Sentences with phrase «do at low rpm»

Not exact matches

I did this for 2 weeks, 3 workouts a week, but noticed my low thyroid symptoms returned, my morning HR dropped by about 5, and my HR at the same bike settings (rpm and resistance) dropped over the two weeks by ~ 7.

Because 99 % of the time I will be within these RPM ranges, the engine will be producing more horsepower without a lot of noise or fuss, with better engine longevity - the engine will be producing more power at a lower RPM hence less engine wear, and finally there is more instant acceleration when I need to accelerate without having to change down a gear every time, which I would have to do in the peaky engine.

All that torque means that the power is available even at low revs — from 1600 rpm, in fact — which means that the S350 doesn't feel slow or sluggish, especially in city driving.

Does it mean Car 1 has better power than Car 2 because it is at lower rpm?

You say it runs rough is it staying at low RPM before it stalls or does it just not keep an idle?

Then probably somewhere around 1.5 k miles ago, again only while the car was cold, I would hear a whining kind of noise whenever I accelerated fast in 1st and 2nd gear (I don't mean pedal to the floor) or if I had it sitting at lower rpms for cruising in town and put the pedal down it would do it also (like 3rd gear going ~ 20 - 25mph, probably around 1700rpm).

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.

So that may have helped it charge but that does seem like it should be charging at lower RPM - the previous owner said 3k RPM should be enough for it to charge.

After about an hour of running, I find the engine starts to lose its power at say 3500RPM, and what I have to do is lower it to 2000RPM, if I try to increase the RPM back to 3000 - 3500RPM it starts to depower try to catch back at the required RPM then it loses power again.

After about an hour of running, I find the engine starts to lose its power at say 3500RPM, and what I have to do is lower it to 2000RPM, if I try to increase the RPM back to 3000 - 3500RPM it starts to...

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.

Throttle response, seamless in most situations, is a bit sluggish when trying to rock out of deep slush, although the electric motor does boost low - end torque (163 lb - ft at 2000 rpm versus the conventional XV's 145 lb - ft at 4200 rpm).

We do not use it to produce power (it is operated by an electric motor) but to measure the pressure at low rpm (100 - 200).

Because the all - wheel - drive Sorento is relatively heavy (3737 pounds) and the engine doesn't make that much low - end torque (181 lb - ft at 4250 rpm), the automatic transmission hunts up and down with annoying frequency.

The saddest thing is, turbo motors usually use more fuel than their n / a counterparts in normal driving... Only at very low, test - friendly engine speeds (when the turbos aren't spinning) do they actually reduce consumption, but I don't know many people who drive below 1,000 rpm.

The overdrive gear allows the engine to operate at lower rpm while maintaining the given vehicle speed, thus requiring less fuel because the engine is doing less work.

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.

I suspect that the third of Forester owners who opt for the XT do so because its 2.0 - litre turbo produces power at lower rpm thus avoiding the high rpm cacophony.

From a standstill, the turbocharger starts adding power at a low 1700 rpm, but it doesn't make full power until right before the car's 6,500 rpm redline; expect a lot of shifting.

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.

And it does it because those big blowers don't just allow the Supersports to alter the rotation of the earth at low rpm, but they also allow the motor to bang into its rev - limiter with unprecedented ferocity at its top end.

It does deliver the same amount of torque, 443 pound - feet, at a relatively low 1,600 rpm, though, so it has that going for it.

The car loafed along, burbling away contentedly at low rpm, just a downshift away from leaping at any chance to get around a poky rental car (which didn't happen).

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.

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).

After Nissan altered the launch control to lower the launch RPM, or LC2, the GT - R did 0 - 60 in 3.6 seconds (3.4 seconds with 1 foot of rollout like on a drag strip) and the quarter - mile at 11.7 seconds at 118.5 mph.

A / C works amazing.Has an Underglow kit Has an Exhaust.Has a sport mode with paddle shifters.Has no Powersteering.Does run but needs work.Does leak oil but not sure from where.Does not smoke or knockAt normal temperatures you do need to keep your foot on the throttle a little when you drive it.Its needs a new belt and turns off at low rpms at normal te

We did feel that in normal Drive mode, upshifts are set a little low, occurring at about 2,300 rpm.

There's power absolutely everywhere on the tach, the direct - injected LT1 engine shining as brightly at low revs as it does screaming toward 7,000 rpm.

What turbocharged cars can do (and turbocharging is the real secret behind diesel engines) is provide low RPM torque that stays at its peak where you can use it, in the low RPM range.

The engine doesn't sound enticing at low speeds, but delivers a sporty sound and feel beyond 4,000 rpm.

It does seem the air vent on the side, just behind the front wheels, is gone on the production model, perhaps this could return on a more powerful edition later on, keep in mind the Urus will initially receive a V8 engine with twin - turbo installation... it is believed this is the only configuration at the moment that supplies to amount of low rpm power and torque that is needed for an SUV while keeping the weight down... the large V12 and even the V10 were deemed too heavy for off road use.

At low to moderate engine speeds, the entire stream of exhaust gas is directed solely through one of the two turbochargers, which improves throttle response — the otherwise passive second turbocharger doesn't become active until the engine speed reaches 2,700 rpm or more.

March 31, 2010 12:32 PM» The Sonata 2.0 T has more torque than the VQ35 in the Altima and at a lower RPM, don't even factor in that crap CVT transmission and the fact that the Nissan gets FAR worse MPGs.

A criticism of past CR - Vs was that peak power didn't arrive until high up in the rev range, an issue that is capably addressed by the turbo, which reaches maximum torque at a low 2,000 rpm.

Being of a smaller displacement of only 2.0 litres, there was a noticable big pick - up in power in the first gear when the engine is still running off - boost, but right after 1,800 rpm boost kicks in with strong force — you wouldn't want to be caught doing a maneuver like a U-turn at low speeds when that happens because the back would surely swing.

In our experience, the Hybrid performed competently on the highway, where it cruised at just more than 2,000 rpm, but it did suffer from low - end lag and Hybrid jitters when accelerating from standing.

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.

Filling it with more expensive 93 - octane bumps that number up to 250 ponies at 5,000 rpm, but it doesn't matter because the gains all happen up near redline, when all of the CX - 9's performance lives in that low - to - midrange rpm zone where most drivers actually do their driving.

It has the same torque output as that car, so doesn't feel much quicker at the lower ends of the rev range, but above 4,500 rpm the Clubsport pulls with impressively strong vigour right to the redline.

Because the torque is developed across such a wide range of revs, the engine doesn't feel much stronger at 6,000 rpm — the point where peak power arrives — than it does down low.

If you have a super sports car, you need to have responsiveness, good sound, and you don't need to have a high level of torque at low rpm.