Been driving more assertively lately

[Kodak]

Originally Posted by JRMichler

My 4 cylinder Canyon is definitely not a performance oriented setup, but I get the same results as Old Mechanic. So I accelerate at 13 to 14 lbs MAP and shift at 2500 RPM. I get good mileage while keeping up with traffic.

Even from 2nd to 3rd? I assume we're geared the same. When I up-shift from 2 to 3, rpms drop 1k, so a 2500rpm shift puts 3rd at 1500 rpm, which I consider to be the lowest usable end. 4 and 5 are fine at 2500 or even a hair lower depending on the situation. Lately, I've been taking 2nd gear out closer to 3k, except for city driving.

[suspectnumber961]

Reasonable acceleration up to cruising speed is most efficient...but where you gain the most mpg is when you coast up to stop signs/lights and coast up to corners while avoiding the brakes as much as you can stand....that and cruising at a reasonable speed on the highway.

I accelerate usually within the oval (2200-2700)...although up to 3K is probably as efficient. This is pretty quick with a 130 HP engine.

Once I hit 45-50 mph...I'm in cruise....or coasting down for the next run up.

The bottom line at ~1800 rpm is where I typically cruise in 4th (OD) highway.

The middle line is from when I started and would try to keep rpms under 2K at all times....saw no loss of mpg from using more pedal.

The "245" area is the most efficient....why the car isn't geared to utilize it...don't know. Well yes I do...it's geared for the FAST and the FURIOUS.



note: I didn't invent any of this...I'm only following in the footsteps of the fools who went before.

[JRMichler]

Originally Posted by Kodak

Even from 2nd to 3rd? I assume we're geared the same. When I up-shift from 2 to 3, rpms drop 1k, so a 2500rpm shift puts 3rd at 1500 rpm, which I consider to be the lowest usable end. 4 and 5 are fine at 2500 or even a hair lower depending on the situation. Lately, I've been taking 2nd gear out closer to 3k, except for city driving.

Especially from 2nd to 3rd. If I'm stuck behind GrannyGoSlow, I'll upshift at 1500 RPM. If I'm pulling out into highway traffic, I may shift at 3000 or more. On a short on ramp, I'm willing to redline it in 2nd. My truck has the 3.73 rear axle ratio and 2% oversize tires, so turns slightly over 1800 RPM at 55 MPH in 5th.

On a perfectly level road, and if I'm not in a hurry, I will be in 5th at 20 MPH. It will accelerate from that speed at 8 or 9 lbs MAP. I don't do that very often, only when traffic prevents more efficient driving technique.

[actwithclarity]

Originally Posted by suspectnumber961

I accelerate usually within the oval (2200-2700)...although up to 3K is probably as efficient. This is pretty quick with a 130 HP engine.

....

The "245" area is the most efficient....why the car isn't geared to utilize it...don't know. Well yes I do...it's geared for the FAST and the FURIOUS.

When you say your engine can't operate at the "245" area, do you mean that on flat ground / normal air resistance the load will not be high enough at 2200-2700 rpm to get into that area? (otherwise I must understand that graph wrong lol)

[guudasitgets]

overall I see better MPG when I take it easy

[comptiger5000]

I find that even with an auto, I can accelerate normally or get on it a bit, and I get about the same mpg, so I tend to have a little fun at times (6.8 0-60 stock and dropping as I do more to it). Babying the throttle hurts it a bit.

[suspectnumber961]

Originally Posted by actwithclarity

When you say your engine can't operate at the "245" area, do you mean that on flat ground / normal air resistance the load will not be high enough at 2200-2700 rpm to get into that area? (otherwise I must understand that graph wrong lol)

It is an auto...so control is limited some...but decisions are easier.

The issue is probably gear gear ratios/converter slippage in 2nd and 3rd...if it was geared higher in these 2 gears...LOD would be higher (throttle more open to compensate) and thus you'd be in the "245" area...until you hit OD...when it would drop back to the lowest line? In OD is where "flat ground / normal air resistance" come most into play.