at the flywheel and nearly as many pound feet of torque. Because hooking up already can be a challenge even with the stock engine and calibration and all the additional power in the world becomes useless without the ability to link the crank to the pavement, not to mention the potential safety implications of being able to break loose the rear in almost any gear at almost any RPM, managing the torque without limiting its output is my first priority - without commissioning someone to develop a bespoke tune that only I am left standing behind.
Because my GT Automatic has the Performance Package, it also has 3.55 final drive gearing for a quicker power hit off the line. Because changing the final drive gearing also is the quickest and easiest way to impact torque at the wheel, I've been thinking about changing to the base 3.15 final drive gearing to give back a little torque (which still would be able to overwhelm the tires' ability to stay connected to the pavement) to make the power more manageable without needing to rely on traction control and the ABS system to keep things under control. The net effect also should gain back about 20mph of potential top end speed before bumping up against the rev limiter or falling out of the peak power band.
Going taller on gearing generally runs contrary to conventional Mustang practice (if not wisdom - which only are VERY loosely related). I'm much more concerned about how the car will use the power rather than simply how much power it puts out.
I'd appreciate hearing from anyone who has adopted a similar strategy and similarly reduced their final drive gearing ratio for the sake of better power management and performance. Of course, experience doing so with an S550 would be the most relevant and welcome, but the principle is no less valid or applicable to an S197 (whose solid axle actually may yield more dramatic improvements).
Thanks in advance.
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