Quote:
Originally Posted by JulianEdgar
OK, you have not understood how throttle stop testing is done, and you refuse to acquaint yourself with how it is done.
That's fine, but it basically makes your criticism worthless.
- BSFC and thermal efficiency are completely irrelevant to throttle stop testing. You really have to stop applying your existing schemata and think about is actually being discussed, not what you automatically think is being discussed.
- Throttle stop testing is not done at full throttle. That's why it is called 'throttle stop testing'.
- Gearing is irrelevant to throttle stop testing, except it should be done in the highest gear.
Look, don't worry about it. You don't understand it, haven't done it and are quite confused about it.
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1) If you have reduced aerodynamic drag, you've altered the BSFC of the engine.
2) You're operating the engine at a load that it was never designed for.
3) Unless the topography of the engine's BSFC map is exceedingly 'flat', it will fall to a less efficient island of specific fuel consumption. It's not negotiable.
4) Powertrain efficiency varies as a function of transmitted power. If your aerodynamic modification lowers the road load on the car, it cannot be presumed that the powertrain will have the same mechanical efficiency as prior to the modification. It's become an unknown.
5) Between the BSFC and Powertain, you now have two unknowns.
6) If your basing aerodynamic performance upon mpg, you'll never be able to actually parse out what went to what.