Question, you have two LT500's same Gearing. Sand Tires, swing arms , a arms, shocks ect same rider weight on both quads shooting a 300ft hill.
One lt500 is making 70 HP and 46 ft lbs of torque, the other LT500 is making 65 HP and 56 ft lbs of torque.
which one would win (in the real world) sorry had to add that, what is more important when climbing a hill "Torque" or "Horse Power"
think to many variables.
what rpm is each and how wide is the curve. is it a peaky set up or carry for a little
think to many variables.
what rpm is each and how wide is the curve. is it a peaky set up or carry for a little
Oh this is going to cause all kinds of discussion here.
OK say the same Power band both over rev to 7500-RPM
Good question....
Gonna have to get those two zillas out at the hill to answer that.
And have the riders switch quads too!
Probably the one with more over-rev will be faster & the one with more torque will be quicker of that scenario. Depends if the 65 HP bike runs out of steam, before the 70HP bike over-rev takes over. Def. the 65HP bike will be easier to ride.
With those two bikes I don't think it would be possible that they would have the same powerband.. The answer is: it depends!
No one freak out..... I agree with Ken.
Horsepower is just a function of torque and RPM, so in effect the only consideration is the powerband.
If an engine makes 50 ft# torque at 5252RPM, then it's also making 50HP, no exceptions.
In effect, it's the amount of power made through the overall RPM shift range that makes the difference, not the "which is better, torque or horsepower?" concept.
The only thing really important is the HP being made through that range, as 50HP at 10,000RPM is just the same as 50HP at 5,000RPM, regardless of the torque disparity.
To answer the question with any hope of being accurate, one would require a dyno chart of both engines.
Good question....
Gonna have to get those two zillas out at the hill to answer that.
And have the riders switch quads too!
EXACTLY!!! Nailed it! Real world,everyone doesnt ride the same,weigh the same ,etc.... Take several runs, switch bikes and do it again.
One of the benefits to being 155lbs and having 20 years of riding experience. My fast is faster than your fast generally because I weigh less than you and have been riding as long if not longer than you. I'd take more torque in a 300 ft or so drag race 1/4 mile is take the higher hp. Like west Texas said though it depends a lot on the power curve id wanna know where each bike is making its power at before I chose with 100% certainty.
Question, you have two LT500's same Gearing. Sand Tires, swing arms , a arms, shocks ect same rider weight on both quads shooting a 300ft hill.
One lt500 is making 70 HP and 46 ft lbs of torque, the other LT500 is making 65 HP and 56 ft lbs of torque.
which one would win (in the real world) sorry had to add that, what is more important when climbing a hill "Torque" or "Horse Power"
You did not supply enough information to make an educated evaluation.
The power curve that has the highest power AVERAGE through the RPM span that is defined by the gear ratios in the transmission will accelerate the best. The engine with the highest peak power will have the potential to have the highest top speed on the hill if the hill is long enough and the gearing has been optimized.
The shape of the power curve is what will determine which engine will win. We can use calculus to evaluate the dyno curves that will perform best by using numerical integration or we can take it to the drag strip or hill and possibly add some rider error that could cloud the test results even further.
A dyno of ANY type is an invaluable tool when used by experienced persons that understand how they work and know the limitations of the tool. Interpretation of dyno results and how the engines will perform in the real world also comes from tens of thousands of dyno runs and comparing the dyno test results with racetrack testing. I have one chassis dyno and four engine dynos in house. Selecting which dyno will be best for a particular project comes from experience.
We work on a lot of engines that were built by engine builders that have dynos but we find common errors in their engine designs. The design errors are a result of improper dyno testing procedures. Test procedures MUST accurately simulate engine variables that the engines will experience when they are used for their intended purpose. The instruction manuals and training sessions furnished by some of the dyno manufactures starts many of the new dyno owners off on the wrong foot. Some of the new owners eventually develop test procedures that puts them on the right track while others continue the cookie cutter test procedures from there early training. Unfortunately dyno manufactures are not seasoned engine designers, they just supply us with measuring tools. Sometimes their lack of understanding of the types of engines we are building causes them to suggest the wrong tool and related equipment.
yeah i am ready for that info too, lol
OOOHHHH who was that and what happened. shoot your toe off, or some crazy flesh eating bacteria?Get that man an electric start.
Jonn your mind in check before mouth my falther used to always say, Numbers are coming soon, just not tonight.
where did it go? put it back up. I seriously hope that was not one of our fellow forum members.
Aww man, guess I missed some drama.
Look, these are real tears ;_;
No drama, but I well say after this weekend of testing, I have to say Mr Hall builds one hell a pipe, and hell of a duner engine.
comes down to what gearing your running is what im figuring and how long the race is
Gearing is just one variable, you can't just gear your application to a higher speed, eventually you come to a point where u need more power to turn that gear. You are correct saying that Optimal gearing for a particular application will help.
