This is a redo of a previous thread on this topic. There will be no mention of any side by side comparisons. Period!
This time I have calculated the thrust for both the GTS and SRT based on real dynomometer measurements, using the effective rolling radius of the tires measured on the dyno. This information provides an excellent explanation of why the GTS and SRT are nearly side by side in 3rd gear up to 5000 rpm (in the SRT).
To do this I have used dyno measurements from my SRT, which has fairly typical results (437.3 RWHP and 473.3 RWTQ) and David Meyer's (thanks David) GTS (410.2 RWHP and 450.3 RWTQ). The data from David's GTS are with the air filters removed, thus representing a best case K&N filter installation.
I have graphed the rear wheel thrust versus vehicle speed. The thrust is directly related to the acceleration force of the car. Resitances such as wind resistance and rolling resistance are not incorporated. This is important as the GTS has a drag benefit versus the SRT and the RT/10 has a deficit versus the SRT.
Conclusion. From a roll in the same gear the GTS is roughly equivalent up to 5000 rpm. But, because of a slight advantage at around 65 mph (3500 rpm in the GTS), the GTS would be in front a little until about 100 mph. From there the SRT would walk away due to higher thrust for the remainder of 3rd and a later shift to 4th. Once the shift to 4th is made (assuming that shift is made at 6000 rpm) the SRT will equal or better the GTS thrust for the remainder of the evaluation. Had we started in first the situation would have been the same, with the SRT pulling on the GTS from about 40 mph on. This does not show up on a side by side same gear evaluation, especially if it is stopped before the SRT advantage comes into play.
Looking at my information I believe I now understand a critical flaw many of us have with the SRT. That is the maximum thrust, thus acceleration, occurs when shifting at or near redline. This is a little unusual and much different than the Gen II. You can see this on the graph where the 3rd gear and 4th gear lines cross. That means there is equal thrust at that point. So fellow SRT owners, in the future try taking it up to or close to redline for shifts and see how that helps. Based on this exercize I would say that will make a HUGE difference versus shifting around 5500-5800 rpm (vicinity where Gen II's are likely shifted).
Hopes this helps and let's get out on the track and prove this out with real world information.
This time I have calculated the thrust for both the GTS and SRT based on real dynomometer measurements, using the effective rolling radius of the tires measured on the dyno. This information provides an excellent explanation of why the GTS and SRT are nearly side by side in 3rd gear up to 5000 rpm (in the SRT).
To do this I have used dyno measurements from my SRT, which has fairly typical results (437.3 RWHP and 473.3 RWTQ) and David Meyer's (thanks David) GTS (410.2 RWHP and 450.3 RWTQ). The data from David's GTS are with the air filters removed, thus representing a best case K&N filter installation.
I have graphed the rear wheel thrust versus vehicle speed. The thrust is directly related to the acceleration force of the car. Resitances such as wind resistance and rolling resistance are not incorporated. This is important as the GTS has a drag benefit versus the SRT and the RT/10 has a deficit versus the SRT.
Conclusion. From a roll in the same gear the GTS is roughly equivalent up to 5000 rpm. But, because of a slight advantage at around 65 mph (3500 rpm in the GTS), the GTS would be in front a little until about 100 mph. From there the SRT would walk away due to higher thrust for the remainder of 3rd and a later shift to 4th. Once the shift to 4th is made (assuming that shift is made at 6000 rpm) the SRT will equal or better the GTS thrust for the remainder of the evaluation. Had we started in first the situation would have been the same, with the SRT pulling on the GTS from about 40 mph on. This does not show up on a side by side same gear evaluation, especially if it is stopped before the SRT advantage comes into play.
Looking at my information I believe I now understand a critical flaw many of us have with the SRT. That is the maximum thrust, thus acceleration, occurs when shifting at or near redline. This is a little unusual and much different than the Gen II. You can see this on the graph where the 3rd gear and 4th gear lines cross. That means there is equal thrust at that point. So fellow SRT owners, in the future try taking it up to or close to redline for shifts and see how that helps. Based on this exercize I would say that will make a HUGE difference versus shifting around 5500-5800 rpm (vicinity where Gen II's are likely shifted).
Hopes this helps and let's get out on the track and prove this out with real world information.
