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ENGINEERING · F126 · REFERENCE

Optimal Shift Points.

The RPM at which the next gear's power exceeds the current gear's. Up-shift here for maximum acceleration — earlier costs you wheel force, later lets the engine sit past peak power.

ENGINE TEMP TYRES GEARS

GEAR-CHANGE DATA

8 GEARS · EQUAL-POWER CROSSOVER · F126
GEAR CHANGE RATIO STEP (NEXT ÷ CUR) OPTIMAL UP-SHIFT RPM POWER AT SHIFT (kW) ROAD SPEED (km/h)
1 → 2 0.7529 12,943 374.8 103.8
2 → 3 0.8015 12,543 391.6 133.7
3 → 4 0.8286 12,354 398.5 164.2
4 → 5 0.8477 12,221 403.2 196.1
5 → 6 0.8644 12,107 407.2 229.2
6 → 7 0.8784 12,040 409.6 263.6
7 → 8 0.8929 11,979 411.2 298.6
8 (hold) — 13,100 368.1 365.7

UP-SHIFT RPM PER GEAR

EQUAL-POWER CROSSOVER · F126
11,500 12,000 12,500 13,000 12,943 1 → 2 12,543 2 → 3 12,354 3 → 4 12,221 4 → 5 12,107 5 → 6 12,040 6 → 7 11,979 7 → 8 13,100 8 (hold)
Up-shift point
Peak-power gear (7 → 8)
Top gear · hold to limiter

METHODOLOGY

HOW THESE WERE COMPUTED
  • Road speed is continuous through the shift, so the relevant comparison is wheel force = Power ÷ Speed.
  • Optimal up-shift = the point where the next gear's power (at the lower corresponding RPM after the ratio drop) overtakes the current gear's. Capped at the rev limiter.
  • Speeds are theoretical (zero slip, zero drag) with a rear tyre radius of 0.354 m.
  • The bottom row is the top-gear hold to the limiter — no further up-shift, but the RPM shown is where peak top-end power sits.