So as a recap and to make sure I have this right:
1. The big hog isn't the transmission as much as it is the torque converter. After you guys mentioned the TC, I've been watching some videos about torque converters (thank heaven for Youtube!). Basically, the less "slippage" the TC has the more efficient (albeit w/ minor driver discomfort).
2. Highly generic and oversimplified order of efficiency: manual (good driver)> dual clutch auto (driver can manually switch gears if need be)> centrifugal clutch CVT> torque converter CVT (if that's a thing)> locking torque converter auto > old automatics (with lots of slip)
[and somewhere in there would be the inefficiencies of lower amount of gears vs. higher amount of gears (i.e. 2, 3, 4 gears vs. 5, 6, 7, 8 & 9 gears)]
Q's:
- Can a manual swap really produce an increase of 10MPG?!
- Many of the videos I watched mentioned the TC will increase the torque put out by the engine. Can someone explain how that works exactly and is there a way to increase the amount it increases it by (i.e. an electric motor which forces more fluid through faster, or something)?
- Does the ATF in the TC ever leave the TC and back into the trans. pan or is it just revolving back and forth between the pump and turbine?
- In an automatic, is there a such thing as too many gears? I guess if you were planning on having a lot, then a CVT would be better?
- According to Wikipedia, the dual clutch is an automatic, but the driver has the ability to manually shift (with automatic shifting, no clutch) I've seen these before, with the gear shifter having extra gear options, but did not know what gave it that ability. So a DCT is sorta like a manumatic?
Thanks as always for the help!