Sentences with phrase «power at a lower rpm»

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.

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.

But the signature feature of the LS9 is the engine's ability of creating more power at lower RPM's.

The unique turbocharger is optimally matched to the 2.0 - liter EcoBoost engine and direct injection system, providing precise fuel pressure control to deliver boosted power at low rpm without annoying turbo lag.

As a result, the new 718 feels livelier than before, and some masterful turbo tuning has erased any lag that usually accompanies forced induction, making for a flatter torque curve and subsequently more usable power at lower rpm.

More than just its tremendous peak horsepower and torque numbers, the supercharged LS9 makes big power at lower rpm and carries it in a wide arc to 6,600 rpm.

Not exact matches

The primary power source for the Patriot is a twin spool gas turbine like those found in jet engines, which runs at 100 000 revolutions per minute in its high - speed stage, and 50 000 rpm in its low - speed stage.

But there is more: To improve power, ignition should take place earlier at high RPM and later at low RPM.

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?

Power = Torque * RPM, so low torque at high RPMs can give the same power output as high torque at low Power = Torque * RPM, so low torque at high RPMs can give the same power output as high torque at low power output as high torque at low RPMs.

However I noticed a SEVERE loss of power, both at low and high RPM.

At the lower end of your RPM range you will have more power which makes the vehicle more user friendly driving in the city.

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.

With its low - friction valvetrain, variable valve - timing and the latest Bosch engine management system, the V - 12 feels awake at last, and it spins effortlessly to its power peak, which comes nearly 1000 rpm higher than a decade ago.

Meanwhile, a twin - scroll turbo ensures that the boost spools up at low rpm and then carries through to peak rpm, variable valve timing on both the intake and exhaust cams swells the power curve down low, and direct fuel injection makes possible a relatively high 10.0:1 compression ratio that helps deliver crisp acceleration.

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...

The 1.0 turbo three has adequate power as well, though NVH felt rough at low rpms and at idle, and it ran out of power just past the midrange.

Drop the hammer at low rpms, watch the thin - line digital boost gauge escalate, and feel the whoosh of power as the engine winds up, pressing you firmly into your stitched leather seat.

There isn't a ton of low - end torque or a spike of high - end power, but the Skyactiv 2.0 - liter is confident at any rpm.

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.

The latter is available at a low 2500 rpm and the power band continues through 5500 rpm.

Aside from the slight power increase, chief engineer Dr. Hermann - Joseph Storp says that they worked on the V - 8's sound quality at higher rpm; indeed, when it crosses 3000 rpm the engine emits a muted burble, while at lower engine speeds it's barely audible.

It's redlined at 7700 rpm, 300 lower than the Enzo, which means it makes marginally less power than the Ferrari.

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).

The low torque numbers (159 lb - ft @ 5500 rpm) mean you need to rev the living daylights out of it for any power, but the rotary engine has no problem climbing the tachometer to numbers a conventional engine can only spit oil at.

The Harley with it's long stroke, high reciprocating mass and resulting low RPM has lot's of bottom end power and torque at low RPM's.

As a side note, the 3.6 L absolutely screams, however all that high - rpm power comes at the expense of low - end torque, which is one of the few areas that could be improved on the Wrangler.

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.

The improvements in low - RPM performance, which is where most street - driven automobiles operate a majority of the time, occur in trade for a power and efficiency loss at higher RPM ranges.

The electric power steering is too light and numb at lower speeds, and the turbo four clatters dully at lower rpm.

This increases efficiency at low RPMs and a lot of power is accessible at high RPMs; definitely more than a VVTi.

Optimal low RPM valve timing lift and duration settings would result in insufficient filling of the cylinder with fuel and air at high RPM, thus greatly limiting engine power output.

The 177 hp Euro - 5 16 - valve four - cylinder engine reaches its maximum power at a relatively low (for such a small engine) 6,200 rpm.

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.

This electronic control system yields higher combustion at wide - open throttle, when more power is required and increased torque at lower RPMs.

In Low, the CVT kept the engine wailing at 5,000 rpm, with peak power going straight to the wheels.

That's one less pony than the Cherokee's 3.2 L V - 6, but the power comes in at a much lower rpm, accompanied by 56 more lb - ft as well.

The V - Twin engine powering the V9 Bobber and the Roamer is said to produce 55 HP of power at 6250 RPM and 62 Nm of torque at a low 3000 RPM, indicating its intent of cruising at low speeds.

The lower power variant makes 85 PS of power at 3,750 rpm and 200 Nm of torque at 1,750 rpm.

Very low back pressure is one of the reasons why the power curve is still ascending at the 6,500 - rpm redline.

Ample power is available, even at lower rpm.

The 1.2 L, turbocharged, direct - injected, Toyota 8NR - FTS engine has a maximum power output of 114 hp (85 kW) and a maximum torque of 190 Nm (140 lbft) at a low rpm (1500 rpm).

Smoother and more efficient than the outgoing 1.6 - litre engine, what both versions lack in outright power, they make up for with punchy low - end torque (250Nm at 1,500 rpm and 270Nm at 1,750 rpm respectively) so they feel strong.

In fact, the peak power is only at a low 4700 rpm.

When we drove the STI over our mountain course, we found its lack of low rpm power seriously hampered our ability to take the switchbacks at speed.

To ensure responsive power across the rpm range, the 2.0 L turbo uses a twin - scroll turbocharger that builds power quickly at lower rpm.

AM11 has also been specifically engineered to give an extra 40 Nm of torque between 0 and 4000 rpm, meaning impressive improvements at both high and low engine speeds and additional power at higher revs.

* Engine: 1968cc, DOHC, 4 - Cyl * Power: 143 PS @ 4000 RPM * Torque: 340 Nm @ 1750 - 2750 RPM * Transmission: 7 - speed AT * Fuel Consumption: 17.06 km / l (ARAI - claimed) * Fuel Type: Diesel * Suspension: McPherson Strut with Lower Transverse Link (Front), Multi-Link (Rear) * Tyres: 215 / 65/17 (Comfortline), 235 / 55/18 (Highline) * Brakes: Discs (Front & Rear), ABS * Safety: 6 Airbags, ABS, EBD, Hill Hold, ESC, Active Bonnet

A 1989 Chrysler ad claimed engine power at 107 kW (139 hp) at 5,200 rpm, lower than the US rating of 150 hp.