I've been thinking and in a 1/4 mile race what would win car a or car b
Car a has 500 hp and 400 ft/lbs
Car b had 400 hp and 500 ft/lbs
Car a has 500 hp and 400 ft/lbs
Car b had 400 hp and 500 ft/lbs
hp or torque
- Thread starter Ruckus46Gt
- Start date
The cars CAN'T have the same power band if the hp and torque curves are what you say. One will be a higher revving engine like an N/A Cobra engine and one will be a torque monster like a truck engine. HP = TQ*RPM/5252.
These theoretical questions never go anywhere because there are TOO many variables and differences you have to assume to derive an answer.
These theoretical questions never go anywhere because there are TOO many variables and differences you have to assume to derive an answer.
More to read:
Maximum Acceleration vs Torque
I'd like to think that torque is an intuitively easier concept to understand. If that were true, though, then more people would understand the relationship between torque, horsepower, and vehicle acceleration. In reality, none of it is intuitive. If it were, Newton wouldn't be considered the Really Great Guy that he is.
The classic mistake is to conclude that the fastest way down, let's say, a 1/4 mile drag strip is to keep the engine RPM at the torque peak (or as close as possible). The technique is usually stated as "shift just after the torque peak", or "shift N RPM above the torque peak so you are N RPM below the torque peak in the next gear when you finish the shift".
Unfortunately, *engine* torque does not tell you the full story. What matters is the torque *delivered to the tires*, including the effects of the transmission. We all know a car does not accelerate as hard in second gear at peak torque RPM as it does in first gear. The transmission amplifies or multiplies the torque coming from the engine by a factor equal to the gear ratio. So to determine how much the car is accelerating at a particular instant, you have to know both the torque output of the engine as well as the gear ratio.
To figure out your shift points knowing only torque, generate tables of transmission output torque vs. RPM for each gear. To get transmission output torque, multiply the engine torque by the gear ratio. You are simply comparing gear to gear, so the final drive ratio can be ignored. You may also need to know the relationship between RPM in one gear and RPM in another gear (which is RPM * (gear2ratio/gear1ratio) at any particular vehicle speed.) Then it's easy to see what shift points to choose to maximize your transmission output torque at all times.
Maximum Acceleration Vs. Power
OK, so what about power? As has been noted by a previous contributor, Power (hp) = Torque (ft-lb) * RPM / 5252. Note that power is also force * velocity, specifically:
Power (hp) = Force (lb) * Velocity (MPH) / 374
That's net horsepower, which is engine power minus losses like transmission and tire friction. The force is the sum of the longitudinal forces at the contact patches of the two driven tires.
Hmmm... P = F * V ...rearrange to get F = P / V ...
that means that you get the maximum force pushing the car if you maximize your *Power* at any given velocity. This gives us another useful rule:
Shift to maximize engine POWER, not engine torque!
This is *exactly* the same as saying "shift to maximize transmission output torque". But it's a little easier to apply.
To the Point
Torque and power are (almost) flip sides of the same coin. Increasing the torque of an engine at a particular RPM is the same as increasing the power output at the same RPM.
Power is just as useful and relevant in determining vehicle performance as is torque. In some situations it's more useful, because you may not have to play with gear ratios and a calculator to understand what's going on.
A car accelerates hardest with gearing selected to stay as close as possible to the engine *power* peak, subject to the traction capability of the tires.
Maximum Acceleration vs Torque
I'd like to think that torque is an intuitively easier concept to understand. If that were true, though, then more people would understand the relationship between torque, horsepower, and vehicle acceleration. In reality, none of it is intuitive. If it were, Newton wouldn't be considered the Really Great Guy that he is.
The classic mistake is to conclude that the fastest way down, let's say, a 1/4 mile drag strip is to keep the engine RPM at the torque peak (or as close as possible). The technique is usually stated as "shift just after the torque peak", or "shift N RPM above the torque peak so you are N RPM below the torque peak in the next gear when you finish the shift".
Unfortunately, *engine* torque does not tell you the full story. What matters is the torque *delivered to the tires*, including the effects of the transmission. We all know a car does not accelerate as hard in second gear at peak torque RPM as it does in first gear. The transmission amplifies or multiplies the torque coming from the engine by a factor equal to the gear ratio. So to determine how much the car is accelerating at a particular instant, you have to know both the torque output of the engine as well as the gear ratio.
To figure out your shift points knowing only torque, generate tables of transmission output torque vs. RPM for each gear. To get transmission output torque, multiply the engine torque by the gear ratio. You are simply comparing gear to gear, so the final drive ratio can be ignored. You may also need to know the relationship between RPM in one gear and RPM in another gear (which is RPM * (gear2ratio/gear1ratio) at any particular vehicle speed.) Then it's easy to see what shift points to choose to maximize your transmission output torque at all times.
Maximum Acceleration Vs. Power
OK, so what about power? As has been noted by a previous contributor, Power (hp) = Torque (ft-lb) * RPM / 5252. Note that power is also force * velocity, specifically:
Power (hp) = Force (lb) * Velocity (MPH) / 374
That's net horsepower, which is engine power minus losses like transmission and tire friction. The force is the sum of the longitudinal forces at the contact patches of the two driven tires.
Hmmm... P = F * V ...rearrange to get F = P / V ...
that means that you get the maximum force pushing the car if you maximize your *Power* at any given velocity. This gives us another useful rule:
Shift to maximize engine POWER, not engine torque!
This is *exactly* the same as saying "shift to maximize transmission output torque". But it's a little easier to apply.
To the Point
Torque and power are (almost) flip sides of the same coin. Increasing the torque of an engine at a particular RPM is the same as increasing the power output at the same RPM.
Power is just as useful and relevant in determining vehicle performance as is torque. In some situations it's more useful, because you may not have to play with gear ratios and a calculator to understand what's going on.
A car accelerates hardest with gearing selected to stay as close as possible to the engine *power* peak, subject to the traction capability of the tires.
Venom_Nitrous
Founding Member
Well, the cr with more hp would MOST likely win. IF it had a 100 unit differenct between the tq and hp in the one with more torque that would mean that it doesen't rev woth a crap and that the high end hp will drop like a brick at high end. the car with more hp can rev like hec and will be like a rocket at high end where all of the 1/4 is driven at. The one with all the torque will maybe pull the front end off the ground to begin with and lose a lot of traction but will wind out too fast and lose while the other one just keeps gaining speed because of the high end hp.
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