Sentences with phrase «lower peak speeds»

Meanwhile, they require more power than Intel's X-Series chips, and have lower peak speeds.

Not exact matches

Transfer the egg white mixture to the bowl of your electric mixer, fitted with the whisk attachment, (can use a hand mixer) and beat on high speed (start on low and gradually increase to high) until the meringue is stiff with glossy peaks (about 5 minutes).

warm water (in humidity use less water) Beat all ingredients until icing forms peaks at low speed.

Gradually pour hot sugar syrup in a thin stream over egg whites, beating at medium - low speed, then at high speed until stiff peaks form.

Beat the egg white mixture, starting on low speed and gradually increasing to high until stiff, glossy peaks form.

Using an electric mixer on medium - low speed, beat cream in a large bowl until medium - stiff peaks form.

Using an electric mixer, beat the egg whites on low speed until foamy, then increase to medium speed and beat until soft peaks form.

Using a stand - up or hand - mixer, and starting on low speed, and gradually increasing, beat the cream until soft, fluffy peaks form.

Meanwhile, using an electric mixer on medium - low speed, beat cream in a large bowl until soft peaks form.

Using an electric mixer fitted with a whisk attachment, beat cream on medium - low speed in a large bowl until very soft peaks form.

Beat all ingredients until icing forms peaks (7 - 10 minutes at low speed with a heavy - duty mixer, 10 - 12 minutes at high speed with a hand - held mixer).

If soft peaks are achieved before the syrup reaches the target temperature, reduce the speed to low to keep the whites moving.

Mix on low for the first couple of minutes, then increase speed to high, mix until it forms peaks.

Starting on low and gradually moving up to medium - high speed, whisk the mixture until stiff (but not dry) peaks form.

To improve the ability to generate maximum force, the athlete does need to engage in both maximum effort lifting (to improve absolute power peak and motor unit synchronization) and dynamic effort lifting (to improve motor unit synchronization and speed of contraction), the former of which includes maximal or near maximal stimulus, the latter of which includes lower weight (~ 50 - 60 % of maximum) moved at maximum velocity.

Accommodating resistance (using either barbells plus bands or chains, or variable - load machines) produces comparatively lower peak forces relative to the percentage of 1RM used, slower bar speeds, and a peak muscle contraction more towards the middle of the concentric phase.

Peak power climbs from 641bhp to 710bhp, torque from 500 lb ft to 568 lb ft and both outputs are produced at lower engine speeds — 7000rpm for the former (250rpm lower than a 650S), while the latter is available between 5500 and 6500rpm compared to the 650S where torque all arrives at 6000rpm.

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.

The Project area currently experiences peak congestion periods of four to five hours per day, travel speeds that can drop to as low as 10 - 15 mph and over 220,000 vehicles per weekday (in the Fairfax County portion).

It pulls with real determination and good response from very low engine speeds — which tallies with peak torque arriving at just 1450rpm — and the mid-range is strong.

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.

With an uncompromising, computer - controlled Ingenium engine, the XE diesel maximizes peak torque at a lower engine speed and goes from 0 to 60mph in 7.5 seconds.

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.

When paired with the available six - speed manual, the engine loses VCM and gains increased low - and mid-range power, making it the most powerful engine ever offered in a Honda (even though the peak horsepower and torque figures are the same).

The refined 2.0 - liter VTEC Turbo engine is obviously the main factor, with its peak output of 316 hp (320 PS) and maximum torque of 400 Nm (295 lb - ft) being put to good use by the six - speed manual transmission with new lower gear ratios.

The latest generation variable geometry turbocharger maximises peak power for low - speed torque and responsiveness that is uniform, progressive and avoids lag.

Yes, this isn't as much horsepower as the previous MX - 5, but peak horsepower and torque come in lower on the 4th generation so you get more power at lower speeds.

The low valve lift cam profile is used at low to mid engine speeds to maintain idling quality and reduce emissions, while the high lift cam profile is used when the engine is spinning at mid to high engine speeds improve peak horsepower and torque.

Minor turbo lag is evident at low engine speeds despite the torque peaking at rather mundane rpm, and the electronic power steering and shifter leave some room for improvement in terms of feel.

As a result of the benefits these technologies bring, a mono scroll turbocharger can be used to produce a class - leading peak output, while maintaining response at lower engine speeds and a high - revving power delivery.

The ample peak torque of 520 Nm is available from a low engine speed of 2,500 rpm.

This does not involve lowering the engine's speed — the peak output is simply throttled imperceptibly with the electric motor making up the difference.

80 percent of peak torque can be summoned up from as low down as 1,250 rpm, in other words barely above idling speed.

An immense amount of torque is available from very low speeds, with peak torque achieved from just 1,000 rpm, for both seamless on - road performance and exemplary off - roading ability.

Power comes on strong and smooth at low speeds and keeps building with no peaks or valleys.

In practice, the low torque number limits theatrics off the line, while the low gearing ratios of the six - speed manual make the horsepower, which peaks at 6,400 rpm, more generally available, as high engine speeds are easily achieved.

Furthermore, the latest generation variable geometry turbocharger maximises peak power for low - speed torque and responsiveness.

(octane) / Capacity (gal): Diesel / 23.5 SAE Peak Horsepower: 254 @ 4,000 rpm SAE Peak Torque (lb - ft): 440 @ 1,750 rpm Transmission Type: 8 - speed automatic Model: ZF Model 8HP70 Ratios: First: 4.969:1; Second: 3.13:1; Third: 2.104:1; Fourth: 1.667:1; Fifth: 1.285:1; Sixth: 1.00:1; Seventh: 0.839:1; Eighth: 0.667:1; Reverse: 3.167:1 Transfer Case Type: 2 - speed with center differential lock Model: Magna DD295 Low - Range Ratio: 2.930:1 Axles Front Type: IFS Front Diff: Open Hubs: Automatic Rear Type: IRS Rear Diff: Optional locker Ratio: 3.21:1 Options: Locking differential (rear) Terrain Response, Dynamic Stability Control, Roll Stability Control, Electronic Brakeforce Distribution, Cornering Brake Controlm Hill Descent Control, Emergency Brake Assist, Hill Start Assist, Electronic Traction Control, Gradient Acceleration Control, Gradient Release Control, and Reactive Grounding Response.

(octane) / Capacity (gal): Diesel / 24.5 SAE Peak Horsepower: 188 @ 3,800 rpm SAE Peak Torque (lb - ft): 325 @ 1,400 rpm Transmission Type: 5 - speed Automatic Model: NAG1 Ratios First: 3.595:1; Second: 2.186:1; Third: 1.405:1; Fourth: 1.00:1; Fifth: 0.83:1; Reverse: 3.167:1 Transfer Case Type: 2 - speed with 65 % rear, 35 % front Model: N / A Low - Range Ratio: 1.4 Axles Front Type: IFS Front Diff: N / A Hubs: Automatic Rear Type: Solid Rear Diff: N / A Ratio 3.923:1 Traction Aid: Electronically controlled traction system (4ETS)(front and rear) Suspension Front: Transversally mounted monoleaf spring; reinforced shock absorbers; stabilizer bar Rear: longitudinally mounted leaf springs; reinforced shock absorbers Steering Type: Rack - and - pinion Lock - to - Lock: 3.375 Turning Circle (ft): 47.6 Wheels 6.5 Jx16 aluminum alloy Tires 265 / 75R16 BFGoodrich KO2 All Terrain Brakes Front: Disc Rear: Disc 60 - 0 mph As Tested (ft): 134.7 Acceleration 0 - 60 mph As Tested (sec): 14.43 Weight (lb) Curb Weight: 6,040 Advertised GVWR: 8,550 Trailer Tow Capacity: 5,000 Mileage (mpg) EPA Estimate (city / hwy): 21/29 As Tested: 17.38 Dimensions (in) Wheelbase: 145 3/4 Overall Length: 239 Overall Width: 96 1/2 Overall Height: 100 1/4 Front, Rear Track: 67 7/8, 68 1/4 Front, Rear Overhang: 25, 38 Min.

(octane) / Capacity (gal): 91/25.4 SAE Peak Horsepower: 416 @ 5,250 rpm SAE Peak Torque (lb - ft): 450 @ 2,250 rpm Transmission Type: 7 - speed automatic transmission with steering wheel mounted shift paddles Model: 7G - Tronic Ratios: First: 4.38:1; Second: 2.86:1; Third: 1.92:1; Fourth: 1.37:1; Fifth: 1.00:1; Sixth: 0.82:1; Seventh: 0.73:1; Reverse 1: 3.42:1 Reverse 2:2.23:1 Transfer Case Type: 2 - speed transfer case, fulltime with locking center differential Model: N / A Low - Range Ratio: N / A Axles Front Type: Solid Front Diff: manual locking Hubs: Automatic Rear Type: Solid Rear Diff: Manual locking Ratio: 4.38 Traction Aid: locking differentials (front and rear) and 4 - Wheel Electronic Traction System (4ETS) Suspension Front: Rigid Axle with longitudinal and transverse links, coil springs, gas - pressurized shock absorbers, stabilizer bar Rear: Rigid Axle with longitudinal and transverse links, coil springs, gas - pressurized shock absorbers Steering Type: Hydraulic assist recirculating ball box Lock - to - Lock: 3.25 Turning Circle (ft): 44.6 Wheels 7.5 J x 19 aluminum alloy Tires P275 / 55R19 Pirelli Scorpion Zero Brakes Front: Internally vented rotor 12.4 - inch discs Rear: Internally vented 10.7 - inch discs 60 - 0 mph As Tested (ft): 95 Acceleration 0 - 60 mph As Tested (sec): 7.92 Weight (lb) Curb Weight (As Tested): 5,900 Advertised GVWR: 7,056 Trailer Tow Capacity: 7,000 Mileage (mpg) EPA Estimate (city / hwy): 13/14 As Tested: 12.24 Dimensions (in) Wheelbase: 112 Overall Length: 188 1/2 Overall Width: 81 1/2 Overall Height: 77 1/2 Front, Rear Track: 59 3/4, 59 3/8 Front, Rear Overhang: 17 1/4, 27 Min.

The company claims the new engine can quickly and easily surpass the maximum torque of the 1.8 - litre naturally - aspirated engine it replaces at relatively low engine speeds, while achieving 230 Nm of peak torque rivaling the performance of a typical 2.4 - litre naturally aspirated engine.

(octane) / Capacity (gal): Diesel or B20 / 21 SAE Peak Horsepower: 181 @ 3,400 rpm SAE Peak Torque (lb - ft): 369 @ 2,000 rpm Transmission Type: 6 - speed automatic Model: Hydra - Matic 6L50 Ratios: First: 4.06:1; Second: 2.37:1; Third: 1.55:1; Fourth: 1.16:1; Fifth:.85: 1; Sixth: 0.67:1; Reverse: 3.20:1 Transfer Case Type: 2 - speed active on demand Model: Magna Low - Range Ratio: 2.72:1 Axles Front Type: IFS open diff with automatic disconnect Hubs: Automatic Rear Type: Solid Rear Diff: Automatic locking G - 80 Ratio: 3.42 Traction Aid: G - 80 automatic locking differential rear Suspension Front: Independent coilover shock; twin - tube shock absorber Rear: Solid axle multileaf springs; twin - tube shocks Steering Type: Electronic rack Lock - to - Lock: 3.25 Turning Circle (ft): 41.3 Wheels 17x8 aluminum Tires 255 / 65R17 Goodyear Duratrac Brakes Front: ABS; Duralife rotors; hill descent control Rear: ABS; Duralife rotors; hill descent control 60 - 0 mph As Tested (ft): 107.3 Acceleration 0 - 60 mph As Tested (sec): 12.35 Weight (lb) Curb Weight (As Tested): 4,920 Advertised GVWR: 6,200 Trailer Tow Capacity: 7,600 Mileage (mpg) EPA Estimate (city / hwy): 25/31 As Tested: 21.46 Dimensions (in) Wheelbase: 128 Overall Length: 212 Overall Width: 84 Overall Height: 70 1/2 Front, Rear Track: 62 1/4, 62 1/2 Front, Rear Overhang: 21 1/2, 31 1/4 Min.

(octane) / Capacity (gal): Diesel / 26 SAE Peak Horsepower: 310 @ 3,200 rpm SAE Peak Torque (lb - ft): 555 @ 1,600 rpm Transmission Type: 6 - speed automatic Model: Aisin A466ND Ratios: First: 3.742:1; Second: 2.003:1; Third: 1.343:1; Fourth: 1.00:1; Fifth: 0.773:1; Sixth: 0.634:1; Reverse: 3.539:1 Transfer Case Type: 2 - speed part time Model: Magna TX91A Low - Range Ratio: 2.717:1 Axles Front Type: IFS Front Diff: AAM 235 mm (9 1/4) open Hubs: Automatic Rear Type: Solid Rear Diff: AAM 250 mm with GKN LDC3 - 2 manual locking differential (PRO-4X) Ratio: 3.916:1 Traction Aid: Vehicle Dynamic Control, Traction Control System, Hill Start Assist, Hill Descent Control (front and rear) Suspension Front: IFS double - wishbone; 36 mm stabilizer bar; Bilstein Monotube coilover shocks Rear: Solid axle with multileaf; 18 mm stabilizer bar Steering Type: Hydraulic - assist recirculating ball Lock - to - Lock: 3.75 Turning Circle (ft): 53.8 Wheels 18x7.5 aluminum alloy Tires 275 / 65R18 General Grabber APT Brakes Front: ABS; Electronic Brake - force Distribution; 14.17 - inch vented disc Rear: ABS; Electronic Brake - force Distribution; 14.37 - inch vented disc 60 - 0 mph As Tested (ft): 109.5 Acceleration 0 - 60 mph As Tested (sec): 11.77 Weight (lb) Curb Weight: 7,240 Advertised GVWR: 8,990 Trailer Tow Capacity: 11,784 Mileage (mpg) EPA Estimate: N / A As Tested: 12.54 Dimensions (in) Wheelbase: 151 1/2 Overall Length: 245 1/2 Overall Width: 98 1/4 Overall Height: 78 Front, Rear Track: 69, 68 1/2 Front, Rear Overhang: 28, 32 1/4 Min.

(octane) / Capacity (gal): 87/12.7 SAE Peak Horsepower: 180 @ 6,400 rpm SAE Peak Torque (lb - ft): 175 @ 3,900 rpm Transmission Type: 9 - speed automatic Model 948TE Ratios: First: 4.71:1; Second: 2.84:1; Third: 1.91:1; Fourth: 1.38:1; Fifth: 1.00:1; Sixth: 0.81:1; Seventh: 0.70:1; Eighth: 0.58:1; Ninth: 0.48:1; Reverse: 3.80:1 Transfer Case Type: N / A Model: N / A Low - Range Ratio: 20:1 Axles Front Type: IFS Front Diff: PTU Hubs: Automatic Rear Type: IRS Rear Diff: RDM Ratio: 2.54:1 Traction Aid: Brake - based electronic traction control (front and rear) Suspension Front: McPherson strut Rear: Chapman strut Steering Type: Electric power - assisted rack - and - pinion Lock - to - Lock: 2.75 Turning Circle (ft): 35.3 Wheels 17x6.5 aluminum Tires P215 / 65R17 Goodyear Wrangler SRA Brakes Front: Vented rotor with single - piston floating caliper Rear: Solid rotor with single - piston floating caliper 60 - 0 mph As Tested (ft): 100 Acceleration 0 - 60 mph as tested (sec): 10.84 Weight (lb) Curb Weight: 3,600 Advertised GVWR: 4,586 Trailer Tow Capacity: 2,000 Mileage (mpg) EPA Estimate (city / hwy): 21/29 As Tested: 20.57 Dimensions (in) Wheelbase: 101 Overall Length: 165 3/4 Overall Width: 80 1/4 Overall Height: 68 7/8 Front, Rear Track: 61, 60 1/2 Front, Rear Overhang: 20 1/8, 17 3/4 Min.

Peak torque hits low, and once on the highway the clean but not especially quick - revving engine pulls to the speed limit and would be happy to keep going to triple digits — MINI says max is 130 mph.

The Duramax's signature low - rpm torque production hasn't changed, offering 90 percent of peak torque at a low 1,550 rpm and sustaining it through 2,850 rpm, an attribute that contributes to the Silverado HD's strong, confident pulling power at low speeds.

«Drivers are going to notice improved low - speed torque and increased fuel economy and peak horsepower.

Turn to medium - low speed and cream the butter, warming the bowl if needed (see Pommade, page 190), until it has the consistency of mayonnaise and holds a peak when the paddle is lifted.

Broadband speed may be lower at peak times and can be affected by a range of technical and environmental factors.