Sentences with phrase «in midrange torque»

Sure, its redline is 200 rpm lower than the standard 911 GT3's, but its larger powerplant adds a welcomed bump in midrange torque along with a slightly edgier character.

Not exact matches

And because all engines are turbocharged units, they have plenty of torque to make them all decently quick in the midrange, which is where most owners will do the majority of their work.

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.

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.

That extra weight dampens the liveliness of the Sedona's 3.3 - liter V - 6 engine too, which Kia has tuned for more midrange torque in this application.

But the rally car built by Olsbergs MSE and supplied to several factory teams (but not Ken Block's) is a supercar, with a weight - to - power ratio of 5.12 lb / hp (slightly bettering that of the Lamborghini Huracán) and bountiful torque available at the engine's midrange firing the car from 0 to 60 mph in 1.9 seconds.

Toyota's 2.5 I4 is a boring motor and more torque in the midrange is not going to make you want to drive the 86 like it's meant to be driven, if there's no reward to revving it all the way out.

The new 2.4 - liter turbo is all the engine the big SUV needs, with aggressive throttle tip - in and a wide torque band that nicely covers the midrange.

The next 44 seconds are a blur, and I'm constantly aware of the ST's sharp turn - in that makes quick work of the slalom and the midrange turbocharged torque that helps the car squirt out of the 180 - degree hairpin with gusto.

And although the engine is strong and hushed even at speeds nearing its 6800 - rpm redline, the 750Li is most spectacular when flexing its muscles in the midrange, where two silent turbochargers endow the V - 8 with Herculean torque.

While it lacks the midrange torque found in turbocharged competitors, its willingness to rev, and the linear torque delivery as it does so ensure it still has guts aplenty.

But even in the tamest of modes you can't escape the quick, feel - good steering, sharp ride or immense midrange torque.

Higher valve lift, larger valves (8.5 mm intake and 8.1 mm exhaust), larger - diameter inlet ports, and new combustion - chamber shape improve gas flow and offer improved torque in midrange, for more engaging riding experience

GENERAL Vehicle / model: ’17 Jeep Grand Cherokee Trailhawk 4x4 Base price: $ 43,095 Price as tested: $ 53,515 Options as tested: Customer Preferred Package 28J ($ 2,695), Jeep Active Safety Group ($ 1,495), 5.7 L Hemi V - 8 ($ 3,295), Rock Rails ($ 895), Uconnect 8.4 NAV ($ 450), Blind Spot and Cross Path Detection ($ 595), Destination Charge ($ 995) ENGINE Type: Chrysler 16 - valve V - 8 Displacement (ci / liter): 345/5.7 Bore x stroke (in): 3.92 x3.58 Compression ratio -LRB-: 1): 10.5 Intake / FI: Naturally aspirated, sequential multi-port electronic Mfg.'s power rating @ rpm (hp): 360 @ 5,150 Mfg.'s torque rating @ rpm (lb - ft): 390 @ 4,250 Mfg.'s suggested fuel type: Midrange unleaded recommended; regular unleaded acceptable DRIVETRAIN Transmission: ZF 845RE 8 - spd automatic Ratios -LRB-: 1): First 4.71 Second 3.14 Third 2.11 Fourth 1.67 Fifth 1.29 Sixth 1.00 Seventh 0.84 Eighth 0.67 Reverse 3.30 Axle ratio -LRB-: 1): 3.09 Transfer case: MP 3022 2 - spd Low - range ratio -LRB-: 1): 2.72 Crawl ratio -LRB-: 1): 39.6 FRAME / BODY Frame: Steel unibody Body: Steel SUSPENSION / AXLES Front: Short - and long - arm independent, coil springs, twin - tube coilover shocks, steel upper - and aluminum lower - control arms, stabilizer bar / ZF 7.7 - in Rear: Multi-link, coil springs, twin - tube shocks (with load leveling for towing), aluminum lower control arm, independent upper links plus a separate toe link, stabilizer bar / ZF 7.7 - in STEERING Type: Electric rack - and - pinion Turns (lock - to - lock): 3.2 Ratio -LRB-: 1): 16.7 BRAKES Front: 13.8x1.3 - in vented disc, two - piston caliper Rear: 13.0x0.9 - in vented disc, single - piston caliper ABS: Four - wheel WHEELS / TIRES Wheels (in): 18x8.0 Tires: P265 / 60R18 Goodyear Wrangler All - Terrain Adventure with Kevlar FUEL ECONOMY EPA city / highway: 14/22 Observed city / highway / trail: 15.7 DIMENSIONS / CAPACITIES Weight (lb): 5,154 Wheelbase (in): 114.8 Overall length (in): 189.8 Overall width (in): 76.5 (84.8 w / mirrors) Height (in): 69.3 Track f / r (in): 63.9 / 64.1 Minimum ground clearance (in): 8.2 (standard height), 10.4 (suspension position # 2) Turning diameter, curb - to - curb (ft): 37.1 Approach / departure angles (deg): 26.2 (standard height) 36.1 (suspension position # 2, air dam off) / 24.0 (standard suspension), 27.1 (air suspension position # 2) Breakover angle (deg): 18.2 (standard height), 22.8 (suspension position # 2) GVWR (lb): 6,800 Payload (lb): 1,190 Maximum towing capacity (lb): 7,200 Seating: 5 Fuel capacity (gal): 24.6 PERFORMANCE 0 - 60 mph (sec): 7.3 Quarter - mile (sec @ mph): 15.6 @ 90.9 Braking 60 - 0 mph (ft): 132.8 Ramp Travel Index (20 - deg, points): 375

With the Sport Chrono package (standard on S, optional on Turbo), a temporary overboost function in the midrange produces an extra 37 lb - ft of torque in both cars for up to 20 seconds by pumping in another 2.2 psi.

In the S, though, it breathes through a new black intake plenum fitted with a valve that opens above 3500 rpm to increase the volume of air and consequently thicken midrange torque.

High - revving horsepower plays second fiddle to vastly improved midrange torque and slightly refreshed cabin technology in the 2012 Honda Civic Si.

While there is still some turbo lag below 2,000 rpm, the engine pulls hard in the midrange and once rolling, the EcoSport simply rides that solid torque delivery up to highway speeds.

On the road and in practice, the new chassis» lighter curb weight and meatier midrange torque curve conspire to make the new Miata feel as responsive as ever.

But as is typical of these torque - laden turbos, there's more satisfaction to be found in the midrange than in revving to the 6000rpm redline and beyond.