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SUVs Honda CR-V Honda CR-V Real World MPG
794 messages, Last post on Dec 08, 2009 at 9:54 PM
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Replying to: blueiedgod (Nov 25, 2009 10:12 am) |
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Replying to: blueiedgod (Nov 25, 2009 10:12 am) Of course we had a "Cure" for that, as much as could be done in those days. THE 4 BBL CARBURETOR and multiple carbs, such as Pontiac's "Tri Power". As far as OEM stuff was concerned. There were several varieties available, but the GM "Quadrajet" (4 BBL) was a real good balance. The primary ventures were small and siphoned from small jets. These were used for everyday driving and starting "Off the line". With factory hardware, the much larger and thirstier secondary venture butterflies would FLIP open under vacumn when the throttle was on the floor and enough vacumn from the engine was available. (The secondaries were either fully open or fully closed) Of course we generally over rode the vacumn controls with mechanical linkage.  Had to be careful with the throttle though, because opening those secondaries too soon could result in too much fuel for conditions and "bogging" the engine. The Tri Power (3-2 bbl carbs) worked pretty much the same way. The center carb had very small ventures for every day use. When the front and rear carb's very large venture butterflys "Flipped" open, a lot more fuel was available. Mechanical linkage was available for that set up also. All said and done, a knowledgeable and skillful driver could get better performance from the mechanical set ups. But in reality the stock factory stuff worked just as well. Secondary jetting was sometimes increased for more fuel, but generally didn't operate as well as the stock ones, UNLESS other things were done, such as a more free flowing exhaust, and more free flowing air intake, different cam, distributor modifications, etc.. Bottom line: Most anything that was done to increase performance required modification to other components. AND Generally, fuel mileage suffered!  Modern auto mfg have this stuff down to a science. Most of us don't have the skills or the equipment to make modifications that will actually work. We need to keep in mind that aftermarket companies are in business to "Sell Product" Period! And as you said: What is interesting is that K&N warranty covers the filter for 1,000,000 miles, but says nothing about covering the engine." Kip |
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I've owned a 2010 CR-V LX 2wd now for two weeks now. I've taken 2 long trips in her , and, so far, at interstate speeds she's averaging about 24.5 MPG typically running with the cruise set on 70 - 74 MPH. I'm running 35 PSI in the tires as well. I'm surprised that she's not doing better than that. I've put about 800 miles on the CR-V so far, and, I'm hoping she'll get better. The Saturn Aura 3.5 that the CR-V replaced typically averaged over 30 MPG under the same conditions. Does it take the Honda 4 a good while to break in fully?? Regards: Oldengineer
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Replying to: oldcem (Dec 06, 2009 7:38 pm) The 4 cylinder pushing the CR-V through the air at 70+mph is working much harder than a V-6 sliding a low profile sedan/coupe through the air at the same speed. Your mileage will likely increase a bit as the engine brakes in, but probably not enough to give you the mileage the Aura was getting. Kip |
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As the engine is "Breaking-In", rough parts are rubbing against one another and wearing smooth. As the parts become smoother there is less friction and gas mileage will generally increase. During this process it is not a good idea to run the engine at a constant speed for long periods of time. RPM should be fluctuated often so this wear is "Even" throughout the engine and especially the rings and cylinder walls. Taking back road trips with a light foot is a good way to accomplish this. The more stops and the more hills, the better opportunity for the engine to experience RPM changes.  Kip |
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Replying to: oldcem (Dec 06, 2009 7:38 pm) Simply put, city mileage is mostly abotu weight. Highway mileage is mostly about aerodynamics. But both can be affected by engine size, perfomance, transmission gearing and programming among other things. My opinion, Hondas 2.4L is above average to effciency, but in the CR-V it's pushed a little outside it's most efficient operating range. A slight bump in dispalcement to 2.5L would mage a significant improvement since the engine wouldn't be working as hard and would need fewer downshifts for hills, etc.
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Replying to: motoguy128 (Dec 07, 2009 8:31 am) Regards: OldCEM
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Replying to: oldcem (Dec 07, 2009 9:09 pm) Peak power can't really be factored into mileage. A Corvette with 400HP also gets around 30mpg. In their case, its' a matter of having a really tall overdrive gear as I suspect your Jaguar does. The CR-V gets similar mileage to other small crossovers. Its' all due to aerodynamics. You can't beat the laws of physics. IF a sedan needs 35HP to maintain a steady 70mph, and a small SUV needs 40HP, the SUV will require about 15% more energy. So you're asking the CR-V's engine at 2000RPM and and lets say 80% duty cycle at that RPM (load) to produce 15% more power using the same amount of fuel as the Jaguar at maybe 1600RPM, but only at maybe 50% duty cycle (laod) at that RPM. The Jaguar has the advantage of higher compression, but it's ot the inneficiency (drag) of 6 more cylinders a larger crank, probably stiffer valve springs and it's tuned more for peak midrange and high RPM performance which sacrifices low RPM efficiency.
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Replying to: motoguy128 (Dec 08, 2009 10:16 am) Regards: OldCEM
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Replying to: oldcem (Dec 08, 2009 8:40 pm)  Source: Edmund's Spec page |
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