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Old 09-19-2006   #1 (permalink)
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Question Did V6 Mustangs come with a 3:27 Gear Ratio?

I've decoded my axle, and it says I have 3.27's in it. I'm going to girdle it because of my future mods (supercharger) so should I stay with these? I thought they may have been a different ratio. Did all my year "V6 Stangs come with this ratio? Mine was built in October 2000. Tom
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Old 09-19-2006   #2 (permalink)
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Quote:
Originally Posted by shinerstang
I've decoded my axle, and it says I have 3.27's in it. I'm going to girdle it because of my future mods (supercharger) so should I stay with these? I thought they may have been a different ratio. Did all my year "V6 Stangs come with this ratio? Mine was built in October 2000. Tom
yeah, they switched over in 1999.

I'd stay with them.

If you want proof of concept call up supersixmotorsports.

A couple of their guys argued with me re: gear ratio and Supercharging. They found the 3.27s are best.

If you increase the redline to 6500-7000, you could go with a numerically higher gear, but that would require re-mapping the SC unit.

If you run a turbo, you could simultaneously increase the RPM (although most aren't built for it) and increase the numerical gear. But that would be another one-off setup.
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Old 09-19-2006   #3 (permalink)
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Originally Posted by kscoyote
yeah, they switched over in 1999.

I'd stay with them.

If you want proof of concept call up supersixmotorsports.

A couple of their guys argued with me re: gear ratio and Supercharging. They found the 3.27s are best.

If you increase the redline to 6500-7000, you could go with a numerically higher gear, but that would require re-mapping the SC unit.

If you run a turbo, you could simultaneously increase the RPM (although most aren't built for it) and increase the numerical gear. But that would be another one-off setup.

Hmm it's been my experience to run 3.73 or 4.10's in the supercharging applications and 3.27 or 3.31 in the tubo's because turbo's like the load .
6500 on stock springs = valve float , can't get much past 6600 even with aftermarket springs .
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Old 09-19-2006   #4 (permalink)
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Originally Posted by GT-EATER
Hmm it's been my experience to run 3.73 or 4.10's in the supercharging applications and 3.27 or 3.31 in the tubo's because turbo's like the load .
6500 on stock springs = valve float , can't get much past 6600 even with aftermarket springs .
Depends on the SC -if it's a twin screw -you can put down the power for the duration.

But, if it's a centrifugal unit, it doesn't (generally -custom jobs are different, but even then . .. ) come on until around 3000 RPM. that leaves only a 2500 RPM window in which you can use the power from the SC before you have to shift. The power delivery "system" gets out of whack, you end up losing on both ends. the low torque multiplication of the gears gets you into the powerband, quickly -increasing wheelspin & lowering traction but then you're out of the charged powerband just as quickly.

Re: Turbos -I don't know that much about them, but I figure with the dual vane turbo units, and using twin turbos, the powerband doesn't matter as much.
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Old 09-19-2006   #5 (permalink)
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Originally Posted by GT-EATER
Hmm it's been my experience to run 3.73 or 4.10's in the supercharging applications and 3.27 or 3.31 in the tubo's because turbo's like the load .
6500 on stock springs = valve float , can't get much past 6600 even with aftermarket springs .

What spring, vavle/rod combo are you using?
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Old 09-19-2006   #6 (permalink)
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Quote:
Originally Posted by kscoyote
What spring, vavle/rod combo are you using?
I had comp 26918's and stock intake valves and manley 1.56 exhaust . The future set up will be a solid lifter set up so better springs and a better valvetrain set up with the new comp rockers . should be able to hit 7000 pretty easy .
The pistons are Wiseco the rods are Scat H-beams and the crank is a stock 4.2L , the cam will also be a comp billet .
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Old 09-19-2006   #7 (permalink)
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Originally Posted by GT-EATER
I had comp 26918's and stock intake valves and manley 1.56 exhaust . The future set up will be a solid lifter set up so better springs and a better valvetrain set up with the new comp rockers . should be able to hit 7000 pretty easy .
The pistons are Wiseco the rods are Scat H-beams and the crank is a stock 4.2L , the cam will also be a comp billet .
Make sure you use heavy pushrods -that's the critical part to avoid float (weird as it sounds . .. )
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Old 09-19-2006   #8 (permalink)
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Quote:
Originally Posted by kscoyote
Make sure you use heavy pushrods -that's the critical part to avoid float (weird as it sounds . .. )
Yeah we have already looked at that we are going with a larger diameter and hardened pushrods .
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Old 09-19-2006   #9 (permalink)
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Quote:
Originally Posted by kscoyote
Depends on the SC -if it's a twin screw -you can put down the power for the duration.

But, if it's a centrifugal unit, it doesn't (generally -custom jobs are different, but even then . .. ) come on until around 3000 RPM. that leaves only a 2500 RPM window in which you can use the power from the SC before you have to shift. The power delivery "system" gets out of whack, you end up losing on both ends. the low torque multiplication of the gears gets you into the powerband, quickly -increasing wheelspin & lowering traction but then you're out of the charged powerband just as quickly.

Re: Turbos -I don't know that much about them, but I figure with the dual vane turbo units, and using twin turbos, the powerband doesn't matter as much.
A lot also depends on the step up gear of the supercharger
speaking mainly of centrifugal here , the new one I will be installing has a 4.56 step up gear and max rev. of 72,000.
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Old 09-19-2006   #10 (permalink)
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A lot also depends on the step up gear of the supercharger
speaking mainly of centrifugal here , the new one I will be installing has a 4.56 step up gear and max rev. of 72,000.
Is that a Rotrex?
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Old 09-19-2006   #11 (permalink)
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Is that a Rotrex?
No It's a procharger F-1
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Old 09-19-2006   #12 (permalink)
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Thanks Guys. I'm going to stay with the 3:27's and girdle it. I will have them push back the redline at dyno time although it may not be used much. I just don't think that a P&P would be a monetarily good moved considering the price of the SC unit. That may put me way over the edge as far as the rear end is concerned. The P&P could be a future upgrade once all the parts/motor has been used for their duration. The last thing I need to do is buy an SC and P&P, and blow a rear end..... That would piss me off.
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Old 09-19-2006   #13 (permalink)
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Quote:
Originally Posted by shinerstang
Thanks Guys. I'm going to stay with the 3:27's and girdle it. I will have them push back the redline at dyno time although it may not be used much. I just don't think that a P&P would be a monetarily good moved considering the price of the SC unit. That may put me way over the edge as far as the rear end is concerned. The P&P could be a future upgrade once all the parts/motor has been used for their duration. The last thing I need to do is buy an SC and P&P, and blow a rear end..... That would piss me off.
don't do 3000+ RPM clutch drops at 400+ hp, and you should be fine.
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Woe to him who builds his palace by unrighteousness,his upper rooms by injustice,making his countrymen work for nothing...Does it make you a king to have more and more cedar?Did not your father have food and drink?He did what was right and just,so all went well with him. He defended the cause of the poor and needy,and so all went well...But your eyes and your heart are set only on dishonest gain,on shedding innocent blood and on oppression and extortion. Jer 22:13, 15-17
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Old 09-19-2006   #14 (permalink)
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No It's a procharger F-1
Going for one of the big dogs, eh?
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Old 09-19-2006   #15 (permalink)
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Going for one of the big dogs, eh?
It should make some interesting power .
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