For this to work, you must have very active control over your air/fuel ratio, as well as timing compensation for the slow burn during egr flow.

It's done for emissions, not economy, any economy effects are pretty much accidental and symptomatic of improper timing etc, in the first place.

_________________
'81 W150 on Propane... Oversize valves, Oregon Camshaft cam, 10:5 static CR, Distributorless ignition, megajolt timing controller, PowerTrax lockers.

Thanks Lou. Just a few dips & imperfections were filled on the third coat. Primer sealer to come next dry warmish day...

Josh: Josh has the correct thought, over drive gearing, in concert with optimal throttle opening, a simple tried and true solution engineer’s have been using for the last twenty five years. I recall my son commenting on a power train course back in his ME Engineering study days that there is an optimal throttle opening that translates to roughly 1800 to 2000 rpm, which is just about where all current production passenger cars run at 60 mph that allows for best fuel economy.

I doubt that anyone here would be discussing any of these outer limits sci-fi fixes to our antique drivetrains if it it were not so difficult and expensive to retro fit modern overdrive transmissions to them.

I can say that the thought of adding one of the new eight speed ZF transmissions currently being fitted to some of 2012 Chrysler models into my Dart in conjunction with a real low geared rear end has crossed my mind more than once. The problem of bolting any common overdrive automatic transmission into an A Body is; most of the darn things just don’t fit without major reconfiguration of the transmission hump, mounts, bell housing bolt patterns, drive shaft, and the fitment of some type of electronic engine & transmission management to make all the bits function. As much as I dislike most anything GM, their tendency to design drivetrains that have a wide interchangeability between components is not a bad thing.

I do like the way my five speed automatic shifts in the 300, quick, smooth, unruffled shifts under all acceleration conditions. I do think that in the near future the Chrysler conversion drive train of choice will be the new 3.6 L V six. Those things will soon be in every junk yard, knee deep as Chrysler is stuffing this engine into just about everything they build in the US. The nice thing is it is a physically small and powerful pumping out close to 300 hp., and lots of torque before any hot rodding.

Well I have once again driven off the topic, and into the ditch, sorry. What can I say, the joint compound is slow drying today… And, I am getting the hang of my new laptop that has replaced a ten plus year old Dell Dimension that just can’t hack loading today’s data dense pages in less than a few minutes. Man Photo Bucket loads fast on this thing.

Bill

_________________
67' Dart GT Convertible; the old Chrysler Corp.
82' LeBaron Convertible; the new Chrysler Corp
07' 300 C AWD; Now by Fiat, the old new Chrysler LLC