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I might be the 1 guy the taller tire might benifit, thanks for posting this.
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Chris:
We talked about this in another thread which was converted into a R&P swap thread. We were trying to get to the use of different circumference wheel / tire packages to increase / decrease final drive ratio which might prove cheaper than a R&P swap.
W/your 7:31 (that's 7 to 31, not 7.3.1 as I've seen it around the board) you could benefit from increasing the overall diameter of your rear tires (assuming you are keeping same wheels). If you run 15X6 fuchs like me, then extra sets of wheels are cheap and you can mount the extra / different sizes on a second set.
In my case, I regularly swap between 195/60/15 and 205/50/15. In my 356 it is worth about 3-400 rpm at the top end (using the 195/60/15). Makes a difference in motor longevity also as you may not be winding it out in every gear.
As long as you don't increase the sidewall height significantly, i.e. from a 45 to a 60, then I think the extra revs will outweigh (perhaps) the narrower tread width. You won't know until you try it. To really get into it you have to factor in torque curves, rpm power bandwidths, rpm drop between gears, aero resistance in top gears, etc... But, with a 3.6L and lots of torque, I don't see how this would hurt you. Borrow some wheels / tire and try it one DE.
I've done some experimenting and the difference in the two sizes that I run and the
tread width is 1/4 to 3/8" of an inch at most. [between a yoko 008-R and a toyo RA1]. As Tony mentioned, you might end up with very similar tread widths although on is a 245 and another is a 255. Spend some time on tirerack.com.
FWIW
Emery:
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For a track like summit point, with lots of turns and relatively few opportunities for top gear, is it generally wiser to go for wider tires and more traction or narrower tires with lower profile - assuming a choice has to be made?
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I think this answer depends. Are you running out of revs in key corners (before track-out of most turns)? Is your 24.85 diam in the meat of your power curve in most gears? What would happen if you ran 2-300 rpm higher / lower in each gear? Picture where you shift and what the additional or fewer rpms would mean there. Also, if you have extra rpms in one corner it might translate to greater speeds carried to the next b/c you won't have to upshift and then quickly d-shift (thinking T2 - T3 stretch). Even "power shifting" takes time
More grip is always better until a point. Wider = more rolling resistance and on a high speed track like Daytona, a wider tire width (and accompanying bodywork) will decrease top end speeds. At SP I would go for grip over top end. Also, unless you have the extra hp to move the extra rubber ... it may work against you.
Volumes are written on this stuff. See the thread on books on track driving and car setup in another thread on the board.
Good luck.
Jase