Final Drive Ratio Vs Differential Ratio
Overall, the final drive ratio of your truck has a minor impact on fuel economy compared to other factors, such as low tire pressure, overuse of air conditioning, an inefficient or neglected engine, and frequent rapid acceleration. Fofor example in a final drive the pinion gear(input) has 10 teeth and is driving the ring gear(output) that has 41 teeth will give a ratio of 4.10:1.
A lower (taller) gear ratio provides a higher top speed, and a higher (shorter) gear ratio provides faster acceleration.
Final drive ratio vs differential ratio. Choosing your right gearing is all about ‘compromise’. In passenger vehicles, this speed reduction varies from about 3:1 to 5:1. As the gear gets lower, ability to accelerate goes up and peak speed goes down.
The differential ratio is fixed so the only variable is. The greater this number, the lower the gear. Final drive ratio or otherwise known as differential (diff) ratios some examples:
The engine produces a certain hp/torque rating, but that's not the end of the story. Differential gear ratio (also known as final gear) changing a diff to better suit larger wheels/tires is a good idea and in some cases is a must. Final drive ratio is the product of your transmission gear ratio and the gear ratio of the differential that drives the wheel.
3.31, 3.54, 3.73, 3.91, 4.10, 4.30. The final drive (differential) gear ratio. Gear ratio is simply a number that defines the torque multiplication value that multiple gears can create.
(remember that lowering the ratio produces a higher number.) to find the ideal selection, multiply the final drive ratio by the redline speed in fourth gear (152 mph) and. This is known as the final drive, differential gear, crown wheel pinion (cwp) or ring and pinion. Determine percentage difference between 3.91:1 and 3.73:1 rule:
Hence, the manufacturers term it as the final drive ratio. I think using crawl ratio is ending the conversation too soon, just like only using engine hp/torque numbers and not talking about the rest of the drivetrain. Now on my 340 dodge i used a 5.38 gear at 6000 ft with a 26 in tall tire and at sea level i used a.
So if you got a final drive { diff } of 3.89 then with an od box you would end up with a final drive figure of 3.89 share 25% {od ratio } = 3.11 and a 3.70 would be 3.70 / 25% = 2.96 so a 2.96 final overall ratio will be better for cruise / mpg but, only if you got the power / torque to pull a higher gear. Final drive ratio is generally referring to the drive axle gear ratio. The diff ratio doesn't affect driveshaft speed, it is the relationship between the number of driveshaft revolutions it takes to make one revolution of the drive axle.
Next is a list of speeds vs rpm running low pro 22.5 tires. The final drive ratio is typically the gear ratio for the differential, or the final location where the gearing is altered before being sent to the wheels. But it can also reduce your top speed and fuel economy.
The final drive ratio is typically the gear ratio for the differential, or the final location where the gearing is altered before being sent to the wheels. If you increase the final drive ratio, each gear will have greater wheel torque, while sacrificing top speed. 62 mph=1390 rpm, 65 mph=1450 rpm, 70 mph=1625 rpm 2.47 gears;
Final drive is the differential ratio, but all of those terms leave out the last gear in the system, the tires. Another difference to notice is that, usually, electric vehicle have only one gear reduction, which is the one on the differential (final drive). How changing your final drive ratio can make your car quicker.
Gear ratio is simply the gear ratio of the mating gears in the transmission system. My ratio computer at 100 mph says the diff between a 3.73 with 26 in tall tire and a 4.10 with 28 in tall tires is 100 rpm diff. The ratio is calculated by using the number of teeth on the pinion gear (splined to the driveshaft yoke) and the ring gear (splined to the axle shaft).
The final drive ratio will reflect how many times the countershaft will rotate for every rotation of the rear wheel. Divide higher numeric ratio / lower ratio 3.91 / 3.73 = 1.048 , subtract the 1 which gives 0.048 convert to percentage terms 0.048 x 100/1 = 4.82 % Design criteria are candidates for increasing the final drive gear ratio.
The largest tow weight reported by gmcpc members was 9,800 lbs, which far exceeds the gm specification of 1,000 lb maximum tow weight. Stone you dont devide 2.82 by 0.83 you multiply it and that give you an overall 5th gear ratio with overdrive of 2.34. If you alter this ratio, it also alters every gear's effective ratio, thereby affecting the vehicle performance and economy.
The differential is the same on a w1114, w115, w116, w123 and w126 (first generation) a first generation w126 diff will fit on a w114,but wont fit on a 1986 w126. Now you can determine what fingal gear ratio you need for your average driving and speed. A final drive, is your diff ratio.
Raising the final drive ratio also means you'll be at higher rpm in your top gear, raising your engine's speed on the highway. As of 2019, a 4.1 axle ratio from the factory shouldn't cost much more than $50. Changing the final drive ratio heavily impacts the way the car behaves.
This gives us another reason to lower the 3.07:1 differential ratio. Besides the gears in the transmission, there is also a gear in the rear differential. This only shows the imbalance between the stock 3.07 gear ratio and the increased loads that some members have.
What is the final drive ratio? 3.73 = 4700 rpm and 4.10 = 4800 rpm. A car's gearing is all about compromise.
If you are switching to a final drive from a v8 to a car without v8, you have to switch the yoke, and with that the “spacer washer”. I see these two components with the exact same description but two different values from a stock 2009 chevrolet express 3500 van with a 6.0 liter v8. The reduction or gear ratio of the final drive is determined by dividing the number of teeth on the ring gear by the number of teeth on the pinion gear.
It provides a fixed reduction between the speed of the drive shaft and the axle driving the wheels.
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