Before I get too far into this habit, are there any long term ill-effects of short shifting 1-2 at around 2k-2500, and doing more of the accelerating in 2nd?

This is the M46 with the big ratio drop between first and second. The issue is the time it takes for the revs to drop off and match into second.

Thanks.

-- Kane

--
Blossom II - '91 745Ti/M46 ... Bubbles - '74 144GL/BW35 ... Buttercup II - ???

I always short shift 1-2,and the rest I usually shift around 4,000 rpm.Unless I'm hitting an interstate ramp. I don't see much need in revving the piss out of it just because.Most engines develope their power and useable torque well below redline,besides that when internal parts start to stretch,bend and brake.

OK as long as you don't end up at such low rpm in 2nd that you ping. There can be a tendency to ping if using cheap gas and accelerating hard at low rpm so that you build boost. The knock sensor will catch it within a second or two and retard timing, reducing power, but saving the engine from abuse. If the engine sort of bogs after you shift or feels really flat, you probably shifted too soon. The 90-95 turbo motors make good power from maybe 1800 rpm, so you'll have to experiment a bit with the shift point to find out what puts you around 2000 rpm after the shift.

For maximum acceleration, some people do short shift at maybe 5000 or 5500 rpm rather than wind out 1st to 6000 rpm. Again, you would have to experiment a bit, bearing in mind that sometimes what feels fast is not really faster. You would need a GTech or trip to the track to be sure.

Philip Bradley

It's not for maximum acceleration - this is about the typical bumper-to-bumper SoCal drive. Key issue is whether I'm overstressing 2nd gear or not.

No issues with pinging - premium only. I lose nearly 2 mpg using regular unleaded.

-- Kane
--
Blossom II - '91 745Ti/M46 ... Bubbles - '74 144GL/BW35 ... Buttercup II - ???