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And this seems to be a common issue with modern manual vehicles. Some vehicles are geared to high- like the Focus SVT. And some vehicles are geared too high and too low- like the RX8 where 1st gear goes to 40mph in a car that needs 5k rpm to make real power, but then you are running at 4k rpm at 80mph in overdrive 6th gear. And then some vehicles are geared too low- like most small engined sub/compacts. Why is it so hard to give a low 1st and 2nd gear, but also give an overdrive that runs the engine at a super low rpm at highway speeds?

I think part of the problem is the transmission versus final drive issue. Most of a vehicle's gearing comes from the final drive ratio. But then we have the 'I don't want to have to downshift when using cruise control.'

Problem, which is why I really think many lower torque/power engined vehicles have such low overdrive gearing. It's completely a design decision. You can make a practical and easy-to-drive wide-ratio transmission with a stump-pulling low (short, numerically high) first gear ratio and a really tall (numerically low) top gear ratio for quiet and economical highway cruising, and you'll get complaints because the car doesn't accelerate in top gear without downshifting. Or you can make a sporty 'close ratio' transmission that is more suited for a racing application where you need to be as close as possible to maximum power output in the range of road speeds that the car is normally expected to operate.

But it'll be harder to pull away from a stop and you'll lose the quiet, low-revving, economical top gear. TECHNICALLY there is nothing stopping either approach from being done. The VW TDI cars have a wide-ratio transmission, and some folks (including myself) install an even taller top gear. (100 km/h = 1850 rpm with what I have.) If I want acceleration. My motorcycle has a close-ratio 6-speed. For racing, it's fine.

But for a road bike I sure wish the first 5 gears had the same ratio span as all 6 do now, but with an extra-tall 6th. As it is now, 5th and 6th are only 7% apart. What's the point? Could have made 2nd 2% taller, 3rd 4% taller, 4th 6% taller, 5th same ratio as current 6th, and lost NO appreciable performance. And made 6th about 25% taller. The entire ratio spread between 1st and 6th.

As it is right now, is only about 2:1. One of the reasons a good many newer 6-speed auto trannies have been getting equal or better fuel consumption ratings than the manual tranny in the same car, is the ability to have a really wide ratio span and a really tall overdrive 6th; if the driver wants acceleration, it just downshifts. Some of them have a 1st gear ratio around 4:1 and a 6th around 0.62:1, a 6.5:1 ratio spread, and the torque converter adds even more on takeoff from a stop. They are finally starting to figure it out (again) with cars like the Elantra Blue, Cobalt XFE and Cruze Eco. The Cruze Eco, for example, has a 3.83 axle ratio, short lower gears and tall top gears (fourth, fifth and sixth are overdrives!).

Its first gear is a short 4.27 for good pull off the line, and 6th is a really tall.61 for low revs on the highway. At the redline it will do 30 in 1st, 60 in 2nd, 100 in 3rd, and a theoretical 138 in 4th, 180 in 5th and 218 in 6th. 80 MPH in 4th equals just 3800 RPM -- that is lower than top gear in my old Civic Si (it turned 4100 at 80). 80 in 5th = 2900 and 80 in 6th equals just 2400 RPM. Long drive pe chal dailymotion.

6th gear on the shifter is clearly marked with a green outline to indicate it is for mileage and that there won't be much reserve power available. But if one is driving in cut-and-thrust traffic or in mountainous terrain, just put it in 4th and leave it there for revs similar to a traditional econobox. I have to admit that this kind of setup is very, very appealing to me. Kodak printer troubleshooting 5300. The transmission in the 2010-2011 base Accents is, IMO, nicely geared; much better than the previous years. 1-4th are relatively low to keep the engine working while 5th gives you 2500rpm at 60 mph.