What do you shift your car at when running it..at the strip.....:)
- Thread starter 67coronetman
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ma mopar nutz
Well-Known Member
Well shift point depends a lot on your cam!! What rpm range are you gonna be making the most power ??? Need the details on engine![B[/B][cam,intake,carb,heads] to give you a good idea of shift points ! also what gear ratio in rear diff ??
Belle66
Well-Known Member
I agree with Ma Mopar Nutz. Optimization of shift points require many factors.
There are several ways to determine shift points. Real basic way is shift just before the engine stops pulling hardest ( seat of the pants).
Another way, if you know the power curve of engine, choose shift points to keep rpms centered as at low and high shift points.
Right now, the 727 shifts for me, and I'm more interested in consistent rather than maximum speed.
Enjoy the street nite, the comraderie is generally very good, and you get to legally speed!
There are several ways to determine shift points. Real basic way is shift just before the engine stops pulling hardest ( seat of the pants).
Another way, if you know the power curve of engine, choose shift points to keep rpms centered as at low and high shift points.
Right now, the 727 shifts for me, and I'm more interested in consistent rather than maximum speed.
Enjoy the street nite, the comraderie is generally very good, and you get to legally speed!
kidmopar
Well-Known Member
hey buddy start out at 5500 and go up a couple hundred rpm at a time till it falls off but that cam u got from me worked best at 6000 rpm shifts for me, try leaving slightly off idle and brake totque it a lil more each time till u get ur best 60 ft. also always do ur burnouts and stage in the lights the same way every time so u can maintain the same reaction time and 60 fts. but above all have fun learning ur car and dont try to set a speed record, id hate to come down there and show u how its done! lol:headbang:
440ronnie67
Well-Known Member
5200 works for me right now, have not tried going up in rpm to see the changes if any.
67coronetman
Well-Known Member
Hey bobby as always your a great friend with good advise and i do appreciate your help and if anyone on here don't know much about my friend bobby and how the man can drive a car you would be very shocked to know why i say this and why i know what he says is true... 
Well bring it on see you in Oct at Mopars on the Mountain In Crossville Tn don't get scared and not show up.... LOL
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Sweet thanks to all and yes i understand all the factors just getting a idea from others.
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Oh yes Attention mopar guys & girls in Oct in Crossville Tn there is a all mopar Car Show , Swap meet, & drag race come be part of it.
Well bring it on see you in Oct at Mopars on the Mountain In Crossville Tn don't get scared and not show up.... LOL
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Sweet thanks to all and yes i understand all the factors just getting a idea from others.
- - - Updated - - -
Oh yes Attention mopar guys & girls in Oct in Crossville Tn there is a all mopar Car Show , Swap meet, & drag race come be part of it.
kidmopar
Well-Known Member
ill put that one on my schedule mark!!! dont tell me u cant show up!! lol see if i cant bring more of the race gang with me! come on guys get those cars going at make plans on this one!!! be great to have a get together and have a blast!
6T5
Well-Known Member
I have a friend that designed and marketed one of the first acceleromter gauges, many years ago. After talking with him I learned that the old hotrodder trick is as accurate as high end , digital electronics.
i.e. Hang something from the rearview mirror on a long string. When you take off it obviously swings back and hangs there, at an angle.....when it starts to swing back toward the dash your rate of acceleration is lessening. That is about when to shift. Sometimes winding up higher than that point give a little boost into the next gear....experiment.
i.e. Hang something from the rearview mirror on a long string. When you take off it obviously swings back and hangs there, at an angle.....when it starts to swing back toward the dash your rate of acceleration is lessening. That is about when to shift. Sometimes winding up higher than that point give a little boost into the next gear....experiment.
kidmopar
Well-Known Member
thats pretty awesome! my dad did crazy stuff in his racing days too, he had a switch to cut out one point set in his dual point maxwedge distributor in high gear to retard the timing for more mph lol
383man
Well-Known Member
I shift my 63 around 6000 and trap about 6400. But I would be a liar if I tried to tell you the shift rpm on the button. Thats because most of the time I really dont look at the tach until I cross the finish line. Its just something I got used to. I just shift when it sounds and feels right. I can jump in any car and know when it feels like the right time to shift as I can just tell listening to the eng and feeling its power. And it has always worked good for me. Sometimes even when I tell myself to look at the tach when shifting the race is over before I realize I did not shift by the tach. It always works ok for me as the last time racing I ran 10.76 three passes in a row without looking at the tach other then I do look at it as I go thru the traps. For some reason my brain makes me always look at the tach right as I cross the finish line. Sometimes I try to adjust my shift points a tad and see if the car likes it but it usually does not help as I guess I have the shift points tuned in pretty good by the eng sound and pull.
And of course it will always depend on the combo also as a good shift rpm. If the eng was dynoed and you know the peak HP and torque that wil help knowing when to shift that combo. Ron
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There was an article in one of my car mags back in the 70's telling how Bill Jenkins used to do that. Ron
And of course it will always depend on the combo also as a good shift rpm. If the eng was dynoed and you know the peak HP and torque that wil help knowing when to shift that combo. Ron
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There was an article in one of my car mags back in the 70's telling how Bill Jenkins used to do that. Ron
HT413
Semi Pro Bowler
Anybody use one of those dyno devices that plug into the cigarette lighter? I've read some are accurate to like 5% (and give you horsepower to the wheels obviously) and can even sense rpms. In think they have apps for smart phones but haven't checked into it. Might be a fun little toy.
fwi
Well-Known Member
:eusa_wall:
440ronnie67
Well-Known Member
funny
Coyoteduster
Well-Known Member
ma mopar nutz
Well-Known Member
:sFun_doh2:
Ryguytoodry
Well-Known Member
Depends what car you're asking about ;)
Civic: 10,000rpm
Ranger: 5500rpm
Belvedere: should be 5500-6000 (Boosted slant six)
Civic: 10,000rpm
Ranger: 5500rpm
Belvedere: should be 5500-6000 (Boosted slant six)
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Launched at idle, shifted at 6900 and crossed at 7300. ET 10.69 @ 125 and change. Stalling at 4500, and shifts and crossing at the same rpm = 10.68.
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Generally speaking, camshaft spec.'s, valve springs, weight of valve-train components, styles of ignition spark & RPM capabilities, 727 or 833 trans gear-set/ratios, converter stall speeds & the rear gear ratios, even tire size/styles, track conditions, some suspensions even like different levels of RPM's too, all can have & will have an affect on where & when you should shift...
What mine shifts at, isn't probably relative to your specific combo... If someone doesn't have exactly the same combo, it's fruitless to offer the information on where they shift, even then, the car set-up could be different too...
sorry to be so vague/****, that's reality
I found usually short shifting from 1st to 2nd gear a couple hundred RPM lower than the peak RPM's & staying in second gear & my engines sweet spot a longer period time, had better ET's...
IMHFO many guys/gals over rev their engines, spinning them far beyond what the capabilities of the cylinder heads can actually efficiently flow at a specific valve lift, beyond that point it's just wasted RPM/wear & tear...
even with a specific induction runner lengths/fuel system/carb or injection, types of headers, types of collectors & length of header extensions, can have a drastic effect of shift points even, generally speaking a shorter or big tube headers like higher RPM's, longer or smaller tube diameter tuned headers seem to like a slightly lower RPM's/more torque....
What mine shifts at, isn't probably relative to your specific combo... If someone doesn't have exactly the same combo, it's fruitless to offer the information on where they shift, even then, the car set-up could be different too...
sorry to be so vague/****, that's reality
I found usually short shifting from 1st to 2nd gear a couple hundred RPM lower than the peak RPM's & staying in second gear & my engines sweet spot a longer period time, had better ET's...
IMHFO many guys/gals over rev their engines, spinning them far beyond what the capabilities of the cylinder heads can actually efficiently flow at a specific valve lift, beyond that point it's just wasted RPM/wear & tear...
even with a specific induction runner lengths/fuel system/carb or injection, types of headers, types of collectors & length of header extensions, can have a drastic effect of shift points even, generally speaking a shorter or big tube headers like higher RPM's, longer or smaller tube diameter tuned headers seem to like a slightly lower RPM's/more torque....
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