Quote:
Originally Posted by BabyDiesel
The automakers gave my car the highest gearing possible from the factory, which is why I have not mentioned it Mr. Phil. Thanks for that one, Ford 
Now, the sedan manual transmission I plan to swap in has very similar gearing to my auto. It will make the engine turn 75-125 rpm more at my usual speeds. What the manual does offer is the option for a custom 5th gear with an ultra-deep OD.
Here is the link to someone who did it several years ago.
I think what I was trying to say in my previous post is I have too much engine/power. Also, the powerband is too high for the best performance down on the low-end. So I have to either reduce displacement or reduce the power of the engine through shifting the powerband downward. Hence why to go with LB to make the engine more efficient below 2500 rpm, and to simulate having a less powerful engine.
I also am planning to go from 16 valve (2I, 2E) to 12 valve (1I, 2E) which in theory will reduce the total amount of power the enine can make, increased swirl in the combustion chamber and have better low-end performance. The idea is comes from the VTEC-E engine in the VXs.
Btw, the plan is still to max out the aero Mr. Phil. I'm trying to get to 0.15 Cd, remember?   |
Of course,you're the boss of this project.However,it is my opinion that you shouldn't introduce simultaneous variables.
Chrysler Corp. and GM Research Labs have been down this road and their recommendation is to do all the load reduction FIRST,then alter the powerplant/powertrain from there.
You're working with unknown quantities,and unless you can dyno your car,you're just throwing stuff at the wall hoping something will stick.
I'm just playing the Devil's advocate here.
And from a safety point of view,I would recommend that you maintain whatever horsepower bias you already have.That power reserve could save your life one day.