Peter DeJay wrote: Another point regarding larger diesel engines especially, is i do believe its important to allow a few minutes of warm up to ensure proper lube, and another thing to keep in mind is allowing a few minutes of no load cool down at the end of the day. Duration depends on weather and how hard it was used, but this allows the oil to cool down the engine evenly so you don't get different areas of the engine block cooling down faster then others and possibly cracking. This would work out perfectly if you are running on SVO as you could use the time to switch tanks to prepare for tomorrows start up.
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tel jetson wrote:
Peter DeJay wrote:Bakari and I have motors that will accept the filter spec'ed for the mid-90s 7.3-liter Powerstroke diesels. the filter is larger, so there's more actual filter element to better clean the oil and it adds an extra quart of capacity to the oil system.
I wasn't aware of that! I'll be doing the same now on my next change
John Polk wrote:If there is space inside the filter housing, you might consider sticking a small magnet (or 2) in there to pick up any metal shavings/dust that naturally occurs as the oil passes through the engine.
Andrew Parker wrote:How much fuel do you save turning off a diesel, rather than idling it without a load? I remember someone once telling me that idling a big semi tractor overnight to keep the heater or air conditioner going took maybe a quart of fuel.
tel jetson wrote:
I've seen magnets sold that wrap around the screw-on filter. I like the idea. I'll probably do it.
something else I should mention regarding turbochargers: if you've got a turbo, don't do pulse and glide with the ignition off. unless there's an auxiliary oil pump to keep cooling the turbocharger, the bearings would be cooked in very short order and dreams of increasing fuel economy will be forgotten in favor of more pressing issues.
Andrew Parker wrote:How much fuel do you save turning off a diesel, rather than idling it without a load? I remember someone once telling me that idling a big semi tractor overnight to keep the heater or air conditioner going took maybe a quart of fuel.
find religion! church
kiva! hyvä! iloinen! pikkumaatila
get stung! beehives
be hospitable! host-a-hive
be antisocial! facespace
find religion! church
kiva! hyvä! iloinen! pikkumaatila
get stung! beehives
be hospitable! host-a-hive
be antisocial! facespace
tel jetson wrote:Bakari,
how difficult was the steering conversion? I'm suffering the usual Ford power steering obnoxiousness, and manual steering would suit me just fine. I just don't really know what's involved in installing a manual gear.
find religion! church
kiva! hyvä! iloinen! pikkumaatila
get stung! beehives
be hospitable! host-a-hive
be antisocial! facespace
paul wheaton wrote:Next, I'm kinda curious: would it not be possible to have a MUCH smaller engine and get far superior mileage? Granted, there would be less acceleration power, but this guy is already doing lots of stuff to go easy on acceleration.
Marcos Buenijo wrote:
paul wheaton wrote:Next, I'm kinda curious: would it not be possible to have a MUCH smaller engine and get far superior mileage? Granted, there would be less acceleration power, but this guy is already doing lots of stuff to go easy on acceleration.
Yes, that is true. Don't listen to anyone who argues otherwise.
Bakari Kafele wrote:It is true for most modern cars sold in America. It is not true in my truck. My truck is 5500lbs empty, and up to 10,000lbs full, but has less than 170 horsepower peak. Its not quite as slow in acceleration as a fully loaded semi-truck, but, unlike newer cars and trucks, it is not overpowered either. Today the average car - not truck, not sportscar - has 225HP. For trucks its somewhere around 350HP. This is one of the largest reasons why US mpg standards are so ridiculously terrible compared to the rest of the world. Modern cars are not built for "adequate" performance. They are all built to be high performance racing machines - even the station wagons, minivans and compact commute cars. And we can't blame the auto manufactures alone; they build more of whatever consumers buy. They stopped producing the 3 cylinder, 50mpg Geo Metro and the 2 seater original Honda Insight because they weren't selling.
You have the right idea in your calculations, but an engine that is 25% efficient isn't just losing 25% of its energy to internal forces, it is losing 75%. The efficiency % is the amount of power actually produced from the fuel, not the amount of loss. So its actually much worse than your example implies. You are correct that having a hybrid engine helps mainly because it allows you to have a smaller engine and use it at higher load.
Marcos Buenijo wrote:
The low rated power of your engine illustrates the dynamic I discussed. In other words, your post reinforces my argument.
Bakari Kafele wrote:
Marcos Buenijo wrote:
paul wheaton wrote:Next, I'm kinda curious: would it not be possible to have a MUCH smaller engine and get far superior mileage? Granted, there would be less acceleration power, but this guy is already doing lots of stuff to go easy on acceleration.
Yes, that is true. Don't listen to anyone who argues otherwise.
It is true for most modern cars sold in America. It is not true in my truck. My truck is 5500lbs empty, and up to 10,000lbs full, but has less than 170 horsepower peak. Its not quite as slow in acceleration as a fully loaded semi-truck, but, unlike newer cars and trucks, it is not overpowered either. Today the average car - not truck, not sportscar - has 225HP. For trucks its somewhere around 350HP. This is one of the largest reasons why US mpg standards are so ridiculously terrible compared to the rest of the world. Modern cars are not built for "adequate" performance. They are all built to be high performance racing machines - even the station wagons, minivans and compact commute cars.
paul wheaton wrote:So with the aerocivic:
Started off averaging in the mid 40s. So I'm gonna just say 45.
Then, with hypermiling, you got it into the high 50s - so I'm gonna say 58.
And then there are the modifications to the shape. And the modifications to the engine. And at 55, you get better than 100mph.
So I'm gonna guess that before the engine change, you got it up to 94. And after the engine change you got it about 102.
Is that about right?
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