Peak and low
rev torque improves appreciably, too.
Crucially, too, low
rev torque — measured at just 1,000 rpm — leaps from 440 Nm to 510 Nm.
The ATS 2.0 L makes 272 hp and 260 pounds - feet of torque, and it feels similar to BMW's turbo four: plenty of low -
rev torque and quick sprints.
• Four - valve combustion chamber design produces a potent combination of low -
rev torque, instant throttle response and high horsepower.
The Fiesta's primary powerplant is a 120 - horsepower, 1.6 L 4 - cylinder engine that features Twin Independent Variable Camshaft Timing, which enables smoother low -
rev torque while also maximizing fuel economy, all with an EPA highway estimate of 40 mpg when equipped with the Super Fuel Economy package.
Peak and low
rev torque is delivered in abundance.
It would prove more coherent if the transmission relied instead upon the engine's abundant low -
rev torque (the 430Nm peak is available at only 1500rpm) and response to lug a higher gear.
The V - 8 remains a low -
revving torque monster that can effortlessly accelerate this heavy car to 60 mph in just 5.1 seconds, and the big Bentley displays remarkable athleticism for its size and heft.
249.6 cc single - cylinder four - stroke engine returns excellent fuel economy and features a broad powerband with plenty of low -
revving torque.
Not exact matches
It started on the hills — any incline would cause the truck to kick itself out of
torque converter lockup, essentially free -
revving the engine and losing all forward drive.
The secret of superfast progress in the GT2 RS is to let the
torque do its job, unwind lock early, keep the
revs high, and trust PSM to sort things out on exit even if the second turbo hammer comes down with a bang.
The powertrain is a letdown, with an unresponsive CVT that's loath to let the 1.8 - liter four - cylinder
rev anywhere near its
torque peak.
It's the latter unit's
torque spread that gives an indication to how it's been tuned — maximum thrust is available all the way from 1380 to 5200rpm and while it's happy to
rev further there isn't really anything to be gained from doing so.
It boasted an extra 20bhp, lifting peak power to 296bhp, and though peak
torque was slightly down, it had a flatter
torque curve, so it felt more muscular through the
rev - range.
The very short answer to the final question is that short, wide inlet runners move the
torque curve up the
rev range whereas long, narrow runners move the curve down the
rev range.
The DOHC 1.5 - liter four - cylinder is happy to
rev smoothly on the way to 106 hp and 103 lb - ft of
torque, but its limited ambition is thwarted by either of two curmudgeonly transmissions.
More impressive is the bounteous
torque on tap: the California blasts forward with an extravagant brawn you simply wouldn't find in many of Ferrari's previous, high -
revving naturally aspirated V - 8s.
It sounds utterly amazing, offers very good
torque,
revs like a nitrous fueled chainsaw, and, unlike my old M3, has a very linear delivery of power.
This is the reason car manufacturers have invented variable or twin length inlet manifolds, which change the dimensions of the inlet runners at a certain RPM to give improved
torque across the engine's
rev range.
There is decent
torque from as low as 2500 rpm, but you tend to spend your time higher in the
rev range because the 3.0 - liter six gets its second wind at about 4500
revs and makes a delicious, creamy growl that wells as you approach the 7000 - rpm redline.
Idle speed is vaguely reminiscent of a muted truck stop soundtrack, its plentiful low - end
torque prioritized over high
revs and brisk throttle response.
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.
There's now more
torque at lower engine speeds, but like most non-turbo engines, the Vanquish needs
revs to give its best.
Still, even when its not at 100 percent, the Tesla feels stunningly quick as its peak
torque figure of 713 lb ft is delivered from zero
revs — few cars gather speed as deceptively quickly as the whisper quiet Model S.
In its final iteration, the C10 GT - R packed a
rev - happy 2.0 - liter inline - six engine, pushing out 160 hp and 131 lb - ft of
torque to the rear wheels through a five - speed manual transmission.
It lacks
torque, but compensates by building to a wonderful high -
rev crescendo.
By combining the high -
revving performance of petrol power and superior
torque and fuel economy of diesel propulsion, Mazda quotes 10 - 30 per cent increases in
torque and 20 - 30 per cent gains in engine efficiency over the current Skyactive - G generation engines.
Yes, you can short shift and surf that
torque but you'll be missing out on electric top end that you sense would
rev until the valve gear fired itself through the carbon engine cover if it could.
The 1.6 - liter turbo four's
torque is ample, and the sports exhaust crackles and pops when you
rev - match your downshifts.
What the 552 - hp V - 10 gives up in
torque is masked by a voracious desire to
rev past 9000 rpm, and the high - pitched shriek that accompanies every full - throttle tear is the most righteous noise you've ever heard outside of a racetrack.
It's especially good at reading a quick release and downshifting a gear on the assumption that you're entering a corner or cresting a hill and want the control and on - demand
torque of higher
revs.
Turbo lag is bit more pronounced than that of the 2.0 T, but the engine comes alive around 2,250 RPM and pulls strongly and evenly right to the
rev limiter, with peak
torque delivered right all the way to 5,000 RPM.
Torque dies off before 5000rpm however, so if it's effortless progress you want, you'll spend your time surfing the mid-range of the
rev - counter.
Those long gears help keep the Viper's 345 - section rear tyres hooked - up even when you hit full power in second, and such is the V10's urgency and the sheer volume of its voice as it climbs up the
rev - range that you naturally find yourself shifting up at around 3500rpm, well short of the 525 lb ft
torque peak at 4200rpm.
That all takes us back to my earlier comments about heavy vehicles, diesel engines, and
torque; as they produce high
torque values quite well, at low engine speeds, over a wide
rev range, and they do it reasonably reliably too.
Its output is similar to that of the JLR version, though peak horsepower comes a bit lower in the
rev range while peak
torque is a bit higher.
In conclusion, Choppers have the particular big bore long stroke design to have max
torque at low rpm which is ideal for a cruiser whereas a sports bike has to
rev to higher rpm to reach its peak
torque figures which is not very desirable in cruising.
But as the
revs rise past 2500rpm the sound changes, the acceleration gets much stronger as the V6 homes in on its
torque peak — which is basically flat between 3200 - 5800rpm — and the cumulative effect is utterly dramatic, no mistake whatsoever about that.
The flat
torque curve also means that there's solid urge available pretty much throughout the
rev range, giving a diesel - like surge for overtaking, and the engine is also happy to pull very tall gearing (2200rpm at 75mph in sixth) without complaint.
Essentially, it's a clean -
revving four - potter with enough
torque low down (peaking at 177 lb ft) to allow quick progress, but happily, performance is still fruitful up top.
With its twin - turbo 2.9 - liter V - 6 engine (making 440 horsepower and 405 pounds - feet of
torque), the Panamera packs gratifying low - end power, energetic
revving and an exhaust note that evokes exotic cars.
Now one could combat the expected loss in
torque with higher
revs, which leads in to your second question.
However the new car will have an improved engine over the one in the R and GT3 RS, still a 4 - litre flat - six that puts out 493bhp, but the new motor will
rev to 9000rpm and produce more
torque.
The 570S» engine produces 562 horsepower and 443 pounds - feet of
torque, and its small pistons mean it's eager to
rev like an F1 engine.
Whereas the Miata's mill is snappy,
rev - happy, exciting to the tympanic membranes, the Fiat's is muted and
torque - dependent, pushing the car forward with 184 pound - feet of low - rpm grunt rather than
revs.
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.
It's not particularly burly off the line (peak
torque only comes on tap at 5000 rpm), but it
revs sweetly enough that winding it out is a pleasure.
In the 812, however,
torque is stronger from the word go and builds to a crescendo until the
rev limiter comes into play, pretty much mirroring the power curve.
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).
The four can be a bit buzzy and it really hangs in the upper echelons of the tachometer range when you want to get going in a hurry whereas the V - 6 delivers a lot of
torque down low and rarely needs to
rev at high speeds for extended periods of time.