I was curious last night and decided to figure this out for myself.

Attached is a graph showing the optimal shift points for gears 1-6.... and as expected, shifting as late as possible will give the best acceleration in virtually all cases.

The max rpm used was 7000, which I believe is when fuel cutoff occurs.



This is the dyno used for calculations:

 

The numbers on the dyno look right for a semi bolted 6 speed but TQ graph is way off. The TL doesn't start off at 150 LBS of TQ or reach it until about 4-5k. I'm also not sure what the top graph means either. It looks like rpm but list 1000's of LBS of TQ

 

Actually, on the dyno chart I had done before adding the S/C, I was at 180 ft./lbs. right off the bat at 2500 RPMs. I can vouch for the validity of this chart.

FWIW, my dyno run was made on a Mustang 4WD dyno.

 

my dyno showed 190 ft lbs of tq around 2k

 

Here is the thread where the dyno chart was found:

https://acurazine.com/forums/3g-tl-performance-parts-modifications-112/wow-my-dyno-results-611107/

As far as I can tell the results are not unreasonable. The most important thing in this case is determining shape of the torque curve. Even if the torque curve is offset by + or - 50 ft-lbs (or really any value) it wouldn't change the optimal shift points as long as it follows the same pattern. This is because of the way that wheel torque calculations (actual torque at the wheel, not torque at the crankshaft minus losses) are performed:

The top graph is the engine torque curve (corrected for drivetrain losses, usually known as wtq) multiplied by the effective gear ratio. This value is plotted against vehicle speed so that we can compare the torque at the wheels for each gear on the same graph.

For example, the first line is the torque curve from the dyno multiplied by 12.92 (first gear ratio x final drive ratio).

Second line is the torque curve from the dyno multiplied by 8.14 (second gear ratio x final drive ratio)... and so on.

 

Redline = 6,800 rpm;

Rev Limiter = 7,000 rpm

 

150ft lbs @4-5K? What? This is a 3.2L V6. Even my 3.0 has 200+ ft-lbs of tq at 4-5K. This looks spot on for a TL, either stock or nothing more than a CAI/Exhaust.

And yes, otimal shift points are around the rev limiter. If you shift before redline, you will not be in VTEC when starting the next gear. And we all know we need to be in VTEC to make good power.

 

I like the wheel torque graph. It would be interesting to do one for the 5at, the 3rd to 4th gap would be funny.

Typical for most Hondas, shift it 1rpm before the rev limiter for best acceleration. It does have a nice flat torque curve even if there's not a whole lot of it. I really think the J32 would benefit from an extra 500rpms.

 

Sorry I have been boosted too long and haven't seen a n/a dyno sheet in awhile. I haven't spent alot of time looking a dyno sheets and don't need optimum shift points. On a side note I understood the first person who said TQ comes on early in the J32 and didn't need a bunch a people posting over and over.

 

Welcome to the internet - where everyone has an opinion and they WILL let you know what it is. No matter how pointless it is.

 

Hi everyone, New to this site, but so far I love it.

Anyone know whether one can change the shift points or maybe disengage a rev limit in a 2004 Acura TL 5AT? I'm sick of the fact that in pretty much every other automatic car I have driven, sport shift or not (even my sister's TSX 5AT) you can ride each gear all the way to the rev limiter, but in my TL this is not possible. I can't go past 6200 in 1st gear and 6500 or so in the rest. Redline starts at 6800 I believe, and I'm gonna guess the rev limiter (if there is one on 5AT) would be around 7100 or 7200 (like in 6MT). ANY IDEAS???

 

^none.

 

^^ just get a 6spd and call it a day

 

@ justnspace what about HONDATA?

 

I would very much like to but I have been searching for one for quite some time now and haven't found one near me, closest is > 600mi away