I see these shift calculators out there but am not really understanding the results. May be because I’m inputting the data in wrong. May just be because I go by the feel and know no better.

I have done the 5.0 (2000 Explorer) and M5R2 (03 f150) swap and really enjoy it quite a bit. For all intents and purposes, we can consider it stock but I’ve done the bolt on’s (intake, headers,exhaust). There isn’t too much power gained with just the bolt on’s to really justify massive changes in the math.

So, with these numbers posted below, can anyone tell me what my shift points should be for best acceleration?

2003 f150 M5R2 gearing:
1st -3.90
2nd -2.25
3rd -1.49
4th -1
5th -.80
8.8 = 3.73

2000 5.0 Explorer:
215 HP @ 4200 rpm
288 TQ @ 3300 rpm

Tire size:
275x60x15

This is just a project street truck I’ve “babied” through the years. I did have the 4406 4x4 transfer case installed, but have since went back to the 4404 awd transfer case. It rains a lot and ripping corners has proven to be very fun.

BTW, I have a complete 4406 conversion for anybody who wants it. Includes the shifter, shift plate, shift linkage, rear drive shaft (applications vary), and of course the 4406 manual transfer case. May post it up in the classifieds when I find time.

Any help is appreciated.

 

I suppose I need a true “gearhead” to help me figure this out.

 

Well, I have one lesson learned. I found that launching from a dead stand still into a turn, I can make the tires rip. I honestly was expecting clutch slippage or the front diff to blow out but they weren’t the issue at all. In fact, everything held up rather well under full load.. except the front driveshaft. It is toast.

The weak link turned out to be the dome shaped rear cv joint. Completely sheered off inside, like sticking a blender into a bowl and losing the blades. Anybody know if there are joint upgrade options I can pursue?

 

For best acceleration? That would be your redline.

Sorry if it sounds snarky but that is how it is done at the dragstrip where it is all about acceleration.

 

I gotcha. I found the M5R2 to be quite capable if I allow that quick first gear to get me high in the rpm range. Then it’s just a matter of keeping it there through the rest, but the hard part is already done.

Took out the front driveshaft today. Turns out that there are no blades per day, but several grooves that have a large ball bearing each. Interesting. Might be able to post a pic in a bit. Headed to the JY now for a replacement shaft.