Too bad to read you couldn't follow, this isn't really rocket science, but let me try again:

Yes, I do not agree with your upper statement. Adhering to the definition of gearing ratio you posted (so spur/pinion), increasing gearing ratio (so bigger spur or smaller pinion) will increase Torque at the wheel-axle and lower top speed. The increase in Torque at the wheel-axle, will indeed increase angular acceleration of the wheel; so far we do agree (I thought that was clear from my earlier explanation...). The mistake you and many others make however, is assuming that this increase in rotational acceleration of the wheels automatically leads to an increase in longitudinal acceleration of the vehicle. By doing that, you are assuming that the power-plant is not able to put out enough power to break traction... This might be true for small, weakly powered brushed set-ups (or when driving the average gas car to work), but it is not remotely true for the typical 1/8 brushless power-plants.

Personally, I have never been able to gear a brushless car high enough (i.e., low enough gear ratio in your spur/pinion preference - if anyone's confused now, blame Kms with his wiki reference ) to not be able to break traction anymore for a big part of the speed range.

If you're really an engineer, ask yourself: do you really think a car set-up that is able to break traction already over the first portion of the speed range, will be able to increase acceleration (of the car! not the increase in wheel RPM ) in that speed range by gearing down further (higher gear ratio in your spur/pinion preference)? If in doubt, consult your F1 team mates .