Forum Discussion
Groover wrote:
Chuck_thehammer wrote:
I know this place dislikes links..
http://achatespower.com/our-formula/opposed-piston/
.
https://www.ford-trucks.com/articles/ford-f150-three-cylinders-six-pistons-480-lb-ft-torque/2/
in a Ford F 150... prototype.
250hp, 480 tongue.. gas or diesel...
3 cylinder, 6 piston (opposed) , 2 stroke...
Those are impressive claims but I have seen a lot of impressive claims come and go so I have learned not to get too excited when a new engine comes out every year or two.
I agree.. but this one is a real working engine.. not just on paper.
time is needed ...
internal combustion ... evolve or die.- My Tundra had more horsepower than my Cummins but only 1/2 the torque, ie 400 ft lbs compared to 800
Chuck_thehammer wrote:
I know this place dislikes links..
http://achatespower.com/our-formula/opposed-piston/
.
https://www.ford-trucks.com/articles/ford-f150-three-cylinders-six-pistons-480-lb-ft-torque/2/
in a Ford F 150... prototype.
250hp, 480 tongue.. gas or diesel...
3 cylinder, 6 piston (opposed) , 2 stroke...
Those are impressive claims but I have seen a lot of impressive claims come and go so I have learned not to get too excited when a new engine comes out every year or two.- I know this place dislikes links..
http://achatespower.com/our-formula/opposed-piston/
.
https://www.ford-trucks.com/articles/ford-f150-three-cylinders-six-pistons-480-lb-ft-torque/2/
in a Ford F 150... prototype.
250hp, 480 tongue.. gas or diesel...
3 cylinder, 6 piston (opposed) , 2 stroke...
YES History and Future...
the above design was from the early 1900's. - Different tools for different applications but things are a changing on the gas front. Many of the new turbo DI gas engines have fat diesel like torque curves that peak well below 2000 RPM and when you wind them up to very un diesel like RPM's they make a lot more horse power.
noteven wrote:
Next rest stop ask an over the road owner operator if he would prefer 500hp / 1850 ft-lbs diesel or a 500hp gas V8 in his/her class 8.
When he/she looks at you kinda squinty eyed, then swing right in to your explanation about HP is HP
It is all about what the engines are designed to do. He would not want a ship engine in his truck any more than a drag racer engine. Design engineers generally do have reasons for designing things the way that they do.- Next rest stop ask an over the road owner operator if he would prefer 500hp / 1850 ft-lbs diesel or a 500hp gas V8 in his/her class 8.
When he/she looks at you kinda squinty eyed, then swing right in to your explanation about HP is HP - Also, the torque converter also has a lot to do with why diesel or turbocharged vehicle have a "pull" feeling when going up hills.
Diesels and turbocharged engines will generally build boost increasing horsepower/torque output while still remaining in gear with the torque converter locked when going up most hills giving you a "pull" feeling since full engine power is going to the wheels when the torque converter is locked.
An N/A gaser engine will generally unlock the torque converter to downshift to a lower gear/higher rpm and it will remained unlocked until you settle into a certain speed that it can tow the hill at. This does not give you that "pull" feeling like the diesels or turbocharged vehicles generally do since you are not sending full engine power to the wheels. - Where people get confused is trying to validate their choice of fuel. Gasoline, steam, electric, or disel fueled engines can all be built with high torque characteristics. There are advantages/disadvantages to all.
- Basically, you need torque to overcome the resistant forces of the load in order to move it and the amount of horsepower you are making determines how fast you can move the load. It is not about peak horsepower and more about the amount of horsepower you are making at the engine speed where you are applying enough torque to keep the load moving.
If the resistant forces increases(i.e. going up hill) and you do not have enough torque to the wheels to overcome the increased resistance. Then your vehicle will downshift to multiply engine torque to a point where it has enough torque to the wheels to move the load, and your road speed will be determined by how much horsepower you have at this engine speed.
Where it gets tricky is with an automatic transmission. If the torque converter is not locked then it is multiplying torque, but it is not sending all of the engine's horsepower to the wheels. So in many wide open throttle situations at high engine speeds, you are not sending all of the engines horsepower to the wheels and instead it is just wasted spinning the torque converter to multiply torque.
