Bama tune installed. I have questions

[djpheer]

youre still getting the gear benefits of being a lower gear. check out engineering explained. he shows that running out the gear is better than shifting at a peak power point

Yeah I don't disagree with that but there is a point of limited returns. If peak power is at 6500 I'll run it out to 6800-7000..but revving to 7400-7500 on the stock manifold isn't going to get you any gains.

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[Angry50]

Yeah I don't disagree with that but there is a point of limited returns. If peak power is at 6500 I'll run it out to 6800-7000..but revving to 7400-7500 on the stock manifold isn't going to get you any gains.

watch the video the multiplication of the gear to HP out weighs the increase HP of the next gear. it would have to almost drop straight down.. take it to the track and test shifting at peak power vs revving all the way out

 

[djpheer]

watch the video the multiplication of the gear to HP out weighs the increase HP of the next gear. it would have to almost drop straight down.. take it to the track and test shifting at peak power vs revving all the way out

I watched the whole thing, he basicly says rev out to redline (i agree) and at the end explains when it would make sense to shift into the next gear (when tq is dropped substantially vs the next gear) Looking at the dyno sheet i posted, that GT is making 325~ tq at 6500~ rpms, and 225~ at 7500 rpms~. If you wanna rev out with that kind of power loss, more power to ya! To each their own.

Redline is at 6500 RPM for a reason. and this is what the video is referring to when stating "revving out" is best

 

[stoli]

I'm guessing it's not going to adjust. LOL. Just wondering why? Tech pulled up the file and said it is set at 7400. Should I reflash ? I know everyone likes Lund on this forum and if I get a blower I would go with them.

Just wondering if anyone has experienced this.

Thanks

I'd still go with any other tuner, BAMA has already lied to you at least once. Why would you EVER REMOTELY consider staying with a tuner that lies to you?

 

[Angry50]

I watched the whole thing, he basicly says rev out to redline (i agree) and at the end explains when it would make sense to shift into the next gear (when tq is dropped substantially vs the next gear) Looking at the dyno sheet i posted, that GT is making 325~ tq at 6500~ rpms, and 225~ at 7500 rpms~. If you wanna rev out with that kind of power loss, more power to ya! To each their own.

Wrong.. the sheet shows drop from 390 to 340.. 50 Hp
2nd gear is 2.43 ratio. 2.43 * 340 = 826.2
3rd gear is 1.69 ratio. 1.69 * 390 = 659.1

826.2 > 659.1 so you see you still generating more force in the lower gear

redline is for safety not power or speed.

 

[robertwsimpson]

Bama just sent me a new tune. All good now. Off to the dragstrip..

Let us know how you do. Also, if you can, data log your runs!

 

[djpheer]

Wrong.. the sheet shows drop from 390 to 340.. 50 Hp
2nd gear is 2.43 ratio. 2.43 * 340 = 826.2
3rd gear is 1.69 ratio. 1.69 * 390 = 659.1

826.2 > 659.1 so you see you still generating more force in the lower gear

redline is for safety not power or speed.

You might want to re-check your math. The calculation doesn't work like that. No where are horse power figures used for one. We are talking about torque applied to the wheel itself. The calculation is as follows per the video assuming you are saying 7500 is an optimal shift point:

3rd = 1.69 (GT Ratio) = 7500 rpm
4th = 1.32 (GT Ratio) = 5857 rpm (rpm you would be at once shifted from 7500)

1.69 * 225 (tq figures at 7500 rpm) = 380 lb ft of tq on the wheel
1.32 * 335 (tq figures at 5857 rpm) = 442 lb ft of tq on the wheel

Re-watch the video:

[ame]

 

[Angry50]

You might want to re-check your math. The calculation doesn't work like that. No where are horse power figures used for one. We are talking about torque applied to the wheel itself. The calculation is as follows per the video assuming you are saying 7500 is an optimal shift point:

3rd = 1.69 (GT Ratio) = 7500 rpm
4th = 1.32 (GT Ratio) = 5857 rpm (rpm you would be at once shifted from 7500)

1.69 * 225 (tq figures at 7500 rpm) = 380 lb ft of tq on the wheel
1.32 * 335 (tq figures at 5857 rpm) = 442 lb ft of tq on the wheel

Re-watch the video:

Show me on the graph it shows 225tq

Take it to the track do both. Let me know

 

[djpheer]

Show me on the graph it shows 225tq

Take it to the track do both. Let me know

You can estimate it. It drops like a rock that high in the RPMs. He only revved to 7300 on that dyno chart and tq was at 248ish~ at that point and falling fast. If that trend continued he would be at 225ish at 7500 rpm. Even if you were being generous and let's say he was making 240 TQ at 7500, that would still equal 405 lb ft on the wheel as opposed to 442 in the next gear up following a shift.

 

[Angry50]

Let's just say that's true. 40tq advantage to upshifting. What about the 150+ hp advantage to holding gear

 

[djpheer]

Let's just say that's true. 40tq advantage to upshifting. What about the 150+ hp advantage to holding gear

That isn't how the calculation works.

 

[HISSMAN]

Let's just say that's true. 40tq advantage to upshifting. What about the 150+ hp advantage to holding gear

No...just no.. :doh: :shrug:

 

[Angry50]

Maybe possible for a 3-4 shift. But definitely not for 1-2-3. Take it to the track. Stop internet racing

 

[robertwsimpson]

We are getting very close to the truth here!

 

[djpheer]

Maybe possible for a 3-4 shift. But definitely not for 1-2-3. Take it to the track. Stop internet racing

Hey you are the one that came on here trying to prove me wrong with math, but when your math is incorrect, somehow you still think you are right? Don't think so bud. Why don't you take your own advice and go watch engineering explained again. I am done with you. Have a nice day! Don't be too angry!

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