Hitting 60 MPH
- Thread starter 714ms3
- Start date
I think I might have been sleepy and seen some kmh instead of mph vids. I usually will shift to second right below 6K. I don't know if the regular 3 is the same, but our motors don't make too much power after 6, so it is better to shift before then, and going to redline = forget about it.
I was thinking about changing out the spring in my Forge from yellow to blue and see how the car likes it. I also feel as though I may have a leak from my CP-e SRI, so I will be checking all connections later.
I'm with you on the tires too. I have gone 9500 on the stockers without needing to rotate yet, but I will prob do that today too.
I was thinking about changing out the spring in my Forge from yellow to blue and see how the car likes it. I also feel as though I may have a leak from my CP-e SRI, so I will be checking all connections later.
I'm with you on the tires too. I have gone 9500 on the stockers without needing to rotate yet, but I will prob do that today too.
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ratios are alot shorter than a 5 speed
and to kinda put it in comparison, 2nd gear ends around 55, 3rd ends around 75 at a 7k shift.
there are 5speed ms3's?
I wish they just made the ratio's longer in the 6speed. I do 90 on the highway at around 3,600 RPMs. It sucks because all of Florida's roads are straight and boring, so you HAVE to cruise at 90 otherwise it feels like your crawling.
I was told the 2010's have longer ratio 6 speeds. Maybe they'll be able to hit 60 in 2nd.
oaklandopen
Member
the ratios will be different but to have "better use of torque". Doubt it will hit 60 in 2nd.
On a lighter note my old bike could hit over 60 in first
the ratios will be different but to have "better use of torque". Doubt it will hit 60 in 2nd.
On a lighter note my old bike could hit over 60 in first
Dont start talking about bikes. You'll make me want to get one more then I already do. The MS3 sucks enough $$ outta the pockets.
And Even if they didn't mess with the lower ratio's. I wish 5th and 6th where longer.
As others said, what determines the MPH at a specific gear at a specific RPM is gearing. That being said, if you switch tire/wheel sizes so the overall diameter has changed, this will make the speedo inaccurate.
I believe the gearing tops out around 180. If someone provides some numbers, or if I stop being lazy, I can do out the math for yall. haha.
For those who may be interested I'm attaching three accelerometer charts that can answer many questions about rpm v. speed and time vs. speed v. g-forces (power to the ground).
An accelerometer, especially one comparing acceleration rate to engine rpm, is a different form of tuning tool that gives you some additional real world data beyond a static chassis dyno or a drag strip timer slip on how you car is actually putting its power to the road.
Accelerometer numbers are not to be taken literally (any more than dyno numbers can), but a good one, like the one that made these charts, can get time and speed almost perfectly and get within a tenth of a second in the quarter. It can tell you a lot of information about the true relationships between engine rpm, time, speed, and traction. This includes whether and when you are getting wheel spin, whether you are doing lift throttle shifts or power(flat) shifts, how much time you spend in each gear, at what rpm the shift actually occurred, and how the time in each gear combines to produce a 0-60 time, a 0-100 time, a 60 ft. time , a quarter mile time, or any other relationship between time and acceleration rate that you want to measure. You can see how gearing affects acceleration and how aerodynamics affect performance (something very useful that a chassis dyno cannot measure).
Talk amongst yourselves:
An accelerometer, especially one comparing acceleration rate to engine rpm, is a different form of tuning tool that gives you some additional real world data beyond a static chassis dyno or a drag strip timer slip on how you car is actually putting its power to the road.
Accelerometer numbers are not to be taken literally (any more than dyno numbers can), but a good one, like the one that made these charts, can get time and speed almost perfectly and get within a tenth of a second in the quarter. It can tell you a lot of information about the true relationships between engine rpm, time, speed, and traction. This includes whether and when you are getting wheel spin, whether you are doing lift throttle shifts or power(flat) shifts, how much time you spend in each gear, at what rpm the shift actually occurred, and how the time in each gear combines to produce a 0-60 time, a 0-100 time, a 60 ft. time , a quarter mile time, or any other relationship between time and acceleration rate that you want to measure. You can see how gearing affects acceleration and how aerodynamics affect performance (something very useful that a chassis dyno cannot measure).
Talk amongst yourselves:
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