Torque. That which I've been missing out on my whole life. Some day...
Unless you are running E85 ;-)In my experience, gas engines with lower compression ratios are more tolerant of lugging compared to gas engines with higher compression ratios.
I have actually looked for that, but I was never able to find one. I suppose the graph would be very specific to the engine design, oil and oiling system design, operating temp, and the specific part, but still interesting to see nonetheless. Some parts such as the valvetrain wouldn't be directly affected by the engine being overloaded/lugged while the bottom end certainly could be.So I guess what we need is a graph showing engine wear versus rpm at WOT. No one can really say if it's worse at lower rpm, or at what rpm it flattens off, if it does.
I've seen graphs that show more ring wear as the RPM increases - other variables held constant. And you're right that some engine components like valve train and journal bearings aren't as wear sensitive to RPM like rings are. Journal bearing MOFT actually increases with RPM, but the actual instantaneous viscosity in a journal bearing also decreases at the same time due to shearing and heating. That's why HTHS viscosity is important.I have actually looked for that, but I was never able to find one. I suppose the graph would be very specific to the engine design, oil and oiling system design, operating temp, and the specific part, but still interesting to see nonetheless. Some parts such as the valvetrain wouldn't be directly affected by the engine being overloaded/lugged while the bottom end certainly could be.
Max torque point on the torque curve is typicalky also the maximum volumetric efficiency point (ie, the maximum cylinder charging efficiency).If lugging is anything under 2-3000 rpm you have to wonder why there are so many modern forced induction engines that develop maximum torque at 1500 rpm.
^^This. I didn't think you could even lug a modern engine.Modern engine are almost impossible to lug due to computer controls.
On BITOG “modern” goes back a few decades. Some of have cars old enough to vote. Or at least display some teen angst and pouting.^^This. I didn't think you could even lug a modern engine.
I agree if it is equipped with an A/T, but a modern engine bolted to a manual transmission with an inexperienced driver can easily be lugged.^^This. I didn't think you could even lug a modern engine.
On BITOG “modern” goes back a few decades.
Nope. I have a 6 speed manual CX-5. Watching the real time fuel consumption reading in a high gear it hits a maximum point and will not go over that. For example, in 5th gear at 35mph it will run at 1800rpm or so. The fuel consumption goes up through the first third of the throttle travel and then not change until the rpm slowly rise and the fuel consumption rises linearly with rpm. Seeing that all modern vehicles are computer controlled, the throttle butterfly is not connected to the pedal at all. No matter if I’m at 1/2 throttle or floored, the computer is maintaining a stoichiometric fuel ratio around 14:1 by adjusting injector timing and butterfly position. It will not lug.I agree if it is equipped with an A/T, but a modern engine bolted to a manual transmission with an inexperienced driver can easily be lugged.
Good to know. What happens if you accidentally were to shift into 6th gear at 20 mph and floor it? I can't imagine there not being some lugging occurring while the computer tries to compensate for driver error. Having said that I haven't lugged an engine since the 1970's when I first learned to drive a stick, so these engine management/protection systems might really be dialed in.Nope. I have a 6 speed manual CX-5. Watching the real time fuel consumption reading in a high gear it hits a maximum point and will not go over that. For example, in 5th gear at 35mph it will run at 1800rpm or so. The fuel consumption goes up through the first third of the throttle travel and then not change until the rpm slowly rise and the fuel consumption rises linearly with rpm. Seeing that all modern vehicles are computer controlled, the throttle butterfly is not connected to the pedal at all. No matter if I’m at 1/2 throttle or floored, the computer is maintaining a stoichiometric fuel ratio around 14:1 by adjusting injector timing and butterfly position. It will not lug.