I have been curious about the effects on the CVT of FAS. Exactly how is it done? you restart in nuetral right? then shift it back into D? doesn't that hurt/strain the CVT?

If it does at all, I would rather pay a little extra for fuel than a new CVT.

I am getting close to 60 MPG right now, and I am finding I am not doing these techniques correctly, and the only FAS I have done is if I accidently lifted my foot from the brake and lost auto-stop.


If you glide was long enough, you don't have to worry about regen because it slowly charges anyway correct? Or do you always glide with a FAS or do you ever use an 80+ mpg glide if you know you will only lose a few mph every mile or so.

I have become confused reading this, but it is a good thing. I know I wasn't doing things right, and am beginning to understand it better. I would like to see what I can achieve if I can learn it a little better and find the sweet spots for my car.


I don't get the assist happiness that you all are speaking of. It will never come on at 40 mpg, and sometime has to drop to 30 mpg before kicking in with nearly a full charge. Once it engages, I can get it to stay to one bar below 40 mpg. I am beginning to notice an occassional mpg drop when I hold the pedal at a steady state. An example will be if I am maintaining speed at 60 mpg. The car will surge with power and drop to 40 mpg, without me moving my foot. It seems at these times, it is a struggle to get it back up to 60 mpg, as if it doesn't want to. Also at times, I will maintain speed, then the mpg will go up by 20 or so, but the car will also accelerate. I might end up taking the car to have it checked next week if I keeps it up.

 

Thanks for your input. I'll no longer continue to post on this site because to many people know too much about nothing and constantly argue about each others ideas, opinions and comments. I will how every continue to update my mileage on the site. Thanks!

 

Hi Adam,

I understand your position 100%. I have also been very quiet these days and after reading a few posts, I have no motivation to continue updating the guide. Hope somebody will have time to update it one day. As we have seen, talking in hybrid acronyms is not conducive to user learning. Reminds me of some of the teachers I had in school, they new their material very well but couldn't transfer the knowledge to people.

Cheers,
Stephane.

 

That's dissapointing. I disagree with the notion that the inexperienced (like me) should refrain from posting opinions, experiences, or even speculation. It's up to the reader to judge the worth of what people post, the information should not be supressed. I hope you'll reconsider.

 

Adam,
you shouldn't feel that way, you are free to express yourself. We are an online community and there will be spats between us, but, never take it so personal. Xcel can achieve wonderous things, and is passionate to get others to do so as well. For him, FAS is a menial task, he can do it without thought, concern, or anxiety. Many others would never consider it for a lot of different reasons. What works for you can be different, and if someone doesn't understand how or why it is working for you, try to explain yourself in greater detail. That is how this site will help the broadest range of people. Not everyone will do everything, but it is a great source from real drivers to help the newcomers, voyeurs, and even the advanced people can learn new things occasionally. When one believes they know it all, is when they have closed thier mind to new possibilities. Through debate we can learn more and see new angles.

slajuene,
the same goes for you, your input is respected and desired as well. I do hope you continue to update the database, the more people the better our sample to show and prove what Hybrids are truly capable of in real life. It doesn't matter if you get 100 mpg, or 30 mpg ... there is the availiblity to explain the conditions and situations so this can be the greatest source of information out there. I only think it could be better if we had more non-hybrid vehicles and a side-by-side database to compare with. People would be amazed on the true difference. I have learned not to care if someone feels like they wish to chastise me because of something I said, they way I drive, or my opinion. That is thier right in a way, but doesn't make them any better, or what they say meaningful.

You both have unique experiences and knowledge in life you can share with the others. I am sure no one on here truly wishes anyone to leave or be reluctant to post unless you are here just to harrass (troll, no true interest here except trashing the site and users). I have learned things from both of your posts/threads before.

Now let us all kiss and make up. Share the love.

 

The techniques you advocate require constant attention to the car's performance parameters - FCD, RPM, assist/regen, etc. It's a level of concentration that I have no desire to maintain over a significant driving distance. I'd like to give first priority to the road and the vehicles around me - be alert and drive defensively. And if possible I prefer my driving experience to be relaxed. I don't think that's consistent with your idea of hypermiling, at least for mere mortals like me.

I drive moderately by nature, and I do so more with the HCH because the nature of the vehicle makes one more conscious of FE. I have no intention of going beyond that.

I've never attempted a FAS and I doubt that I ever will. I know that when the vehicle is stopped, in Auto Stop, and I shift to N the engine starts up. I haven't tried shifting to N while in motion, so I honestly don't know what happens in that case. My guess is that, if I'm gliding with valves shut and I shift to N, the engine will come out of the valve shut mode.

 

--

 

Xcel, I think that is the best explaination of how you feel I have read yet. I see where you are coming from now more than ever before. Thank you for putting it that way. I must admit, sometimes it seems as if you expect everyone to get top notch tanks, even though you never have directly said that. I try to take in what all the veterans say since I am a Hybrid newbie, and try a little at a time. Just from what I have read I started out at a decent level. If I can truly learn these things better I might be fighting for top spots soon, especially once it stays warmer.

 

Funny! I've never seen an Olympic decathlete pull his hair out because everyone else isn't or doesn't want to be an Olympic decathlete. I respect your knowledge. Where you come up short is in the humility and respect-for-others department. Hitting others over the head for not being experts won't get you far in converting them to your cause. This is not your personal pulpit. It's a discussion forum where anyone may discuss, ask a question, give an answer, even if the answer is wrong.

 

Back to my original question: Why does P&G work vs. cruise control...

I think it is answered here. P&G works because the pulse runs the engine at a higher RPM, which gets into a higher efficiency band. This burst of energy is stored in the form of kinetic energy (your car goes faster) which is then doled out during the glide. P&G isn't about storing and releasing energy from the battery, as I had assumed, but storing and releasing energy in the speed of the car. Now if we had an engine with a flat efficiency curve (like a good electric engine) then P&G would actually be a less efficient mode of driving.

I admit to being a newbie. I am also an engineer and I like to understand systems. I'm quite pleased that my post here has gotten me the answers I was looking for -- Why does pulse and glide work? Why is it better than constant load (cruise control). Thank you all for the facts of the matter.

--Brad