Regearing from 275/55R20 to 35x12.50R20 on 3.73 gears

275/55R20 → 35x12.50R20 on 3.73 gears

4.1: 1 axle ratio

4.09 would be exact; 4.1 is the nearest ratio actually sold

Gear ratio needed3.73 × (35″ ÷ 31.91″)	4.09: 1
Nearest ratio you can buy+0.2% from ideal	4.1: 1
Tyre diameter+9.7%	31.91″ → 35″
Engine rpm at 65 mph — before275/55R20 on 3.73 gears	2,553rpm
— after new tyres, old gears8.8% lower — this is what feels wrong	2,328rpm
— after regearing to 4.1back within 0.2% of stock	2,558rpm
Effective ratio nowwhat the bigger tyre has already done to your gearing	3.4: 1

Notes

Fitting 35x12.50R20 on 3.73 gears is the same as regearing to 3.4 — a taller ratio you did not ask for. At 65 mph the engine drops from 2,553 to 2,328 rpm, which is why a truck feels lazy and hunts between gears after a tyre upgrade.
Axle ratios are not continuous. 4.09 is exact, but you buy from a short list: 4.1 is the nearest, and it lands 0.2% numerically higher than ideal. That is close enough that nobody would feel the difference.
Regearing means both axles on a four-wheel-drive vehicle, not just the one you notice. Mismatched front and rear ratios bind the transfer case on any surface with traction, and it is an expensive way to find out.
Everything downstream reads off wheel speed. The speedometer, odometer, ABS, stability control and the transmission shift schedule are all calibrated to the original rolling diameter — a regear that restores engine rpm does not by itself fix the speedometer, which is a separate recalibration.
Geometry only, no fudge factors. Real moulded sizes vary a few millimetres between brands, and a worn tyre is up to ⅜″ smaller in diameter than a new one.

Bigger tires are a gear change you did not ask for

Going from 275/55R20 (31.91″) to 35x12.50R20 (35″) on 3.73 gears leaves you with an effective ratio of 3.4:1. At 65 mph the engine falls from 2,553 to 2,328 rpm — 8.8% — which is why a truck feels lazy and hunts between gears after a tire upgrade.

The ratio that puts it back

4.09:1 exactly. But axle ratios are not continuous: you buy from a short list, and the nearest is 4.1:1, which lands 0.2% from ideal. That brings 65 mph back to 2,558 rpm.

Both axles, not one

On a four-wheel-drive vehicle, regearing means front and rear together. Mismatched ratios bind the transfer case on any surface with traction, and it is an expensive way to discover the rule.

Regearing does not fix the speedometer

The speedometer, odometer, ABS, stability control and the transmission shift schedule all read off wheel speed and are calibrated to the original rolling diameter. Restoring engine rpm at the driveshaft does nothing for any of them — that is a separate recalibration, and on most modern vehicles it is a software change rather than a part.

Geometry only

No manufacturer fudge factors here. Real molded sizes vary a few millimeters between brands, and a worn tire is up to ⅜″ smaller in diameter than a new one — both smaller than the difference this page is showing.

Nearby sizes

Recalibrating a Speedometer After a Tire Change: Four Routes, and How to Verify It WorkedOn most modern vehicles the tire size is a stored number, not a mechanical ratio. Where that is true, correcting it takes minutes; where it is not, the options get physical.
Plus Sizing Chart: Wider Tire, Shorter Sidewall, Same Rolling DiameterPlus sizing trades sidewall for wheel and keeps the overall diameter where it was. Done properly nothing on the vehicle notices — which is the entire point.
Bigger Tires Change Your Gearing — Here Is How Much, and What to Re-Gear ToA larger tire is a gear change nobody installed. The effect is the same as swapping the differential for a taller one, and the arithmetic is a single ratio.
Will 33s Fit Without a Lift? Often Yes — the Rubbing Happens Where You Are Not LookingMost stock trucks clear a 33-inch tire driving in a straight line. Fitment is decided at full lock over a bump, which is the one condition nobody tests in the parking lot.