Sentences with phrase «rpm power band»

However, thanks to a $ 1,000 optional Lineartronic Continuously Variable six - speed automatic transmission, the seemingly low horsepower output is distributed across the RPM power band very well, resulting in acceptable performance and outstanding fuel mileage.

As someone who spends a lot of time in modern, turbocharged performance cars, there's a real joy to going back to something sans forced induction: the noise, the snappy throttle response, the feeling of hitting a high - RPM power band: it's all glorious.

Not exact matches

The M838T comes alive in a rush of power, combining the drivability of a broad rpm band of gradually increasing torque with the satisfying reward of a power peak at 7250 rpm.

As we traversed Montana highways and crossed the Continental Divide in an ML350 Bluetec, acceleration proved most urgent in the midrange stretch of the power band, where torque peaks between 1600 and 2400 rpm; passing slower traffic requires careful management of shift patterns while avoiding the engine's wheezy upper rev ranges, where oomph tapers off.

Original Price: $ 975 (1920 Centerdoor) Value today: $ 10,000 Engine: 2.9 - liter side - valve in - line 4 Transmission: 2 - speed pedal - controlled planetary Power: 20 hp @ 1600 rpm Torque: 83 lb - ft @ 900 rpm Weight: 1875 lb Brake: Contracting band (inside transmission) Top speed: 35 mph Fuel Economy: 20 mpg

Acceleration feels most urgent in the midrange stretch of the power band, where torque peaks between 1600 and 2400 rpm; passing slower traffic requires careful management of shift patterns while avoiding the engine's wheezy upper registers, where oomph tapers off.

It goes well too: the engine might have only 1.2 liters of displacement and just 84 horsepower, but it pulls reasonably well once you're in the power band (about 2500 - 5000 rpm, almost like a turbocharged engine), and the five - speed stick shift is slick and engaging, despite having a dated - looking urethane shifter knob.

Under higher loads and at the higher band of rpm, spark ignition seamlessly takes over from SPCCI, resulting in the feeling of a turbocharged engine that is falling out of its power band at the top end.

The latter is available at a low 2500 rpm and the power band continues through 5500 rpm.

The Jaguar is comparatively down on power as well, with its supercharged 5.0 - liter V - 8 making «just» 550 hp and «a mere» 502 lb - ft of torque, the entirety of the latter available only in a narrow band between 3,500 and 4,000 rpm.

The X1's standard turbo four - cylinder is legitimately quick, but the Encore's drivetrain hits its torque peak at just 1,850 rpm, and the broad power band muscled our all - wheel - drive tester past slower traffic with little drama.

Though the literal power band covers most of the operating RPM range, particularly in first gear (as there is no lower gear to shift down to, and no «flat spot» in which the engine does not produce any power), the effective band changes in each gear, becoming the range limited at the upper end by either the limiter, or a point roughly located between peak power and the redline where power drops off, and at the lower end the engine's idling speed.

Specifically, power band is the range of RPM around peak power output.

It features a variable - geometry turbocharger for optimal power and efficiency across the rpm band and a balance shaft for greater smoothness.

Together, they help build more power across the rpm band.

However, the diesel's passing power is underwhelming at highway speeds, largely because peak torque is only available between 1,750 and 2,250 rpm, a very narrow band.

The MultiJet has a useful 350Nm of torque, delivered at 1,750 rpm, but the power band still feels unusually narrow for this size of diesel engine.

GIBSON DUAL SPORT EXHAUST SYSTEMS Gibson's Dual Sport exhaust systems are dyno - proven to dramatically increase the power band in the 2000 - 4000 RPM range, giving you more horsepower and torque right where you need it - and of course also give you that great street truck look and sound.

Power comes from a twin - turbocharged 4.0 - liter V8 that produces 416 horsepower between 5,250 and 5,500 rpm and 450 pound - feet of torque over a relatively wide band that stretches from 2,250 to 4,750 rpm.

The full system showed power increase throughout the RPM band, with maximum gains, of 13hp / 8ft - lbs, as low as 3500rpm.

For power on demand, it offers a wide torque band with 90 percent of peak torque available from 2,100 rpm to 3,000 rpm, and maximum torque from 3,000 to 4,500 rpm.

The full system showed power increase throughout the RPM band.

The wide rpm range for the maximum torque — a specific trait of turbocharged engines — helps it deliver a more confident driving experience, with a strong feeling of power across the rpm band.

The diesel powerplant develops 127kW (175hp) at 3,750 rpm and 360Nm of torque at 2,000 rpm and, in terms of breadth, its operational power band is comparable with that of a turbocharged petrol engine.

Peak torque registers at 6,500 rpms, but with such a prodigious power band, it's worth every decibel to hold gears that extra fraction of a second.

The 90 - degree unit runs a maximum 17.4 psi of boost pressure to maximum power at 5,700 rpm and 516 lb - ft of torque on a band of revs between 1,750 and 5,500 rpm.

Pair the ICE and electric motor as a single unit, with the 20 kW and 125 pound - feet of torque added from the electric motor, and you get nice dose of twist at the low end of the rpm band, while also enjoying solid power at the top — a nice combo, indeed.

The MultiAir has a wide, relatively flat power band, making its most torque from 2,500 rpm to 4,000 rpm.

The power band is linear with peak horsepower happening at 7,400 rpm.

To further broaden the power band, the 3.8 - liter engine uses Dual Continuously Variable Valve Timing (Dual CVVT) and a Variable Intake System (VIS) that helps cylinders breathe most efficiently at both low and high RPM.

Unfortunately, all of the V - 8's power is available near the top of the power band (max power comes at 6,400 rpm and torque peaks at 5,000 rpm), but the automatic gearbox simply doesn't want to give you access to any of it.

An all - new active three - plenum intake manifold provides high power and torque over the entire operating band, with 250 hp at 6400 rpm and 250 lb. - ft.

A variable - geometry turbocharger helps optimize power and efficiency across the rpm band, while a balance shaft contributes to smoothness.

Most of the engine work, but not all of it, is designed to bring more power to the car throughout the engine's power band — which stretches all the way up to a shrieking 8,500 RPM.

This wonderful engine is absolutely power - happy, without a flat spot or weak point anywhere in the rpm band, and it runs and performs like a big gas - thirsty V8 while returning a respectable EPA highway fuel rating of 28 miles per gallon.

Power comes on strong from low rpms and continues through the entire power Power comes on strong from low rpms and continues through the entire power power band.

The turbo spools early in the engine's power band, making an amazing 428 pound - feet of torque from 1,750 rpm though 2,250 revs.

The power band on this engine does not come alive until you get above 3000 RPM.

Consider how that wide power band compares to the 2017's 181 lb - ft at 3,900 rpm.

Because of the electric assist, all 123 pound - feet of twist is available early in the power band (1,000 rpm) and made short work of steep - hill starts.

Defined by outstanding performance, the three model variants are powered by a 4.4 liter V8 BMW M TwinPower Turbo technology producing 600 bHP with a power boost increasing peak torque from 500 lb - ft to 516 lb - ft delivered between an extremely wide rev band of 1,500 and 6,000 rpm.

The turbo V8 is an animal with linear power delivery and a fat peak torque band from 1,800 to 5,700 rpm that hustles the 4,300 - pound sedan out of turns with authority.

An active intake manifold and high - lift camshaft with cam phasing delivers maximum low - end torque while optimizing high - end power across a wider and improved rpm band.

There's no redline rush but the torque band is appreciably wide, providing 354 lb ft between 1700rpm and 5850rpm, above which it develops peak power of 395bhp (it's only 400hp if you reference cheeky European horses) up to a distinctly un-turbo-like 7,000 rpm.

With a displacement of 3.5 liters, it combines both direct injection and port injection, along with Variable Timing Control (VTC) to deliver optimal camshaft phasing, for precision combustion control throughout the entire rpm band while simultaneously achieving high power output and performance at high engine speeds.

Peak torque is stated at an impressive 369 pound - feet, significantly more grunt than the Colorado's 3.6 - liter gasoline engine's 269 peak pound - feet and available low in the power band at just 2,000 rpm.

«Its broad torque band makes it very powerful at low rpm, while the turbocharged performance provides a confident feeling of immediate and smooth power on demand — attributes customers will appreciate when trailering.»

A sixth - generation supercharger developed by Eaton helps the LS9 make big power and torque at lower rpm and carries it in a wide arc to 6,600 rpm, as it pushes enough air to help the engine maintain power through the upper levels of the rpm band — the area where supercharged performance tends to diminish.

Heavy - duty and lightweight reciprocating components enable the engine's confident high - rpm performance, while the large - displacement Eaton supercharger pushes enough air to help the engine maintain power through the upper levels of the rpm band.

The broad power band enabled by the LS9's large - displacement supercharger allows it to make strong low - end torque and great high - rpm horsepower, which allowed engineers to specify a camshaft with a relatively low lift of 0.555 - inch (14.1 mm) for both the intake and exhaust valves.