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Old 12-15-2019, 11:53 PM   #11 (permalink)
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Quote:
Originally Posted by roosterk0031 View Post
My guess is to get the engine load high enough to get to more efficient BSFC range the ECM with kick in turbo enrichment reducing the effectiveness of P&G, and some people think that its hard on the turbo to stop and start the oil supply especially after a 90% burst of acceleration.

I wouldn't EOC with my1.4t Cruze if I got to drive it much even if it had a manual. P&G with engine on coast is hard to beat steady speed at the average speed of P&G IMO.

8 banger 6.0L SUV 379HP still get 25mpg highway
3 banger 1.0L sub-compact barely gets 46mpg


for having 1/6 the amount of displacement it still only get less then 40% more fuel mileage?

also the best MPG i have gotten was 31MPG in the city with the 6.0L

this battery only has like 15 or 20% capacity left too 11 years old


Last edited by Tahoe_Hybrid; 12-15-2019 at 11:58 PM..
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Old 12-16-2019, 06:20 AM   #12 (permalink)
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Quote:
Originally Posted by Tahoe_Hybrid View Post
8 banger 6.0L SUV 379HP still get 25mpg highway
3 banger 1.0L sub-compact barely gets 46mpg


for having 1/6 the amount of displacement it still only get less then 40% more fuel mileage?

also the best MPG i have gotten was 31MPG in the city with the 6.0L

this battery only has like 15 or 20% capacity left too 11 years old
What is your mpg WITHOUT hybrid stuff? This is just stupid to compare a hybrid and a regular car this way.
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Old 12-16-2019, 11:25 AM   #13 (permalink)
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Quote:
Originally Posted by Tahoe_Hybrid View Post
8 banger 6.0L SUV 379HP still get 25mpg highway
3 banger 1.0L sub-compact barely gets 46mpg
And the 1.0 manages about a third of the CO2 emission and currently reduced nitrous oxides. Its diminishing returns, friction is friction. You'll got less but itll never be proportional with the capacity reduction. But when you consider the 1.0 is delivering the volumetric efficiency of a 2 litre commonly 15 or so years ago the numbers start to make sense.

On the other hand, 379 from 6 litres would be considered laughable here in Europe, where 6 or 700 extremely reliable horsepower for the same volume or volumetric efficiency is the norm. 379 would be considered decent, but not top flight, from a performance 2 litre over here, so it's all a matter of perspective.

The real trick Ford have pulled off with the 1.0 is how normal and docile it is. The boost isn't massive but is very linear, so minimal lag. It's well behaved, docile, reliable...in the eighties Daihatsu were making some hugely fun 1.0 three pot turbos that made 100bhp, but they were shagged inside of 50,000 miles or less. Best of all, the Ford unit is very civilised - it recalls to mind the feel and performance of my 2.0 N/A Kia of only 12 years ago, but with getting on for arely half the fuel consumption. Respect to Ford for taking g engine design I a new direction, and doing so with such success.
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Old 12-16-2019, 12:10 PM   #14 (permalink)
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Quote:
Originally Posted by Ecky View Post
P&G didn't work well on my original Insight engine. I could gain some average MPG when engine-off costing down hills, but for normal driving on flat roads the gains were virtually zero. My assumption is that with the tall gearing and low displacement, normal cruising was basically already near the perfect BSFC zone for the engine already. That engine didn't have turbo enrichment and timing retardation to deal with.
P&G doesn't work in my fusion energi either. The computer inside gets confused with what your trying to do. You get about 3 P&G's before the gas engine kicks on, and stays on until it has enough charge, then you can p&g 3 more times. System monitor says, normal operation. I think it assumes your following someone ahead of you with inconsistent speed and standby's in "ZOOM" mode so you could pass them at full power, but I dont have enough knowledge on how the Energi system works in the fusion tho.

Doesnt work in the truck either, but on that thing even down hill you need to press on the gas to coast. Its got the aerodynamic cd of a pig sideways.
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Old 12-16-2019, 01:50 PM   #15 (permalink)
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Quote:
Originally Posted by Tahoe_Hybrid View Post
8 banger 6.0L SUV 379HP still get 25mpg highway
3 banger 1.0L sub-compact barely gets 46mpg


for having 1/6 the amount of displacement it still only get less then 40% more fuel mileage?

also the best MPG i have gotten was 31MPG in the city with the 6.0L

this battery only has like 15 or 20% capacity left too 11 years old
So what is the point of this post? That displacement and mpg should expected to be a linear relationship?

Those are some pretty decent numbers for something that weighs double what a Focus weighs. What are your average tank mpgs with it?

A fun fact: if the hybrid Tahoe had the same hp/l displacement as the 1.0 Focus, it would make 738 hp. I'd be interested in what mpg it would get in that state of tune.
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Old 12-16-2019, 09:29 PM   #16 (permalink)
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My double the displacement 2017 Elantra netted 46 mpg just setting the cruise at 58 and smart braking. I think by EPA volume it's considered a mid-size, just barely.
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Old 12-24-2019, 09:05 AM   #17 (permalink)
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12/24/19 Update:

Latest tank avg was 45.7 mpg. We have had some unseasonably warm weather the past few days in WI. Some days in the afternoon into the 40s. Efficiency appears to decrease pretty sharply once below 32F. Yesterday on my way home I saw over 54 MPG over 27 miles with no tailwind in low 40s temps. Photo attached. My wife has been driving the car for errands because she likes the heated seats. She generally averages around 40 MPG, which lowers my tank averages.

The key to efficiency with this car seems to be to keep the engine out of boost as much as possible while keeping the revs low. This takes some discipline since the turbo can spool at any engine speed over 1200 rpm and provide a nice wave of torque. The temptation to tap into the boost is reduced somewhat since the car is pretty slow. There isn't much power to play even if you really thrash it.

I also ordered the front and rear wheel deflectors from a 2015 Ford C-Max new from Ford. The holes in the front of the Focus for the deflectors are not correct for the C-Max parts. A couple of the holes line up, but some modification will be required. The rears will be more involved as it appears the contour of the rocker panel is quite a bit more rounded on the focus than the C-Max. There may be one hole that can be used. The rocker covers on the Focus ST look to be flatter in that area, and might make installation easier. I am hopeful I can find a good way to attach them and looks decent. The part numbers for the C-Max deflectors I got are as follows:

RF: DM5Z-16B074-A
LF: DM5Z-16B075-A
RR: DM5Z-5811398-A
LR: DM5Z-5811398-B

I spent around $70 shipped for these parts. That would buy a lot of fuel, so it really is more about learning and seeing what can be done with the car than cost savings. I plan to keep the car for a long time, so maybe I will someday come close to breaking even... or at least that is what I will tell myself. More to come when I get some of the deflectors installed.
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Old 01-08-2020, 03:48 PM   #18 (permalink)
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I've always liked the idea of this engine, I'm looking forward to where you go with it. I had a focus ST for awhile, it was a lot of fun on the road and track too but good mileage was tough with the bigger engine and low low gearing.
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Old 01-09-2020, 06:47 AM   #19 (permalink)
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Congrats on the new ride 1.0L manual Focus hatchbacks are rare!

I've been driving a 1.0L Fiesta manual for the past 12 months. Knock wood, it's been great. Averaging near 40 MPG combined over 30K miles, doing delivery work. This little critter is remarkably efficient on the highway. Cold weather (and winter tires) bring a mileage drop, for sure.

I'm going run E15 (and possibly E30) tests soon.
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Old 01-09-2020, 09:22 AM   #20 (permalink)
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I drove Volvo turbos 2.1L and 2.3L from 81 through 2009 and found that the two biggest factors to fuel mileage is what you've already realized, keep her out of boost and keep the rpms down.

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