Sentences with phrase «too much torque»

Be careful to not give it any throttle when taking off — you have way too much torque at your command and things like your driveshaft will break.

It probably detected flooring it probably would generate too much torque, thus cut down the power a little through the drive - by - wire system.

Too much torque steer which would keep you very alert while confidently pulling out into a crowded intersection.

Gear changes show too much torque - converter sluggishness for power maneuvers.

Applying too much torque can create small impressions or «dents» on the rotor.

good power, but does this engine produce too much torque?

suitable for 4wheel drive car, crossover but for sedan, too much torque..

When either of these happen and too much torque is applied (i.e. starting in 1st gear), this can cause the car to fail to move.

«CVT's don't like too much torque, which can result in belt slippage and we had to reduce it to keep a safety margin,» said Yamaguchi.

The combination of a power adder and a numerically - higher rear gear brings too much torque multiplication to the table, and most often, a loss of traction.

High - performance engines that develop 400 hp or more have too much torque for the gearbox suppliers of preference to handle.

When either of these happen and too much torque is applied (i.e. starting in 1st gear), this...

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.

We're trying for neutral performance without sending too much torque to get into oversteer unnecessarily.

There's just too much torque on the threads.

Not exact matches

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

It accelerates much like the Bugatti, too, with just enough torque to slip all four wheels at launch but the grip to reach triple - digit speeds in the time that a quick sport sedan hits 60 mph.

There's no sledgehammer effect in your kidneys - there's simply too much mass being pushed forwards for that - but the V8's breadth of torque (that 900Nm is produced between 2,750 and 4,000 rpm) and the snappy shifts from the MCT gearbox are more than enough to deliver a suitably rapid and linear progression from slow to fast.

Peak power and torque comes much later in the powerband too, with 552bhp at 7500rpm and 557 lb ft at 4750rpm.

Too often while at a tire shop (Merchants, NTB, whatever), I'll see the guys rocking the car to assist (well what they think is assisting) in the torque process, which will actually over torque a lug nut without too much issToo often while at a tire shop (Merchants, NTB, whatever), I'll see the guys rocking the car to assist (well what they think is assisting) in the torque process, which will actually over torque a lug nut without too much isstoo much issue.

The big V - 8 has so much torque that you'd never need to rev it too hard around town, but when you open it up, the 928 hurls its pointy prow down the road with an urgency that increases with the revs.

The motor's spiky turbocharged torque delivery means that you can very easily apply too much throttle to initiate a slide, then you have to be very quick with the steering to catch it.

The ERA's handling balance relies on your right foot and your own bravery, because it will understeer off throttle, become neutral under power, then oversteer wildly if you use too much of the abundant torque.

The standard Cayenne S has so much low - end torque that it feels just as quick as the Turbo in real - world driving, and we'd be happier with the V - 6's lower price and fuel consumption, too.

Too much low down torque meant rampant wheelspin in most gears.

There are some curious suspension traits too: the rear axle goes out of its way to help you into fast turns, there's sway at the top of the damper travel and you always seem to exit corners with too much lock on, the weighted front wheel struggling to deal with the torque and angle.

The chassis has some understeer dialled - in to it — perhaps a bit too much at this stage — but despite it's huge dimensions and sheer torque on offer, it's an easy car to exploit.

As equipped, however, there's too much body roll, and in fast turns it tends to understeer despite the Quattro system's ability to send up to 85 percent of the engine's torque to the rear wheels.

Its engine, in comparison to Aston's old V12, also felt one - dimensional, the noise lacked the depth and its sudden delivery of torque was way too much for the rear axle to cope with alone.

All this extra torque would be too much for the seven - speed automatic transmission, so the CLS55 has the more conventional five - speed automatic.

The result is immediate, this engine is more refined than the smaller 20d and is much more eager too in the low - end, despite peak torque coming in later than the 20d.

The failed JV that foundered when Getrag could not obtain financing to proceed, that 6 - speed DCT, could handle much more torque, and had a rugged RWD truck 7 - speed version too.

This works so well that torque vectoring is not allowed in many forms of car racing on the grounds it takes too much control away from the driver.

I wouldn't say it torque steers a huge amount, but it does feel at time like it has too much chassis for the engine.

Also, the Colorado's optional 3.7 - liter in - line five - cylinder engine does not offer as much torque as the V6 engines from Toyota and Nissan, while the V8 option tends to be a bit too fuel thirsty.

If that's too much of a torque gain then 200hp / 385 -390 tq..?

That's also not to say it's too much of a softy — stacks of grip and 203 lb ft of torque at just 1700rpm makes short work of any road.

If the load on the inside wheel is reduced too much while the car is being driven dynamically, the torque vectoring system brakes it slightly before unintended slip can occur.

Cadillac engineers opted against a brake - biased torque - vectoring system because they felt it would sacrifice too much speed, even if it's a minuscule fraction.

The steering is meaty and pretty talkative, even though there's the occasional light torque steer when you step on the gas pedal with too much conviction.

The other option sees a turbocharged 3.0 - liter inline 6 - cylinder sending power to the rear wheels too and the drive is much the same but with higher torque from the bigger motor.

not really a bargain concidering the lots of repairs for breaking and the expencive cost of parts reliability is sucks engine and tranny are weak uner abuse, and factory do nt warant the use of launch control,, really abssurd if you may ask, the car has to much delicated electronics tranny awd sistem al that crap about torque distribution etc the more a car have the more complicated and unreliable it gets, + too much maintenance crap and expencive too, and the simpler the better, great performance but it do nt last long, very very capable car probably the quikest around but under a cost and a heavy one, if i had twice the money it cost i still woudnt buy it, the gtr is the fastest supercar around but the vette is the most reliable and durable sport car i ha ever seen

The Ambiente's entry - level 149kW Ecoboost four - cylinder engine delivers with enthusiasm, the 177kW version adds verve along with more kiloWatts and a wider torque spread, while the 2.0 - litre TDCi diesel has great mid-range kick without giving up too much refinement to the petrols.

The firm ride that plagued some versions of the DB9 has been much improved in the DB11 and thanks to a newly designed suspension setup with adaptive damping, advanced traction control system, positive torque control and dynamic torque vectoring, handling has been improved too.

The reason is simple: Quite apart from the engine's horsepower and torque figures — which I understand are quite impressive for the size of the engine — the EcoBoost Mustang sounds far too much like the four - cylinder engine it is to be mistaken for anything else.

It may not be in the upper part of the punchiness ladder, but the 300 Nm of torque are sufficient to move the 1.315 - kg body around, without having to ask for too much fuel.

Gearchanges aren't as immediate as the ZF's, but overruns between changes help keep things smooth, and it's got a good ally in the 25i motor, which packs enough torque to keep the «box from working too much.

It's pretty potent (7.1 sec to 62mph), and strong on economy and emissions too (as much as 67mpg, as little as 99g / km), but although it cruises quietly, it gets rowdy when you get much past 3500rpm so it's best to shift early and make use of the impressive 332 lb ft of torque.

Quite a lot of that recommendation is down to this 2.0 - liter being a much more flexible engine — with 272hp and a meaty 295lb / ft of torque available across a broad rev range means you don't need to work this motor too hard in order to get up to speed (which is good, as this otherwise smooth and fairly silent engine starts sounding rather coarse when you get it beyond 5,000 rpm or so).

Most accidents happen at the turns where a dog can break a toe on the corner pulley or even a leg if they torque too much to make a corner.