Sentences with phrase «tachometer needle»

It was so intricately engineered that it was able to rev between idle and its 9500rpm redline so quickly a traditional tachometer needle was not able to keep up.

As the brushed gold tachometer needle rushes towards 12 o'clock, the chassis» vibrations ease.

Quality on both cars is excellent but attention to detail is heavy on the Zest, like the doors autolock even after you open them, audio system volume increases with speed (decreases when you go into reverse), tachometer needle glows when you reach the redline, double cranking doesn't happen with the fuel and temperature meters blinking when you try, etc..

Everything just works naturally and intuitively right down to digital speedometer and tachometer needles that mimic the real deal, and we weren't shocked to hear an entire Audi graphics team was devoted to the development of this single feature.

At full thrust, the transmission makes the best of all 260 hp, pegging the tachometer needle satisfyingly into the red zone.

The engine is punchy from low revs and really flies once the tachometer needle passes 2500rpm.

When driving, though, this disengagement and anti-lag spooling can at first be disconcerting: You watch the tachometer needle fall to almost zero rpm when you lift your foot off the gas, then jump back up to 2,000 - 3,500 rpm in a fraction of a second when you get back on it.

With the tachometer needle at about 1,500 rpm, we gather enough momentum and speed until the car will let us shift back into sixth, at which point the cycle repeats.

You'll pretty much have to watch the tachometer needle drop to zero on the way down to know it's working.

Engage first, drop the throttle to the floor, and let the tachometer needle wind its way toward 7000 rpm.

It starts as a basso profundo rumble at idle that would make a Corvette jealous, turning into a menacing bellow as the tachometer needle starts to dance...

I rarely saw the tachometer needle cross into the 5,000 rpm range.

But once the tachometer needle passes 5,000 rpm, the 1.8 - liter engine gets buzzy - it vibrates - and is a bit noisy.

No matter where the tachometer needle is on the dial, the engine delivers the power smoothly.

The Expedition's four - speed automatic delivers seamless shifts, and were it not for the tachometer needle moving abruptly, chances are you would never know when the transmission had changed gears.

Our test car really got moving only when the tachometer needle climbed to about 3,500 rpm.

You'll hear a sound not unlike a chain saw when the tachometer needle reaches 5,000 rpm.

In fact, by the time the tachometer needle reaches its 6,000 - rpm limit, it's out of breath.

The engine makes a nifty growl as the tachometer needle climbs past 5,500 rpm.

Flick one of the paddles up and the tachometer needle drops to its new lower revs quicker than they eye can follow.

Step hard on the gas and the tachometer needle rises to the torque peak and just hangs there.

There are no peaks and valleys of power as the tachometer needle crosses the dial.

It's not until I've got the tachometer needle threatening the 8,250 rpm redline on the track's straights that I get a torque lurch from a gear change.

Starting off in normal driving I would see the tachometer needle at 5,000 RPMs sometimes and wonder if I had accidentally bumped the transmission to manual.

The PT with a five - speed feels a bit slow from a stop, though performance picks up nicely when the tachometer needle reaches 3,500 rpm.

The engine is eager to please and swings the tachometer needle like a happy puppy.

The five - speed feels a bit slow from a stop, though performance picks up nicely when the tachometer needle reaches 3,500 rpm.

As before, the motor is in the meat of power in low and mid rev range, but loses steam as the tachometer needle rises.

I found the tachometer needle close to the limit often.

It changed tone and tempo with the tachometer needle, making the car seem like an exotic, thereminlike instrument.

It gets a bit hoarse and coarse when the tachometer needle climbs over 5,000 rpm, but because most of the power comes on much lower, you needn't rev it up that high very often.

I heard the engine make noise only when the tachometer needle reached 5,000 rpm, and even then the muted whine it made was pleasing.

It's so silent at idle that glancing at the hovering tachometer needle might be the only way to be sure the engine is actually running.

From the driver's seat, though, the Q3 feels quicker than that, and this crossover is responsive no matter where the tachometer needle sits, or when you stomp on the accelerator.

It emits a light growl as the tachometer needle climbs toward the 6,000 rpm limit.

As you accelerate, the tachometer needle will climb until it reaches the «redline,» when the engine will cut power.

The tachometer needle moved in increments, instead of sweeping smoothly across the dial.

The engine can get a little noisy when the tachometer needle climbs into the 5,000 range.

The tachometer needle floated across the face of the dial until it hit the red zone, then the transmission shifted with perfect timing.

When the tachometer needle approaches 5,500 rpm, the engine gets raucous.

But the Saturn engine, though smooth - running, growls harshly when the tachometer needle hits 4,000 rpms.

Its V8 engine, good for 420 horsepower and 383 pound - feet of torque, hummed along, the eight - speed automatic transmission giving it the gearing to keep the tachometer needle low.

Ordinary engines have fixed valvetrain parameters - the same timing of valve lift and overlap whether the tachometer needle is struggling to climb out of the low - rpm range or screaming at the redline.

Pull the left paddle for a downshift, wait a portion of a second, then feel the power come on and watch the tachometer needle jump.

Acoustically, the gearshifts can only be perceived in the fast succession of rev changes — also to be seen in the abrupt movements of the tachometer needle.