Automotive Can a High RPM Gas Engine Move a Heavy Load Like a Low RPM Diesel?

[Moretorque]

Hi all nice site just trying to figure something out about how low RPM and high torque vs high RPM low torque for moving a load.

This is a subject I have been trying to understand and it seems I am missing something, Ok take you have a 238 HP Mack Semi that makes 1100 ft pounds of torque and you have a 238 HP motor that spins like 6000 RPM to but does not make near the torque.

Ok the Mack can pull 60 thousand pounds and has a top speed of only 67 MPH which is the 238 HP part and it only need s a 5 speed to do this.

With proper gearing can the 238 hp 6000 RPM gas engine ever move the load like the Mack diesel or is the only thing they have in common is they will both run the same MPH but the Mack can haul way more weight to that MPH because it produces much more torque which is your ablity to build and maintain power under a load.

This is only part of the ?, thanks and hopefully someone can get me straight on this.

 

[SteamKing]

Hi all nice site just trying to figure something out about how low RPM and high torque vs high RPM low torque for moving a load.

This is a subject I have been trying to understand and it seems I am missing something, Ok take you have a 238 HP Mack Semi that makes 1100 ft pounds of torque and you have a 238 HP motor that spins like 6000 RPM to but does not make near the torque.

Ok the Mack can pull 60 thousand pounds and has a top speed of only 67 MPH which is the 238 HP part and it only need s a 5 speed to do this.

With proper gearing can the 238 hp 6000 RPM gas engine ever move the load like the Mack diesel or is the only thing they have in common is they will both run the same MPH but the Mack can haul way more weight to that MPH because it produces much more torque which is your ablity to build and maintain power under a load.

This is only part of the ?, thanks and hopefully someone can get me straight on this.

You should understand how torque, RPM, and HP are related.

HP = Torque * RPM / 5252

The engine in the Mack truck is not turning at 6000 RPM like the car engine. For a torque of 1100 ft-lb and a power output of 238 HP, the Mack engine is turning about 1136 RPM. For the car engine turning at a speed of 6000 RPM making the same HP, the torque would be about 208 ft-lb, which is quite a bit less that the 1100 lb-ft from the truck engine.

Usually, high revving engines like the one in the car have a speed where the amount of torque generated peaks and then drops off with increasing RPM. A truck engine is designed to operate at relatively low RPM, where the torque output remains relatively constant regardless of RPM.

 

[Moretorque]

Ok I understand how to convert the Hp to Torque RPM just lazy, Thanks SteamKing. I am really realizing how dumb I am about math and how to do some figuring but it is never to late to learn. Here is the ?,

You have 2 2300 HP motor units, one is a Pro Mod Drag motor that turns 9000 RPM and the other is a ship engine that turns 270 RPM but makes 41000 ft pounds of torque. Now the 2350 pound Pro Mod car will run 5.8 seconds and roughly 250 MPH in a 1/4. If you were to put the ship engine at the end of the 1/4 mile track and use a cable to pull the 2350 pound car with the right size pulley mounted on the ship engine and had it set up to where it is spinning it's max 270 RPM and then had a lock up clutch on it to where it locks down instantly would not the ship engine pulled car reach terminal velocity of 350 MPH in like an instant and run a sub 3 second 1/4 ?

I had it figured to where about a 35 FT pulley on the ship engine would create the best time and go about 350 MPH which is about the speed a 2300 hp Pro Mod would achieve wound out in like a salt flat..

Thanks for the help.

 

[SteamKing]

Ok I understand how to convert the Hp to Torque RPM just lazy, Thanks SteamKing. I am really realizing how dumb I am about math and how to do some figuring but it is never to late to learn. Here is the ?,

You have 2 2300 HP motor units, one is a Pro Mod Drag motor that turns 9000 RPM and the other is a ship engine that turns 270 RPM but makes 41000 ft pounds of torque. Now the 2350 pound Pro Mod car will run 5.8 seconds and roughly 250 MPH in a 1/4. If you were to put the ship engine at the end of the 1/4 mile track and use a cable to pull the 2350 pound car with the right size pulley mounted on the ship engine and had it set up to where it is spinning it's max 270 RPM and then had a lock up clutch on it to where it locks down instantly would not the ship engine pulled car reach terminal velocity of 350 MPH in like an instant and run a sub 3 second 1/4 ?

I had it figured to where about a 35 FT pulley on the ship engine would create the best time and go about 350 MPH which is about the speed a 2300 hp Pro Mod would achieve wound out in like a salt flat..

Thanks for the help.

You're still confused. The dragster can't go 350 MPH unless its wheels are spinning fast enough.

Sure, the ship engine makes a lot more torque, but this torque is delivered at a very low speed (BTW, the torque from the ship's engine must be turned into thrust by the propeller in order for the ship to move at all.)

If you were to put all 41000 ft-lbs of torque from the ship's engine into the dragster, all this additional torque would accomplish would be to burn up rubber from the tires. You want the tires to stick so that the car can move forward. You can calculate how fast the dragster would go by calculating the circumference of the tires multiplied by the RPM the tires are turning.

A Top Fuel dragster tires are about 36" in diameter, which means the circumference of the tire is about 115". Assuming that the tire sticks, 115" x 270 RPM equates to a speed of 29 MPH, and that's assuming a final drive ratio of 1:1.

The final drive ratio in the Top Fuel category is limited by rule to 3.2:1. For a dragster whose engine turns at 9000 RPM, the tires will turn at 9000 / 3.2 = 2812 RPM, which would equate to about 306 MPH, assuming no slippage between the tire and the track. That's as fast as the dragster can move, unless it starts flying (literally).

 

[billy_joule]

You have 2 2300 HP motor units, one is a Pro Mod Drag motor that turns 9000 RPM and the other is a ship engine that turns 270 RPM but makes 41000 ft pounds of torque. Now the 2350 pound Pro Mod car will run 5.8 seconds and roughly 250 MPH in a 1/4. If you were to put the ship engine at the end of the 1/4 mile track and use a cable to pull the 2350 pound car with the right size pulley mounted on the ship engine and had it set up to where it is spinning it's max 270 RPM and then had a lock up clutch on it to where it locks down instantly would not the ship engine pulled car reach terminal velocity of 350 MPH in like an instant and run a sub 3 second 1/4 ?

If the two motors were set up in such a way that their power output remained constant (ie with ideal, continuously variable transmissions) then they would achieve the same 1/4 mile time (assuming ideal conditions - tires never slip, cables never stretch, no transmission losses etc etc)

If the power of the two engines is the same they can achieve the same torque at the same rpm with appropriate gearing. That is, if you gear the boat motor up to output the same RPM as the dragster motor their torque outputs will be identical (or vice versa).

 

[Moretorque]

This is a debate I am having in another forum and they are saying HP is HP and you just gear how you want but the people who own the diesel PU's that are rated at the same HP or less as their old gasser say no matter how they gear the gas the diesel just kills and I mean kills the gasser pulling heavy loads being able to pull fast under heavy loads and build MPH on steep hills..

I am trying to figure this problem out, I talked to the guy's who build the fastest Pro Mod car engines in the world and they told me the ship motor 2300 HP 41000 LBS torque hooked to a cable pulling 2300 pound car would kill the 2300 pound car that has the 2300 HP car motor in reaching terminal velocity which would be about 350 for 2300 HP. They did not get into details about how who when where what and why however.

They said the ship motor should hit 350 MPH in a snap and that would equate to a sub 3 second run. Maybe he was wrong , I am just trying to understand this problem and explain it in a simple way and this is what I came up with so please if anybody can show the math to explain it out better that would be great. I chose this comparison because they are total opposites of the piston motor world but have the same power rating.

Here is the #'s I came up with on the ship motor for pulling 2300 pounds with a cable, please correct if I am wrong but please be right. The ship makes 41000 pounds of foot torque at 270 RPM, if you put a 35 FT pulley on this engine I worked it out you should get about if you pulled a cable with no load at 270 RPM it will travel 1/4 mile in about 2,7 seconds. Then you take 41000 ft pounds the crank is putting out then divide it buy 17.5 for the expanded 35 foot pulley conversion and I get 2343 ft pounds of torque on the outside of the 35ft pulley moving at a 1/4 mile every 2.7 seconds.

This would lift the 2300 pound car straight up at 350 MPH because that is a 1/4 mile in 2.7 seconds ? The car motor car has the HP to run max 350 MPH but only has the torque to muster a 5.8 second 1/4 mile because the lack of torque cannot keep the RPM's pegged to maintain the 2300 HP constant from a standing start to the end of the track. It has a 3 speed and the RPM's drop

In a horizontal line if you dropped a clutch down on the 35 foot pulley spinning at 270 RPM with 2343 pounds of torque on the cable on the outside of the 35 Foot wheel and locked it up the 2300 hundred pounds being pulled on wheels should run a sub 3 seconds and reach 350 in a snap ? Thanks for any help

 

[rcgldr]

Assume that a vehicle with diesel engine and another vehicle with gas engine are both geared so that at the rpm of peak power for both vehicles, both vehicles move at the same speed. In this case, the torque at the rear wheels is the same for both vehicles at that speed. Note that power equals force time speed. So regardless of the torque, for a given speed, the force applied to the tires = (power at that speed) / speed. When geared to produce the same speed at the same power, gearing multiples the torque by a higher amount for the higher rpm engine, lower for a lower rpm engine, and the net result is the same rear wheel torque.

The advantage of low rpm high torque engines is that they don't have to rev up very much to reach peak torque. There's also less wear on the engine when running at lower rpms.

Note that Audi used high rpm diesel engines in their R10 Lemans race car (part of this was due to the rules for diesel versus gas engines), wiki article:

http://en.wikipedia.org/wiki/Audi_R10_TDI

 

[billy_joule]

I am trying to figure this problem out, I talked to the guy's who build the fastest Pro Mod car engines in the world and they told me the ship motor 2300 HP 41000 LBS torque hooked to a cable pulling 2300 pound car would kill the 2300 pound car that has the 2300 HP car motor in reaching terminal velocity which would be about 350 for 2300 HP.

Because the drag car motor is rated for X power doesn't mean it can apply X power to the road at all times. What happens when a drag car uses too much throttle off the line? So what happens instead? They use some fraction of full throttle off the line, right? So how much power is that? It's generally determined by the friction coefficient of the tyres.

Does the winch have a fundamental limit on how much power it can apply? The strength & elasticity of the cable? The friction coefficient of the clutch? Do you think these are comparable to the drag cars fundamental limit?

Power is the rate of doing work. Forget torque & RPM. Power is what gets work done.

http://en.wikipedia.org/wiki/Power_(physics)

Power = Energy / time
P = E/t
In SI units: Watts = joules / secondshttp://en.wikipedia.org/wiki/Kinetic_energy

In physics, the kinetic energy of an object is the energy that it possesses due to its motion.[1] It is defined as the work needed to accelerate a body of a given mass from rest to its stated velocity.

Energy = 1/2 * mass (kg) * velocity (m/s) squared.

E=1/2 m v^2

So to get a 2350 lb car to 350mph you need to apply a given quantity of energy.

http://www.wolframalpha.com/input/?i=1/2*2350lb+*+350mph^2

36.94 kilojoules

The power determines how long it takes to supply that energy:

P = E/t
power = energy / time

t = E/P = 36.94kJ / 2200HP = 0.02 seconds

http://www.wolframalpha.com/input/?i=36.93kJ+/+2200HP

(I've used wolfram because it converts units where required automatically)

The time is tiny - 2/100ths of a second. We don't see this in practice because of losses & limits to power applied (ie power curve shape, aero drag, tyre friction, transmission losses etc etc etc)

Here is the #'s I came up with on the ship motor for pulling 2300 pounds with a cable, please correct if I am wrong but please be right. The ship makes 41000 pounds of foot torque at 270 RPM, if you put a 35 FT pulley on this engine I worked it out you should get about if you pulled a cable with no load at 270 RPM it will travel 1/4 mile in about 2,7 seconds. Then you take 41000 ft pounds the crank is putting out then divide it buy 17.5 for the expanded 35 foot pulley conversion and I get 2343 ft pounds of torque on the outside of the 35ft pulley moving at a 1/4 mile every 2.7 seconds. This would lift the 2300 pound car straight up at 350 MPH because that is a 1/4 mile in 2.7 seconds ? The car motor car has the HP to run max 350 MPH but only has the torque to muster a 5.8 second 1/4 mile because the lack of torque cannot keep the RPM's pegged to maintain the 2300 HP constant from a standing start to the end of the track. It has a 3 speed and the RPM's drop

No, that is all wrong. Your analysis ignores the effect of the load. That is, you assume your which will accelerate a matchbox car at the same rate as it would to the empire state building.
Your winch cable will apply a force, the acceleration of the load will depend on mass of the load via
F = ma

 

[rcgldr]

Because the drag car motor is rated for X power doesn't mean it can apply X power to the road at all times. What happens when a drag car uses too much throttle off the line? So what happens instead? They use some fraction of full throttle off the line, right?

The engines for the top dragsters (alcohol, nitro-methane), are launched at full throttle and high power output, and the clutch is mechanically programmed to consume power (conversion to heat) by slipping at launch and then gradually engaging to reduce power consumption during a run until the tires can handle the torque related to power at some speed (full engagement and no clutch slip). There are clutch fingers that use centrifugal force to apply pressure to the plates, combined with some type of pneumatic timers (air, co2, oil, ..., electronic timers are not allowed) that controls the rate at which the clutch fingers are allowed to increase pressure to the clutch plates.

The clutch programming is a key aspect of drag racing, too conservative and the run is slower than the competition, too aggressive and the tires spin. The rules for drag racing in these classes do not allow electronic based traction control, but I don't know if the rules allow for rev limiters to limit rpms during the early part of a run when the clutch is slipping a lot.

For other classes like pro stock cars and pro stock motorcycles, there are two rev-limiter settings, one while staged just before launch, and then max rpm setting for the actual run, and the driver controls the clutch. The clutches may be setup to slip a bit for the initial launch (I'm not sure about this).

Youtube video on top fuel clutches:

 

[billy_joule]

The engines for the top dragsters (alcohol, nitro-methane), are launched at full throttle and high power output, and the clutch is mechanically programmed to consume power (conversion to heat) by slipping at launch and then gradually engaging to reduce power consumption during a run until the tires can handle the torque related to power at some speed. The clutch programming is a key aspect of drag racing, too conservative and the run is slower than the competition, too aggressive and the tires spin.

Interesting. Is the driver allowed to steer the car? Or is that taken care of too?

 

[rcgldr]

Interesting. Is the driver allowed to steer the car? Or is that taken care of too?

There's a staging brake that holds the car in place once it's staged (the front tires blocking the second staging beam of light), so the driver just hits the throttle (for some classes of drag racing, a switch to disengage the staging brake is used), and hopes to keep the car pointed forward with steering inputs. For top drag classes, the drag race starter flips a switch to turn on the yellow lights (all of them at once), and the driver has to react quickly, but not too soon so that the front tires do not clear the second staging beam (about 12 to 18 inches traveled) before 4/10ths of a second for the top classes, and 5/10th's of a second for lower classes, otherwise it's a red light (disqualification). For some lower class events, the yellow lights turn on sequentially, so the driver is mostly timing the sequence of lights rather than quickly reacting to lights just turned on all at once.

 

[SteamKing]

This is a debate I am having in another forum and they are saying HP is HP and you just gear how you want but the people who own the diesel PU's that are rated at the same HP or less as their old gasser say no matter how they gear the gas the diesel just kills and I mean kills the gasser pulling heavy loads being able to pull fast under heavy loads and build MPH on steep hills..

I am trying to figure this problem out, I talked to the guy's who build the fastest Pro Mod car engines in the world and they told me the ship motor 2300 HP 41000 LBS torque hooked to a cable pulling 2300 pound car would kill the 2300 pound car that has the 2300 HP car motor in reaching terminal velocity which would be about 350 for 2300 HP. They did not get into details about how who when where what and why however.

They said the ship motor should hit 350 MPH in a snap and that would equate to a sub 3 second run. Maybe he was wrong , I am just trying to understand this problem and explain it in a simple way and this is what I came up with so please if anybody can show the math to explain it out better that would be great. I chose this comparison because they are total opposites of the piston motor world but have the same power rating.

Here is the #'s I came up with on the ship motor for pulling 2300 pounds with a cable, please correct if I am wrong but please be right. The ship makes 41000 pounds of foot torque at 270 RPM, if you put a 35 FT pulley on this engine I worked it out you should get about if you pulled a cable with no load at 270 RPM it will travel 1/4 mile in about 2,7 seconds. Then you take 41000 ft pounds the crank is putting out then divide it buy 17.5 for the expanded 35 foot pulley conversion and I get 2343 ft pounds of torque on the outside of the 35ft pulley moving at a 1/4 mile every 2.7 seconds.

This would lift the 2300 pound car straight up at 350 MPH because that is a 1/4 mile in 2.7 seconds ? The car motor car has the HP to run max 350 MPH but only has the torque to muster a 5.8 second 1/4 mile because the lack of torque cannot keep the RPM's pegged to maintain the 2300 HP constant from a standing start to the end of the track. It has a 3 speed and the RPM's drop

In a horizontal line if you dropped a clutch down on the 35 foot pulley spinning at 270 RPM with 2343 pounds of torque on the cable on the outside of the 35 Foot wheel and locked it up the 2300 hundred pounds being pulled on wheels should run a sub 3 seconds and reach 350 in a snap ? Thanks for any help

If you make a big enough wheel, you can do a quarter mile in less than a second. However, it takes a lot more torque to get a 35-ft diameter wheel turning than a couple of wheels which are only 36" in diameter.

 

[Moretorque]

Thanks for all the help I will look it over so in the future I understand this on a math perspective.

Basically set me straight here. I know about the clutch and tire spin on a fuel car. A 2300 HP Pro Mod on a good track can just drop the clutch solid and will not spin the tires hardly at all and needs a 3 speed transmission to get desired results of 5.8 seconds at around 250 MPH.

If the Pro Mod car were geared to where it would max out at 350 MPH which is about 2300 HP and you did a 1 gear ratio that was that peak MPH with no shifting and dropped the clutch on the starting line it would stall instantly if the tires did not spin to allow the engine to regain RPM to unload it ? this is just let's say.

If I calculated correctly which I probably did not possibly, my math needs work. If you had a force that is moving at 350 MPH with 2400 torque pounds of pull and had it push a 2300 pound wheeled sled from a standing start how long would it take the 2300 pound sled on wheels to reach 350 MPH ?

 

[Moretorque]

The reason I am asking this is because I am trying to figure a way to explain this to people to where they understand it without getting into the math of why a motor that makes more torque than another can pull and reach terminal velocity faster than a motor which is rated the same HP but makes less torque because it spins more RPM to make the HP.

I could very well be wrong about this but the people who build the Fastest Pro Mod engines in the world told a ship motor geared right with 41000 foot pounds of torque and 2300 hundred HP pulling would reach terminal velocity way faster than a V8 car motor spinning 9 grand to make 2300 HP and they said it was not tire spin but the ability of the ship motor to maintain RPM HP under a load because it possesses so much torque.

I under stand what you all are saying about forget about RPM torque here and it is just power needed but ?

 

[Moretorque]

Thanks Billy, I appreciate it alot. No you could put a Pro Mod Engine on a stand at the end of the track and do same thing hypothetically. Let me go over all this, I am as thick as a brick so try and have patience.

 

[rcgldr]

Power = force x speed. If using a cable to tow the 2300 lb car with a 2300 hp engine with a continuously variable transmission that keeps the engine running at the rpm of peak power, and the situation is idealized so there are no losses, then force = power / speed = mass x acceleration, so acceleration = power / (mass x speed) as speed goes from zero to the speed after some amount of time or distance. The initial instantaneous acceleration is infinite, but the speed or distance versus time or time to speed or distance are finite values, and the same regardless of the torque versus rpm, since the transmission multiplies the torque by a greater amount for the higher rpm engine and a lower amount for the lower power engine. Note that the following formulas are based on power, not torque:

p = f \ v
a = \frac {p} {m\ v}
v = \sqrt {\frac{2\ p\ t}{m}}
t = \frac{v^2 \ m} {2 \ p}
x = \sqrt {\frac{8\ p\ t^3}{9\ m}}
t = \sqrt[3] {\frac{9\ m\ x^2}{8\ p}}
v = \sqrt[3] {\frac{3\ p\ x}{m}}

 

[SteamKing]

The reason I am asking this is because I am trying to figure a way to explain this to people to where they understand it without getting into the math of why a motor that makes more torque than another can pull and reach terminal velocity faster than a motor which is rated the same HP but makes less torque because it spins more RPM to make the HP.

I could very well be wrong about this but the people who build the Fastest Pro Mod engines in the world told a ship motor geared right with 41000 foot pounds of torque and 2300 hundred HP pulling would reach terminal velocity way faster than a V8 car motor spinning 9 grand to make 2300 HP and they said it was not tire spin but the ability of the ship motor to maintain RPM HP under a load because it possesses so much torque.

I under stand what you all are saying about forget about RPM torque here and it is just power needed but ?

You're getting into things where the real world has a say.

The ship engine which makes 2300 BHP @ 270 RPM is physically a bigger and heavier mechanism than an automotive V8 which makes 2300 BHP @ 9000 RPM.

For example, a MAN 8L21/31 marine diesel engine produces 1720 KW @ 1000 RPM, or about 2305 BHP, but this unit weighs 19,000 kg (41,900 lbs) dry and is over 17 feet long. An engine of similar output at 270 RPM will be even bigger and heavier than this MAN unit. By contrast, the V8 engine probably weighs 500-600 lbs w/o transmission and is maybe 3 feet long.

The moral of this story is you can't cherry pick one set of performance specs from one type of engine and expect them to relate to different applications entirely. You wouldn't want to build a dragster using a ship engine any more than you would want to build a ship using a drag engine, even though both engines are capable of putting out the same power. Among other things, the ship engine is designed to run for days at a time and last for years, while the drag engine is capable of running flat out only for a matter of seconds.

 

[Moretorque]

jjjjjjjj

 

[Moretorque]

I am still lost so please bare with me, I cannot read the formulas above but need to learn. Thanks for taking time.

Some of the inputs I used were wrong so I will try again. So HP is HP and you gear right it is the same ?

The motor that is 2300 HP which is all that matters you all say the rest is window dressing of use. It makes 44735 FT pounds of torque at 270 RPM. You put a 35 foot wheel on the end of it and it will pull a cable with no load 1320 FT every 2.66 seconds. How much torque would be on the end of the cable being pulled and how fast would it pull a 2300 pound sled on wheels in 1320 feet. I am talking with the motor running 270 RPM and you drop a clutch on the 35 foot pulley. This is all hypothetical, forget the little details just a rough guess using proper math.

I appreciate the time you all have taken.

 

[rcgldr]

Some of the inputs I used were wrong so I will try again. So HP is HP and you gear right it is the same ?

There would be a greater reduction of rpm in the gears for the higher rpm motor.

Say the ship motor makes 2300HP at 270 rpm, the drag race motor makes 2300HP at 8910 (33 x 270). The ship engine makes 44740 fl lbs of torque at 270 rpm, the drag race motor makes 1355.7575... ft lbs of torque at 8910 rpm, but say it's initial gear reduction stage is 33 times that of the ship engine, so this multiplies the torque of 1355.7575... by 33 = 44740 ft lbs at 270 rpm after the gearing.

In the real world, the low rpm, high torque engine would be harder to lug and get stuck below it's peak power rpm, but there are gas engines with nearly flat torque curves that could be used.

 

[Moretorque]

Thanks I agree with all that because that is the way it is, what would the torque be on the outside of the 35 FT wheel. If it makes 44740 Ft pounds of torque at 1 foot would it not be divide by 17.5 for the 35 foot wheel outside torque # which would be 2556 pounds pulling a cable at 1320 in 2.66 seconds ?

I came up with the outside 35 FT wheel speed is 338 MPH.

I want the information so I can explain it to the other people on another site so they can understand that more than likely we are wrong and the math does not lie. That is why I chose a ship motor because it is completely opposite of a race engine.

Try and bear with me thanks.

 

[insightful]

The 2556 lb pull on the cable will accelerate the 2300 lb car at 2556/2300=1.11g or 1.11x32.2=35.8ft/sec^2.
For constant acceleration, distance=0.5(acceleration)x(time)^2. (Note that "^2" means "squared.")
Using distance=1320ft and solving for time gives 8.6 seconds.
For constant acceleration, velocity=accelerationxtime, final velocity is 35.8x8.6=307mph.

As stated previously, the 2300hp, 9000rpm motor geared down 33:1 and attached to the same 35ft dia wheel will give the identical results.

Note this assumes a clutching mechanism to maintain a constant tension in the cable.

 

[Moretorque]

I got it, thanks. So what is it about having the HP in the lower range like a diesel that makes it much easier to maintain the HP ?

If you take a diesel that is 300 HP at 1800 RPM and a gas engine 300 HP at 6000 RPM how would you make a gas engine pull 80,0000 pounds ? I came to the conclusion you would need a air shift transmission like a F1 car that shifts constantly but how many gears would it need to be ?

You see a 238 HP diesel can pull 70 000 pounds to 67 MPH, can a 6000 RPM 238 HP gas engine do that and how would it have to be set up, this is hypothetical and not practical. Just looking for a easy way to explain so people get it. HP can be a funny thing.

Thanks for breaking it down.

 

[insightful]

Well, diesel rigs used to have 15 gears; that's enough for any rig. It's simply that while the diesel is running happily at 1800 RPM, the gas engine is running 6000 RPM for the same performance and rapidly destroying itself. No mystery which is preferred.

 

[Moretorque]

It seems the diesel is able to maintain HP better because it does it earlier, as a gas engine starts dropping RPM it loses a lot of power because it has to spin up way more to make it. Some how or another this equates to the diesel being able to be pull under load better.

Take like I said, how would you make a 238 HP gas engine spinning at 6000 RPM pull and maintain HP like the Mack 238 HP that only needs a 5 speed gearbox ?

 

[insightful]

Is that Mack 5 speed an automatic?

 

[Moretorque]

Thanks insightful your a great help, 5 stick.

That is the thing, a gas motor to pull like the diesels needs a Hi Stall converter Auto so it engages when the RPM are Reved up more on the engine so it has power to do the job, with a stick or Low stall converter Auto they have big problems because they engage at a lower RPM and the HP is not there.

Diesel's according to what I have heard work much better with a stick for this reason because when you drop the clutch the RPM's do not drop lower as much so you keep more HP to build more from.

How much does having the power in lower RPM help in maintaining HP under load, thanks a million.

Here is another scenario to explain it all on the real world.

A moped makes 1.5 HP and uses a centrifical clutch and no gear box, how could you get a small RC model engine of 1.5 HP that spins 35,000 to do the same thing ? Move 400 pounds to 33 MPH.

One last hypothetical ? on this,

 

[insightful]

A moped makes 1.5 HP and uses a centrifical clutch and no gear box

That moped probably has a rubber belt type CVT.

 

[insightful]

How much does having the power in lower RPM help in maintaining HP under load

Again, with the correct gearing, it doesn't help at all.

 

[Moretorque]

Thanks for all the help, I finally understand how to explain it with very little math. The ? I have is what is on paper correct as it should be or are the people who say they have tried to gear around less torque and not getting desired affect all just imagining things from improper setup.

There is a way to test this if you know a easier way please inform, I talked to my step father who is a retired astrophysicist about it and he told me the only way to be sure paper is right is to test.

You would need to use a moped or bicycle which my old moped had a chain drive, put a RC engine in it that spins 35000 RPM put the proper RPM gear reducer on it and throw a centrifical clutch on that and see if it pulls a 400 pound load when wound out. Take into consideration HP lose from gear reduction and have the clutch setup to engage at Peak RPM of RC model engine. Would that work or is it just stupid ? Thanks.

It would answer the ? or would it not ?

 

[insightful]

You would need to use a moped or bicycle which my old moped had a chain drive, put a RC engine in it that spins 35000 RPM put the proper RPM gear reducer on it and throw a centrifical clutch on that and see if it pulls a 400 pound load when wound out. Take into consideration HP lose from gear reduction and have the clutch setup to engage at Peak RPM of RC model engine. Would that work or is it just stupid ?

It would work. What is the ? ?

 

[jack action]

The difference between high- and low-rpm engines is usually the power available at lower rpms. For example, look at the following fictitious power curves:

Both engines have the same maximum power output, but once you synchronize the engines' rpm with the help of an appropriate gear ratio (2nd figure), you find out that the red one has more power in the lower band. This is really important when you are in a stop-and-go situation (like a truck in traffic). The blue one is usually done by a small engine where the upper band is maximized at the expense of the lower band (which often affects fuel consumption efficiency as well). For a race car, the weight saving is of concern and the car rarely stops, so the engine is kept in the higher rpm range all the time.

 

[Moretorque]

What about this, when you have Motors of the same HP but the one with lower RPM power band and more torque does that not allow it to pull terminal velocity a little faster under heavy load because when you shift it is able to build RPM back up faster because it has more torque ? I understand now why the F 1 cars would benefit majorly from a air shifter so RPM's do not drop to maintain HP because like I said a big V8 can regroup better ?

 

[cjl]

What about this, when you have Motors of the same HP but the one with lower RPM power band and more torque does that not allow it to pull terminal velocity a little faster under heavy load because when you shift it is able to build RPM back up faster because it has more torque ? I understand now why the F 1 cars would benefit majorly from a air shifter so RPM's do not drop to maintain HP because like I said a big V8 can regroup better ?

If you can keep the motor in its powerband at all times, there is no difference. If I have two engines, one which makes 200lb-ft at 5252 rpm (and thus, 200hp), and another which makes 100lb-ft at 10504 rpm (therefore also 200hp), and if they weigh the same, and have the same overall torque curve shape (scaled appropriately to their respective peak power and RPM), and then I give them different gear ratios by a factor of 2, they will perform identically.

 

[cjl]

If you take a diesel that is 300 HP at 1800 RPM and a gas engine 300 HP at 6000 RPM how would you make a gas engine pull 80,0000 pounds ? I came to the conclusion you would need a air shift transmission like a F1 car that shifts constantly but how many gears would it need to be ?

You see a 238 HP diesel can pull 70 000 pounds to 67 MPH, can a 6000 RPM 238 HP gas engine do that and how would it have to be set up, this is hypothetical and not practical. Just looking for a easy way to explain so people get it. HP can be a funny thing.

Thanks for breaking it down.

You wouldn't need any kind of unusual "air shift" transmission, you'd just need a transmission similar to a truck transmission but with different ratios. You could probably use a standard truck transmission as well as a 3.5:1 fixed reduction gear on the gas engine (so that the input to the transmission turned at ~1715RPM when the gas engine was at 6000). The first several gears would be ridiculously low (the engine would turn 6krpm with the truck going only a few miles per hour), but that would allow you to apply plenty of power to the ground at low speeds in order to get the load moving, in the same way that in the first couple gears in a normal truck, the engine will turn ~1600-1800rpm while the truck is only going a few miles per hour.

 

[Ketch22]

Another piece of this that you may need to consider. Stayed rather simplfied so to allow you to explain in similar fashion. Hp is a measure of work performed over time, torque is a measure of potential work.
In the case of the truck. The diesel engine involved has a very limited rpm range all being in the low end. The gas engine has a very wise range. If one counts only the potential (with no allowance for time) the truck engine is far stronger. Also the low speeds involved give tremendous life cycle.
At the same rpm the gas engine will have no comparison to the diesel. However, when the gas engine is turning more than 5 times the rpm it can actually be producing more Hp (near consistant torque at radically greater cycles per second ). The downside is that the high rpm give limited duty cycle.
Concider if you would your mack truck alongside a formulae Atlantic engine the 255 ft/lb 1.4 L is no comparison to the (probably) 10L or so diesel at the bottom end. However by the time the mack is wound tight at approx 2000 rpm and the car is at 12,000 up tight the truck looses. But, what happens to the drive components when you clutch and shift at that rpm against an 80,000 lb load?
The truck is a much better choice for starting, stopping, and everyday life. The high rpm has engine is more effective at high speed and controllable application of power to the ground.

 

[Moretorque]

Thanks for all the help you all, How bout the Mack with a 5 speed stick and 238 HP being able to move 60 or 70 grand to 67 MPH effectively. I talked to Reher Morrison who build engines about this and they said the people who think you can gear around the lack of torque do not understand HP . They said there is no way a 500 HP spinner car motor could move a load like the Semi engine no matter how you gear.

My assumption was the more torque you have the more gear you can feed it and get better acceleration but peak MPH would be the same because peak power is the same.

This can be confusing a little because I get different stories on this.

 

[jack action]

They said there is no way a 500 HP spinner car motor could move a load like the Semi engine no matter how you gear.

The 500 hp spinner will not move a load like the semi because it doesn't have as much low-end power as a 500 hp semi engine. I underlined power because it is a keyword.

Usually, people compare 2 identical engines with different set ups and compare the maximum torque figures which happens to be in the same lower rpm range. They can easily see that the one with the highest maximum torque is usually better for moving a large load. But, because the maximum torque is measured at the same rpm, it means the power is also equally higher. If you take 2 engines with 2 very different rpm ranges (like one in the 1000s rpm and the other in the 10000s rpm), you won't be able to compare the maximum torque numbers so easily; but you will still be able to compare the power.

What counts is the average power in the rpm range that you use. A race car can use a very narrow rpm range and engine builders maximize the power only in that narrow band, which happens to be very close to the peak power. For a semi, a much wider rpm range is necessary and the average power throughout that range is more important than peak power alone.

Performance-wise, torque is a useless quantity to know, because an appropriate gearbox can give whatever torque output you desire. It can also gives you whatever rpm you want. But it cannot give you both. And «both» is the concept of power. Power cannot be altered in any way: what comes in, will come out.

 

[cjl]

Thanks for all the help you all, How bout the Mack with a 5 speed stick and 238 HP being able to move 60 or 70 grand to 67 MPH effectively. I talked to Reher Morrison who build engines about this and they said the people who think you can gear around the lack of torque do not understand HP . They said there is no way a 500 HP spinner car motor could move a load like the Semi engine no matter how you gear.

My assumption was the more torque you have the more gear you can feed it and get better acceleration but peak MPH would be the same because peak power is the same.

This can be confusing a little because I get different stories on this.

Unfortunately, this is an area where the intuition of a lot of car and truck people leads them astray. Power tells you the rate at which you can add energy to a system, so for the same horsepower, on a vehicle with the same losses, weight, and aero, you will get the same acceleration. Let's look at an example. Let's compare a high performance car engine to a truck engine. First, we'll look at the Porsche 991 (current generation 911) GT3 engine, which makes 475 horsepower at a fairly outrageous 8250rpm, redlines at 9000rpm, and only makes 325 pound feet of torque at about 6250rpm. Second, we'll look at the Detroit Diesel DD15. Specifically, we'll look at one rated for 455 horsepower at 1800RPM, and 1550 pound feet of torque at 1100rpm. Now, if you plot both of these on the same axes, it looks rather silly, and the Detroit is way, way better at making a ton of power and torque at low RPM, which is what we want for hauling a load, right?

However, let's keep going with this analysis, just for fun. Suppose we keep everything the same except we put a 4.5:1 reduction gear on the GT3 engine, so that when the engine is spinning 9000RPM, the output shaft of this reduction gear is spinning 2000RPM. This will also multiply our torque by a factor of 4.5. Now, if we compare the output of this gear reduction to the output of the detroit diesel, this is what we get...

With this gear reduction, we suddenly have a small (3.8 liter), high performance gas engine that is spinning an output shaft with a thousand pound feet of torque at 500RPM, and over 1400lb-ft at 1500RPM. This is very comparable to our truck engine, and you would likely get similar acceleration from 1200-2000RPM (output shaft speed) with both of these engines hooked to the same transmission and drivetrain (aside from the gear reduction), despite the fact that one of them is a high-strung, titanium and aluminum 3.8L flat 6, and the other is a large, turbocharged, 14.8L diesel inline 6. The diesel will likely last much longer of course, and get significantly better fuel mileage, but purely from a performance standpoint, horsepower really is all that matters.

 

[Moretorque]

I understand all that but this is the thing, the ability to spin up and build power under such a heavy load. Torque seems to me the ability for a motor to build HP under a load and the drag car engine builder verified this.

You have two motors both make 500 HP one does it at 5000 RPM the other at 10000, you gear both with one gear that tops out at 75 MPH at HP red line peak for each engine. You have a clutch in both vehicles of same type cars and the lower rpm engine will beat the other one to 75 MPH because it is able to build power under that load better to reach top speed for that scenario. No matter how you gear the 10000 RPM motor you can do the same gearing change to the 5000 RPM so it will reach top speed faster because it is able to build power under load better.

This is why a Semi of 240 HP can pull a 70000 pound load with just a 5 speed, it literally has the pulling power of a mild Pro Mod drag car. Not the HP MPH at all but the ability to build and maintain power under a load of pulling 35 tons.

This was a debate we had on another forum and people said you could take a spinner gas motor with proper gearing and get it to pull like a semi and others who own diesels said they were high on dope, I went around with this and it made me realize how bad my math skills are but I am tying to learn. The people who build the drag motors straightened me out and said people who think you can gear around a lack of torque to do a job do not understand HP and how to read a dyno.

Torque gives you the ability to feed a motor more load and it can maintain RPM better to accelerate to speed, Max MPH speed is the same but the torquer motor geared correctly will get their faster or move more weight there.

 

[cjl]

I understand all that but this is the thing, the ability to spin up and build power under such a heavy load. Torque seems to me the ability for a motor to build HP under a load and the drag car engine builder verified this.

No, torque is purely the turning force available at a given RPM. The "ability to build HP under a load" doesn't even mean anything - HP is a mathematical function of torque and RPM.

You have two motors both make 500 HP one does it at 5000 RPM the other at 10000, you gear both with one gear that tops out at 75 MPH at HP red line peak for each engine. You have a clutch in both vehicles of same type cars and the lower rpm engine will beat the other one to 75 MPH because it is able to build power under that load better to reach top speed for that scenario. No matter how you gear the 10000 RPM motor you can do the same gearing change to the 5000 RPM so it will reach top speed faster because it is able to build power under load better.

Nope, given similarly wide powerbands (as a percentage of peak RPM), and appropriate gearing, they will both reach top speed in about the same amount of time. If both are geared for ideal performance, the gearing on the 10krpm motor will be a factor of 2 different than the gearing of the 5krpm motor.

This is why a Semi of 240 HP can pull a 70000 pound load with just a 5 speed, it literally has the pulling power of a mild Pro Mod drag car. Not the HP MPH at all but the ability to build and maintain power under a load of pulling 35 tons.

A 240hp semi with a 5 speed will be fairly underpowered pulling 70klb, first of all. Most semis have 400+hp and a 10+ speed gearbox. Second of all, the pulling power at a given speed is purely a function of horsepower, as long as you have appropriate gearing. A pro mod drag engine, with appropriate gearing, will way, way outaccelerate a semi pulling the same load, since it has immensely more power.

This was a debate we had on another forum and people said you could take a spinner gas motor with proper gearing and get it to pull like a semi and others who own diesels said they were high on dope, I went around with this and it made me realize how bad my math skills are but I am tying to learn. The people who build the drag motors straightened me out and said people who think you can gear around a lack of torque to do a job do not understand HP and how to read a dyno.

Torque gives you the ability to feed a motor more load and it can maintain RPM better to accelerate to speed, Max MPH speed is the same but the torquer motor geared correctly will get their faster or move more weight there.

Just because the people who build drag motors have a misconception doesn't make them right. Did you even read my last post?

While googling torque curves and such to use for the example in my last post, I came across a great analogy for this argument. This is like a bunch of people arguing about water tanks, where one group says that the volume of the tank determines how much water it can hold, while another group says the height of the tank is most important. Yes, all other factors being equal, the taller tank holds more water, but at the end of the day, the volume is a direct measure of how much it can hold, and you can achieve that with a tall skinny tank or a short squat tank. Similarly, you do need some torque to make horsepower, and all else equal, more torque equals more power, but at the end of the day, the acceleration, the work the engine can do, or the weight you can tow is determined by the horsepower, and you can achieve that with a high revving low torque engine or a high torque low revving engine.

 

[Moretorque]

I read your post above and thanks for posting it, and I forgot to say with similar power curves for their respective HP RPM ranges. First off these guys build some of the fastest engines on Earth and second off they have been doing it since the 50's and 33rd off they have rigs pull their race stuff so ?

I am just looking for the right answers and here we go again, what about roll on acceleration with each motor being equal gearing everything, that would be about the same ?

The Mack will move a load with just a 5 speed and 238 HP, I looked at buying one. I am not sure but something tells me you guy's " it's a big crowd " my step father is a astrophysicist and he says the same thing you do but are missing something in this. I am just looking to understand this so thanks.

So what you are saying is they do the same work.

Here is something else, the guy's on the PU truck forums who bought a 300 HP diesel to replace their 300 HP gas motor say the diesel pulls night and day better way more powerful at building speed under load.

 

[Moretorque]

I need to talk to a electric motor builder to straighten this out, I know the right ? to ask. Since there torque curve is much more linear it should make it easier for me to understand.

Here is the ? I will ask him and it will answer it all, maybe you can save me the trouble ?

You gear the spinner electric motor to where the output is turning the same RPM as another of same HP but it turns much slower to make same HP and then ask if the spinner stopped can build RPM under the same load as the other one stopped when you let go and let them rev up together to make power and also is it easier to stop it with a brake maxed out spinning both being same HP value but one has more torque.

Again thankyou.

 

[Moretorque]

h

Unfortunately, this is an area where the intuition of a lot of car and truck people leads them astray. Power tells you the rate at which you can add energy to a system, so for the same horsepower, on a vehicle with the same losses, weight, and aero, you will get the same acceleration. Let's look at an example. Let's compare a high performance car engine to a truck engine. First, we'll look at the Porsche 991 (current generation 911) GT3 engine, which makes 475 horsepower at a fairly outrageous 8250rpm, redlines at 9000rpm, and only makes 325 pound feet of torque at about 6250rpm. Second, we'll look at the Detroit Diesel DD15. Specifically, we'll look at one rated for 455 horsepower at 1800RPM, and 1550 pound feet of torque at 1100rpm. Now, if you plot both of these on the same axes, it looks rather silly, and the Detroit is way, way better at making a ton of power and torque at low RPM, which is what we want for hauling a load, right?

View attachment 84240

However, let's keep going with this analysis, just for fun. Suppose we keep everything the same except we put a 4.5:1 reduction gear on the GT3 engine, so that when the engine is spinning 9000RPM, the output shaft of this reduction gear is spinning 2000RPM. This will also multiply our torque by a factor of 4.5. Now, if we compare the output of this gear reduction to the output of the detroit diesel, this is what we get...
View attachment 84241

With this gear reduction, we suddenly have a small (3.8 liter), high performance gas engine that is spinning an output shaft with a thousand pound feet of torque at 500RPM, and over 1400lb-ft at 1500RPM. This is very comparable to our truck engine, and you would likely get similar acceleration from 1200-2000RPM (output shaft speed) with both of these engines hooked to the same transmission and drivetrain (aside from the gear reduction), despite the fact that one of them is a high-strung, titanium and aluminum 3.8L flat 6, and the other is a large, turbocharged, 14.8L diesel inline 6. The diesel will likely last much longer of course, and get significantly better fuel mileage, but purely from a performance standpoint, horsepower really is all that matters.

The problem is you can't keep your motor peaked at 9000 RPM, peak output Torque MPH is the same but only peak. It is your ability to maintain it and build it when you shift and when your RPM drop you do not have the torque coming out of the engine shaft to maintain the power when the revs go down shifting and pulling 40 tons you cannot build them back up under that load.

Paper says one thing but real world loads say another and I am not saying you are wrong, If all else fails I have a test I can do using electric motors that will answer the ? I am pretty sure if you are wrong this is what you are missing, the torque values you are looking at on paper you are not considering the torque it takes coming out of the motor shaft to build to the next level of power and you do not have that no matter how you gear a 400 HP gas car engine to pull 40 tons.

You would need a chase truck to push you to each extra MPH once there you could stay there but on your own the engine does not have the torque to build revs under such a load. I am pretty sure this is what your camp is not seeing

The Mack has the ability to build it's puny 67 MPH 238 HP under 30 ton load with a 5 speed like a Pro Mod why because it has Pro Mod torque.

 

[jack action]

You would need a chase truck to push you to each extra MPH once there you could stay there but on your own the engine does not have the torque to build revs under such a load. I am pretty sure this is what your camp is not seeing

What you are not seeing is that you need to compare power curves and not peak power alone. Nobody here is saying that engine builders don't know how to build engines. It's just that a lot of them don't use the right terminology when they express themselves.

Here is something else, the guy's on the PU truck forums who bought a 300 HP diesel to replace their 300 HP gas motor say the diesel pulls night and day better way more powerful at building speed under load.

Yes, but you are comparing maximum horsepower only. Are both power curve alike? Meaning does the diesel engine makes more power at a lower rpm than the gas engine? Usually, diesel engines have the advantage in the lower-end:

​

If we can convince you, here's a wonderfully well written and illustrated page about the subject. I also suggest the page about comparing power curves.

I especially like the corrected version of the popular phrase:

Peak power sells cars. High average power wins races.

Again, it's not a matter of which theory gives the best results, it's a matter of looking at the right data, the one that is meaningful. Nobody argues against the results.

 

[cjl]

h The problem is you can't keep your motor peaked at 9000 RPM, peak output Torque MPH is the same but only peak. It is your ability to maintain it and build it when you shift and when your RPM drop you do not have the torque coming out of the engine shaft to maintain the power when the revs go down shifting and pulling 40 tons you cannot build them back up under that load.

That's why I showed you the torque curve comparison with the motor geared down 4.5:1. It makes about the same torque at all output shaft RPMs, and it's making over a thousand pound feet starting at 500rpm output shaft speed (2250RPM engine speed), and over 1400 pound feet at 1200RPM shaft speed. You would set it up with a transmission so that it would engage the clutch at ~1000-1200RPM shaft speed, and on each shift, you'd drop back down to about 1300 from 1800 or so. This would keep you very solidly in the power band. If you look at the torque curve again (https://www.physicsforums.com/attachments/dd-15-vs-991-gt3-2-png.84241/), you'll see that the GT3 motor makes comparable torque to the Detroit Diesel from a shaft speed of about 1200 to about 2000 RPM (5400 to 9000 RPM motor speed), and from about 1750 RPM to 2000 RPM (7875 to 9000 RPM motor speed), it's actually making more torque (and power) than the Detroit. Given both of these torque curves, why would you not expect the GT3 engine to be able to tow? Hell - even at 400RPM shaft speed, it's making 1000 pound feet of torque, which is easily more than the 238hp Mack that you keep talking about would make at any speed, and this is just at 400RPM!

Paper says one thing but real world loads say another and I am not saying you are wrong, If all else fails I have a test I can do using electric motors that will answer the ?

Real world loads? When has anyone ever put a 400+hp 8000+rpm motor in a semi and geared it like this?

I am pretty sure if you are wrong this is what you are missing, the torque values you are looking at on paper you are not considering the torque it takes coming out of the motor shaft to build to the next level of power and you do not have that no matter how you gear a 400 HP gas car engine to pull 40 tons.

What "torque to build to the next power band" are you talking about? If I set the 911 engine to idle at a shaft output speed of 1000RPM (4500RPM engine speed), and then apply gas while I engage the clutch, I have well over a thousand pound feet of torque, and if I raise the RPM to 1200 on the output shaft, I have over 1400 pound feet of torque. This is more than enough to get a fully loaded 80klb semi moving, given typical truck gearing.

You would need a chase truck to push you to each extra MPH once there you could stay there but on your own the engine does not have the torque to build revs under such a load. I am pretty sure this is what your camp is not seeing

I've already explained why this is wrong

The Mack has the ability to build it's puny 67 MPH 238 HP under 30 ton load with a 5 speed like a Pro Mod why because it has Pro Mod torque.

Not a chance. Let's ignore aerodynamic drag for a second (just to get a ballpark number) and assume 2500 horsepower from a pro-mod drag motor. Let's assume we gear it in a way to average 2000hp during a zero to 60 acceleration run on an 80klb GVW truck. The kinetic energy of an 80klb truck at 60mph is 13 megajoules. 2000 horsepower is 1.5 megawatts. This means that a pro-mod engine making 2000 horsepower on average during an acceleration run can get an 80 thousand pound truck to 60mph in less than 10 seconds. There is no way that your Mack can even come close to this level of acceleration.

 

[cjl]

Here is something else, the guy's on the PU truck forums who bought a 300 HP diesel to replace their 300 HP gas motor say the diesel pulls night and day better way more powerful at building speed under load.

Here are a few likely reasons:

1) Chances are, the pickup makes more power at low RPM than the gas. This by itself isn't enough to explain it though, since it could be made up for with gearing
2) The gas is probably not geared to make peak power at as low of a road speed as the diesel, so the diesel makes more power at low road speeds (good for getting a heavy loads started). This is largely because the manufacturers assume that if someone is buying a diesel, they're probably towing a lot, so they gear the diesel appropriately. The gas, on the other hand, is probably geared more for fuel efficiency rather than purely for towing. This advantage will start to go away as transmissions get more gears.
3) Because the diesel makes more power at low RPM, it feels like it has more power in reserve, even though it doesn't (this is a largely psychological effect). The gas engine sounds like it's working really hard at 5-6krpm while the diesel is just loping along at 3k or so, even though the power output is actually the same.

 

[Moretorque]

What got me started on this was a individual on a site who could care less was saying he had driven a tractor trailer for a while that was over 600 HP and he claimed it could accelerate a load of more than 80000 pounds up a hill and actually gain speed while going up the hill. Do you think a 600 HP car motor could do that ? not a chance.

I am going to figure out what is missing here, the pickups with the diesels just stomp the gas trucks bad bad no matter what they try , no matter where they operate the RPM. I have talked to people who build transmissions for these things special autos for the gas engines so they can try and compete but even being able to stay I in peak power RPM range they are OK but do not compete when the load is to much and we are talking same HP.

I think you all are missing something in the paper world, I am fairly sure I know what it is, I have no problem if I am wrong just trying to figure this out and thanks.

None of you all have explained how the Mack does what it does with a 5 speed and I was not talking about racing a Pro Mod motor equipped rig but it's ability to move 60 or 70 grand efficiently with a 5 speed with only 238 HP. Can a car motor spinner do that.

I know all about the math you all are laying out, again thanks will get back.

 

[insightful]

Why did the loaded Mack diesel dumper next to me today take 5 speeds just to get to 20 mph?

 

[cjl]

What got me started on this was a individual on a site who could care less was saying he had driven a tractor trailer for a while that was over 600 HP and he claimed it could accelerate a load of more than 80000 pounds up a hill and actually gain speed while going up the hill. Do you think a 600 HP car motor could do that ? not a chance.

Sure it could, geared appropriately.

I am going to figure out what is missing here, the pickups with the diesels just stomp the gas trucks bad bad no matter what they try , no matter where they operate the RPM. I have talked to people who build transmissions for these things special autos for the gas engines so they can try and compete but even being able to stay I in peak power RPM range they are OK but do not compete when the load is to much and we are talking same HP.

Have you actually drag raced or measured them to verify that the diesels stomp the gas, given the same horsepower and appropriate gearing?

I think you all are missing something in the paper world, I am fairly sure I know what it is, I have no problem if I am wrong just trying to figure this out and thanks.

None of you all have explained how the Mack does what it does with a 5 speed and I was not talking about racing a Pro Mod motor equipped rig but it's ability to move 60 or 70 grand efficiently with a 5 speed with only 238 HP. Can a car motor spinner do that.

Sure, given the right gearing. It'll be very different gearing than the truck would use, but it'll work just as well.