Sentences with phrase «at lower rpm as»

As with most turbo engines, there is a small amount of turbo lag at lower rpm as the engine spools up.

The couple of complaints I have after a weekend are that the engine does sound a little coarse and grumbles at low rpm as Graham mentions above, and the transmission tuning did seem a little off as if it wasn't quite in the right gear a lot of times.

An electric actuator adjusts the turbine blades at split - second speed in response to changes in engine loads, enabling the unit to respond with the same lightning speed at low rpm as it does under full loads.

Not exact matches

less weight, and more reps, is the same as an cyclist spinning in a lower gear, or a car revving up at a higher RPM.

As suggested in the manual, I have driven at lower gear / higher RPM for some time, and the light shut down.

As before, max torque comes on low, at just 1,600 rpm now, so there's never a feeling of waiting for turbo boost to build; the car just surges forward.

If I mash the gas to 50 - 75 % starting from stop lights, but still shift at the same low RPMs as if I was accelerating slowly I can consistently show a gain of 2 MPG on my daily drive over my normal driving style.

There is decent torque from as low as 2500 rpm, but you tend to spend your time higher in the rev range because the 3.0 - liter six gets its second wind at about 4500 revs and makes a delicious, creamy growl that wells as you approach the 7000 - rpm redline.

Power = Torque * RPM, so low torque at high RPMs can give the same power output as high torque at low RPMs.

Unlike many turbos that are lazy down low, the pair in the Flex spool up quickly — all 350 lb - ft of torque is available at 1500 rpm — making the Flex an adept urban runabout as well as a capable, medium - duty tow vehicle.

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.

I'm also wondering why it kept the same 14,000 ish rpm as other litrebikes despite having lower stroke (around 17,500 rpm at 25 m / s), desmo valves, geardriven cams, and a perfectly balanced 90 degree V4.

Throttle response is not as linear as in a normally aspirated engine — you can definitely feel the rush of the turbocharger — but max torque comes on at a low, 1650 rpm, so it's not like you're waiting around for the turbo to kick in.

Suddenly the engine that sounded a bit agricultural at low rpms on the street began to spit and hiss all manner of turbo and induction sounds, snorting, popping, and screaming its way through corners faster than anything else on site as its monster midrange torque proved massively impressive.

Not only does the X1 feel larger and not quite as hunkered down, the new turbo - four has a bit of throttle lag at low rpm.

A valve pushes exhaust through a smaller gate to the turbo at a lower rpm; as the engine rpm picks up, the valve opens to create a bigger path to the turbo.

The 3.2 - liter V - 6 isn't as smooth as some of its rivals, but it emits a throaty growl at the top end and provides meaningful torque from as low as 2500 rpm, with additional grunt above 4000.

The 1.0 turbo three has adequate power as well, though NVH felt rough at low rpms and at idle, and it ran out of power just past the midrange.

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.

NA would also not hit the acceleration marks of a high - torque - at - low - rpm turbocharged unit and would probably weigh more as it would need to be 12cyl.

This question is for the same engine and the same car as in the following question: Likely cause of poor performance at low RPM but normal at higher RPM?

Drop the hammer at low rpms, watch the thin - line digital boost gauge escalate, and feel the whoosh of power as the engine winds up, pressing you firmly into your stitched leather seat.

Anecdotal evidence (such as it is) indicates that, as you'd expect, removing deposits increases coolant flow, making the engine run cooler at lower RPMs.

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.

A 1.0 - liter turbocharged EcoBoost three - cylinder will be the base engine in China, with a new 1.5 - liter turbo EcoBoost I - 4 tuned for high torque at low rpms serving as the optional powerplant.

I then put two brand new bolts and fit the intake right back into it's place but the car is now only shaking when the RPM is dipping under 1000... it used to idle at 1000 - 1200 but now it goes as low as 500 and that's when the vibration is making the whole car shaking.

My question is closely related to one about a Jag dying at low RPM, but is slightly different because it only occurs after refueling and because the problem persists after cleaning the throttle body, as suggested by the answers.

At WOT (Wide Open Throttle) at very low RPM, the engine will almost stop, as if there is a big hole in the fuel map and it doesn't provide the correct mixturAt WOT (Wide Open Throttle) at very low RPM, the engine will almost stop, as if there is a big hole in the fuel map and it doesn't provide the correct mixturat very low RPM, the engine will almost stop, as if there is a big hole in the fuel map and it doesn't provide the correct mixture.

Sport + will also drop the redline from the usual 7,300 rpm to as low as 3,700 rpm, based on coolant temperature, thus preventing cooking your engine when you are too busy to look at the gauges.

Open it up at low rpm, and BMW says the engine can go into a temporary overboost mode that cranks out as much as 370 pounds - feet of torque.

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.

As a side note, the 3.6 L absolutely screams, however all that high - rpm power comes at the expense of low - end torque, which is one of the few areas that could be improved on the Wrangler.

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.

Overtaking traffic with the M235i is a piece of cake as the M235i generates maximum torque way down low at just 1,400 rpm.

It pulls well enough from the word go and fully gets into its rhythm at as low as 1,400 rpm.

of torque at 5250 rpm also displays good low - speed elasticity and torque and remains as manageable in heavy traffic as any bread - and - butter engine.

That's one less pony than the Cherokee's 3.2 L V - 6, but the power comes in at a much lower rpm, accompanied by 56 more lb - ft as well.

Under the hood (unusual for a Lamborghini) sits a 4.0 - litre turbocharged V8 pushing out 650bhp of firepower at 6,000 rpm and 850Nm of turning force accessible from as low as 2250rpm.

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.

When they were forced to substitute the poor gear range JATCO CVT, they had to over-cam their World engine, I - 4s from a lauded refined item as Hyundai uses, into a «peaky» low torque at low rpm, noisy, apparent powerless, poor NVH, monster.

With a two - speed system, the higher gear allows the e-motor to operate at a lower and more efficient RPM at high driving speeds, using the same principles as a conventional gearbox with a combustion engine.

The new three - cylinder turbo EcoBoost engine isn't as powerful as the standard four - cylinder, but its healthy low - rpm torque output (that shove you feel at low speeds) helps the Focus feels peppy enough in city traffic.

It does generate a stout 201 horsepower from its boosted four cylinders (the same as the 2.5 L V6), plus 229 pound - feet of torque at a low 2,200 rpm.

VTEC promoted more efficient «breathing» at all engine speeds, meaning there was plenty of power available at low rpm, as well as a satisfying rush as the tach needle sped toward redline.

Longer - legged gearing (as low as 2,400 rpm at 120 km / h vs. 3,100 in the manual) is one reason.

It's manifested as a laboured vibration when lugging from low engine speeds and a bothersome resonance at 2,500 rpm (a speed that coincides with 100 - km / h in fifth).

Maximum torque doesn't come in as low as before when 245 lb - ft peaked between 3000 and 5000 rpm, but there's more of it (250 lb - ft at 3500 to 5000 rpm).

Redline is low at 6,200 rpm and power, as expected, feels endless.

From a discreet pitch at low revs, the engine note builds through the rev range, ultimately producing its trademark «bark» as the 7,250 rpm red line approaches.

With the help of a sophisticated, electronically controlled, intercooled turbocharging system, the new Si offers the same peak 205 horsepower as its predecessor, but at a lower, much more quickly accessible rpm.