Those with 4.10 gears, questions

never fear the gear. 410s and dont look back

what he said +84932

The_Mustang said:

I aquired a 94 GT that needs a little work to get it road worthy. Since the body is in perfect condition I'm going to use parts from my current 94 GT to get this other one on the road.

The person I bought the car from said it had 4.10 gears in it as well as a fully rebuilt trac-loc. Is there a big difference between 3.73's and 4.10's? I'm used to driving around with 2.73's, will there be a big difference?

I'm not too concerned with fuel economy with this car, I just want something that's snappy. I've never had or ridden in a car with this much gear and wanted some insight on what to expect. Mainly because I have the option of swapping my 2.73 geared rearend into the new car.

Click to expand...

You see a lot of talk about the difference between 355's & 373's

You ask about the diff between 373's and 410's

Just use your common sense and do the math

It don't take a mental giant to see there is a good bit more of a jump
with what you speak of here

Now ... A rule of thumb with gear ratios is ...

1/4 of a turn is very subtle or barely noticeable
and
You gotta go about 1/2 of a turn to notice much difference

therefore

Your perspective of driving around with 273's and jumping up to more
than 1.25 of a turn is going to make a VERY BIG difference to you :Word:

Grady

I went from 300rwhp with 2:73s to a direct swap to 4:10s.

Went from feeling dog***** slow to REALLLY REALLY fun and frying the tires everywhere.

They are awesome. Highly recommended.

Adam

Well ... Gears like other hot rod parts

They should be selected based upon application

As I see it .........

Two main points are to be looked at when talking gear ratios
when you are talking about a street car

1 Highway use
2 How the car has been or is to be modded

Lets start with 1 first

No matter what you do to the car .........
you'll highway cruise at a rpm based upon ratio and tire size

This is not open to debate or opinion

Its really nothing more than simple math

Now that we've put that to rest

How about looking at #2 and lets stay with a NA application

If this thread goes into a pa application ......
somebody else can take the ball and run with it

Torque Curve or Power Band potential comes into play here :Word:

Two examples to help explain
Stock Stang
H/C/I Stang

We all know the powerband of a little stocker Stang
It starts to peter out before 5K

Our h/c/i Stang will have two very different powerband aspects
a) It has been shifted up
b) It has been extended

This needs to be seen because a steep set of gears will act very
differently in each of our example Stangs here

You see ... Our h/c/i Stang example will have around 1K or perhaps a bit
more additional rpm to work with that the little Stang just doesn't have

You put a steep set of gears in a stocker and it just whips through
the gears cause its powerband is so short

That is why you often see peeps on these forums crying about
how their 1st and 2nd gears are too quick

And as we said above in this post .........
If you go to the strip a lot
or
You are a pa kind of guy

Those applications will dictate some considerations of gear choice

Summing up ... It is my hope to show that the same gear set is not
optimum for all applications

Grady

I went from 2.73 to 3.55 in a previous stang and the feeling was HUGE. Going to 4.10's will leave a huge on your face. Im also swapping over to 4.10's pretty soon from my current 3.73