Ok...fair. But then this is really irrelevant. Cause if you don't trust one curve at any given point you don't trust the other at same. So in the case of these two engines, you don't have any idea what their low end output looks like.
90% of the power at stall without a mechanical lockup, yes. But you're below that point at such low RPM anyway, is what we're saying. You're still getting a ton of slippage in the converter under 2k RPM, meaning you're not making good use of any torque that's being generated. Yes, it's not just on/off and it steadily reduces slippage as revs increase throughout the 1000-2000 RPM range, but really the two engines are likely decreasing any gap in their torque curves (we don't trust the graphs, right?) as RPM increases anyway, so it's all kind of a wash with the auto. Meaningful torque, for most throttle input situations, is at 2k+ RPM. Times where sub-2000 RPM torque will matter are like tip in at 1500-1800 RPM in 8th gear on the highway to accelerate a bit but without dropping a gear.
Hence the aggregation of dyno charts.
Which still show the 2.0 has more usable low end torque ... which I dont get is such a hard concept to grasp.
Nope, still not how it works. The only time you're getting "a ton of slippage" is when you're standing still in gear. Otherwise that converter is transmitting almost all power. How much varies slightly depending on setup and situation, but it's going to be close to 90% if not more.
Nah man, we cool. I don't do that.
You are correct, and it IS a fact. The 2.0 trans is calibrated to allow the engine to rev to it's peak power faster. The 3.6l doesn't need as much "torque management" because of it's flatter curve that starts out higher.
It's time dependent though - starting from a stop and you hit the throttle, you're well past the 1k-2k RPM range by the time the torque converter has caught up. Impeller has to spin up, fluid has to move, turbine has to spin up. That doesn't happen instantaneously and there is slippage all the way up until the turbine catches up, with slippage reducing over time, and by the time it's been meaningfully reduced you're well past stall and well past the sub-2k RPM range.
Too many doorsI got this. We need to get two equal Rubicons (one 2.0 & one 3.6), eight jack stands and two custom double-ended wheel spacers.
Im fuckin inI got this. We need to get two equal Rubicons (one 2.0 & one 3.6), eight jack stands and two custom double-ended wheel spacers.
I know... It's also a JK
That could well be. I'm sure there's all kinds of uniqueness to the TCM config for each drivetrain combination.
Any documentation on this?
