2017 a6 3.15s pp2 or pp3?

[GNN60GT500]

If money is not a concern which would you go with?
Not sure if the pp2 will be better due to the 3.15 gears.. I tried searching and couldn't find any feedback w pp3 on a 3.15 a6 car.

In ca so have to stay legal : (

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[Mike K.]

The pp3 gives you more revs and a good power increase over the pp2 when it gets close into the upper rpm range, For me even just having that ability to rev higher seems cool even if I don't do it t all the time. I can't say I wot at mid range rpms often and if I do I usually go to the top . Heck with the 3.15s you are in that rpm range longer, similarly even with shorter gearing the extra rpm can help you hold the gear longer, plus since money is no object why not ?

 

[TheLion]

If money is not a concern which would you go with?
Not sure if the pp2 will be better due to the 3.15 gears.. I tried searching and couldn't find any feedback w pp3 on a 3.15 a6 car.

In ca so have to stay legal : (

Sum torque difference between PP2 and PP3 in 1st - 4th gear is only 19 ft-lbs (revving it out in each gear). By the time you top out in 5th, the PP3 has a net advantage of around 270 ft-lbs total (all gears combined).

PP2 shows better net torque in 1st, and 3rd, but PP3 shows better net torque in 2nd, 4th and 5th.

Note the differences between 3rd and 4th gears net torque (area under the curve) is only 50 ish ft lbs total. So pending you don't run out of gearing with PP2 on the 1/4 mile, they should post nearly identical times, possibly with PP2 being a bit quicker as PP3 may not allow you to fully utilize it's benefits. PP3 would likely be substantially faster to higher speeds in high speed runs or on actual tracks with larger sweeping turns and straights.

While the net torque difference isn't really in PP3's favor until your at the top of 5th gear, it has a higher rev range, that will allow you stay in gear longer and start out the next gear higher up on the power curve.

For example you can hit 68 mph in 2nd with PP3, a 5 mph advantage and 98 mph in 3rd gear, a hefty 7mph advantage. That's one of the things (besides its excellent chassis tuning) that makes a Camaro SS 1LE hit so high above it's weight class in track performance, GM did a great job effectively using the available power. There's a lot of potential left in a stock GT that Ford didn't tap into from the factory. Ford created more of a grand tourer. But the potential is there, so if your interested in track performance, learn from what makes the SS so great.

The SS is geared tall (to take advantage of the torqy 6.2L push rod LS engine) and available traction. The SS will hit 54 mph in 1st, 80 mph in 2nd, 110 in 3rd and 143 in 4th gear. It's optimized to better balance shifting vs. at the wheels torque. If you have more torque than you can put down with the given tires, it's useless. That's a big issue with the GT, it's geared much lower while making similar power. Learning from that, the PP3 aims to decrease the frequency of shifting by allowing you stay in gear longer even though in 1st - 4th (which these cars don't have enough power to really need to get into 5th on a track, most not even more than 3rd) the net torque is nearly the same. It has a more usable power curve on the track with what tires can actually put down.

So for track applications PP3 all the way. For street PP2 may offer you more frequently usable power with it's strong mid range in higher gears. However the PP3 is perfectly fine for street use as well, you just won't be able to tap into it's real capabilities nearly as much (legally anyways) because of the speeds you'd hit when revving it out. You don't really loose anything meaningful on the low end with PP3, so for daily driving it's going to feel similar, but with a little more responsive throttle (due to throttle remapping).

http://www.motoiq.com/MagazineArticles/ID/4650/PageID/12296/TESTED-Ford-Mustang-GT-Power-Packs-1-3.aspx

By the way, PP GT's may fair much better in acceleration (with the stock engine) if they had very sticky 305's on the rear, sub-frame lockouts and spherical bearings in the rear end. The Mustangs torque to the wheels is actually too high with the 3.73 manual which explains why a 3.31 base model Auto can out drag it despite having narrower tires and taller gearing (yes the auto itself is an advantage to some degree). Just can't get the power to the ground...too much gear reduction.

So PP3 is a good match for PP 3.73 gearing and PP2 may be a better match for base model 3.31 (manual) or 3.15 gearing. Torque to the wheels is irrelevant if you don't have the rubber to put it down, if the sub-frame movement and suspension bushings cause wheel hop (really bad for acceleration). I honestly think a bone stock GT (2015-2017) would run at least .2 quicker on the 1/4 just with suspension and sub-frame bushing changes throughout the rear end. It really holds the car's performance back, something the SS does much better.

I have trouble getting 275 Pilot Sport's to stick in 2nd on dry pavement already going 30 mph starting out if I punch it...PP2 would make that worse (without rear end work), so PP3 would give me a more linear torque band and spread it out over the RPM range as opposed to concentrating it in a big lump.

So what did GM do right on the latest Gen 6 Camaro SS that makes it so fast on a track? 1. The used the available power much more efficiently than Ford did in the GT by minimizing suspension movement and tuned the suspension more effectively. In drag, it does have some wheel hop, but far less than the GT does 2. Gearing that makes the most efficient use of engine power with the given traction capabilities of the tires and the available engine torque. More torque to the wheels is not useful if you can't put it down!

If I had a base model with tall gearing, I'd for for the PP2, but with a short geared PP Manual car, I will be going for the PP3 when that time comes.

 

[re-rx7]

PP2 here and I do not regret it one bit. The midrange hit is perfect.

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