torque engine
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torque engine Post Review
The V4 Granturismo is a high-performance engine that guarantees extremely smooth operation at low revs and a linear torque curve. It delivers a maximum power of 170 hp at 10,500 rpm and a maximum torque of 125 Nm at 8,750 rpm. Book a test ride today: https://t.co/UDKH1rr4m4 https://t.co/ggk0Wir5lO
3.0L V-6 Supercharged Engine 8-spd w/OD Transmission 340 @ 6,500 rpm Horsepower 332 @ 3,500 rpm Torque Terrain Response four-wheel Drive type ABS and driveline Traction control 19" silver aluminum Wheels Front air conditioning, dual zone automatic. ¢290k Please RT 🙏🏾 1/2 https://t.co/CZqlmrdJeG
Ladies and Gentlemen. I am Anjeyo P’Korir. I bring to you for the very first time. The very first Scania F250 4x2 bus in Kenya. Engine: DC09 114 250HP Euro III Power: 250HP @ 1900 rpm Torque: 1250Nm @ 1000-1350 RPM Gearbox: 8 Speed Opticruise GR875. Suspension: Leaf Springs https://t.co/TA1sz7nHpy
🚨Daily Showcase🚨 #CryptoCars2021 1987 Astera 2-TMR Spec-R Acceleration (0-100 km/h) : 4.5s Top Speed : 265 km/h Engine Capacity : 2024 cc Cylinders : In line 4-cylinder Horsepower : 207 hp Torque : 203 Nm Transmission : 5-speed Manual Weight : 996 kg Country : 🇯🇵 Link...⬇️ https://t.co/ceDpJyvcIV
Engine Mapping, an Electronic Control Unit (ECU) in charge of manipulating the torque output of an engine, controlled by ignition, injection and engine torque maps, considering airfuel and exhaust gas ratio, all based on its RPM and the amount of throttle. Not a fuel mix setting. https://t.co/wMDWu20SaN
After teasing it yesterday, TVS Motor Company has launched the Apache RTR 165 RP motorcycle in India! • 164.9 cc single-cylinder engine, 19 bhp, 14.2 Nm of torque • TVS racing decals, race-tuned slipper clutch, new headlamp https://t.co/YE3k71GNpg
The Intelligence that Inspires for exceptional performance! The PROTON X70 is not just a pretty sight but it is also powered by a 1.8L TGDi Engine with 135kW of power and 300Nm torque. Together with an LCD Meter Combination and Tyre Pressure Monitoring System. https://t.co/2UTKjJWnFN
@ChrisExcel102 2021 the white 2020 the rajah But same Engine and torque, and the 2021 is facelift sharper than the old model https://t.co/UYGeivhAJp
Shelby GT500 The most powerful Ford Mustang Manual V8 engine, 5.2-liter, supercharged, with a capacity of 2.65 liters, with 760 hp and 847 Nm of torque, with a 7-speed double-clutch gearbox, accelerating from 0-100 km/h in 3.3 seconds #cars #carsamba #ShelbyGT500 #FordMustang https://t.co/y4y8g2Rrkx
The A45S features a 2.0-litre four-cylinder turbocharged engine which produces a frankly staggering 415bhp and 500Nm of torque. That means it can hit 62mph in just 3.9 seconds on the way to a 168mph top speed. 📸 Instagram: airmadrid https://t.co/ZoLbAGDWfD
torque engine Q&A Review
If gears can convert speed into more torque at the wheels, why do people say you need an engine with high torque for towing applications (E.g trucks)? Could you not just use a high powered (low torque) engine and gear it down?
You don’t tell us what your meaning for speed is so let’s forget that. If you are talking RPM look at the answer that says a screaming engine won’t last. Moving on let’s talk about engines. An inline 6 cylinder engine is a torque monster, gas or diesel. An old chev or ford 6 cyl gas engine with a stick shift will climb mountains, even with a load. Swap that to a newer Cummins 6 cyl diesel and look out. Been a ford v8 diesel guy since they offered them for pickups. Never had a Dodge until recently when my 08 ford water pump puked, broke, ripped up the oil cooler lines catching the truck on fire and destroying the truck and my 41′ 5th wheel. Not even a kiss from ford for my years of loyalty so I shopped and bought a Dodge 03 4x4 dually with a 160k miles on it, a 6 speed manual 5.9 L diesel. You actually have to be careful mashing on the gas if the pavement is wet as the ass will come round, the torque is so high. My ford dually King Ranch dually could hardly spin the tires on wet pavement at a stop light. V8 have little torque compared to an inline 6. Not only that but the ford never got better than about 12–14 mpg on the hwy empty. The dodge knocks down 19.5+ around town and if I keep my foot out of it will hit 23+ on the fwy. So the answer is buy an inline 6 cyl diesel if you need to tow something or haul a heavy load. A V8 diesel from ford or chevy in stock form will NEVER out pull a Dodge inline 6. An inline diesel cat in a semi will equal it but mileage is worse and the cost is higher than a cummins. A big detroit work but again big $$$. Stay with the dodge, there are plenty of reasons why they sell all those engines to KW, etc., not to mention all the motorhomes on the road. Oh, I worked for KW and PACCAR at the factory and a transmissions life in low gear is less than 5% of the transmission, creeps up as you shift up into high or OD. So not only does a screaming engine tear itself up but it eats up your auto or manual tramsmission. Best Bob
Why do F1 cars have high revving, low torque engines?
Why do people find this hard to grasp? An engine needs to generate power to accelerate a car quickly. Power comes from a multiple of Torque and Revs(/5252 assuming torque is in ft/lb and power is in hp). Engines work best at a specific rpm. Some are tuned to be efficient at say 3000rpm - others at 15,000 rpm. Each side of that will be slighlty less efficient. What an F1 engine does is rev very fast - currently 15,000 but previously up to 20,000 rpm - so you would “tune” your engine to make as much torque as possible at around 15,000 rpm so you’d get the maximum toque near to your peak RPM (actually a bit before peak RPM). This tuning sacrifices torque lower down the rev range as you can’t optimise an engine to be perfect at 15000 and 3000 rpm. The result is not a lot of power low down (low torque and low RPM) and loads of power at high RPM (lots of torque and lots of rpm). So F1 cars don’t make “low torque” they make low torque at low RPM. Of course the torque is relatively low compared to a 5 litre diesel simply as they are so much smaller.
What's the purpose of a low revving torque engine if high revving high HP engines can give the same torque with more reduction gears?
In and of itself, nothing. However, if you have driven a vehicle that has a wide range of good torque, vs a vehicle with a narrower range of usable power, you realise that it is much harder to use a narrow band of power. I have a 600cc track-bike (ex-race bike, stock engine) and a 1000cc road bike. The trackgbike needs to be above 5000 rpm to give decent power. Not a big problem on a track, where you know exactly what is happening next nearly all the time. On the road, especially when you go places you're not familiar with, it's so much easier to have usable, good power pretty much any rpm you use, that my road-bike has. An extreme example is a real racing two stroke, like a friend pf mine riding a TZ 350 around Goodwood racing ,http://circuit.https://youtu.be/wq5upsMZ4Qg This engine has a powerband (range of good power) between 8000 and 12500 rpm. Not easy to use - this guy is good!
What will the output be if you take a high torque engine and a high HP F1 engine and combine output with a planetary differential?
In the final analysis HP (or watts) is the measure of power of any engine. Whether the engine is a 1,000 hp gas turbine turning 50,000rpm with low torque, or a 1,000 hp high torque diesel turning 1,000 RPM, or a 1000 hp medium torque gasoline turning 6,500 rpm, you will adjust your gearing to apply the same torque to the wheels or other load. You could couple any combination of engines with proper gearing but the HP contribution of each engine over a range of RPM could be very different.
How do I transfer an electrical energy from the torque/engine to tyres in manual cars?
Your question doesn’t make much sense.. Are you asking how a manual transmission works? If so, it is a series of gears (literally) inside the transmission that engage different rations that transfer the power from the engine to the wheel. Dependent on the type of engine that torque may be created by electricity or fossil fuel.
Are large displacement engines harder to stall on manual transmission, and is the "car creep" on first gear while letting go of the clutch faster on large torque engines?
For ordinary road cars, the answer is generally yes - bigger engines are harder to stall because they produce more power and torque, especially at low RPMs. But the details matter. For example, how is the extra displacement produced? More cylinders, or bigger cylinders? A 4 cylinder engine having a large displacement has bigger cylinders, hence bigger and heavier pistons (or sometimes a longer throw crank, effectively lengthening the cylinders). Given that it’s still only producing one power stroke every 180° of rotation, it can make the engine “lumpy” or vibration prone and easier to stall. To counteract that it would need a heavier flywheel to balance the heavier pistons, but that would reduce its acceleration, so negating some of the advantage of having more power. Having more cylinders means the pistons can remain small and light, and power is produced at smaller angular increments, so it’s smoother without needing a larger flywheel. But more cylinders means more valves, cams and overall much more complexity and a larger engine, and possibly balance issues, so that’s a tradeoff as well. Another way to get more power is to keep the same displacement but to change the valve timing so that the power is produced at higher RPM at the expense of power at lower RPM. A “cammy” engine like that is common in race and rally cars, but they are much easier to stall, because there’s little power in the range above tickover. A car set up this way is hard to drive in ordinary traffic, but is fine on the track or stage. So resistance to stalling is also highly dependent on how the power curve is set up, not just on displacement alone. Note that very high performance racing cars often don’t have very large displacements - regulations change frequently in different formulas, but at one time 1500cc V8+s were common, having very small pistons and short strokes, so they could rev to very high rates (up to 18,000rpm in some designs), but which produced no power at all below 5,000 rpm.
Could we move Earth as done in the movie "The Wandering Earth" using torque engines, etc.?
Moving massive things never works the way its shown in movies. If we dedicated several thousand years to it we could probably change the Earth’s orbit a little bit. We’d have to use a high impulse drive, normal rockets wouldn’t do anything. A normal rocket would appear to work at first, moving the earth imperceptibly, the problem is that the exhaust gases wouldn’t be fast enough to escape the earths gravitational pull, and thus be pulled right back to the rocket, cancelling all benefit.
What would you prefer for touring RE INT 650 or KTM adv 390? One side we are getting twin cylider with higher torque engine other side lots of features and electronics.
This is a worth asking question in my opinion. The two bikes in question fall in similar price bracket, have unique look and styling and posses sufficient power figures to make almost all riders happy. The question asks specifically for touring we need to take into account Terrain, maintenance cost and comfort of the bike. Touring typically includes covering long stretches of highway, pothole ridden roads and lastly roads with mud,slush or as we often call it off-roads. The important point to consider here is maintenance which also becomes a important factor as we will cover close to 15–20000 KM over the period of year and probably even more. Maintenance Cost :, Brake pads cost of RE is significantly higher than those in KTM. Tyre price of RE is at par with KTM which comes with Metzeler tourance setup. Cost of Chain Sprocket of RE is higher when compared with KTM. Regular service of both the bikes will cost somewhere in between 1500–2500INR. Although RE comes with a larger service interval of 10000KM when compared with 7500KM in KTM, the overall cost of wear and tear parts will keep the maintenance cost for RE higher. So to conclude total maintenance cost of RE would be higher than KTM when compared over a period of 15000–20000KM on odo. 2. ,Touring compatibility : ,This is a deciding factor in my opinion. KTM adventure is a machine that can be taken straight out to touring after purchase whereas in RE interceptor you have to go for Modifications. Seat of RE is soft and needs to be upgraded to suit touring needs. Headlights needs to be upgraded as well or fitted with auxiliary lamps. Some riders have complained regarding the ergonomics of the bike as well. If you are looking for more off roading, Tyre will need replacement too. ADV390 on the other side comes with features that sounds too good to be true with almost everything needed for touring. Charging socket, Dual Purpose Tyres, excellent seating position with good rider’s triangle coupled with pre-installed knuckle guards, impressive DRLS and a informative instrument console. Not to forget Bluetooth connectivity with your smartphone and better windshield. 3. ,Terrain handling capability :, RE interceptor 650 will be winner when riding on highways and smooth tarmac road. Twin cylinder engine will be able to cruise easily at speeds of 120–130KMPH easily without breaking a sweat. KTM ADV390 is not behind here as well but smoothness I personally feel will be better on RE. Top speed wise there should be no problem in both the bikes to touch 160KMPH. RE engines have good low end torque and will always give good confidence when riding in lower revs. Same cannot be said for KTMADV as it enters into its element after 4000RPM after which it turns into a totally different machine. Touring never does come with good roads only and you will have to cover the bad roads as well as along with the off roads in the mountain passes and that is where ADV will outshine the RE significantly due to it’s dual purpose Tyre, Traction control and cornering abs. All the features like cornering abs etc feels like a little too much but if you would trust me they do give a lot of confidence. Final Verdict :, Man to Man, Rider to Rider my advice would be to go for KTM ADV 390 if you are looking for a machine for touring. The bikes comes with everything you will need for touring and has good safety techs that will keep you safe on those long rides. Also to buy RE Interceptor for INR 3.45Lakhs and spending another INR 15–25K for modifications does not look like a good deal to me when you can get everything factory-fitted and tailor made at 3.58Lakhs with plethora of safety features. Though I will always be a sucker for retro styling that RE has given in this machine and a twin cylinder engine but for touring it does not fit the bill. Also RE’s reliability issues from past and higher maintenance cost does not personally give me the confidence. This is just my opinion and in the end go for the one which connects with your heart. Ride hard and Ride Safe.
What is the reason for using big engines that have high torque when we can use a smaller, low torque engine and use a transmission to get the torque needed?
Car and bike engines are generally mid range engines designed to optimal performance at around 2000 to 5000 RPM. Most motorcycle engines produce max horsepower and torque at around 6000 RPM. Mid range engines and turbocharged engines usually produce power beyond 1800 to 2100 RPM which is acceptable considering nine of these are meant to carry heavy loads. Q Coming to your question, let us assume 100 kgs of weight, say a big bucket full of 100 lit of water tied with a rope running over a pully and connected to a combination of gears. We have a 10 years old child and a 25 years old adult as well. Both are asked to drive the gears to lift the weight. The adult will be able to produce sufficient torque from his muscles to lift the weight. However he child cannot produce sufficient torque to even lift the weight to an inch. Another example is of a geared bike (bicycle) which must climb a gradient of 25 degrees. A healthy adult will be able to move the mass and climb to some extent and eventually get tired. But a child will not be able to climb even 20 degrees gradient. To rotate any stationary object requires certain amount of torque. Gears help in increasing the torque but in the process the speed is compromised. Neverthless, a car engine with power charecteristics of, say 130 Nm of torque at certain RPM which is designed to rotate a staionary mass of 2 tons at even 25 degrees gradient cannot move 20 tons of mass even at an even surface. 130 Nm torque won't be sufficient to move the gears but if one tries to out all efforts by increasing engine RPM the torque curve will fall after achieving maximum torque level as designed. Even if the small engine does successfully move 10 times the mass the engine will be required to continue to run at high RPM continuosly and eventually seize due to constant high temperature.
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