I agree, I only see better MPGs driving through city and on windy country roads (21.8MPG) where my brakes are pressed more and the battery kicks in. If its freeway or highway, its basically an EB with crappy 16.8MPG.
I just wish I could still climb that many stairs!I agree, I only see better MPGs driving through city and on windy country roads (21.8MPG) where my brakes are pressed more and the battery kicks in. If its freeway or highway, its basically an EB with crappy 16.8MPG.
As for power.. I was not able to power my 15Amp Jackhammer from my 2015 Platinum 400w inverter. But this truck '22 Plat powers it NP. Not everyone needs to run a jackhammer, but unfortunately, Ive planted about 40 posts in almost solid rock before the house and everything was built...
TLDR: Skip to the links below, their explanation is better than mine and have pictures.
I hate to have to point this out -- if you want to know actual torque at the wheel (dyno doesn't give that, it extrapolates engine torque) you multiple engine torque for a given RPM x Trans gearing x rear end gearing. Yes, those massive numbers are in-fact torque at the axle. Put the radius of the tire in inches over 12 and you have torque at the ground (torque being measured in foot lbs)
Yah that was years ago, still in progress.
Generally on a wheel dyno your power and torque is lower than the crank, they aren’t adjusted to show crank readings. For instance most GM 6.2L dyno 340-360 rwhp, that would be gross misadvertising if it was making 340 at the crank and they claimed 420 horsepower. If numbers were adjusted that would be BAD for Ford lol. That would mean the standard 3.5 EcoBoost is only 450-460 lb ft at the crank by most dyno readings. All Fords engines are rated on SAE certified engine dynos, the advertised ratings are supposed to be a minimum on premium fuel. The 5.0 is normally high 300s on regular fuel and the 3.5 is usually mid-upper 400s on torque. Dyno guys usually tell you to use a multiplier such as 1.15 or 1.17 to find the crank power figures.
See my previous post for updated AT THE WHEEL calculations. You're misunderstanding how dynos work, and possibly overlooking gearing torque multiplication. Gears are after all another form of lever.
It really depends on the driveline itself. An automatic transmission that's locked its torque converter has the same power loss as a manual does. If it couldn't lock the converter, there's an easy 5% loss on it. The 10 speed's logic has ford locking the converter starting in 3rd gear. The longer and more complicated the driveline, the more loss there is in turning it. You see modern automatics on the dyno making damn near their rated power. The dyno isn't doing any parasitic add-ins when it reports power because it doesn't know them. It's safe to assume about 12% of the power the dyno is reporting is 'missing' due to turning over the driveline.
I’m not disagreeing with you (totally) I think we are more in agreement than not. Just stating I’ve seen the 3.5 EcoBoost, 5.0 V8, and GM 6.2 on straight engine dynos, you can see them on YouTube etc and they all produce their factory ratings. That and the OEM’s certify these ratings. Put them on a wheel dyno and they make significantly less power at the tire compared to the crank. GM 6.2 will throw down 420 horsepower on the engine dyno, but if you look at a Silverado at the wheel on the regular dyno it’s like 350-360 horsepower. If all these trucks were that dismal compared to factory crank ratings I think it would be on the news lol
I meant to clarify with the 12% loss assumed. Some vehicles can't run a 1:1 trans ratio and there's even bigger losses with that. It's often a max speed issue. The 10 speed's 1:1 is 7th gear, and with a small final like 3.2x it's not going to be able to dyno so they use another gear that involves gears. When an auto goes 1:1 it locks the entire core using no gears, and the loss arrives simply from turning the extra mass. If it has use a non 1:1 ratio, there's additional losses. Large wheels and tires are another loss. Hell even the tire compound is eating up energy as it flexes on the dyno. Driveline loss can't be overlooked however, it is loss.
