Anyone having problems with having massive acceleration with no top speed? Or how about trying to setup a car for a high top speed but can't get there with uber acceleration? This is where I come in. I have made a few gear calculators that help in different types of racing and I have also made a transmission gear studier.
If you have heard of flipping the transmission or "the transmission trick" then skip to next paragraph. Others please keep reading. Flipping the transmission or "the trans trick" is where you move the final gear of any car in the game to the absolute right and to move the top speed adjuster to the absolute left after adjusting the final gear (must be done in this order or it will not work). The first gear is moved to the absolute left and the last gear (if 5-speed then 5th, if 6-speed then 6th) to the right. when these 2 gears are in these positions, they are as close as they are going to get in the gt5 game. The gears being so close aids in effective power delivery by staying in the main powerband over the entire track to ensure the power is not being as lost in the drivetrain and is better delivered to the track for an added edge against other racers who have not done this yet.
The first calculator is the one made for circuit and drag (also works for AWD/4WD cars for drifting). Say a vehicle has a redline starting at 8,000 rpm's like a USDM '99-01 Civic Si's S21 transmission. Any car, even the high-powered ones you want to stay inside the main powerband to ensure optimum efficiency of the transmission. A Civic is being used for example due to it's ability to produce horsepower, but lacking the torque to truly show power it has been made to show. The quickest way to setup a transmission for one of these 2 ways is to grab a calculator and take appx. 75% of the ratio for first gear and this will be your second gear. Repeating this step for the remainder of the gears is going to be great for a straight-line transmission such as drag or tunnel drag where staying in the powerband is critical.
Another way which is better suited for track/circuit racing is to take 72% of first gear and that would be your second gear. Then 74% of second will be your third gear. 76% of third is fourth. 78% of fourth is fifth and finally 80% of fifth is sixth gear. This way allows the lower gears such as first to third the rpm's will drop slightly lower to allow each preceding shift to get closer and closer. The result if done correctly will make your car sound like a sport bike (as with the over-extended first gear and super-tight transmission). With the gearing being so tight, it also allows super quick shifts, constant near-peak power and will also aid in slowing the vehicle down with the smooth down-shifting through every gear.
The second calculator I have made is better suited for drifting RWD vehicles where the gears need a little extra kick when shifting into the next gear. The rpm's do get closer every time you shift. This transmission setup is made to still have an over-extended first gear, but every time you shift up, each gear is made to add the exact same amount of mph. For example, first gear hits 50 mph, and for the remaining 5 gears on a 6 speed transmission would all add 20 mph. So 1-6 would be 50 mph, 70, 90, 110, 130 and 150.
Lastly, the transmission gear studier allows the viewing of what the rpm's will drop to when shifting into the next gear up. The test car is the civic previously mentioned above. With a standard transmission, the gears 1-5 are 3.230, 2.105, 1.458, 1.107 and 0.848 with a standard final gear of 4.400. When taking every gear to 8000 rpm's, going into 2nd gear would drop to 5213 rpm's which is the same as the famous 98-01 S80 transmission from an Integra Type-R, which is also the closest going into second gear for all the Honda FWD 5-speed transmissions made from 1988-2002. Going into 3rd gear would drop to an even closer 5541 rpm's, which is also identical to the S80 Type R transmission, but not as close as the 3rd gear of a 94-01 Integra GSR at 5726 rpm's. Going into 4th gear the civic drops to 6074 rpm's which is 400.5 rpm's closer than the Integra Type-R, but not as close as the 92-95 Civic CX/VX's 6401 rpm's. And finally, going into 5th gear the civic's rpm's will drop to 6128 rpm's which again only 40 rpm's closer than the Integra Type-R's 6088 rpm's. But again not as close as the JDM ZC DOHC 88-91 Civic Si at 6799 rpm's.
Now it would be awesome to have these of numbers all in one transmission, but you can't just take the gears from each of these transmissions and expect to have a transmission that is unbeatable on the street. What matters is the difference in the ratios of one gear, to the one before and after it. Although the JDM EF8/9 CRX/Civic SiR has the closest fifth to first gear percentage, how it gets there is all screwed up and far apart until 4th gear as compared to the 99-01 usdm civic si. The only reason if a transmission was swapped into a civic type r from the integra type r that the civic with the trans swap would win is due to the 4.785 final gear that is made for more acceleration than the civic's 4.400. With the added closeness of the civic's 4th and 5th gear, if someone were to put the final gear from the integra into the civic and leave the rest of the transmission alone, one would beat the trans swapped civic with the civic that had just the final gear swapped in from the integra.
So from 1-5, the 3.230, 2.105, 1.458, 1.107 and 0.848 gears with the integra's 4.785 final gear and the standard 195/55/15's the speeds reached at 8000 rpm's in each gear would be from 1-5, 36, 55, 79, 105 and 137. 137mph isn't much of a top speed, but for those looking for an ultimate transmission that can stay in the rpm's needed and want crazy all-out acceleration, this would be the way to go.
But the thing that I can do by using the same 1st, 2nd and 5th gear ratio's and the same tire size and final gear ratio is correct the 3rd and 4th gear to literally be perfect. These 2 gears should be 1.464 and 1.082, giving the speeds of 36, 55, 79, 107 and still 137 mph top speed. The new rpm's would be from 2-5 at 5213, 5564, 5915 and 6266. Not much of a difference but this is what it should be to be completely even.
With the JDM Cable Y1 transmission out of a EF8/9 CRX/Civic SiR having the best ratio between first to fifth gear, if it had the same 5185 rpm's into 2nd gear and the same tires and 5th with the Integra type r's 4.785, the gears should be from 1-5 3.166, 2.052, 1.437, 1.081 and 0.870 for a corrected trans. The rpm's would be from 2-5 5185, 5602, 6019 and 6436. The speed achieved through the gears would be from 1-5 36, 56, 81, 107 and 134. But this cable transmission rpm's from 2-5 are 5185, 5520, 6231 and 6310. The shift into 4th is better just so as long one doesn't mind sacrificing 82 rpm's into 3rd gear which is not to bad, and the sacrificing of 126 rpm's into 5th gear which is a total loss of 208 rpm's. The corrected trans is winning. The shift into 4th gear the standard trans jumps ahead in closeness with a 212 rpm's putting it at only 4 rpm's better. If both transmissions were to race, the corrected transmission would win as the first 3 gears are closer to each other allowing more consistent power transfer to the ground.
A comparison between the findings of these 2 standard transmissions between the Cable Y1 trans and the Hydro S21 trans; just between the rpm's of these 2 merely perfect transmissions, going into 2nd the S21 is 28 rpm's closer. Going into 3rd, the S21 pulls again at 20rpm's closer. But going into 4th gear, the Y1 gets a full 157 rpm's closer and 5th gets another 181 giving it a total of 290 rpm's closer overall than the S21. It's likely the Y1 would win on this one.
Some claim the ZC transmission from a JDM DOHC 88-91 Civic Si is a great find. So this is going to be a comparison between the 2 JDM Cable ran L3 and Y1 transmissions. Again just between the rpm's of these JDM finds, going into 2nd gear the L3 is already behind by 400 rpm's. Quite a bit and may account for loss due to the need for a great launch to get off the line. Going into 3rd gear, the L3 is only 18 rpm's closer and likely to be struggling on catching up to the Y1. Going into 4th gear, the L3 loses another 92 rpm's and it's really not looking good for the acclaimed "prized find" for a transmission. And finally going into 5th gear, the L3 finally makes up for its excessively screwed up 4 gears compared to the Y1 by being 489 rpm's closer achieving a total of an overall of only 16 rpm's closer. That will not be enough to catch up to the already nearly crossing the quarter Y1 transmission. If a transmission should be a truly awesome find, it should be this Y1 transmission with its at standard already super close gear ratios. And for a note on that, the final gear can in fact be changed for something that another honda has. Test finals until a launch in 1st is perfect and then decimate the rest of the track with these already super close ratios for a stock transmission.
If you have heard of flipping the transmission or "the transmission trick" then skip to next paragraph. Others please keep reading. Flipping the transmission or "the trans trick" is where you move the final gear of any car in the game to the absolute right and to move the top speed adjuster to the absolute left after adjusting the final gear (must be done in this order or it will not work). The first gear is moved to the absolute left and the last gear (if 5-speed then 5th, if 6-speed then 6th) to the right. when these 2 gears are in these positions, they are as close as they are going to get in the gt5 game. The gears being so close aids in effective power delivery by staying in the main powerband over the entire track to ensure the power is not being as lost in the drivetrain and is better delivered to the track for an added edge against other racers who have not done this yet.
The first calculator is the one made for circuit and drag (also works for AWD/4WD cars for drifting). Say a vehicle has a redline starting at 8,000 rpm's like a USDM '99-01 Civic Si's S21 transmission. Any car, even the high-powered ones you want to stay inside the main powerband to ensure optimum efficiency of the transmission. A Civic is being used for example due to it's ability to produce horsepower, but lacking the torque to truly show power it has been made to show. The quickest way to setup a transmission for one of these 2 ways is to grab a calculator and take appx. 75% of the ratio for first gear and this will be your second gear. Repeating this step for the remainder of the gears is going to be great for a straight-line transmission such as drag or tunnel drag where staying in the powerband is critical.
Another way which is better suited for track/circuit racing is to take 72% of first gear and that would be your second gear. Then 74% of second will be your third gear. 76% of third is fourth. 78% of fourth is fifth and finally 80% of fifth is sixth gear. This way allows the lower gears such as first to third the rpm's will drop slightly lower to allow each preceding shift to get closer and closer. The result if done correctly will make your car sound like a sport bike (as with the over-extended first gear and super-tight transmission). With the gearing being so tight, it also allows super quick shifts, constant near-peak power and will also aid in slowing the vehicle down with the smooth down-shifting through every gear.
The second calculator I have made is better suited for drifting RWD vehicles where the gears need a little extra kick when shifting into the next gear. The rpm's do get closer every time you shift. This transmission setup is made to still have an over-extended first gear, but every time you shift up, each gear is made to add the exact same amount of mph. For example, first gear hits 50 mph, and for the remaining 5 gears on a 6 speed transmission would all add 20 mph. So 1-6 would be 50 mph, 70, 90, 110, 130 and 150.
Lastly, the transmission gear studier allows the viewing of what the rpm's will drop to when shifting into the next gear up. The test car is the civic previously mentioned above. With a standard transmission, the gears 1-5 are 3.230, 2.105, 1.458, 1.107 and 0.848 with a standard final gear of 4.400. When taking every gear to 8000 rpm's, going into 2nd gear would drop to 5213 rpm's which is the same as the famous 98-01 S80 transmission from an Integra Type-R, which is also the closest going into second gear for all the Honda FWD 5-speed transmissions made from 1988-2002. Going into 3rd gear would drop to an even closer 5541 rpm's, which is also identical to the S80 Type R transmission, but not as close as the 3rd gear of a 94-01 Integra GSR at 5726 rpm's. Going into 4th gear the civic drops to 6074 rpm's which is 400.5 rpm's closer than the Integra Type-R, but not as close as the 92-95 Civic CX/VX's 6401 rpm's. And finally, going into 5th gear the civic's rpm's will drop to 6128 rpm's which again only 40 rpm's closer than the Integra Type-R's 6088 rpm's. But again not as close as the JDM ZC DOHC 88-91 Civic Si at 6799 rpm's.
Now it would be awesome to have these of numbers all in one transmission, but you can't just take the gears from each of these transmissions and expect to have a transmission that is unbeatable on the street. What matters is the difference in the ratios of one gear, to the one before and after it. Although the JDM EF8/9 CRX/Civic SiR has the closest fifth to first gear percentage, how it gets there is all screwed up and far apart until 4th gear as compared to the 99-01 usdm civic si. The only reason if a transmission was swapped into a civic type r from the integra type r that the civic with the trans swap would win is due to the 4.785 final gear that is made for more acceleration than the civic's 4.400. With the added closeness of the civic's 4th and 5th gear, if someone were to put the final gear from the integra into the civic and leave the rest of the transmission alone, one would beat the trans swapped civic with the civic that had just the final gear swapped in from the integra.
So from 1-5, the 3.230, 2.105, 1.458, 1.107 and 0.848 gears with the integra's 4.785 final gear and the standard 195/55/15's the speeds reached at 8000 rpm's in each gear would be from 1-5, 36, 55, 79, 105 and 137. 137mph isn't much of a top speed, but for those looking for an ultimate transmission that can stay in the rpm's needed and want crazy all-out acceleration, this would be the way to go.
But the thing that I can do by using the same 1st, 2nd and 5th gear ratio's and the same tire size and final gear ratio is correct the 3rd and 4th gear to literally be perfect. These 2 gears should be 1.464 and 1.082, giving the speeds of 36, 55, 79, 107 and still 137 mph top speed. The new rpm's would be from 2-5 at 5213, 5564, 5915 and 6266. Not much of a difference but this is what it should be to be completely even.
With the JDM Cable Y1 transmission out of a EF8/9 CRX/Civic SiR having the best ratio between first to fifth gear, if it had the same 5185 rpm's into 2nd gear and the same tires and 5th with the Integra type r's 4.785, the gears should be from 1-5 3.166, 2.052, 1.437, 1.081 and 0.870 for a corrected trans. The rpm's would be from 2-5 5185, 5602, 6019 and 6436. The speed achieved through the gears would be from 1-5 36, 56, 81, 107 and 134. But this cable transmission rpm's from 2-5 are 5185, 5520, 6231 and 6310. The shift into 4th is better just so as long one doesn't mind sacrificing 82 rpm's into 3rd gear which is not to bad, and the sacrificing of 126 rpm's into 5th gear which is a total loss of 208 rpm's. The corrected trans is winning. The shift into 4th gear the standard trans jumps ahead in closeness with a 212 rpm's putting it at only 4 rpm's better. If both transmissions were to race, the corrected transmission would win as the first 3 gears are closer to each other allowing more consistent power transfer to the ground.
A comparison between the findings of these 2 standard transmissions between the Cable Y1 trans and the Hydro S21 trans; just between the rpm's of these 2 merely perfect transmissions, going into 2nd the S21 is 28 rpm's closer. Going into 3rd, the S21 pulls again at 20rpm's closer. But going into 4th gear, the Y1 gets a full 157 rpm's closer and 5th gets another 181 giving it a total of 290 rpm's closer overall than the S21. It's likely the Y1 would win on this one.
Some claim the ZC transmission from a JDM DOHC 88-91 Civic Si is a great find. So this is going to be a comparison between the 2 JDM Cable ran L3 and Y1 transmissions. Again just between the rpm's of these JDM finds, going into 2nd gear the L3 is already behind by 400 rpm's. Quite a bit and may account for loss due to the need for a great launch to get off the line. Going into 3rd gear, the L3 is only 18 rpm's closer and likely to be struggling on catching up to the Y1. Going into 4th gear, the L3 loses another 92 rpm's and it's really not looking good for the acclaimed "prized find" for a transmission. And finally going into 5th gear, the L3 finally makes up for its excessively screwed up 4 gears compared to the Y1 by being 489 rpm's closer achieving a total of an overall of only 16 rpm's closer. That will not be enough to catch up to the already nearly crossing the quarter Y1 transmission. If a transmission should be a truly awesome find, it should be this Y1 transmission with its at standard already super close gear ratios. And for a note on that, the final gear can in fact be changed for something that another honda has. Test finals until a launch in 1st is perfect and then decimate the rest of the track with these already super close ratios for a stock transmission.
