Don't be fooled too much by the guys at turbo mustang.
My assessment is that the cam and intake were too small for the engine speed they were running with the bigger gear, and they as much as admit that in their posts. By reducing the size of the gear, they were able to run a higher volumetric efficiency and thus the average HP during the run was increased, making the car go more faster. It's also useful to note that the more power you make, the faster the car will go, which in turn necessitates the use of a numerically smaller gear if the engine has a constant redline speed. That's just simple math.
Hitting the right drag coefficient on a mustang dyno (or any other electrical resistance type) is damn near impossible. You can get close, and as such is helpful, but I would not hang my hat on it. That is the point I was trying to make. It's decent enough for back to back comparisons, but I would not try to translate that into real world performance.
Here's another little tid-bit of info. The longer you stay in any one gear, the better the torque curve will look. That absolutely does not mean the car will run faster. It probably doesn't even mean you've changed the transient response of the engine. You've just changed the boost level you see in each gear.
Also if you're loosing boost between shifts you need to stop granny shifting. That skinny pedal should be matted the entire time. Even on a synchronized transmission. Just stab the clutch and grab the next gear. If you don't break at least a couple of shift forks on a stock shifter, you're probably not doing it right.
"Let the little children come to me, and do not hinder them, for the kingdom of God belongs to such as these." - Mark 10:14-15
April 28th 2009
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