Quote:
Originally Posted by bondvagabond
While I agree on the highway mpg similarity between auto trans with lock up torque converter and manual trans with same overdrive ratio, my torque converter was slipping and it was actually cheaper to do this swap than repair the auto trans because of my scrounging/fabricating.
The 20.4 mpg 300+ mile baseline trip at 70mph was with a slipping torque converter.
Also the manual trans gives me the option of going slower in direct drive for an efficiency bump, and at city speeds the 6 speed manual should win.
Any input on order of operations for my proposed mods, after finishing trans swap? The goal being to go from greatest %mpg increase/$ to least of course.
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*The corporate guys do the load reduction first,with say,all synthetics,LRR tires,and aero,then try and match the gearing to get the engine to it's sweet-spot as far as BSFC goes.
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*For all tires sold in the state of California,the law requires that coefficients of rolling force be provided to the consumer.If when you shop for replacement rubber,you should be able to get this info.
*You may already have all-synthetic lubes in the van.
*Aero drag reduction would provide the greatest savings on the HWY.Around town it wouldn't mean diddly-squat.You'll have to consider your needs 'n see what might fit in.NASA got to Cd 0.238 and had still left some fruit on the tree.
*Weight reduction is kinda meaningless in all-highway operation.Adding a half-ton to my CRX only cost me 2 mpg.Around town,weight savings WOULD mean $ savings.