11-03-2018, 12:08 PM | #15 |
Nor is it possible to apply a fixed drivetrain loss figure to your car (say 60 whp from my RevUp G35 example), because as you modify the engine and increase its output its ability to generate thrust force and angular acceleration also increases (though not in a linear fashion).
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11-03-2018, 04:31 PM | #16 |
old school chevy rodder
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11-03-2018, 07:12 PM | #17 | |
Fast Cars and Old Guitars
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Quote:
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11-03-2018, 07:14 PM | #18 |
Fast Cars and Old Guitars
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11-03-2018, 07:15 PM | #19 |
Fast Cars and Old Guitars
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Ok, sorry, I inserted the gasser AND the eCopo...
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11-04-2018, 08:04 AM | #20 |
old school chevy rodder
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Yup look at all them wires they have to discombobulate the quantum physic regulator to get it up to 66.76 giggawatts at 76 MPH to go to SEMA Scientific Energy Manufacturers Association....theres got to be a MR. Nuke coffee maker in the console that converts energy also.....
Wish I could make it there....
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11-04-2018, 08:17 AM | #21 |
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The more power you make, the more loss there is. That's just how it works. Think about pushing your hand through water in a pool slowly. There is barely any resistance (loss) felt by you. Now push it through as fast as you can. You will now feel a lot of resistance (loss), even though you're pushing the same hand through the same medium. The only difference is that you have added power. It's a similar concept.
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11-04-2018, 08:18 AM | #22 | |
corner barstool sitter
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Quote:
If you're doubling the torque (IOW, doubling the HP at any given rpm), you're doubling the gear tooth contact pressures, so in absolute terms the losses would be at least somewhat greater at the higher torque. Norm
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11-04-2018, 08:20 AM | #23 |
Fast Cars and Old Guitars
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They were pretty proud of that thing. It was a race car in every sense - from a how quick it went down the track, point. Me and the old-school sales dude just stood there and talked about our dinosaur, SS Camaros and speculated how many millennials would embrace the e car after we’re all gone.
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11-04-2018, 09:18 AM | #24 | |
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11-04-2018, 06:15 PM | #25 |
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I'm having a difficult time understanding how a given transmission and rear end assembly doesn't use the same amount of torque/ hp to turn, regardless of what engine is mounted to the front of the bellhousing.
Imagine a dyno shop that has a given transmission (let's say it's a T6060) mounted in their test stand, along with a 48" drive shaft, backed up by a full Gen. 5 Camaro IRS rear end and rear wheels (essentially, a full Gen 5 Camaro, minus the body and interior, just the frame with a drivetrain). The shop installs an electric test motor to determine the amount of torque/ hp required to turn the existing driveline at a given rpm. It's determined by this test procedure that 50 hp/ lb. ft of torque are required to turn the assembly at 3000 rpm. Now, if the shop then installs a 430 hp LS3 ahead of that T6060, wouldn't that driveline still consume 50 hp/ tq at 3000 rpm? That would leave 380 net hp at the rear wheels (which figure I have intentionally used in this example because 380 hp is pretty close to average rwhp on these Gen 5 LS3s, it seems). Now, if we were to add a cam that is dyno-tested to add 20 hp to that same LS3 and T6060/ ISR rear (thus now making a dyno-tested 450 at the crank)-- wouldn't the rwhp now register at 400? Or, per the OP's question-- 800 crank hp should have around 750 at the rear wheels with this same driveline? Someone explain in the flaw in my logic. I'm not being sarcastic here, by the way. |
11-04-2018, 07:51 PM | #26 |
I don't if this will help you Chriscam but, as I understand that water analogy above, the quicker (higher torque values) you try to turn that same driveline, the more resistance there is to turning it. It's just not a 1:1 ratio as you up the torque.
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11-04-2018, 09:58 PM | #27 | |
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So I'm probably making around 1000 hp on the moon? YES!!!!
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11-04-2018, 10:00 PM | #28 |
Of course I'm probably only making around 2 hp on Jupiter. (if that)
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