345s-bspinnin
Enthusiast
I have posted the difference in the Gen V new tighter gearing before, but I keep hearing how much its hurting the Gen V. We all need to understand that gears cannot be optimized for all tracks. Any racer will tell that gearing is chose carefully for track specific scenarios. Here are some FACTS regarding gearing selection for the Gen V:
The chart below illustrates the gearing/speed values across Gen III/IV/V. Note that there may be a a minor difference in speed if you use redline vs. fuel cut-off. For this illustration, I am using fuel cut-off; hence the slightly higher numbers when compared to some published data. For the bench racers, notice the large discrepancy in Gen V max speed in my chart verus C&D's deduced value (published C&D article) for 6th gear. While the title states Vmax for each gear, C&D used the mfr's claim top speed claim for 6th gear. My chart shows the theoretical max for each gear, hence the silly 300+mph in 6th gear for some earlier Vipers.
It can be easily seen that the gearing difference is in fact minimal once you consider that the change in final gear is offset by larger cogs (numerically lower) in the lower gears. When compared to previous Gens, the "tighter" gearing is true only for the last three gears. This "tighter" gearing change improves nothing in slower tracks where 4/5/6 are seldom used. However, if we start talking fast tracks (Green Hell???), then perhaps we can understand SRT's true focus in their cog selection.
An alternative rationale for the gearing selection could be inferred by those possessing some mechanical engineering skills. Any regular Joe mechanical engineer could attest that gearing decision could be based on simple mechanics whereby a selection of a mechanically larger cogs (numerically lower) provide better protection against the twisting prowess of the new 8.4L mill. This change allows for reduced strain in the gear box at the expense of increased strain in the final gear. Simply put, torque is multiplied less in the transmission and more in the final gear.
The chart below illustrates the gearing/speed values across Gen III/IV/V. Note that there may be a a minor difference in speed if you use redline vs. fuel cut-off. For this illustration, I am using fuel cut-off; hence the slightly higher numbers when compared to some published data. For the bench racers, notice the large discrepancy in Gen V max speed in my chart verus C&D's deduced value (published C&D article) for 6th gear. While the title states Vmax for each gear, C&D used the mfr's claim top speed claim for 6th gear. My chart shows the theoretical max for each gear, hence the silly 300+mph in 6th gear for some earlier Vipers.
It can be easily seen that the gearing difference is in fact minimal once you consider that the change in final gear is offset by larger cogs (numerically lower) in the lower gears. When compared to previous Gens, the "tighter" gearing is true only for the last three gears. This "tighter" gearing change improves nothing in slower tracks where 4/5/6 are seldom used. However, if we start talking fast tracks (Green Hell???), then perhaps we can understand SRT's true focus in their cog selection.
An alternative rationale for the gearing selection could be inferred by those possessing some mechanical engineering skills. Any regular Joe mechanical engineer could attest that gearing decision could be based on simple mechanics whereby a selection of a mechanically larger cogs (numerically lower) provide better protection against the twisting prowess of the new 8.4L mill. This change allows for reduced strain in the gear box at the expense of increased strain in the final gear. Simply put, torque is multiplied less in the transmission and more in the final gear.
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