"hike" (hike15)
04/09/2016 at 20:18 • Filed to: None
2
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"hike" (hike15)
04/09/2016 at 20:18 • Filed to: None | 2
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I did not expect to see that number ever go above 25 after any reasonable drive. Almost 28mpg from a 5.7L V8? Not bad! Cylinder deactivation works wonders. Fuel economy average over the first 3293 miles was closer to 23 though, which is still better than my old Infiniti.
1111111111111111111111
> hike
04/09/2016 at 20:21 |
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What is it? Automatic tho.
Jordan and the Slowrunner, Boomer Intensifies
> 1111111111111111111111
04/09/2016 at 20:22 |
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I’m guessing Charger or Challenger, which has an excellent 8-speed auto.
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hike
> Jordan and the Slowrunner, Boomer Intensifies
04/09/2016 at 20:23 |
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You guess correct! Charger R/T, with the wonderful 8-speed.
Bytemite
> hike
04/09/2016 at 20:23 |
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And here I am getting 23 mpg out of a 1.6 I4...what the hell man.
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1111111111111111111111
> Jordan and the Slowrunner, Boomer Intensifies
04/09/2016 at 20:23 |
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Great looking gauge cluster anyway.
RallyDarkstrike - Fan of 2-cyl FIATs, Eastern Bloc & Kei cars
> hike
04/09/2016 at 20:27 |
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Very nice for that engine size! I average 34.4 mpg with my little 1.6L I4! :)
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hike
> Bytemite
04/09/2016 at 20:27 |
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Small engines got to work hard. That’s why I hate little turbo engines in big cars.
PS9
> hike
04/09/2016 at 20:29 |
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You get better MPG than I do in my Crappy 20 year old corolla...
THIS IS BULLSHIT. I DEMAND A RECOUNT DAMNIT!
Flavien Vidal
> hike
04/09/2016 at 20:32 |
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That’s what I was getting with my 1995 LT1 Corvette... V8 5.7L also. It’s actually fairly normal for this kind of engine.
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hike
> Flavien Vidal
04/09/2016 at 20:33 |
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I don’t doubt that. The new ones are easily capable of 30mpg. The most amazing thing is my Charger weights like 4300lbs!
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Flavien Vidal
> hike
04/09/2016 at 20:38 |
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The corvette is quite a bit lighter while still remaining quite heavy at 3300lbs. But that 6th gear of the ZF6 gearbox was truly awesome when it came to gas savings... It was only 305hp though, certainly quite a bit less than your Charger :)
DoYouEvenShift
> hike
04/09/2016 at 20:40 |
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That 8 speed does wonders!
A few years ago I calculated 33mpg in my LT1 6 speed Camaro. Driving across TX in the middle of the night. I filled the tank, set the cruise at 70 and didnt touch the gas or brake pedal again till I pulled into another gas station.
Sweet Trav
> hike
04/09/2016 at 20:42 |
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I get 18-19 in my Taurus SHO
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Sweet Trav
> Flavien Vidal
04/09/2016 at 20:42 |
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You're also missing the fact that your LT4 corvette is a hell of a lot more slippery in the wind.
Nibby
> hike
04/09/2016 at 20:49 |
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Yeah I have gotten 25mpg + several times in my 5.7L Ram 1500
Rusty Vandura - www.tinyurl.com/keepoppo
> hike
04/09/2016 at 20:49 |
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Flavien Vidal
> Sweet Trav
04/09/2016 at 20:55 |
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Lt1... the LT4 is a derivative of the LT1, but more powerful (30hp more officially, 60/65hp more in reality :)
And you would be wrong actually, the C4 Corvette has a drag coefficient of 0.341 while the newer Dodge Charger has a drag coefficient of 0.335, making it actually more aerodynamic despite of its look :)
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Rusty Vandura - www.tinyurl.com/keepoppo
> hike
04/09/2016 at 21:00 |
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https://en.wikipedia.org/wiki/Cadillac_…
!!! UNKNOWN CONTENT TYPE !!!
In 1980 the 425 was replaced with the L61 , which was the same basic 472 family engine de-bored to 3.80 in (97 mm) but retaining the 472 and 425 engines’ 4.06" stroke for a total displacement of 368 cu in (6.03 L). The reduction in displacement was largely an effort to meet CAFE requirements for fuel economy. Throttle-body fuel injection was now standard on Eldorado and Seville when equipped with the 368. Rear wheel drive cars and the Commercial Chassis for hearse and ambulance builders used the Rochester Quadrajet 4 barrel carburetor.
Cadillac referred to this new TBI (throttle body injection) fuel system as Digital Fuel Injection (DFI); this particular induction system was later adopted by other GM divisions, except on Oldsmobile V8s, and was used well into the 1990s on GM trucks.
Power output dropped to 145 hp (108 kW) at 3600 rpm and torque to 270 lbf·ft (370 N·m) at 2000 rpm in DEFI forms as used on the front-wheel-drive Seville and Eldorado but 150 hp (110 kW) on the 4-barrel Quadrajet-equipped RWD models. This engine was standard on all Cadillacs except the redesigned Seville , in which it was optional.
For 1981 Cadillac introduced a new engine that would become notorious for its reliability problems (with the electronics, not the robust mechanical design), the V8-6-4 ( L62 ). The L61 had not provided a significant improvement in the company’s CAFE numbers, so Cadillac and Eaton Corporation devised a cylinder deactivation system called Modulated Displacement that would shut off two or four cylinders in low-load conditions such as highway cruising, then reactivate them when more power was needed. When deactivated, solenoids mounted to those cylinders’ rocker-arm studs would disengage the fulcrums , allowing the rockers to “float” and leave the valves closed despite the continued action of the pushrods. These engines are easily identified by their rocker covers, which each have elevated sections over 2 cylinders with electrical connectors on top. With the valves closed the cylinders acted as air-springs, which both eliminated the feel of “missing” and kept the cylinders warm for instant combustion upon reactivation. Simultaneously, the engine control module would reduce the amount of fuel metered through the TBI unit. On the dashboard, an “MPG Sentinel” digital display could show the number of cylinders in operation, average or current fuel consumption (in miles per gallon), or estimated range based on the amount of fuel remaining in the tank and the average mileage since the last reset. [5]
Another rare and advanced feature introduced with DFI was Cadillac’s truly “on-board” diagnostics. For mechanics who had to deal with the 368's, the cars contained diagnostics that did not require the use of special external computer scan-tools. The new Electronic Climate Control display, along with the MPG Sentinel, provided on-board readout of any stored trouble codes, instantaneous readings from all the various engine sensors, forced cycling of the underhood solenoids and motors, and on the V8-6-4 motors, manual cylinder-pair control. The L62 produced 140 hp (104 kW) at 3800 rpm and 265 lbf·ft (359 N·m) at 1400 rpm. Cadillac hailed the L62 as a technological masterpiece, and made it standard equipment across the whole Cadillac line.
While cylinder deactivation would make a comeback some 20 years later with modern computing power (and using oil pressure to deactivate the valves by collapsing the lifters) Cadillac’s 1981 V8-6-4 proved to have insurmountable engineering problems. The main issue was that the Engine Control Module simply lacked the robustness, programming and processing speed to efficiently manage the cylinder-deactivation under all load conditions. In the era before electronically operated EGR valves, the engineers also made an error in using a “back-pressure-type” EGR valve. While this early effort to match the vacuum-controlled EGR volume more accurately to the engine’s load made sense in a ‘normal’ engine, it had the effect of causing pinging (detonation) problems in the V8-6-4 engine, because 4 cylinders operating under higher load needed more EGR, while they were actually producing less exhaust flow and therefore less back-pressure to operate the valve.
In an effort to increase reliability, Cadillac issued thirteen updated PROM chips for the ECMs, but many of these engines simply had their Modulated Displacement function disabled by dealers, leaving them with permanent eight-cylinder operation. This was accomplished by merely disconnecting a single wire from the transmission’s “3rd-gear switch”, or running it through a switch inside the car for manual override. The 368 was dropped from most Cadillac passenger cars after the 1981 model year, although the V8-6-4 remained the standard engine for Fleetwood Limousines and the carbureted 368 remained in the Commercial Chassis through 1984.
The 368 has the distinction of being the last traditional “big-block” cast-iron pushrod V8 engine available in a production car. It lasted through 1984 in the limousines. Rival big blocks, 396, 400 (Ford), 402, 426, 440, 454, 455, 460, etc. disappeared between 1976 and 1978. RWD models were coupled with the heavy duty THM400 transmission, the last factory-produced GM passenger car fitted with this transmission.
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Bytemite
> hike
04/09/2016 at 21:04 |
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Well its a little car and the power is like a lot more than needed but the engine just begs to be revved all the time...
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hike
> Nibby
04/09/2016 at 21:31 |
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Okay now that us impressive. I couldn't get a Ram over 23mpg. What size cab and bed do you have?
CB
> hike
04/09/2016 at 21:34 |
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I really dig the new Chargers and now I can add “not entirely shit fuel economy” to the reasons why.
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Nibby
> hike
04/09/2016 at 21:41 |
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6.4' bed quad cab 4WD
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hike
> Nibby
04/09/2016 at 21:44 |
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Oh that's a nice size truck. I'm curious how a short bed regular cab with a v8 drives and is on fuel.
bryan40oop
> Flavien Vidal
04/09/2016 at 22:09 |
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5TH & 6TH Gear overdrive. Because GM.
LOREM IPSUM
> hike
04/09/2016 at 22:09 |
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I got 25 mpg in my ‘98 BMW 740i on my last trip to Kelowna. Set the cruise to 140kph and just steered. 4.4l v8, 4250 lbs.
Average combined city and highway is usually 17-18 mpg with much daily city traffic and many, many wot pulls.
Buddy of mine with a newer v6 Fusion got very upset with his car when he realized my 18 year old luxury tank was more fuel efficient by a couple of mpg’s.
DipodomysDeserti
> hike
04/09/2016 at 22:18 |
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I get about 8mpg on my 5.7L V8...
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Flavien Vidal
> bryan40oop
04/09/2016 at 22:44 |
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No, only 6th was the overdrive, the 5th speed would pull you up to 165mph, which was the gear limited top speed, then if you shifted into 6th, it would go back down to 155mph or so...
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bryan40oop
> Flavien Vidal
04/10/2016 at 09:12 |
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5th, and 6th were overdrive.
!!! UNKNOWN CONTENT TYPE !!!
http://www.teufert.net/trans/trannyin…
!!! UNKNOWN CONTENT TYPE !!!
http://www.ls1lt1.com/forum/gearmphc…
4th, 5th,& 6th are the same ratio’s as in the t56 box later used by gm and EVERYONE ELSE.
NET625
> hike
04/10/2016 at 16:12 |
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You must be a wizard. I can't do that in any of my cars. 08 tundra with the same size motor reliably gets 15. My 08 rabbit with a stick will do 25 if I don't drive like an ass. The e90 never gets above 25.
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hike
> NET625
04/10/2016 at 16:57 |
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I'm honestly shocked because I couldn't get my 06 g35 over 24