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#1
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Re: Transmission options
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and I wouldn't mind having the best fuel mileage possible with this lazyness of a drive. so i am leaning towards getting LAN's Transmission, TCU and V1A1 Ecu (or whichever Stage 1 is the most recent) Thoughts?
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SVXT6 (Pearly) just got running 201,000 (body) 105,000 (engine) Honda FT500 Ascot [Red] |
#2
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Re: Transmission options
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1992 LSL ebony pearl 170k - Thank you Ron Mummert Reading Box of Wine Car ----------------------------------- 1992 SVX LSL 5-Speed Sold at 180K 2019 1995 SVX Lsi Polo Sold at 118K 2007 |
#3
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Re: Transmission options
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Does anyone have the stock engine dyno curves? The closest link I have was with a stock engine running on the stage 1 ECU which may or may not have affected the data.
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Tony 1996 Polo Green Subaru SVX LSi, 168,XXX miles, Redline D4 ATF, Redline 75W90 gear oil, K&N HP-4001 Oil Filter, Mobil 1 5W50 FS (3qt) and 5W30 High Mileage (4qt) Oil Blend, Motul RBF600 Brake Fluid, AC Delco A975C Air Filter, NGK BKR6EIX-11 plugs, Centric Rotors, Power Stop Evolution Carbon Fiber Ceramic Brake Pads 2005 Gray Acura RL, 165,XXX miles, Redline D4 ATF with Lubegard Platinum Protectant, Mobil 1 5W20 High Mileage Extended Performance Oil 2009 Red Toyota Venza, 123,XXX, Mobil 1 5W30 High Mileage Oil 1992 Red Ferrari 348 ts, 82,XXX, Redline everything |
#4
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Re: Transmission options
Well finding Gear ratio's isn't hard. and calculating ratios and speed isn't hard either... SO. I guess i need that Dyno for the Stage 1.
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SVXT6 (Pearly) just got running 201,000 (body) 105,000 (engine) Honda FT500 Ascot [Red] |
#5
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Re: Transmission options
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EDIT: I'm sick but now you made me go and think. It occured to me that there may have been an assumption I was missing and now I may see the logic behind this claim that peak torque and peak efficiency occur at the same RPMs. Here goes: Power = Torque * 2 * PI * RPM Assumption: Rate of air and fuel consumption at a given throttle position is proportional to RPM or Fuel Consumption Rate = constant * RPM. Let's call that FCR. Power is energy used per unit of time and fuel consumption rate is fuel used per unit of time. Efficiency would be energy obtained for a given amount of fuel so efficiency would be power divided by fuel consumption rate or Efficiency = Power / FCR = (Torque * 2 * PI * RPM)/(Constant * RPM) = Torque * 2 * PI / Constant So efficiency should be torque multiplied by a constant and should peak when the torque peaks. This has a big assumptin built into it but maybe it makes sense.
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Tony 1996 Polo Green Subaru SVX LSi, 168,XXX miles, Redline D4 ATF, Redline 75W90 gear oil, K&N HP-4001 Oil Filter, Mobil 1 5W50 FS (3qt) and 5W30 High Mileage (4qt) Oil Blend, Motul RBF600 Brake Fluid, AC Delco A975C Air Filter, NGK BKR6EIX-11 plugs, Centric Rotors, Power Stop Evolution Carbon Fiber Ceramic Brake Pads 2005 Gray Acura RL, 165,XXX miles, Redline D4 ATF with Lubegard Platinum Protectant, Mobil 1 5W20 High Mileage Extended Performance Oil 2009 Red Toyota Venza, 123,XXX, Mobil 1 5W30 High Mileage Oil 1992 Red Ferrari 348 ts, 82,XXX, Redline everything Last edited by Huskymaniac; 08-30-2011 at 11:54 AM. |
#6
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Re: Transmission options
now you got me all thinking mathy and such.
I'm tempted to say there is a "double Peak" in the fuel efficiency of an engine. One where the engine speed is slow enough to counteract the extra use of fuel to keep it at said speed; and another where the engine is "officially" at peak torque, but is detrimented by the higher speed, and therefore more fuel consumption per length of time than a slower engine speed.
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SVXT6 (Pearly) just got running 201,000 (body) 105,000 (engine) Honda FT500 Ascot [Red] |
#7
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Re: Transmission options
I was once told that the most efficient motor would be a 1 cylinder motor running wide open.
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#8
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Re: Transmission options
older working engines didn't have butterflys in the carburetors... they just loaded the engine down to keep speeds down.....
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SVXT6 (Pearly) just got running 201,000 (body) 105,000 (engine) Honda FT500 Ascot [Red] |
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