Since we're in the General Forum, I offer this thinking:
On the street with street tires, wheelies are gonna cost you a lotta lotta money. and
even if the wheels come up, how far can the engine carry that?
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With 4.30s, and a small-cam engine, you'll be on the rev-limiter almost right away. Then, on the 1-2 shift, that small-cam engine will fall right off the power..... unless you stall it up, and then the top-end comes up too quick.
IMO,
for what you are attempting, you'll need a tighter 1-2 shift split. In the 727 the ratios are;
2.45-1.45-1.00 and the splits are
.59-.69; meaning that on the 1-2shift, the Rs will fall to .59(59%) of the shift rpm. If you shift at 5800, that would be 3420. That's a lotta lotta rpm to lose, for this type of exercise, and so the wheelie is over. The power of your 440 at 3240rpm will be way down. So this points straight to a higher stall.
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Another option, is a tighter 1-2 split.
My combo runs a 4-speed, with a GVod behind it.
the ratios are 3.09-1.92-1.40-1.00-.78od but
I run the GearVendor as a splitter. So the first four ratios are;
3.09-2.41-1.92-1.50 with splits of; .78-.80-.78
This combo would allow me to run 3.73s for Roadgears of;
11.53-8.99-7.16-5.58
compared to your 727Roadgears with 4.30s at
10.54-6.24-4.30.. After figuring in the Torque Multiplication in the TC, your gears might look like;
19/1 at zero mph, diminishing to 12.68 at the 1-2 shift, going to 7.49 average thru Second, and 4.73 thru Third. Which is
19.97>12.68-7.49-4.73
now, my car, with a modest 367 runs 93 in the Eighth with a 2.2plus 60ft/ no wheelies, lol, but on an airport runway, spinning 325/50-15 BFG D/Rs most of the way, with 1.03 bars, with a best of 4 runs of 7.92.
By it's Trapspeed, and weight, that translates to 433hp using the Wallace Calculator. I'm pretty sure my 367 is not putting down that much power, so the Wallace doesn't know that I used 4 gears to get there, keeping the engine on or near, peak power, for the whole trip. Actually, the tach during this run was on 7000 after the initial run up, for the entire run. I thought the clutch was done, and that was the first thing I checked when I got back to the pits. But no, and that PP is still in there today, since 2004.
What I'm saying is, my engine was well over it's rpm of peak power, yet posted a pretty good trapspeed, and I credit the GVod tight-split ratios, for achieving that.
If you had one, and splitting, your ratios would be;
2.45-1.91-1.45-1.13-1.00-.78od; Obviously, you would not use 1.13 to 1.00 ratio, instead going straight from 1.13 to .78
your splits would then be; .78.-76-.78-.69 ;
and you would gear the car to trap in Second-over (1.13 ratio). To do that and achieve a ~4.30 final-drive, would require 3.80s, rounds to 3.73s or 3.91s; I choose 3.73s. So then your Roadgears would be;
9.14(1st)-7.13(1od)-5.41(2nd)-4.22(2od)-2.91(3od)
Again figuring in the TC this might look like;
16.45>11.88(1st)8.56(1od)-6.49(2nd)-5.06(2od)-
splits of .72(in the TC) -.72-.76-.78
and of course, with an overdrive of 2.91 cruising gear, 65=2270@zero-slip with 28s, say about 2340 on the tach.
Finally, again shifting at 5800, your Rs would fall to;
4180/4410/4520, at each successive shift.
you need a stall?
IMO; at the track, yes, the launch could still benifit. But
on the street with street tires; back to the Top:
Not hardly, unless you spend a lotta lotta cash, to make it hook, lol.
EDIT: Oh I see now that wheelies on the street are not on the table, lol
I like post #38
(To get the TC Torque-Multiplication numbers; I used 1.8 at zero mph diminishing to 1.3 at the 1-2 shift; then 1.2 average thru Second, and 1.1 in Third.)
