Can any of the FDII owners verify what rpm's their Patriot is turning at 60MPH? I'm getting 2500rpm at 60MPH. This seem high as most vehicles I've driven seem to turn at approximately 2000 at 60. My old XJ turned slower than this at 60. Is it just the way the FDII drivetrain is geared or is this too high? TIA.
MPH/RPM RATIO
ralphfr
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Can any of the FDII owners verify what rpm's their Patriot is turning at 60MPH? I'm getting 2500rpm at 60MPH. This seem high as most vehicles I've driven seem to turn at approximately 2000 at 60. My old XJ turned slower than this at 60. Is it just the way the FDII drivetrain is geared or is this too high? TIA.
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mine also
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From an old thread:
45mph - 1850rpm
50mph - 2050rpm
55mph - 2250rpm
60mph - 2500rpm
65mph - 2650rpm
70mph - 2900rpm
http://www.jeeppatriot.com/forum/showthread.php?p=135068#post135068
45mph - 1850rpm
50mph - 2050rpm
55mph - 2250rpm
60mph - 2500rpm
65mph - 2650rpm
70mph - 2900rpm
http://www.jeeppatriot.com/forum/showthread.php?p=135068#post135068
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so when you accelerate from 1st to 2nd gear in the FDI or FDII you often hit 3000 rpm?
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I have no idea. The CVT doesn't change gears to tell.
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Sometimes mine gets to around 3,000 before it changes to a higher ratio, but usually I try to keep it around 2,000-2,200. When I keep it at 2,000 or less, I seem to get close to 23 MPG in the city. Only problem is its hard to drive that way all the time
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Sounds about right to me to, depending on if on level or not.
Mine jumps over 5K RPM often on acceleration, and will stay high if you stay on the gas, but if you let off slightly as you near the speed you want (like passing or pulling onto the highway) the RPMs will drop noticeably and you will maintain speed.
CVT takes a little getting used to, but now that I'm used to it I prefer it over the regular auto-trans.
Mine jumps over 5K RPM often on acceleration, and will stay high if you stay on the gas, but if you let off slightly as you near the speed you want (like passing or pulling onto the highway) the RPMs will drop noticeably and you will maintain speed.
CVT takes a little getting used to, but now that I'm used to it I prefer it over the regular auto-trans.
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The FDII has 8.32 axle ratio or.something like that so it will rev higher than other patriots or even most other vehicles. It was concerning to me the first time I test drove the FDII. But now I just drive at 100 km/h or 105 km/h to improve my fuel consumption.
I wonder why the FDII doesn't have an over drive like the FDI seems to have.
I wonder why the FDII doesn't have an over drive like the FDI seems to have.
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The FDI has a higher axel ratio than the 5 speed but the FDI revs lower at highway speed. So if it has an overdrive program why can't they put something like it in the FDII? Axel ratio shouldn't have anything that would restrict an overdrive program in the FDII.
Another thought is that the FDII does have an overdrive deal but because the axel ratio is so different from a FDI that the revs stay high anyway.
Just my thoughts.
Another thought is that the FDII does have an overdrive deal but because the axel ratio is so different from a FDI that the revs stay high anyway.
Just my thoughts.
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Here's the ratios for the Patriots:
![Image]()
As you can see, the 5-speed does go as low as the FDII (15.53 vs 19.11), nor does it go as high as the FDII (3.34 vs 3.21). This explains what you are seeing. But none of them have a separate Overdrive per-se. Although technically 5th gear in the 5-spd is less than 1:1, so it is overdrive.
As you can see, the 5-speed does go as low as the FDII (15.53 vs 19.11), nor does it go as high as the FDII (3.34 vs 3.21). This explains what you are seeing. But none of them have a separate Overdrive per-se. Although technically 5th gear in the 5-spd is less than 1:1, so it is overdrive.
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CVTII
It must be the physical limitations of the gearing in the CVT then which is I believe the same transmission in FDI and FDII. It can handle the lower end but is already at it's limits on the high end. Which raises the question is the difference between the CVTII and CVTIIL a programming issue or are there physical differences?
It must be the physical limitations of the gearing in the CVT then which is I believe the same transmission in FDI and FDII. It can handle the lower end but is already at it's limits on the high end. Which raises the question is the difference between the CVTII and CVTIIL a programming issue or are there physical differences?
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Thanks UA_who
We posted about the same time. Thanks for explaining that. Apparently the differential is the major difference. I guess the program differences relate to shift points.
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