Sentences with phrase «not much torque»

With an engine that has plenty of horsepower but not much torque, you might need to shift down to third gear.

I've heard the engine called dull and lifeless, but I think really it's just that there isn't much torque.

Not exact matches

In a straight light and just a regular throw it wouldn't be seen, but with something with as much torque as batting those injuries could have healed differently than what he was and changed everything in his swing.

After all, even if we get stronger overall, if the angle of peak torque changes, then we will find that some joint angles increase hugely in strength, while others do not improve strength very much at all.

That being said, Torque didn't bother me too much.

The hefty torque makes the turbo - diesel generally quite responsive, but in flat - out acceleration it can't match the much larger gasoline engine.

The 9.6 seconds Chrysler quotes for the Pacifica's 0 - to -60-mph sprint won't set blood aboil; 250 horsepower and 250 pound - feet of torque in the face of two - plus tons of sports tourer ain't much.

, but with so much torque it doesn't really matter.

I hear they curved the torque flow in such a way that it feels much meatier and more powerful than it actually is, so driving enthusiasts on a budget will not be disappointed.

GM engineers boast that the 2015 Chevrolet Corvette Z06 provides not only much more torque than previous Corvette Z06 and ZR - 1 models, but also a more flexible torque curve for better on - demand power at any rpm.

Upshifts and downshifts are prompt and smooth, even at take - off — so much so that I had to double - check the spec sheet to verify that this was, indeed, a twin - clutch transmission and not a traditional torque - converter automatic.

The truck's newly available 2.8 - liter inline - four Duramax turbodiesel engine, which puts down 369 lb - ft of torque and is capable of towing as much as 7,700 pounds, doesn't struggle a bit as we leave the ranch and head uphill on a winding two - lane road.

At 2000rpm the engine has to deliver only half of the torque, and 2000rpm isn't even much.

Total peak power is 122bhp and while the motor's 14bhp contribution doesn't sound much, look at it in torque terms (58 lb ft, to add to the engine's 107 lb ft) and it starts to make sense.

To the second point, though the Turbo is hardly in Mazdaspeed 3 territory when it comes to torque steer, there's still a definite feeling that there's not much traction to spare when you nail the throttle at low speeds.

(So much for that 1,300 RPM torque peak; maybe on the test stand, but not when getting away from a stoplight.)

And although it's not quite refined GM's V - 6, the CX - 9's turbo - four provides more grunt off the line and in stop - and - go traffic, owing to its superior 310 lb - ft of torque available so much earlier in the rev range (max torque is available 2,000 rpm in the CX - 9 versus 5,000 rpm for the Acadia).

I'm pretty show that's exactly the figure recorded by some in the 205 1.9 Gti..., same power and torque pretty much so guess its not expected.

M engineers don't like to talk torque split percentages, because the M5 apparently deals in much subtler, precise metering to individual wheels.

The 4Matic setup can fully vary torque between the axle, giving the E63 as much tyre - vapourising potential as its rear - drive predecessor but extra security when driving conditions aren't conducive to traction.

Most of the time you don't get the advantage of the instant torque from the electric motor, instead, before there's any acceleration, the gearbox needs to kick down to the correct gear as the electronics decide just how much of each power source it wants to use.

With so much power and torque the Roadster is a very fast car indeed, but it doesn't hit with quite the intensity that you might expect beyond 50mph or so.

That makes it good for 518bhp and 391 lb ft of torque, while we'd expect the Spyder's inevitable weight increase to raise and lower the coupe's 3.9 sec dash to 62mph and 196mph top speed respectively, although not by much.

The throttle doesn't change much either, even the abundance of torque from the V6 diesel wasn't enough to fluster it.

Twenty - nine fewer pound - feet of torque means the FR - S needs to be revved that much higher — which might not be an issue if there was an acoustic reward to doing so.

Because the torque converter is not a direct link to the engine, however, it doesn't slow you down nearly as much as engine braking with a manual transmission.

An output of 76 hp and 79 lb - ft of torque doesn't sound like much, yet it's still plenty for a car that weighs just more than 1,400 pounds.

If you don't want to drive flat - out, you can work with it by lifting off the throttle as you pull the right - hand paddle, or better still just not changing gear as much and instead leaning more heavily on the huge well of torque provided by the engine.

It's not a bad starter since it starts fine after the roll (and while in neutral it's not that the roll is turning the engine much, I may be wrong since it's an automatic and has a permanent coupling to the engine via the torque converter)

By offering so much instant torque at the low end of the rev range, the engine has enough grunt that the six - speed automatic doesn't have to downshift often.

When compared to a field of its rivals, including the Porsche 911 Turbo, Mercedes - AMG GT S, and McLaren 570 S, the top - level Audi R8 V10 plus is not only outgunned on torque, but the competitors make their peak torque much lower in the rev range as well, thanks in part to widespread use of turbocharging.

While we still don't know how much power the new Raptor will produce, Ford has promised it will be more than the 411 hp and 434 lb - ft of torque available in the old Raptor's 6.2 - liter V - 8.

Other big stories, though perhaps ones Aston won't appreciate in their retelling, are the lack of a manual option (a ZF eight - speed torque converter automatic gets transmission duties) and the decision to ditch the brand's much - lauded hydraulic steering in favor of an electronic system.

I am looking to get a 1/4 torque wrench now because I have built up quite the selection of 1/4 impact sockets and I would like to use them on my jeep since they are much nicer quality than my 1/2 inch sockets, and a 1/4 wrench can fit in many places a 1/2 wrench can not.

In contrast to its high - strung predecessor, there are fat gobs of torque available as low as 3500 rpm, so you don't need to use those shift paddles as much.

The way diesels deliver power is a lot like old - school American V - 8 engines — loads of torque down low, and not much power at high rpms.

Having looked into this in the past, the problem with electric superchargers and why they aren't widely used is partially that doing the job of a turbo / supercharger (moving and compressing a lot of air, fast) requires both relatively high torque and relatively high speed, while not taking up much space (a consideration on motorcycles, less so on cars).

«Ford is upping the power and torque on both the EcoBoost 4 - cylinder and the GT's V - 8, though it didn't say how much, until the car goes on sale this fall,» said Todd Lassa reporting from Michigan.

It's not the easiest car to get going in — whatever engine management tweaks have been made cause the engine to hunt at low revs and there's so much torque that it's hard to use the first two gears smoothly.

All - wheel drive, in both standard and torque - vectoring modes, can't offer much help when the tires don't have any traction.

Noteworthy: Similar to the V - 6 used in the base TL, the 3.5 - liter unit produces lots of power but, thankfully, not too much torque steer.

Although the hefty torque makes the turbodiesel generally quite responsive, in flat - out acceleration it can't match the much larger gasoline engine.

Surprisingly, fuel mileage didn't suffer much during towing, despite the V - 6's relatively low torque rating.

Driving in traffic wasn't much fun, either, the torque - lite power delivery seeing you frequently shuffling up and down gears while operating a fairly heavy clutch.

The short (and physics - correct) answer is: no, you can not vicariously observe how much torque is already applied to a fastener.

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.

It isn't that Porsche is particularly mean with its standard equipment these days, more the emergence of a carefully nurtured perception that the latest 911 isn't the complete ticket without the supporting (extra cost) technology — the idea that dynamic engine mounts, torque vectoring, PASM, PDCC et al are as much part of Porsche's core DNA as the 911 itself and you only get the Big Picture if you plug them all together.

We can not put so much torque and horsepower on the front axle.

Although it doesn't have as much twist or any rear - steer at its disposal, the NSX and its comparably swift - shifting nine - speed auto pull off exactly the same trick, mitigating the potential lag - boost effects of its twin turbos with immediate throttle response, the right gear and the full weight of the electric motors» precisely vectored torque.

Although we did not drive the turbodiesel, it does sound compelling, as it has nearly as much power as our 2.0 - liter but gobs more torque (258 pound - feet).