so 6k is the highest hp but the tq is highest at about 5k. then it drops off quite a bit after you reach max hp. i understand about the rpm dropping when shifting, but that why you shift quickly. it shouldnt drop more than a grand when drag racing. id say anywhere between 3-500 rpms. i would probably shift it around 6200-6300. yeah i know its not too far off of the 6500 rpm but that little drop in rpm when shifting will put you where you need to be in the power band for the next gear.

 

The problem is you waste your torque multiplication from the lower gear when you shift early. That is why you want to go with max average power and forget about torque.

 

It's been a LONG time....like 10 years ago! The run was 13.6 @104 mph, and I *think* the 60 ft was in the 2.05 range. What I absolutely do remember is that it was breaking the tires loose really bad on the 1/2....my shifting style isn't real suitable for stock rubber.

Now to caveat all that....this was done at Atco in Feb. For those that know....Nuff said.

 

What is that suppose to mean? There are older cars with less power that will surely out run a Mod Mound 98 Cobra @ 13.6, and probably for less money... I'll bet the options on 2010 Z are bit nicer than your 98, it's all relative.... That being said, that was a very disappointing run!

 

Incorrect. First, without doing the math, we cannot determine optimum shift points, but with a 6000 rpm peak and that nice curve, I'd shift that sucker as close to fuel shutoff as possible. Why? Because the rpm will drop WAY WAY WAY more than 3-500 on each shift. More like 2000 (but it will vary somewhat from 1/2 and 2/3 and 3/4). Post the 6060 tranny ratios and I'll tell you how much it will drop from gear to gear.

The theory behind obtaining max acceleration was basically explained above, so I won't go into that again.

You obviously missed the context in which I made that post. To answer your question...in short....my statement meant nothing at all. Much like the ET/MPH the 5th Gen in question ran that sparked all of this.

 

I don't know if it's been mentioned already... but the quarter mile time is almost irrelevant as it varies a lot between drivers and track/ambient conditions.

What we should all be looking at is the terminal speed. 108mph is not exactly hanging about. It's right on the money as we've seen mph in the region of 108-111mph in recent tests.

What this means is that if Bob Cosby could run 13.6 at 104mph then the Camaro is capable of a much lower than that.

 

13.6 does suck for the car, but I don't think 108 is very representative either. I believe you'll see most in the 110 mph range.

 

I think 2010 thought they were referring to the loss of RPM between shifts as opposed to RPM drop from one gear to the next.

 

I'm not even going to own one, but I'm hoping they are actually quite a bit faster. I guess the time would be more disappointing had it been a Z28. It didn't really look like the guy was hammering on it too hard.

 

It looks like 1st gear is a little long. He didnt shift until 50mph.

if there has to be a shift before 60 first and second should be short so he shifts around 30-40 and gets a better launch

 

My 15 year old sister could drive better than that. Its so friggin obvious that he dogged it to inflate how much of a performance increase their overpriced packages provide. The Hennessey organization has no class.

 

Um. I don't see the value in comparing the LS3 2010 to ANY LT1 powered car. Let's see a comparison to a 2002 LS1 SS... and in that light, truly disappointing numbers, and if Henessey's driver wasn't sandbagging, he ought to go sit in the stands, because he has no place behind the wheel at the track.

My '98 SS convertible did better stock...
And if the driver reads this... kiss my ***, go back to the track, and drive it like you mean it, pu$$y.

 

wouldnt spend my money on these guys anyways if i want overpriced ill go to lingenfelter least i know id get my car back

 

You do that, I'll shift at redline, and let's see who crosses the line first. I'll be waiting .

Seriously, I can't think of a single "good example" of why NOT to shift at redline, and shift at HP peak instead . When you factor in the RPM drop, it doesn't keep you as high in the power-band if you don't.

Drive that thing 'til the rev-limiter is about to kick in, THEN shift. It'll git'er done every time .

 

Somebody get me the tranny ratios and I'll calculate theoretical shift points.