I concur. Since my truck was tuned and set up to shift @6300 it pulls hard up to it and when it shifts keeps it closer to the powerband.

It's noticably faster than a 6000 shift.

 

butt dyno vs chassis dyno.

 

I compared 0-90mph times on each adjustment I made while tuning. Not a dyno, but real world improvements were made.

 

You can say it pulls hard that far up, but you're not entirely correct. The reason you're gaining ET when you shift higher on a stock cam is the fact that you are pulling higher in the RPMs, allowing the truck to be higher in the RPM band when you shift into the next gear. Sure, you're pulling hard... but you're losing power too. Look at a stock dyno graph and you can see that it is blatantly obvious. Your trucks don't defy laws of physics and motion.

Believe it or not, it's easier on your tranny to shift at higher RPMs too, because it isn't working it as hard lugging at the lower RPM. Let your engines do the work so the trans doesn't have to.

I'm running stock shift points right now and love it. It's getting a cam next month and a 3500 stall... we'll see how high we can go then. 6300 is not out of the question.

 

Have you seen a graph that goes any higher than this one? This was all I could find and really isn't useful in this discussion since it cuts off at about 5800.

 

6300 here

 

You're arguing two different things. Yes power falls off but shifting slightly higher to land higher in the rpm range can decrease et just as well. On ny gt2-3 cammed lq4 shifting at 6400 nets better 0-100 times because the shift recovery is better with the tight converter I run. This isn't as important with the 6l80es due to their better gearing but its still noticeable. That's why you put a truck on the dyno to set timing and fuel, then use the track to set shift points. Power alone doesn't equate to the quickest et.

 

Exactly, tune it to get the most power you can, then also tune it to make it the quickest that you can with the power that you have.

 

thanks for the input

 

I don't see where you got this logic from.

Clutch engagements/disengagements are were the real impact force comes from. Higher RPM is a LOT of extra energy to deal with. This is proved by the increased pressures (and therefore volumes of fluid) used.

Spin a fan at 5 rpm and stick your finger in it. Now spin the fan at 500 rpm and stick your finger in it. Which does more damage?