Chrysler-Factory-Warranty
Well-Known Member
None in this department, current-day automatic transmissions are buttery smooth and you can change your tire size without ever having to re-gear!
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Yeah but can you shift gears on that manual transmission in 200ms?C/D testing suggest the manual is faster. That would make sense as there's less power loss and the lower gearing.
Never need to, this is an offroad vehicle. Nor would I ever want to in an offroad situation.Yeah but can you shift gears on that manual transmission in 200ms?
In my opinion starting acceleration is the only place that the clutch has the advantage, and it's nothing like a torque converter. It's advantage is because you can use the flywheels momentum instead of just relying on the power of the engine to accelerate. Riding the clutch won't get any torque multiplication, and will only cause heat & wear. I guess you could technically flat-foot shift every gearchange for a slight advantage, but I'm not sure about longevity...On starting acceleration a clutch functions the same way.
OK, lets to the math. If the stall speed was extremely low, like 1.1:1, and first gear in the automatic is 4.71:1, the apparent gearing after torque multiplication would be 1.1 x 4.71 = 5.181. The manual's first gear ratio is 5.13:1. I'm not sure exactly when the torque converter locks up, but the automatic's first gear definitely has an advantage in apparent gearing.Also, your stall speed is fairly low on standard torque converters for the street so you really aren't gaining any extra gearing.
Ture, more gears don't necessarily make acceleration faster, and the most companies are doing it for efficiency reasons rather than acceleration. However all else being equal, the fastest acceleration is going to be achieved when the most work is done, which is by remaining at the highest horsepower for as much time as possible.On gearing, more gears isn't necessarily going to make you faster. The purpose of 8 and 10 speed transmissions has more to do with optimization for efficiency while cruising and smooth shifting.
Any idea how to calculate that?Drivetrain loss from the converter needs to be added to your graph.
Dude you don't understand how a torque converter works... Torque multiplication only happens at low speed, and maxes out at stall speed, which is given in rpm... Not a ratio.In my opinion starting acceleration is the only place that the clutch has the advantage, and it's nothing like a torque converter. It's advantage is because you can use the flywheels momentum instead of just relying on the power of the engine to accelerate. Riding the clutch won't get any torque multiplication, and will only cause heat & wear. I guess you could technically flat-foot shift every gearchange for a slight advantage, but I'm not sure about longevity...
OK, lets to the math. If the stall speed was extremely low, like 1.1:1, and first gear in the automatic is 4.71:1, the apparent gearing after torque multiplication would be 1.1 x 4.71 = 5.181. The manual's first gear ratio is 5.13:1. I'm not sure exactly when the torque converter locks up, but the automatic's first gear definitely has an advantage in apparent gearing.
Ture, more gears don't necessarily make acceleration faster, and the most companies are doing it for efficiency reasons rather than acceleration. However all else being equal, the fastest acceleration is going to be achieved when the most work is done, which is by remaining at the highest horsepower for as much time as possible.
I put this graph together a while back, but haven't shared it much since people get all bent out of shape about how the engine power was being calculated. I didn't calculate it, it's was obtained here.
Basically what I've done is graph out the pounds of force that the tire exerts on the road in each gear. This doesn't account for drivetrain loss, torque converter multiplication, or flywheel inertia... so it's probably best to ignore first gear. The only place where the Manual transmission exerts more force to the road is between 49-58 MPH, and from 90-95 MPH (which is the speed limiter on the Rubicon). At all other speeds, the automatic has the gearing advantage.
Solid line = Manual 3.6 Rubicon
Dashed line = Automatic 3.6 Rubicon
Well, that's going to be tough, you'll need to know stall speed, and the torque multiplication and loss from whatever your launch is to when it locks. I would bet it locks up pretty early... I know it's locked when you're cruising at 1200 rpm, but I have no idea on the logic at a hard launch.I love anndees charts but yes, you're correct., lets provide him the data to make a correct chart. Driveline loss is severe with the auto trans.
You are mistaken, I never said torque multiplication happens at all speeds. And yes, torque converters are rated with a given stall speed, with modern converters approaching 1:1 at the stall speed before locking. There is a range of ratios that the torque converter operates in, with lock-up being 1:1. Anything not 1:1 results in some amount of torque multiplication, which is constantly changing. My example was that even with a miniscule amount of torque multiplication, the apparent gearing is greater than the manual's first gear ratio. Even with pumping/efficiency losses, the automatic's first gear would provide greater force than the manual.Dude you don't understand how a torque converter works... Torque multiplication only happens at low speed, and maxes out at stall speed, which is given in rpm... Not a ratio.
You missed it in the original post, so I'll say it again: regarding the graph, it's probably best to ignore first gear. I said this because there's no way that I know of to quantify when lock-up happens. True, the rest of the chart didn't take into account any losses (which I noted), please see this post for one that does. Neither chart is factoring in any torque multiplication at any point. They are both based off of the published gear ratios, tire height, and engine torque from here. The second graph has the engine output at 95% on the automatic, to simulate the automatic's lower efficiency.Also, you don't get that for free, it's quite inefficient, which is why most modern autos are locking- to include the zf. When you are accelerating along your converter is most likely locked.... Your chart is way way wrong