Jim T

I printed it out but the gradations are too large, I'll try to guess, back to you later

John S

Link to paper in forum archives under "SAE".

Marius B

Hey, Jim, your math seems okay, but allow this sloth to advocate the old eyeball method: We know the ideal shift point between any two gears has the engine going with the same power output at the top of the lower gear as in the resulting rpm in the next higher gear. With approximately known ratio differences between the gears, and with a quick glance at the power curves of either of the TT engines, we can see that at redline power hasn’t dropped nearly enough to equal the power at the revs we will hit when up-shifting, not by a long way. So, it’s safe to say that we don’t even have to calculate this exactly, the ideal shift points are way beyond redline, were we wouldn’t go even if the engines weren’t restricted, so we only have to remember the simplest of rules: shift at redline (if we MUST rush it)!

OK? ;-)

Marius B

Curves/figures are so smooth they must be ironed by PR department. Still basically true, I believe.

John S

rpm Garrett stock
2000 176.49
2050 178.40
2100 180.43
2150 182.72
2200 185.23
2250 187.88
2300 190.78
2350 193.72
2400 196.03
2450 198.34
2500 200.98 172.90
2550 202.52 173.48
2600 203.48 174.07
2650 204.68 174.65
2700 206.03 175.24
2750 207.34 175.80
2800 208.40 176.33
2850 209.39 176.86
2900 210.79 177.44
2950 212.15 178.07
3000 212.80 178.50
3050 212.80 178.49
3100 212.80 178.11
3150 212.80 177.60
3200 212.80 177.16
3250 212.80 176.83
3300 212.80 176.56
3350 212.80 176.32
3400 212.80 176.06
3450 212.80 175.75
3500 212.80 175.35
3550 212.09 174.82
3600 210.94 174.21
3650 209.69 173.62
3700 208.86 173.14
3750 208.31 172.81
3800 207.53 172.50
3850 206.35 171.85
3900 205.04 171.02
3950 203.86 170.40
4000 202.91 170.22
4050 201.95 170.06
4100 200.70 169.57
4150 199.20 169.08
4200 197.74 169.08
4250 196.63 169.08
4300 196.17 169.08
4350 196.17 169.08
4400 196.17 169.08
4450 195.93 169.08
4500 195.33 168.77
4550 194.41 168.21
4600 193.22 167.50
4650 191.89 166.68
4700 190.53 165.82
4750 189.23 164.94
4800 188.01 164.19
4850 186.88 163.60
4900 185.81 162.86
4950 184.64 161.76
5000 183.23 160.47
5050 181.49 159.14
5100 179.37 157.81
5150 176.99 156.45
5200 174.60 155.05
5250 172.42 153.63
5300 170.51 152.17
5350 168.83 150.69
5400 167.34 149.22
5450 165.95 147.75
5500 164.54 146.29
5550 163.10 144.84
5600 161.70 143.37
5650 160.42 141.86
5700 159.28 140.31
5750 158.22 138.70
5800 157.16 137.05
5850 156.04 135.36
5900 154.81 133.64
5950 153.50 131.86
6000 152.13 130.03
6050 150.76 128.13
6100 149.43 126.21
6150 148.11 124.40
6200 146.79 122.74
6250 145.44 121.14
6300 144.04 119.49
6350 142.58 117.71
6400 141.04 115.91
6450 139.41 114.34
6500 137.81 112.82

mne

you do the clutch/shift thing and hold the accelerator to the floor till you're done racing. The computer will decellerate for you at optimal shift-points. Gutsy stuff this.

mne

for whatever reason my ISP will not allow a cut/paste of anything on AudiWorld and thats a lot of numbers to keep reading between the two posts. Or if some are put out by the redundancy, email them to me separately and I'll do a c/p off that.

Thanks,
M

John S

So raw data step size 29.17 rpm x 0.8654 ft·lbs

John S

step size 19.6 rpm x 1.295 ft·lbs
post below was for Audi's chart

John S

<center><img src="http://131.107.68.28/AudiWorldPics/2000/g_Dyno.jpg"></center><p>A number of sites show greater peak torque measured at wheel than Audi claims at crank.