It's all based on your torque curve and gearing. With that, I you find the tractive effort for each rpm. The shift point is where the TE curve for each gear crosses when plotted with MPH being the x-axis. It's pretty simple, download my spreadsheet (see my webpage in my sig) and enter your torque curve in the green box. Your shift points should popup automically in red as long as your tractive effort curves actually cross each other, if not, you'll get errors. In your case, I just predicted the torque at 6000 and 6500 rpm to get them to cross.
That's the biggest drawwback to building a high-hp car, it usually means the torque lies high in the rpm band and can put your optimum shift point in a zone where you'll never actually use it. Now if you had a high revving valve train and a 306 long rod, that might be a whole different story
Ernie, I wouldn't rev it that high anyway, not unless your motor is built for it. The stock valvetrain can't do much past 5500 rpm! With the stock valvetrain, I would say shift around 5000 rpm-5500rpm depending on the condition of the motor just to be safe.
Ernie, I wouldn't rev it that high anyway, not unless your motor is built for it. The stock valvetrain can't do much past 5500 rpm! With the stock valvetrain, I would say shift around 5000 rpm-5500rpm depending on the condition of the motor just to be safe.