Automobile Rallying and Rally Racing
Rallying (international) or rally racing (US) is a form of motor competition that takes place on public or private roads with modified production or specially built road-legal cars. This motorsport is distinguished by running not on a circuit, but instead in a point-to-point format in which participants and their co-drivers drive between set control points (stages), leaving at regular intervals from one or more start points. Rallies may be won by pure speed within the stages or alternatively by driving to a predetermined ideal journey time within the stages.
Brass era
The term "rally", as a branch of motorsport, dates from the first Monte Carlo Rally of January 1911. Until the late 1920s, few if any other events used the term. But rallying itself can be traced back to the 1894 Paris-Rouen Horseless Carriage Competition (Concours des Voitures sans Chevaux), sponsored by a Paris newspaper, which attracted considerable public interest and entries from leading manufacturers. Prizes were awarded to the vehicles by a jury based on the reports of the observers who rode in each car; the joint winners were Panhard et Levassor and Peugeot, two companies still in business today.
This event led directly to a period of city to city road races in France and other European countries, which introduced many of the features found in later rallies: individual start times with cars running against the clock rather than head to head; time controls at the entry and exit points of towns along the way; road books and route notes; and driving over long distances on ordinary, mainly gravel, roads, facing hazards such as dust, traffic, pedestrians and farm animals.
The first of these great races was the Paris-Bordeaux-Paris of June 1895, won by Emile Levassor in a Panhard-et-Levassor. His time for the 1,178 km (732 mile) course, running virtually without a break, was 48 hours and 48 minutes, an average speed of 24 km/h (15 mph). Just eight years later, in the Paris-Madrid race of May 1903, the Mors of Fernand Gabriel, running over the same roads, took just under five and a quarter hours for the 550 km (342 miles) to Bordeaux, an average of 105 km/h (65.3 mph). Speeds had now far outstripped the safe limits of dusty highways thronged with spectators and open to other traffic, people and animals; there were numerous crashes, many injuries and eight deaths. The French government stopped the race and banned this style of event. From now on, racing in Europe (apart from Italy) would be on closed circuits, initially on long loops of public highway and then, in 1907, on the first purpose-built track, England's Brooklands. Racing was going its own separate way.
Italy had been running road events since 1895, when a reliability trial was run from Turin to Asti and back. The country's first true motor race was held in 1897 along the shore of Lake Maggiore, from Arona to Stresa and back. This led to a long and thriving tradition of road racing, including events like Sicily's Targa Florio (from 1906) and Giro di Sicilia (1912), which went right round the island, both of which continued on and off until after World War 2. The first Alpine event was held in 1898, the Austrian Touring Club's three-day Automobile Run through South Tyrol, which included the infamous Stelvio Pass.
In April and May 1900, the Automobile Club of Great Britain (the forerunner of the Royal Automobile Club) organised the Thousand Mile Trial, a 15-day event linking Britain's major cities, in object to promote this novel form of transport. Seventy vehicles took part, the majority of them trade entries. They had to complete thirteen stages of route varying in length from 43 to 123 miles at average speeds of up to the legal limit of 12 mph, and tackle six hillclimb or speed tests. On rest days and at lunch halts, the cars were shown to the public in exhibition halls.
In Germany, the challenging Herkomer Trophy Trial was first held in 1905, and the famous Prinz Heinrich Fahrt (Prince Henry Trial) in 1908. The first Alpine Trial was held in 1909, in Austria; by 1914, this was the toughest event of its kind, producing a star performance from Britain's James Radley in his Rolls Royce Alpine Eagle. Then in 1911 came the first Monte Carlo Rally (later known colloquially as the "Monte"), organised by the operators of the famous casino to attract wealthy sporting motorists. The competitive elements were slight, but getting to Monaco in winter was a challenge in itself. A second event was held in 1912.
Two ultra long distance challenges took place at this time, the Peking-Paris of 1907 ("won" by Prince Scipio Borghese and Luigi Barzini in an Itala) and the New York-Paris of the following year (won by George Schuster and others in a Thomas Flyer), which went via Japan and Siberia. Each event attracted only a handful of adventurous souls, but in both cases the winners exhibited characteristics that modern rally drivers would recognise: meticulous preparation, mechanical skill, resourcefulness, perseverance and a certain single-minded ruthlessness. The New York-Seattle race of 1909, if shorter, was no easier. Rather gentler (and more akin to rallying) was the Glidden Tour, run by the American Automobile Association between 1902 and 1913, which had timing between control points and a marking system to determine the winners.
In Britain meanwhile, the Scottish Automobile Club started its tough annual trial in 1902, the Motor Cycling Club allowed cars to enter its trials and runs from 1904 (London-Edinburgh, London-Land's End, London-Exeter — all these events are still in being as mud-plugging classic trials). In 1908 the Royal Automobile Club held its 2,000 mile International Touring Car Trial, and 1914 the important Light Car Trial for manufacturers of cars up to 1400 cc, to test comparative performances and improve the breed. In 1924, the exercise was repeated as the Small Car Trials.
Rally courses
Rally is also unique in its choice of where and when to race. Rallies take place on all surfaces and in all conditions: asphalt (tarmac), gravel, or snow and ice, sometimes more than one in a single rally, depending on the course and event. Rallies are also run every month of the year, in every climate, bitter cold to monsoon rain. This contributes to the notion of top rally drivers as some of the best car control experts in the world. As a result of the drivers not knowing exactly what lies ahead, the lower traction available on dirt roads, and the driving characteristics of small cars, the drivers are much less visibly smooth than circuit racers, regularly sending the car literally flying over bumps, and sliding the cars out of corners.
A typical rally course consists of a sequence of relatively short (up to about 50km/30mi), timed "special stages" where the actual competition takes place, and untimed "transport stages" where the rally cars must be driven under their own power to the next competitive stage within a generous time limit. Rally cars are thus unlike virtually any other top-line racing cars in that they retain the ability to run at normal driving speeds, and indeed are registered for street travel. Some events contain "super special stages" where two competing cars set off on two parallel tracks (often small enough to fit in a football stadium), giving the illusion they are circuit racing head to head. These stages, ridiculed by many purists, seem increasingly popular with event organizers. Run over a day, a weekend, or more, the winner of the event has the lowest combined special and super special stage times. Given the short distances of super special stages compared to the regular special stages and consequent near-identical times for the frontrunning cars, it is very rare for these spectator-oriented stages to decide rally results, though it is a well-known axiom that a team can't win the rally at the super special, but they can certainly lose it.
For More Information, Please Visit: http://en.wikipedia.org/wiki/Rallying
Tuesday, January 9, 2007
Automobile TipTronic - Automatic/Manual
Automobile TipTronic - Automatic/Manual
Tiptronic is a type of discrete automatic transmission developed by Porsche and used in its vehicles and those of its licensees. A Tiptronic transmission can operate just as the common type of automatic transmission, but it also allows the driver to override the automatic mode by moving the shift lever into a second (Tiptronic) shift gate equipped with two spring-loaded positions: "upshift" and "downshift". Once in this gate, the driver takes over most of the shifting decisions ordinarily performed by the transmission's computer, permitting, for example, the delaying of an upshift for increased acceleration or explicitly commanding a downshift to increase the braking effect of the engine. On some cars, the upshift and downshift operations can also be commanded by pushbuttons or rocker switches installed on the steering wheel with an optional display in the instrument panel indicating the current gear selection.
Though Tiptronic transmissions allow the driver a certain measure of discrete control, the Tiptronic design is implemented using a torque converter like other automatic transmissions. A Tiptronic is not a computer controlled clutch-manual transmission or semi-automatic transmission. Most Tiptronic implementations still make some shifts automatically, primarily to protect the engine and transmission. For example, as used by Audi, a five-speed Tiptronic will make the upshifts from 1 to 2 automatically when moving off from a stop even when in Tiptronic mode; the transmission then waits for the user's upshift command before proceeding from 2 to 3, 3 to 4 and 4 to 5, although the transmission will still upshift if the redline is approached. On deceleration, the transmission will make all downshifts automatically to avoid running the engine at too-low an RPM although the user can accelerate any downshift (that would not violate the redline), thus allowing improved engine braking or preparation for future acceleration. There are some exceptions to this; the system used in the Aston Martin DB9 is designed to hold the gear at the engine's redline, though it will still downshift automatically. This system also allows the engine to blip the throttle during downshifts for a sportier drive.
Most luxury vehicles with a Tiptronic transmission have two fully-automatic modes: One, identified as "Comfort" or similar, and another, usually called "Sport," which delays upshifts for a sportier driving at the expense of fuel, wear, comfort, and noise. Then, within each major mode there are additional hidden modes selected by the transmission itself; these modes adapt to the demands being placed upon the car by the driver. In this way, shift quality has been improved due to better electronic controls; these electronics modify the shift points to adapt to a given operator's driving style.
Some makers such as Aston Martin, BMW and Smart offer paddle shifters behind the steering wheel for controlling their similar transmissions.
Some systems such as Ferrari's F1-Superfast and Volkswagen's DSG are different from Tiptronic transmissions in that they are actually based on sequential transmisions but have an electronically controlled clutch (or in Audi's case, two clutches). These are generally not referred to as tiptronics but are considered to be true semi-automatic transmissions.
Tiptronic is a type of discrete automatic transmission developed by Porsche and used in its vehicles and those of its licensees. A Tiptronic transmission can operate just as the common type of automatic transmission, but it also allows the driver to override the automatic mode by moving the shift lever into a second (Tiptronic) shift gate equipped with two spring-loaded positions: "upshift" and "downshift". Once in this gate, the driver takes over most of the shifting decisions ordinarily performed by the transmission's computer, permitting, for example, the delaying of an upshift for increased acceleration or explicitly commanding a downshift to increase the braking effect of the engine. On some cars, the upshift and downshift operations can also be commanded by pushbuttons or rocker switches installed on the steering wheel with an optional display in the instrument panel indicating the current gear selection.
Though Tiptronic transmissions allow the driver a certain measure of discrete control, the Tiptronic design is implemented using a torque converter like other automatic transmissions. A Tiptronic is not a computer controlled clutch-manual transmission or semi-automatic transmission. Most Tiptronic implementations still make some shifts automatically, primarily to protect the engine and transmission. For example, as used by Audi, a five-speed Tiptronic will make the upshifts from 1 to 2 automatically when moving off from a stop even when in Tiptronic mode; the transmission then waits for the user's upshift command before proceeding from 2 to 3, 3 to 4 and 4 to 5, although the transmission will still upshift if the redline is approached. On deceleration, the transmission will make all downshifts automatically to avoid running the engine at too-low an RPM although the user can accelerate any downshift (that would not violate the redline), thus allowing improved engine braking or preparation for future acceleration. There are some exceptions to this; the system used in the Aston Martin DB9 is designed to hold the gear at the engine's redline, though it will still downshift automatically. This system also allows the engine to blip the throttle during downshifts for a sportier drive.
Most luxury vehicles with a Tiptronic transmission have two fully-automatic modes: One, identified as "Comfort" or similar, and another, usually called "Sport," which delays upshifts for a sportier driving at the expense of fuel, wear, comfort, and noise. Then, within each major mode there are additional hidden modes selected by the transmission itself; these modes adapt to the demands being placed upon the car by the driver. In this way, shift quality has been improved due to better electronic controls; these electronics modify the shift points to adapt to a given operator's driving style.
Some makers such as Aston Martin, BMW and Smart offer paddle shifters behind the steering wheel for controlling their similar transmissions.
Some systems such as Ferrari's F1-Superfast and Volkswagen's DSG are different from Tiptronic transmissions in that they are actually based on sequential transmisions but have an electronically controlled clutch (or in Audi's case, two clutches). These are generally not referred to as tiptronics but are considered to be true semi-automatic transmissions.
Semi-automatic transmission
Semi-automatic transmission
Semi-automatic transmission, or also known as clutchless manual transmission, automated manual transmission or paddle shift gearbox is a system which uses electronic sensors, processors and actuators to do gear shifts on the command of the driver. This removes the need for a clutch pedal which the driver otherwise needs to depress before making a gear change, since the clutch itself is actuated by electronic equipment which can synchronise the timing and torque required to make gear shifts quick and smooth. The system was designed by European automobile manufacturers to provide a better driving experience, especially in cities where congestion frequently causes stop-and-go traffic patterns.
Operation
In standard mass-production automobiles, the gear lever appears similar to manual shifts, except that the gear stick only moves forward and backward to shift into higher and lower gears, instead of the traditional H-pattern. The Bugatti Veyron uses this approach for its 7-speed transmission. In Formula One, the system is adapted to fit onto the steering wheel in the form of two paddles; depressing the right paddle shifts into a higher gear, while depressing the left paddle shifts into a lower one. Numerous road cars have inherited the same mechanism.
Hall effect sensors sense the direction of requested shift, and this input, together with a sensor in the gear box which senses the current speed and gear selected, feeds into a central processing unit. This unit then determines the optimal timing and torque required for a smooth clutch engagement, based on input from these two sensors as well as other factors, such as engine rotation, the Electronic Stability Program, air conditioner and dashboard instruments.
The central processing unit powers a hydro-mechanical unit to either engage or disengage the clutch, which is kept in close synchronization with the gear-shifting action the driver has started. The hydro-mechanical unit contains a servomotor coupled to a gear arrangement for a linear actuator, which uses brake fluid from the braking system to impel a hydraulic cylinder to move the main clutch actuator.
The power of the system lies in the fact that electronic equipment can react much faster and more precisely than a human, and takes advantage of the precision of electronic signals to allow a complete clutch operation without the intervention of the driver.
For the needs of parking, reversing and nuetralizing the transmission, the driver must engage both paddles at once, after this has been accomplished the car will prompt for one of the three options.
For More Information, Please Visit: http://en.wikipedia.org/wiki/Semi-automatic_transmission
Semi-automatic transmission, or also known as clutchless manual transmission, automated manual transmission or paddle shift gearbox is a system which uses electronic sensors, processors and actuators to do gear shifts on the command of the driver. This removes the need for a clutch pedal which the driver otherwise needs to depress before making a gear change, since the clutch itself is actuated by electronic equipment which can synchronise the timing and torque required to make gear shifts quick and smooth. The system was designed by European automobile manufacturers to provide a better driving experience, especially in cities where congestion frequently causes stop-and-go traffic patterns.
Operation
In standard mass-production automobiles, the gear lever appears similar to manual shifts, except that the gear stick only moves forward and backward to shift into higher and lower gears, instead of the traditional H-pattern. The Bugatti Veyron uses this approach for its 7-speed transmission. In Formula One, the system is adapted to fit onto the steering wheel in the form of two paddles; depressing the right paddle shifts into a higher gear, while depressing the left paddle shifts into a lower one. Numerous road cars have inherited the same mechanism.
Hall effect sensors sense the direction of requested shift, and this input, together with a sensor in the gear box which senses the current speed and gear selected, feeds into a central processing unit. This unit then determines the optimal timing and torque required for a smooth clutch engagement, based on input from these two sensors as well as other factors, such as engine rotation, the Electronic Stability Program, air conditioner and dashboard instruments.
The central processing unit powers a hydro-mechanical unit to either engage or disengage the clutch, which is kept in close synchronization with the gear-shifting action the driver has started. The hydro-mechanical unit contains a servomotor coupled to a gear arrangement for a linear actuator, which uses brake fluid from the braking system to impel a hydraulic cylinder to move the main clutch actuator.
The power of the system lies in the fact that electronic equipment can react much faster and more precisely than a human, and takes advantage of the precision of electronic signals to allow a complete clutch operation without the intervention of the driver.
For the needs of parking, reversing and nuetralizing the transmission, the driver must engage both paddles at once, after this has been accomplished the car will prompt for one of the three options.
For More Information, Please Visit: http://en.wikipedia.org/wiki/Semi-automatic_transmission
Automobile Manual Transmission
Automobile/Automotive Manual Transmission
Manual transmission (also known as a stick shift, straight drive, or standard transmission) is a type of transmission used in automotive applications. Manual transmissions often feature a driver-operated clutch and a movable gear selector, although some do not. Most automobile manual transmissions allow the driver to select any gear at any time, but some, such as those commonly mounted on motorcycles and some types of racing cars, only allow the driver to select the next-highest or next-lowest gear ratio. This second type of transmission is sometimes called a sequential (manual) transmission.
Manual transmissions are characterized by gear ratios that are selectable by engaging pairs of gears inside the transmission. Conversely, automatic transmissions feature epicyclic (planetary) gearing controlled by brake bands and/or clutch packs to select gear ratio. Automatic transmissions that allow the driver to manually select the current gear are called semi-automatic transmissions.
Contemporary automotive manual transmissions are generally available with four to six forward gears and one reverse gear, although manual transmissions have been built with as few as two and as many as eight gears. Some manuals are referred to by the number of forward gears they offer (e.g., 5-speed) as a way of distinguishing between automatic or other available manual transmissions. Similarly, a 5-speed automatic transmission is referred to as a 5-speed automatic.
Other types of transmission in mainstream automotive use are the automatic transmission, semi-automatic transmission, and the continuously variable transmission.
Manual transmissions come in two basic types: simple unsynchronized systems, where gears are spinning freely and their relative speeds must be synchronized by the operator to avoid noisy and damaging "clashing" and "grinding" when trying to mesh the rotating teeth; and synchronized systems, which eliminate this necessity while changing gears.
Clutch
In all vehicles using a transmission (virtually all modern vehicles), a coupling device is used to separate the engine and transmission when necessary. The clutch accomplishes this in manual transmissions. Without it, the engine and tires would at all times be inextricably linked, and anytime the vehicle was at a stop, so would the engine. Moreover, without the clutch, changing gears would be very difficult, even with the vehicle moving already: deselecting a gear while the transmission is under load requires considerable force, and selecting a gear requires the revolution speed of the engine to be held at a very precise value which depends on the vehicle speed and desired gear. In a car the clutch is usually operated by a pedal; on a motorcycle, a lever on the left handlebar serves the purpose.
* When the clutch pedal is fully depressed, the clutch is fully disengaged, and no torque is transferred from the engine to the transmission, and by extension to the drive wheels. In this state, it's possible to select gears or stop the car.
* When the clutch pedal is fully released, the clutch is fully engaged, and essentially all of the engine's torque is transferred. In this state, the clutch does not slip, but rather behaves like a rigid coupling. Power is transmitted to the wheels with minimal loss.
* In between these extremes, the clutch slips to varying degrees. When the clutch slips, it transmits torque, in spite of the difference in speeds between the engine crankshaft and the transmission input. Because the torque is transmitted by means of friction, a lot of power is wasted as heat, which must be dissipated by the clutch. Slip allows the vehicle to be started from a standstill, and when it is already moving, slip allows the engine rotation to gradually adjust to a newly selected gear ratio, resulting in a smooth, jolt-free gear change.
* Because of the heat that a slipping clutch generates, slip cannot be maintained for a long time. Moreover, because energy is wasted, it would be undesirable to do so. Skilled drivers rarely allow a clutch to slip for more than about one second. Making effective use of clutch slip requires the development of feeling through practice, similar to learning to play a musical instrument or to play a sport.
* A rider of a highly-tuned motocross or off-road motorcycle may "hit" or "fan" the clutch when exiting corners to assist the engine in revving to point where it makes the best power.
* Note: Automatic transmissions also use a coupling device, however, a clutch is not present. In these kinds of vehicles, the torque converter is used to separate the engine and transmission.
For More Information, Please Visit: http://en.wikipedia.org/wiki/Manual_transmission
Manual transmission (also known as a stick shift, straight drive, or standard transmission) is a type of transmission used in automotive applications. Manual transmissions often feature a driver-operated clutch and a movable gear selector, although some do not. Most automobile manual transmissions allow the driver to select any gear at any time, but some, such as those commonly mounted on motorcycles and some types of racing cars, only allow the driver to select the next-highest or next-lowest gear ratio. This second type of transmission is sometimes called a sequential (manual) transmission.
Manual transmissions are characterized by gear ratios that are selectable by engaging pairs of gears inside the transmission. Conversely, automatic transmissions feature epicyclic (planetary) gearing controlled by brake bands and/or clutch packs to select gear ratio. Automatic transmissions that allow the driver to manually select the current gear are called semi-automatic transmissions.
Contemporary automotive manual transmissions are generally available with four to six forward gears and one reverse gear, although manual transmissions have been built with as few as two and as many as eight gears. Some manuals are referred to by the number of forward gears they offer (e.g., 5-speed) as a way of distinguishing between automatic or other available manual transmissions. Similarly, a 5-speed automatic transmission is referred to as a 5-speed automatic.
Other types of transmission in mainstream automotive use are the automatic transmission, semi-automatic transmission, and the continuously variable transmission.
Manual transmissions come in two basic types: simple unsynchronized systems, where gears are spinning freely and their relative speeds must be synchronized by the operator to avoid noisy and damaging "clashing" and "grinding" when trying to mesh the rotating teeth; and synchronized systems, which eliminate this necessity while changing gears.
Clutch
In all vehicles using a transmission (virtually all modern vehicles), a coupling device is used to separate the engine and transmission when necessary. The clutch accomplishes this in manual transmissions. Without it, the engine and tires would at all times be inextricably linked, and anytime the vehicle was at a stop, so would the engine. Moreover, without the clutch, changing gears would be very difficult, even with the vehicle moving already: deselecting a gear while the transmission is under load requires considerable force, and selecting a gear requires the revolution speed of the engine to be held at a very precise value which depends on the vehicle speed and desired gear. In a car the clutch is usually operated by a pedal; on a motorcycle, a lever on the left handlebar serves the purpose.
* When the clutch pedal is fully depressed, the clutch is fully disengaged, and no torque is transferred from the engine to the transmission, and by extension to the drive wheels. In this state, it's possible to select gears or stop the car.
* When the clutch pedal is fully released, the clutch is fully engaged, and essentially all of the engine's torque is transferred. In this state, the clutch does not slip, but rather behaves like a rigid coupling. Power is transmitted to the wheels with minimal loss.
* In between these extremes, the clutch slips to varying degrees. When the clutch slips, it transmits torque, in spite of the difference in speeds between the engine crankshaft and the transmission input. Because the torque is transmitted by means of friction, a lot of power is wasted as heat, which must be dissipated by the clutch. Slip allows the vehicle to be started from a standstill, and when it is already moving, slip allows the engine rotation to gradually adjust to a newly selected gear ratio, resulting in a smooth, jolt-free gear change.
* Because of the heat that a slipping clutch generates, slip cannot be maintained for a long time. Moreover, because energy is wasted, it would be undesirable to do so. Skilled drivers rarely allow a clutch to slip for more than about one second. Making effective use of clutch slip requires the development of feeling through practice, similar to learning to play a musical instrument or to play a sport.
* A rider of a highly-tuned motocross or off-road motorcycle may "hit" or "fan" the clutch when exiting corners to assist the engine in revving to point where it makes the best power.
* Note: Automatic transmissions also use a coupling device, however, a clutch is not present. In these kinds of vehicles, the torque converter is used to separate the engine and transmission.
For More Information, Please Visit: http://en.wikipedia.org/wiki/Manual_transmission
Automotive Automatic Transmission
Automatic Transmission
An automatic transmission is an automobile gearbox that can change gear ratios automatically as the car or truck moves, thus freeing the driver from having to shift gears manually. (Similar but larger devices are also used for railroad locomotives.)
Most cars sold in the United States since the 1950s have been equipped with an automatic transmission. This has, however, not been the case in Europe and much of the rest of the world. Automatic transmissions, particularly earlier ones, reduce fuel efficiency and power. Where fuel is expensive and, thus, engines generally smaller, these penalties are more burdensome. In recent years, automatic transmissions have significantly improved in their ability to support high fuel efficiency but manual transmissions are still generally more efficient. (This balance may finally shift with the introduction of practical continuously variable transmissions; see below.)
Most automatic transmissions have a set selection of possible gear ranges, often with a parking pawl feature that will lock the output shaft of the transmission.
However, some simple machines with limited speed ranges and/or fixed engine speeds only use a torque converter to provide a variable gearing of the engine to the wheels. Typical examples include forklift trucks and some modern lawn mowers.
Recently manufacturers have begun to make continuously variable transmissions commonly available (earlier models such as the Subaru Justy did not popularize CVT). These designs can change the ratios over a range rather than between set gear ratios. Even though CVTs have been used for decades in a few vehicles (e.g. DAF saloons and the Volvo 340 series that succeeded them, and later the Subaru Justy), the technology has recently gained greater acceptance among manufacturers and customers.
Automatic transmission modes
In order to select the mode, the driver must move a gear shift lever which can be located on the steering column or on the floor next to the driver. In order to select gears/modes the driver must push a button in (called the shift lock button) or pull the handle (only on column mounted shifters) out.
Automatic Transmissions have various modes depending on the model and make of the transmission. Some of the common modes are:
Park (P) – This selection mechanically locks the transmission, restricting the car from moving in any direction. A pin prevents the transmission from moving forward (although wheels, depending on the drive train, can still spin freely), it is recommended to use the hand brake (or emergency brake) because this actually locks the wheels and prevents them from moving, and increases the life of the transmission and the park mechanism. In order for the car to be moved out of park, the driver must depress the brake fully, same goes for putting it into park. The driver also must come to a complete stop before putting it into park to prevent damage to the transmission. This is only one of two selections in which the car can be started.
Reverse (R) – This puts the car into the reverse gear, giving the ability for the car to back up. In order for the driver to select reverse they must come to a complete stop, and push the shift lock button in and select reverse. Not coming to a complete stop can cause severe damage to the transmission.
Neutral (N)– This disconnects the transmission from the wheels so the car can move freely under its own weight. This is the only other selection in which the car can be started.
Drive (D)– This allows the car to move forward and accelerate through a range of gears. The number of gears a transmission has depends on the model, but they can commonly range from 3, 4 (the most common), 5, 6 (found in VW/Audi Direct Shift Gearbox), and 8 in the new model of Lexus cars.
* D4 – In Honda and Acura automatics this mode is used commonly for highway use (as stated in the manual) and uses all 4 forward gears.
* D3 – This is also found in Honda and Acura automatics and only uses the first 3 gears and according to the manual it is used for stop & go traffic such as city driving.
* + - and M – This is the manual selection of gears for automatics with Tiptronic. The driver can shift up and down at their will.
Second (2 or S) – This mode limits the transmission to the first two gears, or more commonly locks the transmission in second gear. This can be used to drive in adverse conditions such as snow and ice, as well as climbing or going down hills in the winter time.
First (1 or L) – This mode locks the transmission in first gear only. It will not accelerate through any gear range. This, like second, can be used during the winter season, or towing.
Some cars when put into D will automatically lock the doors or turn on the daytime running lights.
For More Information, Please Visit: http://en.wikipedia.org/wiki/Automatic_transmission
An automatic transmission is an automobile gearbox that can change gear ratios automatically as the car or truck moves, thus freeing the driver from having to shift gears manually. (Similar but larger devices are also used for railroad locomotives.)
Most cars sold in the United States since the 1950s have been equipped with an automatic transmission. This has, however, not been the case in Europe and much of the rest of the world. Automatic transmissions, particularly earlier ones, reduce fuel efficiency and power. Where fuel is expensive and, thus, engines generally smaller, these penalties are more burdensome. In recent years, automatic transmissions have significantly improved in their ability to support high fuel efficiency but manual transmissions are still generally more efficient. (This balance may finally shift with the introduction of practical continuously variable transmissions; see below.)
Most automatic transmissions have a set selection of possible gear ranges, often with a parking pawl feature that will lock the output shaft of the transmission.
However, some simple machines with limited speed ranges and/or fixed engine speeds only use a torque converter to provide a variable gearing of the engine to the wheels. Typical examples include forklift trucks and some modern lawn mowers.
Recently manufacturers have begun to make continuously variable transmissions commonly available (earlier models such as the Subaru Justy did not popularize CVT). These designs can change the ratios over a range rather than between set gear ratios. Even though CVTs have been used for decades in a few vehicles (e.g. DAF saloons and the Volvo 340 series that succeeded them, and later the Subaru Justy), the technology has recently gained greater acceptance among manufacturers and customers.
Automatic transmission modes
In order to select the mode, the driver must move a gear shift lever which can be located on the steering column or on the floor next to the driver. In order to select gears/modes the driver must push a button in (called the shift lock button) or pull the handle (only on column mounted shifters) out.
Automatic Transmissions have various modes depending on the model and make of the transmission. Some of the common modes are:
Park (P) – This selection mechanically locks the transmission, restricting the car from moving in any direction. A pin prevents the transmission from moving forward (although wheels, depending on the drive train, can still spin freely), it is recommended to use the hand brake (or emergency brake) because this actually locks the wheels and prevents them from moving, and increases the life of the transmission and the park mechanism. In order for the car to be moved out of park, the driver must depress the brake fully, same goes for putting it into park. The driver also must come to a complete stop before putting it into park to prevent damage to the transmission. This is only one of two selections in which the car can be started.
Reverse (R) – This puts the car into the reverse gear, giving the ability for the car to back up. In order for the driver to select reverse they must come to a complete stop, and push the shift lock button in and select reverse. Not coming to a complete stop can cause severe damage to the transmission.
Neutral (N)– This disconnects the transmission from the wheels so the car can move freely under its own weight. This is the only other selection in which the car can be started.
Drive (D)– This allows the car to move forward and accelerate through a range of gears. The number of gears a transmission has depends on the model, but they can commonly range from 3, 4 (the most common), 5, 6 (found in VW/Audi Direct Shift Gearbox), and 8 in the new model of Lexus cars.
* D4 – In Honda and Acura automatics this mode is used commonly for highway use (as stated in the manual) and uses all 4 forward gears.
* D3 – This is also found in Honda and Acura automatics and only uses the first 3 gears and according to the manual it is used for stop & go traffic such as city driving.
* + - and M – This is the manual selection of gears for automatics with Tiptronic. The driver can shift up and down at their will.
Second (2 or S) – This mode limits the transmission to the first two gears, or more commonly locks the transmission in second gear. This can be used to drive in adverse conditions such as snow and ice, as well as climbing or going down hills in the winter time.
First (1 or L) – This mode locks the transmission in first gear only. It will not accelerate through any gear range. This, like second, can be used during the winter season, or towing.
Some cars when put into D will automatically lock the doors or turn on the daytime running lights.
For More Information, Please Visit: http://en.wikipedia.org/wiki/Automatic_transmission
Hybrid Vehicle
Hybrid Vehicle
A hybrid vehicle (HV) is a vehicle that uses two distinct power sources such as:
* An on-board rechargeable energy storage system (RESS) and a fueled power source for vehicle propulsion
* Human powered bicycle with battery assist
* A sail boat with electric power[1]
The term most commonly refers to petroleum electric hybrid vehicle, also called Hybrid-electric vehicle (HEV) which use internal combustion engines and electric batteries to power electric motors.
The term hybrid when used in relation with cars also has other uses. Prior to its modern meaning of hybrid propulsion, the word hybrid was used in the United States to mean a vehicle of mixed national origin; generally, a European car fitted with American mechanical components. This meaning has fallen out of use. In the import scene, hybrid was often used to describe an engine swap. Some have also referred to flexible-fuel vehicles as hybrids because they can use a mixture of different fuels — typically gasoline and ethanol alcohol fuel.
Gasoline
Gasoline engines are used in most hybrid designs, and will likely remain dominant for the foreseeable future. A 2006 article, "Hybrid Vehicles Gain Traction", in Scientific American (April 2006), co-authored by Joseph J. Romm and Prof. Andrew A. Frank, argues that hybrid cars that can be plugged into the electric grid (Plug-in hybrid electric vehicles) will soon become standard in the automobile industry.[1]
While petroleum-derived gasoline is the primary fuel, it is possible to mix in varying levels of ethanol created from renewable energy sources. Like most modern ICE-powered vehicles, hybrids can typically use up to about 15% bioethanol. Manufacturers may move to flexible fuel engines, which would increase allowable ratios, but no plans are in place at present.
Nowadays petroleum gasoline engines can use directly biobutanol (see direct biofuel).
Diesel
One hybrid vehicle combination uses a diesel engine for power generation. Diesels have advantages when delivering constant power for long periods of time, suffering less wear while operating at higher efficiency. The Diesel engine's high torque, combined with hybrid technology, may offer performance in a car of over 100 mpg US (2.35 litres/100 km). Most diesel vehicles can use 100% pure biofuels (biodiesel), so they can use but do not need petroleum at all; if diesel-electric hybrids were in use, this benefit would likely also apply. For passenger vehicles, no diesel-electric hybrids are currently commercially available, although demonstration vehicles have been shown.
As with regular diesel engines, diesel-electric hybrids may be more appropriate for high-mileage, intensive-use applications, such as buses, trucks, and delivery vehicles, and less appropriate for passenger vehicles. Diesel-electric vehicles are increasingly being used for applications with high usage profiles, such as city buses, where the significantly higher mileage and lower emissions may be important. Both parallel and serial hybrids are in use.
Diesel-electric hybrids with parallel drivetrains like the Prius may have a substantial cost disadvantage to other options for use in passenger cars. Diesel engines are generally more expensive than gasoline equivalents, due to the demands for higher compression (although this also makes diesels more durable). If this "diesel premium" is added to any additional expense for the hybrid, the diesel-electric combination may make the payback period for such vehicles even longer and less feasible for many consumers. In addition, the higher torque of diesel engines may obviate one of the advantages of the electric motors.In addition, regular diesel vehicles may get similar mileage to gasoline-electric hybrids, for a smaller premium, and the marginal benefit of "hybridization" may not be viable.
Diesels are not widely used for passenger cars in the United States, as US diesel fuel has long been considered very "dirty", with relatively high levels of sulfur and other contaminants in comparison to the Eurodiesel fuel in Europe, where greater restrictions have been in place for many years. Despite the dirtier fuel at the pump, the US has tough restrictions on exhaust, and it has been difficult for car manufacturers to meet emissions levels as higher sulfur levels are damaging to catalytic converters and other emission control systems. However, ultra-low sulfur diesel was mandated and became widely available in the U.S. in October 2006 for highway vehicles, which will allow the use of newer emissions control systems.
Diesel-electric motors are common for use as locomotives, but using a serial hybrid design. In locomotives, the diesel engine is used to generate electricity for the electric drivetrain. This configuration allows the internal combustion engine to be operated at more efficient operating parameters, while removing the need for a separate transmission for the ICE unit and allowing the efficient delivery of torque from the electric motors. Such a system may need a smaller diesel engine and allow for better emissions controls, since the operating range of the diesel engine would be optimized for electric generation rather than power delivery through the mechanical transmission and wheels. There have been studies of this type of diesel-electric hybrid, but there are no confirmed attempts to commercialize such a vehicle for passenger use.
PSA Peugeot Citroën has unveiled two demonstrator vehicles featuring a diesel-electric hybrid powertrain: the Peugeot 307 and Citroën C4 Hybride HDi (PDF). VW made a prototype diesel-electric hybrid car that achieved 2 litres/100 km (118 mpg US) fuel economy, but has yet to sell a hybrid vehicle. General Motors has been testing the Opel Astra Diesel Hybrid. There have been no concrete dates suggested for these vehicles, but press statements have suggested production vehicles would not appear before 2009.
Hybrid Orion VI Metrobus
Hybrid Orion VI Metrobus
So far, production diesel-electric engines have mostly just appeared in mass transit buses. Current manufacturers of diesel-electric hybrid buses include New Flyer Industries, Gillig, Orion Bus Industries, and North American Bus Industries. In 2008, NovaBus will add a diesel-electric hybrid option as well.
For More Information, Please Visit: http://en.wikipedia.org/wiki/Hybrid_vehicle
A hybrid vehicle (HV) is a vehicle that uses two distinct power sources such as:
* An on-board rechargeable energy storage system (RESS) and a fueled power source for vehicle propulsion
* Human powered bicycle with battery assist
* A sail boat with electric power[1]
The term most commonly refers to petroleum electric hybrid vehicle, also called Hybrid-electric vehicle (HEV) which use internal combustion engines and electric batteries to power electric motors.
The term hybrid when used in relation with cars also has other uses. Prior to its modern meaning of hybrid propulsion, the word hybrid was used in the United States to mean a vehicle of mixed national origin; generally, a European car fitted with American mechanical components. This meaning has fallen out of use. In the import scene, hybrid was often used to describe an engine swap. Some have also referred to flexible-fuel vehicles as hybrids because they can use a mixture of different fuels — typically gasoline and ethanol alcohol fuel.
Gasoline
Gasoline engines are used in most hybrid designs, and will likely remain dominant for the foreseeable future. A 2006 article, "Hybrid Vehicles Gain Traction", in Scientific American (April 2006), co-authored by Joseph J. Romm and Prof. Andrew A. Frank, argues that hybrid cars that can be plugged into the electric grid (Plug-in hybrid electric vehicles) will soon become standard in the automobile industry.[1]
While petroleum-derived gasoline is the primary fuel, it is possible to mix in varying levels of ethanol created from renewable energy sources. Like most modern ICE-powered vehicles, hybrids can typically use up to about 15% bioethanol. Manufacturers may move to flexible fuel engines, which would increase allowable ratios, but no plans are in place at present.
Nowadays petroleum gasoline engines can use directly biobutanol (see direct biofuel).
Diesel
One hybrid vehicle combination uses a diesel engine for power generation. Diesels have advantages when delivering constant power for long periods of time, suffering less wear while operating at higher efficiency. The Diesel engine's high torque, combined with hybrid technology, may offer performance in a car of over 100 mpg US (2.35 litres/100 km). Most diesel vehicles can use 100% pure biofuels (biodiesel), so they can use but do not need petroleum at all; if diesel-electric hybrids were in use, this benefit would likely also apply. For passenger vehicles, no diesel-electric hybrids are currently commercially available, although demonstration vehicles have been shown.
As with regular diesel engines, diesel-electric hybrids may be more appropriate for high-mileage, intensive-use applications, such as buses, trucks, and delivery vehicles, and less appropriate for passenger vehicles. Diesel-electric vehicles are increasingly being used for applications with high usage profiles, such as city buses, where the significantly higher mileage and lower emissions may be important. Both parallel and serial hybrids are in use.
Diesel-electric hybrids with parallel drivetrains like the Prius may have a substantial cost disadvantage to other options for use in passenger cars. Diesel engines are generally more expensive than gasoline equivalents, due to the demands for higher compression (although this also makes diesels more durable). If this "diesel premium" is added to any additional expense for the hybrid, the diesel-electric combination may make the payback period for such vehicles even longer and less feasible for many consumers. In addition, the higher torque of diesel engines may obviate one of the advantages of the electric motors.In addition, regular diesel vehicles may get similar mileage to gasoline-electric hybrids, for a smaller premium, and the marginal benefit of "hybridization" may not be viable.
Diesels are not widely used for passenger cars in the United States, as US diesel fuel has long been considered very "dirty", with relatively high levels of sulfur and other contaminants in comparison to the Eurodiesel fuel in Europe, where greater restrictions have been in place for many years. Despite the dirtier fuel at the pump, the US has tough restrictions on exhaust, and it has been difficult for car manufacturers to meet emissions levels as higher sulfur levels are damaging to catalytic converters and other emission control systems. However, ultra-low sulfur diesel was mandated and became widely available in the U.S. in October 2006 for highway vehicles, which will allow the use of newer emissions control systems.
Diesel-electric motors are common for use as locomotives, but using a serial hybrid design. In locomotives, the diesel engine is used to generate electricity for the electric drivetrain. This configuration allows the internal combustion engine to be operated at more efficient operating parameters, while removing the need for a separate transmission for the ICE unit and allowing the efficient delivery of torque from the electric motors. Such a system may need a smaller diesel engine and allow for better emissions controls, since the operating range of the diesel engine would be optimized for electric generation rather than power delivery through the mechanical transmission and wheels. There have been studies of this type of diesel-electric hybrid, but there are no confirmed attempts to commercialize such a vehicle for passenger use.
PSA Peugeot Citroën has unveiled two demonstrator vehicles featuring a diesel-electric hybrid powertrain: the Peugeot 307 and Citroën C4 Hybride HDi (PDF). VW made a prototype diesel-electric hybrid car that achieved 2 litres/100 km (118 mpg US) fuel economy, but has yet to sell a hybrid vehicle. General Motors has been testing the Opel Astra Diesel Hybrid. There have been no concrete dates suggested for these vehicles, but press statements have suggested production vehicles would not appear before 2009.
Hybrid Orion VI Metrobus
Hybrid Orion VI Metrobus
So far, production diesel-electric engines have mostly just appeared in mass transit buses. Current manufacturers of diesel-electric hybrid buses include New Flyer Industries, Gillig, Orion Bus Industries, and North American Bus Industries. In 2008, NovaBus will add a diesel-electric hybrid option as well.
For More Information, Please Visit: http://en.wikipedia.org/wiki/Hybrid_vehicle
Automotive Drag Racing
Automotive Drag Racing
Drag racing is a form of auto racing in which any two vehicles (most often two cars or motorcycles) attempt to complete a fairly short, straight and level course in the shortest amount of time, starting from a dead stop. Drag racing originated in the United States and is still the most popular there. The most common distance is one quarter mile (402 m / 1320 ft.), although one-eighth of a mile (201 m / 660 ft.) tracks are also popular. The dragstrip extends well beyond the finish line to allow cars to slow down and return to the pit area.
While usually thought of as an American and Canadian pastime, drag racing is also very popular in Brazil, Australia, New Zealand, Japan, the Caribbean in particular Aruba, Mexico, Greece, Malta, South Africa and most European and Scandinavian countries especially Finland and Sweden. At any given time there are over 325 drag strips operating world-wide.
Drag racing usually involves two cars racing each other over a set distance, usually 1/4 mile. Although distances range from two hundred meters to one kilometer, the four-hundred metre drag race is the most popular. Races of this nature test a vehicle in terms of acceleration and top speed, as well as the driver with regard to skill and concentration. Although the driver does not have any turns to negotiate or opponents to defend against, apart from the competitor in the other lane, he or she must be very accurate with gear shifting and throttle modulation.
During drag racing events, vehicles are classified into different divisions by various criteria that take into account the extent of modifications to the car. These criteria include engine capacity, configuration of cylinders, frame type, vehicle construction materials, wheelbase, horsepower to weight ratio, number of cylinders, whether or not power adding devices such as turbochargers, superchargers or nitrous oxide are employed, vehicle type (such as car, truck, et cetera), or even make and model for limited entry fields. The aforementioned divisions are in place to ensure that the cars are evenly matched during the race.
Drag racing vehicles are special in that they are modified to be lighter and more powerful than in their standard form. A lighter vehicle means that the power-to-weight ratio is increased and hence a greater acceleration will be achieved. Power increases vary depending on the extent of the modifications to the engine. The table below illustrates some common outputs for different induction configurations for a typical drag-racing vehicle. Please note that the numbers expressed are not by any means limits for power, but they're rather accurate indications of typical levels of power produced by daily driven drag racing vehicles.
Four cylinder vehicles
* Normally aspirated 4 cyl. engine* (typical) = 65 horsepower-300 horsepower [50kW-170kW]
* Turbocharged 4 cyl. engine* (typical) = 170 horsepower-400 horsepower [127kW-300kW]
* Supercharged 4 cyl. engine* (typical) = 120 horsepower-270 horsepower [90kW-202kW]
* Nitrous oxide may be added to any one of these engine configurations. Nitrous oxide will produce different levels of added power depending on mechanical considerations. For instance: A nitrous oxide injection setup will add far more power to a vehicle equipped with a turbocharger, but lacking an intercooler/aftercooler, than a vehicle with an intercooler/aftercooler due to adiabatic efficiency considerations. Adding nitrous oxide can produce as little as a ten horsepower addition, or as much as three-hundred to five-hundred horsepower in some high-performance applications.
Six cylinder vehicles
* Normally aspirated 6 cyl. engine* (typical) = 120hp-300hp [90kW-225kW]
* Turbocharged 6 cyl. engine* (typical) = 220hp-550hp [165kW-410kW]
* Supercharged 6 cyl. engine* (typical) = 145hp-450hp [108kW-335kW]
* Some Dragracing modified 6cylinder cars have reached 1600hp when turbocharged and running 40-50psi.
* Nitrous oxide may be added to any one of these engine configurations. Nitrous oxide will produce different levels of added power depending on mechanical considerations. For instance: A nitrous oxide injection setup will add far more power to a vehicle equipped with a turbocharger, but lacking an intercooler/aftercooler, than a vehicle with an intercooler/aftercooler due to adiabatic efficiency considerations. Adding nitrous oxide can produce as little as a ten horsepower addition, or as much as three-hundred to five-hundred horsepower in some high-performance applications.
Eight cylinder vehicles
* Normally aspirated 8 cyl. engine* (typical) = 190hp-550hp [140kW-410kW]
* Turbocharged 8 cyl. engine* (typical) = 485hp-1000hp [360kW-746kW]
* Supercharged 8 cyl. engine* (typical) = 350hp-765hp [260kW-570kW]
* "Top Fuel" 8 cyl. engine (typical) = 6,500hp+ (these are 500 cubic inch V8 Hemi Engines running on a mix of 85% Nitromethane to 15% methanol - they produce phenomenal power and propel the vehicle to speeds of over 300mph (500+kmh) in under 5 seconds.
* Nitrous oxide may be added to any one of these engine configurations. Nitrous oxide will produce different levels of added power depending on mechanical considerations. For instance: A nitrous oxide injection setup will add far more power to a vehicle equipped with a turbocharger, but lacking an intercooler/aftercooler, than a vehicle with an intercooler/aftercooler due to adiabatic efficiency considerations. Adding nitrous oxide can produce as little as a ten horsepower addition, or as much as three-hundred to five-hundred horsepower in some high-performance applications.
Other engine types
Ten cylinder, twelve cylinder and Rotary engines are not typically found in drag race settings, and are typically more difficult to modify. Ten and twelve cylinder engines can be found in certain German and British cars but are not common in drag racing. Rotary engines are, however, found in certain Mazda cars and can be heavily modified to produce immense power. In some cases upwards of 1000hp is possible to achieve. As such they have rapidly risen to prominence in some drag racing categories within the Sport Compact classes. Whilst it is impossible to reach the power levels of most types of V8 drag motors when using a rotary engine, the light weight of the rotary helps contribute to a power-to-weight ratio that enables them to compete with cars utilising V8 engines with greater hp. The world record E.T's are in the high sixes for rotary engines.
Some street registered vehicles are eventually capable of six second passes through the quarter-mile (400m). Most daily driven vehicles never get under the ten second time in the quarter-mile (400m). Times are usually taken to an accuracy of one one-thousandth of a second (1 ms) because of the possible closeness of the races.
Drag racing is a form of auto racing in which any two vehicles (most often two cars or motorcycles) attempt to complete a fairly short, straight and level course in the shortest amount of time, starting from a dead stop. Drag racing originated in the United States and is still the most popular there. The most common distance is one quarter mile (402 m / 1320 ft.), although one-eighth of a mile (201 m / 660 ft.) tracks are also popular. The dragstrip extends well beyond the finish line to allow cars to slow down and return to the pit area.
While usually thought of as an American and Canadian pastime, drag racing is also very popular in Brazil, Australia, New Zealand, Japan, the Caribbean in particular Aruba, Mexico, Greece, Malta, South Africa and most European and Scandinavian countries especially Finland and Sweden. At any given time there are over 325 drag strips operating world-wide.
Drag racing usually involves two cars racing each other over a set distance, usually 1/4 mile. Although distances range from two hundred meters to one kilometer, the four-hundred metre drag race is the most popular. Races of this nature test a vehicle in terms of acceleration and top speed, as well as the driver with regard to skill and concentration. Although the driver does not have any turns to negotiate or opponents to defend against, apart from the competitor in the other lane, he or she must be very accurate with gear shifting and throttle modulation.
During drag racing events, vehicles are classified into different divisions by various criteria that take into account the extent of modifications to the car. These criteria include engine capacity, configuration of cylinders, frame type, vehicle construction materials, wheelbase, horsepower to weight ratio, number of cylinders, whether or not power adding devices such as turbochargers, superchargers or nitrous oxide are employed, vehicle type (such as car, truck, et cetera), or even make and model for limited entry fields. The aforementioned divisions are in place to ensure that the cars are evenly matched during the race.
Drag racing vehicles are special in that they are modified to be lighter and more powerful than in their standard form. A lighter vehicle means that the power-to-weight ratio is increased and hence a greater acceleration will be achieved. Power increases vary depending on the extent of the modifications to the engine. The table below illustrates some common outputs for different induction configurations for a typical drag-racing vehicle. Please note that the numbers expressed are not by any means limits for power, but they're rather accurate indications of typical levels of power produced by daily driven drag racing vehicles.
Four cylinder vehicles
* Normally aspirated 4 cyl. engine* (typical) = 65 horsepower-300 horsepower [50kW-170kW]
* Turbocharged 4 cyl. engine* (typical) = 170 horsepower-400 horsepower [127kW-300kW]
* Supercharged 4 cyl. engine* (typical) = 120 horsepower-270 horsepower [90kW-202kW]
* Nitrous oxide may be added to any one of these engine configurations. Nitrous oxide will produce different levels of added power depending on mechanical considerations. For instance: A nitrous oxide injection setup will add far more power to a vehicle equipped with a turbocharger, but lacking an intercooler/aftercooler, than a vehicle with an intercooler/aftercooler due to adiabatic efficiency considerations. Adding nitrous oxide can produce as little as a ten horsepower addition, or as much as three-hundred to five-hundred horsepower in some high-performance applications.
Six cylinder vehicles
* Normally aspirated 6 cyl. engine* (typical) = 120hp-300hp [90kW-225kW]
* Turbocharged 6 cyl. engine* (typical) = 220hp-550hp [165kW-410kW]
* Supercharged 6 cyl. engine* (typical) = 145hp-450hp [108kW-335kW]
* Some Dragracing modified 6cylinder cars have reached 1600hp when turbocharged and running 40-50psi.
* Nitrous oxide may be added to any one of these engine configurations. Nitrous oxide will produce different levels of added power depending on mechanical considerations. For instance: A nitrous oxide injection setup will add far more power to a vehicle equipped with a turbocharger, but lacking an intercooler/aftercooler, than a vehicle with an intercooler/aftercooler due to adiabatic efficiency considerations. Adding nitrous oxide can produce as little as a ten horsepower addition, or as much as three-hundred to five-hundred horsepower in some high-performance applications.
Eight cylinder vehicles
* Normally aspirated 8 cyl. engine* (typical) = 190hp-550hp [140kW-410kW]
* Turbocharged 8 cyl. engine* (typical) = 485hp-1000hp [360kW-746kW]
* Supercharged 8 cyl. engine* (typical) = 350hp-765hp [260kW-570kW]
* "Top Fuel" 8 cyl. engine (typical) = 6,500hp+ (these are 500 cubic inch V8 Hemi Engines running on a mix of 85% Nitromethane to 15% methanol - they produce phenomenal power and propel the vehicle to speeds of over 300mph (500+kmh) in under 5 seconds.
* Nitrous oxide may be added to any one of these engine configurations. Nitrous oxide will produce different levels of added power depending on mechanical considerations. For instance: A nitrous oxide injection setup will add far more power to a vehicle equipped with a turbocharger, but lacking an intercooler/aftercooler, than a vehicle with an intercooler/aftercooler due to adiabatic efficiency considerations. Adding nitrous oxide can produce as little as a ten horsepower addition, or as much as three-hundred to five-hundred horsepower in some high-performance applications.
Other engine types
Ten cylinder, twelve cylinder and Rotary engines are not typically found in drag race settings, and are typically more difficult to modify. Ten and twelve cylinder engines can be found in certain German and British cars but are not common in drag racing. Rotary engines are, however, found in certain Mazda cars and can be heavily modified to produce immense power. In some cases upwards of 1000hp is possible to achieve. As such they have rapidly risen to prominence in some drag racing categories within the Sport Compact classes. Whilst it is impossible to reach the power levels of most types of V8 drag motors when using a rotary engine, the light weight of the rotary helps contribute to a power-to-weight ratio that enables them to compete with cars utilising V8 engines with greater hp. The world record E.T's are in the high sixes for rotary engines.
Some street registered vehicles are eventually capable of six second passes through the quarter-mile (400m). Most daily driven vehicles never get under the ten second time in the quarter-mile (400m). Times are usually taken to an accuracy of one one-thousandth of a second (1 ms) because of the possible closeness of the races.
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