Quote:
Originally Posted by Old Tele man
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...however, the BIGGEST change was WIND & DIRECTION. In AM winds were almost always none, but in PM they were always higher, but often in diametric different directions--sometimes WITH my direction, sometimes AGAINST my direction.
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With the vehicle I drive, and where I live, the wind is also the predominant predictor, the temps can be quite constant. As I am not a commuter (yet another differential between different drivers in re vehicle use) the winds of this area -- much higher than most of the US (we are a wind power producer and wind sailing "destination") -- and the lack of terrain change, it factors highest. Steady 20-30 mph winds with gusts 1.5 to 2X that much will do that.
Question for others: One sees other diesel drivers complain about "winter fuel" (in the areas where necessary) being a factor in reduced FE from October through about May. Based on an above chart (bwilsons long term graph) I have thought for some time it has to do with intake temperature even for a turbodiesel (plus coolant temps).
Is there a "correction" (as with HP production at altitude) for temperatures? I am wondering if one can compare an otherwise given vehicle across differing climates (leaving altitude alone for now)? Or is there too much to take into consideration? My question may be badly put. I am interested in prediction. Thanks.
(And, like unto you, bwilson, I did my science/engineering with "ID Rocks Geology, 401" and "Physics for Non-Physics Majors (+ a touch of stats), 401" as a double-major History & Philosophy student, ha! Keep the innumerate away from formulae beyond parsing language with formal logic!!
Gerrhammers E-Z [especially in a society devolving to illiteracy]).
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