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I has been a long time since I posted this New LBC CMD for 2.5L.. Well I finally have had the chance to remove the Unorthodox underdrive crank pulley and install the cdm. I have been putting miles on the Cougar and letting the computer "learn" this new pulley operation. I now have several thousand miles on the car and the computer seems to have adjusted to the uniqueness of this pulley.
The goal of this project was to provide some of the advantages of a underdrive pulley (low weight and reduced load) with the advantages of a DMD pulley (reduced vibration and improved harmonic dampening).. The cdm design isn't new. The CMD has been used on high performance automobiles for years, but it is new to the 2.5L duratec as far as I know.
I have been surprised how fast and smooth the ATX shifts both up and down. I have been driving up and over hwy 152 (over a 2000' climb) and have observed that the engine down-shifts from OD to 3 rd without any noticeable effort on my gas pedal. Accelerating and moving through the gears is so very smooth it just doesn't act at all like the old slow-down and shift that is so common with the ATX. It is so nice to be able to accelerate without the tranny bogging down to shift.
Of course the advantage over the UDP is the fact that the accessories are driven at their normal speed, because the CDM and standard dampeners are the same diameter. No more lights dimming when the engine is idling. The CDM also provides harmonic dampening that is missing with the UDP.
I've always liked the UDP performance on the Cougar but have been concern about going onto the track without harmonic oscillation protection. I know that the ATX isn't supposed to require as much dampening as the MTX, BUT.. anyway, now we can have the best of both worlds.
Okay, here are some numbers I have taken with my G-Tech for comparison purposes to measure dynamic performance. Previous the best 1/4 mile time I logged at 16.33 sec and 87.7 mph (respectable for 250 lb driver in an ATX Cougar). I'm currently not running a cone intake filter on my car. So test data taken today was with a modified stock air filter box (still have the 250 lb driver). Today I had a few minutes to kill while my wife was getting her hair done.. Sooo I headed off to my test track for some 1/4 mile runs. Launching with the CDM provided a new experience. I was able to adjust to the change in the power band and after running a 16.67, 16.34 and 16.4.. I did a 16.0 flat, at 96.7 mph. It is quite obviously that this ATX could benefit from another gear as I quickly stepped through the gears with a minimum of rpm loss between shifts. Now if I had a chip that would let me crank up the rev's on the line... hummmm.
Anyway, if anyone is interested, I have 6 of the CDM's available for $350 each. I was surprised they could build them for that price.
I wonder what would happen with the CDM on a MTX? .. :biggrin:
The goal of this project was to provide some of the advantages of a underdrive pulley (low weight and reduced load) with the advantages of a DMD pulley (reduced vibration and improved harmonic dampening).. The cdm design isn't new. The CMD has been used on high performance automobiles for years, but it is new to the 2.5L duratec as far as I know.
I have been surprised how fast and smooth the ATX shifts both up and down. I have been driving up and over hwy 152 (over a 2000' climb) and have observed that the engine down-shifts from OD to 3 rd without any noticeable effort on my gas pedal. Accelerating and moving through the gears is so very smooth it just doesn't act at all like the old slow-down and shift that is so common with the ATX. It is so nice to be able to accelerate without the tranny bogging down to shift.
Of course the advantage over the UDP is the fact that the accessories are driven at their normal speed, because the CDM and standard dampeners are the same diameter. No more lights dimming when the engine is idling. The CDM also provides harmonic dampening that is missing with the UDP.
I've always liked the UDP performance on the Cougar but have been concern about going onto the track without harmonic oscillation protection. I know that the ATX isn't supposed to require as much dampening as the MTX, BUT.. anyway, now we can have the best of both worlds.
Okay, here are some numbers I have taken with my G-Tech for comparison purposes to measure dynamic performance. Previous the best 1/4 mile time I logged at 16.33 sec and 87.7 mph (respectable for 250 lb driver in an ATX Cougar). I'm currently not running a cone intake filter on my car. So test data taken today was with a modified stock air filter box (still have the 250 lb driver). Today I had a few minutes to kill while my wife was getting her hair done.. Sooo I headed off to my test track for some 1/4 mile runs. Launching with the CDM provided a new experience. I was able to adjust to the change in the power band and after running a 16.67, 16.34 and 16.4.. I did a 16.0 flat, at 96.7 mph. It is quite obviously that this ATX could benefit from another gear as I quickly stepped through the gears with a minimum of rpm loss between shifts. Now if I had a chip that would let me crank up the rev's on the line... hummmm.
Anyway, if anyone is interested, I have 6 of the CDM's available for $350 each. I was surprised they could build them for that price.
I wonder what would happen with the CDM on a MTX? .. :biggrin:
