Well, light travels faster than sound,💡 so I'm going to start looking at the rev counter instead of listening, I need all the time reduction I can get
accelerating and changing up was fine, but I had a disaster when I needed to turn, reduce speed and drop gear at the same time. Auto for me 
I tried manual the other day and I was all over the place
No guessing blind skiers have only one gear like electric cars.
Do they shift at the redline or earlier?
Without sufficient Torque, you will not be able to accelerate to that RPM in certain gear. Sufficient torque surplus translates into raw force that counters drag and resistance and accelerates you to the desired velocity(or RPM). You may have all the power in the world, but try accelerating from 0 to 60 in 6th gear. Trick is to shift gears high enough in the RPM band, so the RPM's in the next gear do not drop to much below the max tourque value.That was a perfectly valid analogy but I see when people run out of arguments they just throw some swear words at their opposing side.
When I push down the throttle pedal all that matters at any time is the horsepower coming from the engine (at least when going in a straight line), and even if torque is the main contributing factor to horsepower it doesn't matter one bit how that horsepower is produced.
Maybe pictures help...
Not a PSVR thing. Obviously PVSR gauges work the same way that in cockpit view. In which many times the red line is different from the game gauge.
Not convinced. The only thing that accelerates mass is excess force. That force comes directly from tourqe. At max bhp, your torque starts to drop, and you do not have any more force to overcome increasing drag and acceleration stops. In other words your speed stagnates. Bhp is for high speed, but only high torque will get you there fast. I would actualy try to shift just pass the torque peak, so as the rpm drop, tourqe starts to rise back up.
Uhm, I have a guess. Because as the gearing gets higher, they use smaller and smaller cogs. Smaller cogs are increasingly harder to rotate, and so a car in first gear (which has the largest cog, and therefore easiest to spin) can immediately put down its full power whereas a gear in its highest gear (and therefore the smallest cog) will not be able to spin the smallest cog at the optimum RPMs quick enough, and so it drops out of the optimal powerband and "bogs" down. Hopefully my guess is somewhere closeI'll give a clue. Doing your own research is better.
Ever wonder why the rev range gets narrower as you go through the gears?
Ever wonder why when you shift, the revs land on a specific number?
Or why cars can peel out in first, but not sixth?
)
Uhm, I have a guess. Because as the gearing gets higher, they use smaller and smaller cogs. Smaller cogs are increasingly harder to rotate, and so a car in first gear (which has the largest cog, and therefore easiest to spin) can immediately put down its full power whereas a gear in its highest gear (and therefore the smallest cog) will not be able to spin the smallest cog at the optimum RPMs quick enough, and so it drops out of the optimal powerband and "bogs" down. Hopefully my guess is somewhere close
EDIT: @FKAustria1911 got me first (and has a better answer
The Corvette is faster because it has more HP in the lower RPM range, simple as that.
My point is not that the max. HP is a useful number and that max. torque isn't. The max. values alone are both useless.
My point is that to know how the car will accelerate I primarily want to have the HP over RPM diagram. Of course that could be calculated also if you had the torque over RPM curve. But if I have the HP over RPM curve why do I need to talk about torque, it doesn't add any information. And I will not shift where the torque is this or that but where the HP is this and that.
And for the M4 I will shift so that I will always stay between 5500 and 7500 RPM because power is a flat line there. If you end up below 5500 RPM when shifting you will lose time and if you shift past 7500 RPM you will also lose time.
This information can be directly seen from the blue power curve, while the grey torque curve contributes no additional information at all.
Sure if car A has more max. torque and car B has more max. HP then it is certain that car A will have more HP than car B somewhere in the RPM range, and that is why it *might* be faster. But you can only say for sure if you see the curve, and better the power curve than the torque curve, as there you can see it directly (all other things like weight equal).
Here is another example, this is the diagram for my CX-5 G192 with 192 HP and next to it the 175 HP Diesel (says Mazda 6, but they use the same engine in the CX-5):
So the Diesel has 17 HP or 12 kW less than my naturally aspirated gasoline fueled G192.
But it has 420nm max. torque while mine only has 256nm, so the Diesel has a more than 50% higher torque than my G192.
And guess which car will accelerate faster from 0 to 100 km/h? My 192HP G192, not the Diesel! (and not because the G192 engine is a bit lighter than the Diesel engine)
Sure I would have to rev my G192 like crazy close to 6000 RPM all the time and the Diesel will push forward much better at lower RPMs, because it has more *power* in that range. But still to get the max. out of the Diesel you look at the blue power curve and not at the pink torque curve, you would try to stay at ~4500 RPM where the max. HP is on the blue curve and not at ~2000 RPM where the max. of the violet torque curve is.
And if I would shift my G192 around the max. torque at 3250 RPM I would be completely screwed and probably take 20s from 0 to 100 km/h instead of 8.1s.
