Ideal shift point article

I understood that perfectly. And that is why I have GearVendor and use it as a splitter. It's the closest thing to a CVT you can get,to handle 400 hp. My car is faster and quicker with a 276/286/110 cam, and the 3.09low box, and the GV, than it was with a 292/508/108, and 2.66 box.
And now I can run 3.55s . And overdrive. And cruise at 65=2236rpm. And I get to pass by a lot more filling stationsl.

The point of his story is this; the power at the outshift should be about the same as the power at the drop in. Some tranny ratios are so far apart that you might have to shift MORE than 1000 rpm for this to occur. Other ratios are so close together that 700 will do it. And the same tranny could have two or three different overruns. Using the dyno graph and overlaying the tractive force is the easiest way to determine the shifts. It will save you dozens of shift loops, and a lot of wear and tear.

The 727 is a prime example.The splits are pretty wide, at 59%, and 69%. Outshifting at say 6800, the incoming rpms will be 4012, and 4692. The power peak should thus be close to half way in between or 5406, and 5746. Well guess what 6800 less 5406 is 1394, and 6800 less 5746 is 1054.This is somewhat of an oversimplification, but the example clearly supports a shift-rpm at least 1000 rpm past the power peak. This is the only way to optimize the average hp put down during the run.
Anyone short shifting a 727 is asking his engine to claw it's way back up from the basement, and is forfeiting maximum average hp.
Now for my combo;
To quarter mile, I would use the first 4 ratios available to me. Namely; 3.09-2.41-1.92-1.50. The splits are 78% and 79.7%, and 78%. Outshifting at 6600 the drops are to 5148, and, 5260, and 5148. The power peak should thus be close to half way in between or 5874, and 5930, and 5874. And the shift point is therefore about 700rpm past the power peak. So my little 367 has a pretty flat power band up there, and the average power put down on the run is relatively high compared to the power peak.
If you want to see proof of this, just install a G-Tec pro on your windshield, and go have some fun. Save your engine/run it on the primaries only.lol
For my next cam, I think I'll go down one size and adjust the LSA for a narrower, but more powerful peak. She only needs a 1400 rpm powerband, with the current gears. Then I could pass even more filling stations,lol.

Now I just know somebody is gonna ask;so

>With the 292cam and 3.55s my car went 12.9@106 the one and only run I ever made. I was just there for a timeslip.The tranny ratios used were 2.66.1.92,1.40
The final drive ratios were 9.44-6.82-4.97
>With the 276cam and 4.86s, the car went 7.92@93(1/8th) on the only successful run of 4. I was just there for the time slip.The tranny ratios were 3.09-2.41-1.67-1.30. First gear was useless, and I punched it into O /D as soon as I left the line, and I slipped the clutch a long,long, ways.60fts were 2.2 and change.
The final drive ratios were;15.02-11.71-8.12-6.32
Because of the starting line issue, I believe I would have been just as well off with way less gear. With 3.23s the final drive ratios would have been; 9.98-7.78-6.20. This would have brought my trap rpm down to a more sane 6900ish,too, instead of 7050ish.
>7.92 translates to about 12.4seconds in the qtr, and that comes in at about 111mph.
The rest of the car was about the same.
Less cam + tighter ratios = faster and quicker.
Your results may vary