6spd manual transmission differences

Well now we know you have never even seen a transmission disassembled... Just stop talking already.

Hmmm you managed to edit your post right before i quoted you... what a shame.

 

Watch the video. It gives a perfect explanation. As for your highlighted text above, please clarify what you are meaning.

 

You are exactly right. The entire housing rotates together when TCC lockup is fully applied.

 

the automatic camaro is faster than the manual version..

 

^^^That part is correct to some degree. My guess (from my understandings of this) is that if the 6th gear were .716 like the auto's 5th, that it probably required more throttle to pull hills/inclines (small hills that would not require a down shift) than the .849 does, enough so that fuel mileage was worse. Whereas the auto can just unlock the torque converter to obtain a slight torque multiplier, while less efficient, it didn't require more throttle therefore not hurting the fuel economy as much as the extra throttle required by the manual to pull the hill/incline.

Just my two cents. Granted all my knowledge is from reading online and not first hand experience.

 

Actually you have a pretty good grasp on it right there.

 

I have 4.88's so I know what you mean. I lost about 2 mpg after getting them installed, uses less throttle to get moving and such but runs at higher rpms. Higher rpms require more energy to maintain that is just common sense.

Although all of those little economy 4 bangers like my Hyundai's 1.5L sit at about 4000 rpms at 75 on the freeway and still get almost 40 mpg's

"Actually an engine using more throttle at a lower RPM is more efficient than one using less throttle at high RPM."

^^^As far at this goes it would all be a ratio of the differences in throttle to rpm's, I imagine, but yes in normal circumstances I would believe that.

 

Really? My hyundai sits at about 2200-2500 when I'm on the highway. What year is yours?

 

You're user title...

 

The most efficient engine speed isnt a fixed point with respect to power demands. Generally, the higher the power demands, the higher the most efficient speed to achieve it -- within reason, of course. Lugging the engine is inefficient. On top of this, we havent accounted for the effects of VVT, which shift the torque center around engine speed.

BradyT88, yes correct, but this inefficiency in lugging the engine can be solved by downshifting in that circumstance.

 

BamaToy1997: have you accounded for fluid dynamics within the locked up torque converter? I sure havent, and I am happy to admit that it is beyond my math skillz.

 

1999 accent with a 5 spd manual.

Yes but would the average person downshift in that situation or just give it more throttle?

 

Fluid Dynamics? Something I'm actually good at!

 

We have a winner!!!
The truck is built best guess to account for the driving habits and styles of the largest subset of the potential market.

In theory, at least.

 

I can tell from your sig pic.

 

All consumer items are generally engineered and designed to appeal to the 95%

I forgot to accommodate for the large amount of head loss and thus had way too much pressure in the lines.

 

They fluid dynamics inside the TC are irrelevant once TCC lockup is achieved. the pump inside the transmission sends fluid through the TCC lockup circuit in the valve body, though the center of the input shaft( the input shaft has a hollow center) and into the clutch lockup assembly. The TCC solenoid in certain systems (not all manufacturers use the same method) closes the circuit, which allows fluid pressure to build up inside the area of the TC where the lockup clutch is located. (imagine you are pressing on a "fluid" clutch pedal, pushing the pressure plate away from the clutch) This pushes against the TCC clutch, forcing it away from the inside of the front housing. When TCC is commanded on, the TCC solenoid releases the pressure. The apply spring (pressure plate equivalent) is then able to overcome the fluid pressure, which is being bled off, allowing the TCC clutch to press itself against the inside of the TC housing. The TCC clutch is mechanically connected to the input shaft of the transmission, and the housing of the TC is mechanically bolted to the flex plate. Since the housing and the TCC clutch are being forced together, it mechanically connects them, exactly like in an "air" clutch type system. This causes a mechanical connection between the flex plate, and the input shaft. Thus making the fluid coupling no longer holding.

 

LMFAO!

Wow....I am going to leave THAT comment WAYYYY alone there....hahaha

Screw it! I have had a loss of receiving head (head loss) and have had WAY too much pressure in the lines!

 

Is fluid not still being pumped through the TC when locked? If it is, then consider that fresh fluid being pumped in will be accelerated outward from the hub (supply), and then pushed back in to the hub (drain). This process isnt energy neutral. It consumes energy in both directions.

 

I gotta say, Bill, your sig pic is very distracting (not complaining).