Q2.1 So, this results in producing the torque
even at higher RPM.?
Very smooth and quiet
even at high RPMs.
This additional excitation ensures that the electromechanical field generated when current is applied remains stable
even at high rpm.
And thanks to the Dual Active Valve Control System, valve timing is optimized for maximum acceleration
even at the high rpm redline.
Not exact matches
After a quick draining the Impact stunned everyone with its performance; not only did it leave a Miata and a Nissan 300ZX in its dust in a head - to - head, standing - start race to 60 mph, but
even when cruising
at highway speeds it retained enough kick to press a driver into the seat when the accelerator was stomped — a benefit of its
high -
rpm, gearless powertrain.
Slip the pistol - grip shifter into fifth or
even fourth gear
at 70 mph and the reward is
high -
rpm fun as the 6.4 - liter engine blares from the large dual exhausts.
What's less appealing about the four - cylinder is that
even though it revs smoothly,
at higher rpm you can feel some vibration through the pedals, which is something I haven't experienced in all of the cars I've tested.
Now making 440 hp and 406 lb - ft of torque (increases of 20 hp and 22 lb - ft, respectively), the engine is refreshingly responsive and smooth,
even under heavy loads and
at high rpm.
This is strange, because
even when your motor is
at idle, the
RPM of the rear pulley should be
high enough for a completely engaged clutch due to your odd CVT ratio.
The car is in full fighting mode now: shift times are down to 50 milliseconds, 275 electric horses are ready to boost for up to 30 seconds, gear changes are conducted
at high rpm in Drive, the ESP / ASR threshold is
even lower, the tail rudder is in runway position, and the nasal air intakes are wide open.
On top of that, your car engine has to waste
even more energy
at high RPMs turning the alternator, the water pump, steering pump, etc..
Even when you set the driving mode selector to the sportiest, GS setting (heavy - effort steering, quicker shifts
at higher rpm, and firmer suspension damping), this car remains a traditional Buick — quiet, composed, and tame.
It also makes
high - speed driving fairly effortless, allowing the engine to remain below a leisurely 2,000
rpm even while cruising
at 80 mph.
I
even not able to undertand my own word
at high rpm.
Measured rotating weights bolted to engines counter offending harmonics, largely replaced by clever active engine mountings / bushings Balanced crank: Usually done for race prepped engines to reduce the strain on the rotating components and their bearings when spinning
at up to 19,000
rpm where a couple of grams turn into kilogrammes
at such
high rpms Balancer tube: A connection between intake manifoilds of the two banks of a V - type engine to
even out pressure of cancel harmonics Bi-Turbo: Term coined to describe an endine with two turbochargers Brake Force Distribution: also called electronic brake force distribution where the ABS first attempts to divert pressure to the wheels that are not locked - up before intervening with its pulsating anti-lock strategy Brake Disc: Or Disc Brake, an aeronautic technology adapted for automotive use to replace the drum brake.
The first is a dual - mass flywheel with a centrifugal pendulum, intended to reduce vibration and allow the engine to run
at even lower
rpm in
higher gears.
It packs 526 hp
at 7,500
rpm yet it redlines
even higher,
at 8,250
rpm (thanks to a not - so - Ford - like flat - plane crankshaft).
Even at higher cruising speeds the
rpms will remain low, for example 2500
rpm at 170 km / h in 8th gear, increasing long - distance driving comfort significantly.
It doesn't downshift as aggressively as you'd expect, but the best way to drive this car is to ride that surge of torque from the 2,000
rpm mark
even at higher gears.
The system hydraulically switches between low - and
high - lift cams
at about 4,000
rpm, pouring more torque into the drivetrain on demand — sometimes
even when it's not on demand.