Quote:
Originally Posted by Dynomite
That is a correct statement by Marc. At any specific engine rpm when compared to before and after differential gear change your wheel rpm has gone down and your wheel Torque has gone up (Same wheel Horsepower after drive train losses). This compares to the same engine horsepower output at any given engine RPM (flywheel horsepower) before and after differential gear change.
Now the reason you might not "feel it" is because you have altered your shift points when comparing before and after shift points at specific vehicle speeds. You now have a useful 4th, 5th and 6th gear. When before you could top out the quarter mile in 3rd gear.
Oh...and I can spin my tires in 1st, 2nd, and 3rd gears 
See Tech Info - LT5 Horsepower and Torque Calculations
I happen to like stock rear end ratios as I can get that 28mpg cruising in sixth at 70 mph 
See rotating mass discussion and effects on Horsepower Tech Info - L98 Frisbee Horsepower
Hi rhipsher 
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Oh no, don't get me wrong: I do NOT doubt Marc. I fully understand the physics of his claim and I know it to be true. My issue is with the EFFECT of the "upgrade". So much was made of it by many that I think I just expected too much. However, going by just the numbers, I think you can understand why I expected a pretty drastic difference. I figured my car (Marc's chip, open exhaust) with stock gears was getting roughly 340 lb/ft of torque to the rear wheels at peak. Multiply that 1.18 and I'm over 400 lb/ft at peak. On paper, that is a DRASTIC difference in twist and I expected a big SOTP effect that I did not realize.