Quote:
Originally posted by jeff chambers:
The AOD's rotational and internal fluid (pumping & frictional) losses are, for all practical purposes, a fixed amount. Lets assume that its on the range of 20HP. Now for a 200hp motor, this is quite a bit but as you increase the hp the losses become less significant. With the converter locked, my total driveline losses are down around 16-18% with the AOD...
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If it is a "fixed amount" you must also equate that your driveshaft is also using power, as is the rear end. So if the AOD itself is costing you (probably 40hp) the rest of the driveline is still costing you power at an increasing rate with the amount of pressure and friction being applied to it. So you are looking at a more complex equation. Maybe (friction = 40 + 0.05hp). The entire driveline will never be as efficient as a T-5. Quite simply, you're spinning significantly more mass, and operating a pump. The T-5 is spinning less mass, and not operating a pump.
Based upon my suggested constant power loss from the AOD equation, which I don't believe the premis of constant power loss with regards to increasing friction is accurate, a 5spd car would need about 400hp to equal things out.
The superior gearing of the 5spd manual would be an asset to place against the AOD's torque converter. Then you can place shift speed in comparison between the two units. The AOD is more accurate and repeatable, but the T-5 isn't much behind. The time lost during a shift can be more than made up for with the proper execution of a powershift. (I generally gain ground on my opponents when I shift). I have a hard time believing the AOD could ever compete on equal terms with a T-5 car (car to car, not including driver).