2 OverDrive Steps for Cost of 1 Through Better Regearing Strategy…

28 Янв 2015 | Author: | No comments yet »
Mercedes-Benz C 230 T T202

2 OverDrive Steps for Cost of 1 Better Regearing Strategy

is the Upgrade Aftermarket 7.3 group, so I this better fits than in the group where I this explanation. If you want to that background, search Super Duties 7.3L Stroke Engine and Drivetrain for What’s your REAL top gear ratio?

I believe an 0.50 overdrive would be more useful to PowerStroke because we already have range overdrives. Here’s my The square root of .5 is about And .71 is right in the center of the range of existing popular overdrives. So two multiplied .71 ratio overdrive = .50 ratio which is commonly double overdrive. But each loads power through two interfaces. Each power-loaded interface converts about of input power into heat. So each single converts about 3% of input to waste heat. Double configurations turn about 6% of power into waste I believe your first step should be using already-existing factory-intergrated overdrive about 3% of input power. I that if you have a second step it should be reached by your existing transmission into 1:1 ratio which that extra 3% wasted and stops wearing those gears while simultaneously your aftermarket 0.50 overdrive. By swapping between two different single overdrive you would again be choosing to 3% of your input power waste heat.

I believe this aftermarket approach is better than all marketed systems because it both first and second steps that only 3% waste heat penalty. All aftermarket overdrives convert 6% of power to waste heat their second overdrive is engaged because they load power through two to generate their 2nd overdrive

But my proposed overdrive configuration is too because it also adds, extra cost, a THIRD STEP (double overdrive of .5 x .71 = ) which would for this first time convert 6% of power into waste My proposed configuration only 3% friction in both its first and overdrive ratio steps. it adds a third ultra-tall double-overdrive ratio which no double-overdrive strategy can duplicate. (If use of propoal becomes popular, for them to play catch-up by the gear-staging strategy I’m but without explaining the origin of new and better configuration.) This 3rd ratio might only be when running lightly But that would depend on what differential ratio you My design allows drivers the of not paying to fuel a large of their 7.3 Navistar diesel’s HIGHER high-rpm internal while cruising and adds two taller ratios (neither of is just an

effective duplicate of your factory overdrive ratio) of just one useful taller ratio.

Navistar 7.3 diesel’s internal verses RPMs curve up with steepness comparable to our wind drag verses curve. At 2800 rpm, 7.3 diesels need to fuel 72 friction horsepower BEFORE can output 1 horsepower into its So to get 1 useful horsepower output at rpm, you must pay fuel costs to generate 73 hp, 72 going to heat and 1 going into transmission. At 1400 rpm, you can close to 100 net horsepower from engines while paying to only 20 horsepower of internal One horsepower output at 1400 rpm fueling about 21 horsepower. to fuel overdrive 3% drivetrain increments is cheap compared to to fuel incremental shifts this steep internal curve. I hope these give you better information how you can best deal with trade offs built the machine you already own.

I’m not trying to sell nor am I just trying to frustrate you by why I feel all standard often-discussed overdrive makers (including Adapter’s very different Overdrive that’s 7 long, about 80 pounds, available 0.72 ratio and designed to BETWEEN ENGINE AND BELLHOUSING) an obviously flawed strategic choice. I have a possible So here it is:

Transfer cases been made with 2 and 3 ratios using all-gear or a wet-bath chain drive cast iron or aluminum Due to long-term durability field I’ve eliminated from all chain-linked and all aluminum-cased boxes. 2-speed transmissions with 1:1 1:2 are also 1:1 0.5 ratio boxes driven backwards. Fortunately, a gear box exists. It was originally to serve as a gear-reduction transfer It is about 120 pounds heavy, all or input/output shaft locking, no cast iron, and field say it is tough as hell. It is the New Process NP 205. Backward mounted, an NP 205 1:1 0.50 ratios would your 3% friction 2nd overdrive Used with your transmission’s overdrive step it provide you with two usefully-different overdrive steps! Only the top converts 6% of input power to heat instead of that power loss rate when engaging the first overdrive step.


Everyone applying this who owns the following existing transmissions will gain 2 useful gear ratios:

Mercedes-Benz C 230 T T202

automatics will have 6 gears.

5-speed manual will have 7 USEFUL

6-speed manual boxes have 8 USEFUL gears.

Why do I the word USEFUL? Just run a sheet on common .7x-range overdrives to multiply both and disengaged ratios obtained by one of these overdrives to factory choices. Some of those ratios are useful. But a lot of them Some of those extra so nearly duplicate existing that they are not useful, yet add 3% extra friction. Those add no value. What I’ve proposed yields 100% ratio separations.

Conceptually, this proposal is clean and elegant. As to whether a embodiment that rises to that standard can be built, I know.

Mercedes-Benz C 230 T T202
Mercedes-Benz C 230 T T202

interesting records



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