Increase revlimiter?
Thread Starter
Racer
Joined: Aug 2017
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From: Austin
If that is created by high revs and low torque or low revs and high torque doesnt matter.
Three Wheelin'
Joined: May 2019
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From: USA/Oregon
Take a look at the early cars,, 60's 70's,,, Porsche offered almost unlimited gear options but only a handful of engine changes..Likely because they were at the profitable limit of material technology, and gears were comparatively easy.. Other than tear down...
Drifting
Joined: Apr 2009
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From: Indiana
Thread Starter
Racer
Joined: Aug 2017
Posts: 431
Likes: 30
From: Austin
haha, no I wont
But I do think it's the HP under the curve that matters on the track, not Torque under the torque. ( 500nm at 4000 rpm is better than 1000 nm at 1000 rpm).
Curious why you think it's better to short shift?
Want to learn that is all.
But I do think it's the HP under the curve that matters on the track, not Torque under the torque. ( 500nm at 4000 rpm is better than 1000 nm at 1000 rpm).
Curious why you think it's better to short shift?
Want to learn that is all.
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From: Chicago, IL
Technically speaking, HP and area under the curve is what makes a car go the fastest, but remembering the tortoise and the hare story, too many folks focus on a single metric without consideration for the end game.
Perhaps short shifting is safer and easier on the engine, and maybe the focus is now on turning and braking better, which results in faster lap times.
Thread Starter
Racer
Joined: Aug 2017
Posts: 431
Likes: 30
From: Austin
Sometimes the answer is not the answer. Kind of like when you want to find something, its often in a place one is least likely to want to look.
Technically speaking, HP and area under the curve is what makes a car go the fastest, but remembering the tortoise and the hare story, too many folks focus on a single metric without consideration for the end game.
Perhaps short shifting is safer and easier on the engine, and maybe the focus is now on turning and braking better, which results in faster lap times.
Technically speaking, HP and area under the curve is what makes a car go the fastest, but remembering the tortoise and the hare story, too many folks focus on a single metric without consideration for the end game.
Perhaps short shifting is safer and easier on the engine, and maybe the focus is now on turning and braking better, which results in faster lap times.
Three Wheelin'
Joined: May 2019
Posts: 1,739
Likes: 425
From: USA/Oregon
I used to tend a bunch of rental cars,, I had a guy that was a awesome drive but couldn't make it through a race without over revving,,
One day I got a sick idea and Iunhooked the tach, put a 5800 rpm pill in the rev limiter.. and set the shift light to 5600..
He turned his fastest laptimes ever.. the bright light fixed him.
The car was quite capable of turning 7K+ but he kept revving the engine to 8 or 9 trying to hug the red-line because
he was convinced that's where the power was.. Turns out a 6.0 Liter 600HP V8 can get a lot done cruising at 5500.. LOL
Yes as a crew chief I'm occasionally kind of a dick..
One day I got a sick idea and Iunhooked the tach, put a 5800 rpm pill in the rev limiter.. and set the shift light to 5600..
He turned his fastest laptimes ever.. the bright light fixed him.
The car was quite capable of turning 7K+ but he kept revving the engine to 8 or 9 trying to hug the red-line because
he was convinced that's where the power was.. Turns out a 6.0 Liter 600HP V8 can get a lot done cruising at 5500.. LOL
Yes as a crew chief I'm occasionally kind of a dick..
Drifting
Joined: Jun 2005
Posts: 2,390
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From: NJ/NY area
I don't think it's been mentioned, but I think the relevance of this question is highly dependent upon whether you have 996.1 or 996.2. The 996.1 is just getting into the "happy zone" as it approaches redline, so I get what the OP is talking about. I too would never recommend overrevving, but I get the point. The "peakiness" is one of the things I like about the 996.1 -- it reminds me of the 70's 911e where the power comes on at high RPM. There are times I wish the 996.1 had a bit more low-end torque, but the peakiness hearkening back to the early cars balances it out for me.
I have not driven a 996.2 (so correct me if I'm wrong), but my understanding is that it is torquier at low-end, so short shifting is a lot more practical and revving to redline is less necessary and/or less beneficial than on a 996.1.
I have not driven a 996.2 (so correct me if I'm wrong), but my understanding is that it is torquier at low-end, so short shifting is a lot more practical and revving to redline is less necessary and/or less beneficial than on a 996.1.
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From: Cambridge, Ontario, Canada
I used to tend a bunch of rental cars,, I had a guy that was a awesome drive but couldn't make it through a race without over revving,,
One day I got a sick idea and Iunhooked the tach, put a 5800 rpm pill in the rev limiter.. and set the shift light to 5600..
He turned his fastest laptimes ever.. the bright light fixed him.
The car was quite capable of turning 7K+ but he kept revving the engine to 8 or 9 trying to hug the red-line because
he was convinced that's where the power was.. Turns out a 6.0 Liter 600HP V8 can get a lot done cruising at 5500.. LOL
Yes as a crew chief I'm occasionally kind of a dick..
One day I got a sick idea and Iunhooked the tach, put a 5800 rpm pill in the rev limiter.. and set the shift light to 5600..
He turned his fastest laptimes ever.. the bright light fixed him.
The car was quite capable of turning 7K+ but he kept revving the engine to 8 or 9 trying to hug the red-line because
he was convinced that's where the power was.. Turns out a 6.0 Liter 600HP V8 can get a lot done cruising at 5500.. LOL
Yes as a crew chief I'm occasionally kind of a dick..
Rennlist Member
Joined: Aug 2006
Posts: 9,213
Likes: 1,907
From: Chicago, IL
I don't think it's been mentioned, but I think the relevance of this question is highly dependent upon whether you have 996.1 or 996.2. The 996.1 is just getting into the "happy zone" as it approaches redline, so I get what the OP is talking about. I too would never recommend overrevving, but I get the point. The "peakiness" is one of the things I like about the 996.1 -- it reminds me of the 70's 911e where the power comes on at high RPM. There are times I wish the 996.1 had a bit more low-end torque, but the peakiness hearkening back to the early cars balances it out for me.
I have not driven a 996.2 (so correct me if I'm wrong), but my understanding is that it is torquier at low-end, so short shifting is a lot more practical and revving to redline is less necessary and/or less beneficial than on a 996.1.
I have not driven a 996.2 (so correct me if I'm wrong), but my understanding is that it is torquier at low-end, so short shifting is a lot more practical and revving to redline is less necessary and/or less beneficial than on a 996.1.
Drifting
Joined: Jun 2005
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From: NJ/NY area
Race Car
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So if you are at a dragstrip and want the fastest time, you have to stay in the lower gear as long as possible, notwithstanding the loss of torque at the crank.
Rennlist Member
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From: Alabama USA
First off I agree that it's not a good idea to increase the rev limiter, assuming that engine longevity is important. OTOH if my only concern is getting the fastest time on a track or dragstrip, I'lll shift at the highest RPM possible. In racing I'm concerned about torque at the wheels, not at the crank. Granted that torque and HP decrease as you approach redline, but that decrease is easily offset by being in a lower gear. Torque(wheel) = engine torque X gear ratio X final drive ratio. So although engine torque decreases as redline is approached, that loss is easily offset by the advantage of the higher gear ratio in the lower gear. You have to do the calculation for each car, but typically the gear ratio loss from 1st to 2nd is around 53%, 35% loss from 2nd to 3rd, and around 25% from 3rd to 4th, etc.
So if you are at a dragstrip and want the fastest time, you have to stay in the lower gear as long as possible, notwithstanding the loss of torque at the crank.
So if you are at a dragstrip and want the fastest time, you have to stay in the lower gear as long as possible, notwithstanding the loss of torque at the crank.
It's simple physics, torque x gear ratio = acceleration. Even though the engine torque falls off at high RPM, the Torque x gear ratio = acceleration will be higher than that calculation after the gear change.