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09-28-2016, 08:51 AM
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#31
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TrailManor Master
Join Date: Apr 2014
Location: Orlando
Posts: 2,796
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On a TLB in the hills of North Carolina I manually shift my GC but on the Interstate I just leave in Drive & maintains 2800-3000 rpm (4th unlocked of 5)) pulling a long grade at 65 with TM in back
Would be high rpms for a diesel but less than half way to redline with my V-6.
A lower gear that does not go into PE (Power enrichment usually about 50% throttle) will give better MPG with less strain than a higher gear that is lugging. Two things I monitor the most when towing are coolant/oil/trans temperatures (if boosted an EGT is more important but mine is NA) and the throttle position. AFR is good to monitor as well.
__________________
Looking for a 24/17 in or near Florida.
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09-28-2016, 01:37 PM
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#32
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Senior Member
Join Date: Mar 2015
Location: Omaha, NE
Posts: 239
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EGT - Exhaust Gas Temperature
NA - Naturally Aspirated
AFR - ?????
TLB - ?????
GC - Grand Cherokee
Can you provide the translation for ?????'s? Thanks
__________________
[SIGPIC][/SIGPIC]
TM: 2005 2720SL -- lift kit, 15" Maxxis, LEDs, Husky ejack, GenPro soft start, 2300W gen, "H-Bridge", 1.44 cf Edgestar frig/freezer, 2xGC2, 1KW Inverter w/auto xfer switch, Trimetric Batt Monitor, 300W Solar (1 glass & 2 flex panels), EP Solar MPPT, Thetford Curve
TV: 2021 F-150 PowerBoost XLT Hybrid -- 7.2 kW Onboard Generator Option
Previous TV: 2012 Traverse -- "Stockton" 24V Boost Device
Map of where we've camped in our TM:
http://visitedstatesmap.com/image/IAMNMONEsm.jpg
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09-28-2016, 04:03 PM
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#33
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Senior Member
Join Date: Sep 2011
Location: Lynchburg, VA
Posts: 107
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Quote:
Originally Posted by klpauba
EGT - Exhaust Gas Temperature
NA - Naturally Aspirated
AFR - ?????
TLB - ?????
GC - Grand Cherokee
Can you provide the translation for ?????'s? Thanks
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Thanks! You got two more than I did. I was wondering why his was "Not Applicable"
__________________
TM 2008 3023
TV 2009 Porsche Cayenne 3.6L V6
[SIGPIC][/SIGPIC]
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09-28-2016, 05:05 PM
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#34
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TrailManor Master
Join Date: Mar 2014
Location: GA
Posts: 504
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Let's just make up something.
Tricky Little Backroad???
Air Force Regulations???
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09-28-2016, 05:53 PM
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#35
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TrailManor Master
Join Date: Apr 2014
Location: Orlando
Posts: 2,796
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Two Lane Blacktop (55 Chev was the same one in American Grafitti).
Air/Fuel Ratio
One of the hardest things I ever did was to get an Air Force Regulation changed (relating to Mil-Std-1750A)
__________________
Looking for a 24/17 in or near Florida.
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09-28-2016, 06:03 PM
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#36
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TrailManor Master
Join Date: Aug 2015
Location: Rochester, NY
Posts: 1,853
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Exhaust Gas Temperature is not applicable on a Naturally Aspirated (NA, meaning not turbo- or super- charged). It's important on a turbocharged engine because the exhaust gasses are what spins the turbo. If it's too hot it will hear the intake air or possibly damage the turbo. On an NA engine it just flows out the exhaust pipe.
__________________
2007/21 TM 3326 (Pride of the Fleet)
2000 2720SL (Rebuild Project)
2002 2619 (Parts TM)
SMARTER THAN GOOGLE!
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09-28-2016, 06:27 PM
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#37
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TrailManor Master
Join Date: May 2014
Location: Mesa, Arizona
Posts: 286
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Quote:
Originally Posted by klpauba
EGT - Exhaust Gas Temperature
NA - Naturally Aspirated
AFR - ?????
TLB - ?????
GC - Grand Cherokee
Can you provide the translation for ?????'s? Thanks
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I think AFR is Air to Fuel Ratio.
__________________
-gonzo628
-2006 3124 KB
-2016 Dodge Durango R/T
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09-28-2016, 06:40 PM
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#38
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TrailManor Master
Join Date: Mar 2014
Location: GA
Posts: 504
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Quote:
Originally Posted by Padgett
Two Lane Blacktop (55 Chev was the same one in American Grafitti).
Air/Fuel Ratio
One of the hardest things I ever did was to get an Air Force Regulation changed (relating to Mil-Std-1750A)
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I should have known the AFR, but never would have guessed TLB.
Small world that someone else has even heard of MIL-STD-1750A, let alone familiar with it. That is the most common type of microprocessor I dealt with during my career, developing software with mixes of JOVIAL and 1750 assembly languages.
And yes, knowing how long and hard it was just to make a simple purchase of a single $500 software item, (proprietary to one vendor, no other competitors available) through the system, I can only imagine the arduous red tape involved in getting an AFR changed.
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09-28-2016, 09:38 PM
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#39
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TrailManor Master
Join Date: Apr 2012
Location: Centennial, Colorado
Posts: 887
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Padgett, my diesel rarely needs to rev to 2800 rpm, as it has the power to pull everything up the mountains at a lower rpm.
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09-29-2016, 09:26 AM
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#40
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TrailManor Master
Join Date: Apr 2014
Location: Orlando
Posts: 2,796
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first - the issue with low revving diesels vs a high revving gas engine (like my Pentastar) is gearing.
I suspect you have 420 lb-ft of torque at 2800rpm. My V6 has 90% of 260 lf-tt from 1800 to 6400 rpm. To equal your traction effort (force from tire to ground) I need to be turning 5,000 rpm - and still have another 1400 to redline.
Biggest advantage you have is boosted direct injection is about as efficient as you can get. But when you add boost and direct injection to a gas engine you can get the same efficiency on pump gas at a much lower initial cost and cost per mile.
I used to be a big fan of turbo diesels, my Vixen RV had one but wasn't available for my GC in '12 or would have ordered, but is nothing worse than a convert.
Second I used to think of a 1750A as a coprocessor in search of a processor. It could not address a byte so hard to send ASCII (e.g. use with a keyboard and monitor). Was supposed to be an airborne processor and Mil-Std-1862 was supposed to be the ground machine but 1862 was cancelled so all the AF had left was the 1750A & was speced in every contract. Took me two years but got approval to use a MicroVAX for ground test equipment (ATLAS based) instead. Major cost savings & boss made VP.
__________________
Looking for a 24/17 in or near Florida.
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