Sentences with phrase «as peak torque»

Displacing 3.0 litres, the BMW TwinPower Turbo delivers 225 kW at an engine speed of 5,800 rpm, with an equally outstanding, spontaneous and direct response as well as peak torque kept consistently at 400 Newton - metres from 1,200 — 5,000 rpm.

Displacing 4.4 litres, this outstanding eight - cylinder delivers maximum output of 300 kW / 407 hp all the way from 5,500 — 6,400 rpm as well as peak torque of 600 Newton - metres / 442 lb - ft maintained consistently between 1,750 and 4,500 rpm.

There is an enjoyably rapid rather than explosive response as peak torque streams manageably through the system from as low as 1800rpm all the way to 5700rpm.

The six - speed's top three ratios are very tall, but this engine is flexible enough to pull decently from very low revs, as peak torque arrives at only 1250 rpm.

Still, even when its not at 100 percent, the Tesla feels stunningly quick as its peak torque figure of 713 lb ft is delivered from zero revs — few cars gather speed as deceptively quickly as the whisper quiet Model S.

Not exact matches

This is known as the «angle of peak torque» or the optimum angle.

While it may not add a huge amount of oomph to the three - door, as we found in our first drive, it turns the C30 into quite the hot hatch around town; peak torque comes at a low 1500 rpm and pulls all the way to 5000 rpm.

Those long gears help keep the Viper's 345 - section rear tyres hooked - up even when you hit full power in second, and such is the V10's urgency and the sheer volume of its voice as it climbs up the rev - range that you naturally find yourself shifting up at around 3500rpm, well short of the 525 lb ft torque peak at 4200rpm.

Torque, as is often the case with any atmospheric motor, isn't quite as impressive as a forced - induction engines, but the LC500's 398 lb ft that peaks at 4800rpm certainly seems adequate.

But as the revs rise past 2500rpm the sound changes, the acceleration gets much stronger as the V6 homes in on its torque peak — which is basically flat between 3200 - 5800rpm — and the cumulative effect is utterly dramatic, no mistake whatsoever about that.

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.

Torque peaks at just 1,800 rpm, producing a noticeable initial jolt when demanded by a lead foot as it makes its way through the lightning - quick six - speed dual - clutch automatic to all four of its 225 / 40R18 Bridgestone Potenza RE050s.

Accelerative G - force squishes you into the seat as torque builds to that Himalayan peak of 1155 lb ft at 4200rpm.

There's a new high - pressure injection system and the double (for both banks of cylinders) VANOS variable camshaft timing has also been recalibrated, resulting in a peak engine output of 601bhp produced at 5500rpm, and peak torque of 590 lb ft arriving at 1550rpm, the curve remaining as flat as a pint of night club lager until 5500rpm.

The Nav produces exactly the same numbers as the Cup - S — its blown four - cylinder engine outputs 271bhp at 5500rpm and torque peaks at 265 lb ft between 3000 - 5000rpm, enabling a six - second 0 - 62mph time and 158mph top speed for both models — but it also comes with significantly more kit.

The base AMG GT gains 13 hp for a total rating of 469 hp, as well as 22 lb - ft more peak torque, now topping out at 469 lb - ft.

As befits the R's role as performance flagship, AMG has breathed on the motor to increase peak power to 577bhp, together with 516 lb ft of torque from just 1900rpm right through to 5500rpAs befits the R's role as performance flagship, AMG has breathed on the motor to increase peak power to 577bhp, together with 516 lb ft of torque from just 1900rpm right through to 5500rpas performance flagship, AMG has breathed on the motor to increase peak power to 577bhp, together with 516 lb ft of torque from just 1900rpm right through to 5500rpm.

When compared to a field of its rivals, including the Porsche 911 Turbo, Mercedes - AMG GT S, and McLaren 570 S, the top - level Audi R8 V10 plus is not only outgunned on torque, but the competitors make their peak torque much lower in the rev range as well, thanks in part to widespread use of turbocharging.

As always, turbo torque comes on low in the rev range — peak grunt is available at 2100 rpm — making passing on the freeway «silky smooth,» as downshifts are rarely needeAs always, turbo torque comes on low in the rev range — peak grunt is available at 2100 rpm — making passing on the freeway «silky smooth,» as downshifts are rarely needeas downshifts are rarely needed.

The 718 Cayman S develops the same amount of torque as the sublime, evo Car of the year - winning Cayman GT4, but the GT4 didn't reach its peak figure until the engine was spinning at 4750rpm.

Mash the pedal and the Abarth starts out tepid but scurries to speed as the engine tears through its torque peak, a plateau from 2,500 to 4,000 rpm.

Big torque — as much as 129 lb - ft peaking at 5250 rpm — moves this big bike with ease at any speed, in any gear.

As the name implies, the venerable 5 - litre supercharged Jaguar V8 gets a slight power hike from 542bhp to 567bhp (575PS), with torque rising to 517 lb ft from a previous peak of 502 lb ft. Granted, they're only minor improvements on a car that weighs nearly two tonnes, but the new 575 clearly isn't short on performance, particularly given its size.

Even the 1.6 - litre TDI feels lively enough, as long as you prepared to make use of the five - speed gearbox and keep the engine spinning around the 184 lb ft torque peak.

As you'd expect, with the help of an electric motor and turbochargers, the Turbo S E-Hybrid has a massive amount of torque; the two motors endow it with 627 lb ft. With a boost strategy taken from the 918 Spyder — even though that was a naturally aspirated, lightweight hypercar — the S E-Hybrid generates its peak torque at 1400rpm.

Not only is the engine 31 pounds leaner than the old supercharged V - 6 — courtesy of an aluminum crankcase and pistons — but peak torque is now on tap at 1,370 rpm instead of 3,000 and the curve stays as flat as Ryan Reynolds» abs until 4,500 rpm.

Peak torque arrives as low as 1400rpm in the C220d, with maximum power arriving soon after.

The 5.2 - litre V10 is far and away the most exciting engine of this lineup and with the same peak torque output as the McLaren, albeit arriving 3000rpm higher up the rev - range, it doesn't give up a great deal in terms of straight - line shove.

The engine is keen to rev, without that feeling of being stretched as the revs rise, but is most effective when kept in the mid-range while torque is at its peak.

As the rpm climb to the torque peak of 429 lb - ft @ 4,750 rpm, the engine seems to smooth out and yet become even meaner and more insistent, and then you ride a broad plateau of torque to the power peak of 526 hp @ 7,500 rpm.

Like the 414bhp FSI V8, this direct - injection V10 is a long - stroke design and combines thumping low - down torque (80 per cent of the 391 lb ft peak almost from tickover) with a potent, furious top - end that reaches as far as 8700rpm.

The 2.5 - liter's peak also occurs 400 rpm lower than in its smaller - displacement Japanese counterpart — whose peak torque happens at the same engine speed as the previous - generation U.S. - spec WRX.

Note, however, that the direct - injected six needs to be sufficiently prodded to do so, as its torque output peaks at 5200 rpm.

Those peaks are 429bhp at 3750rpm and 664 lb ft of torque available from just 1000rpm, the same peak torque as the petrol fuelled W12 engine.

As a result, torque delivery is instantaneous, with a peak of 350Nm; 80 percent of which is available at only 1,700 rpm.

Merging onto the highway, the Pathfinder definitely feels brisk as it shuttles power to front wheels with a good amount of snarl, though peak torque sits at 4,800 rpm, so drivers need to be generous with the gas to get the most out of it; around town, the power is more than adequate.

As a result, torque delivery is instantaneous, with a peak of 258 ft. - lb.

The engine has a peak power output of 320hp and a maximum torque of 450Nm, the latter developed from just 1,300 rpm, giving this 7 Series the same performance as the outgoing 740i, but with fuel economy stands at 35.8 mpg with CO2 emissions of 184g / km.

Peak torque of 465 Nm (343 lb - ft) can be increased to as much as 500 Nm (369 lb - ft) in short bursts under overboost.

But it has a huge spread of torque, peaking at 1380rpm and holding a plateau until it begins to taper away at 5200rpm, almost as the power peak takes over.

Torque remains the same as before, swelling to a peak of 663 lb - ft at 2,250 pm.

Engine — Things stay as they are under the hood and power on the Audi Q3 facelift comes from the same 2.0 - litre, four - cylinder TDI diesel engine that is tuned to produce 177 HP at 4200 RPM and 380 Nm of peak torque between 1750 - 2500 RPM.

As a result, maximum output is 900 hp (888 bhp) at 5,500 rpm, and peak torque reaches 1,500 Nm (1,106 lb - ft) at 4,200 rpm — although the latter is electronically limited to 1,200 Nm (885 lb - ft) to protect the seven - speed automatic transmission.

The pulling power is just as impressive - with the torque curve peaking at 540 Nm and 6,500 r / min.

So the torque peaks at 4,400 rpm instead of the 4,800 rpm it hits in the Celica, and that means the driver doesn't have to rev the engine quite as aggressively to get some momentum.

Power figures are expected to remain unchanged at 89 bhp and 200 Nm of peak torque, while the transmission duties will be handled by a 5 - speed manual gearbox as standard and as of now, there is no word of an automatic option.

The BMW X3 xDrive35d uses a 3.0 - liter six - cylinder engine that delivers a total of 313 HP at 4,400 rpm and a peak torque of 464 lbs - ft available from as low as 1,500 to 2,500 rpm.

The difference between the Nurburgring Edition and the Corsa OPC will be an engine that will deliver 210 HP, instead of the standard 192 HP, and a peak torque of 169 lb - ft, as opposed to the standard 184 lb - ft.

The 3.5 - liter V6's upper - end was designed as a system, all the way from the throttle body to the exhaust manifolds, to create the optimum flow for peak power and a broad torque curve.

The prediction of 350hp would be a 25hp increase on the normally aspirated 3.4 litre flat - six used in the new Cayman S. Peak torque could be as high as 500Nm, a very healthy boost of 130Nm compared with the current Cayman S.