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Tartışma Kuralları ve Yönergeleri
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"The numbers you see are the first gear and last gear ratio, and the axle ratio (like 3.83)
Like with this transmission, the one they've highlighted:
I-Shift AT2812D R: 12 speeds, 14.94-1.00, dif. 2.64.
14.94 is your first gear ratio
1.00 is your 12th gear ratio (meaning this is not an overdrive ♥♥♥♥♥♥)
dif. 2.64 is your axle ratio. This low number means you don't get a lot of acceleration, but you get good fuel economy.
The transmission below it, the AT3512D R is an overdrive transmission, 11.73-0.78, dif 3.08.
First gear is 11.73, 12th gear is 0.78, and the axle ratio is 3.08
With axle ratios, a low number = good fuel economy and a truck that accelerates slowly, and lower load capacity. A high axle ratio = lower fuel economy, a truck that accelerates faster, and a higher load capacity"
This helped me a lot. Maybe it will help you, too. At least regarding transmissions...
So, we are given two numbers: horsepower, and torque at a given RPM. We will ignore horsepower for now, because it is a function of torque and RPM, not a fixed number, even though engines are labeled as though it is fixed.
Torque is the amount of rotational force supplied by the engine. This force travels from the engine, through the transmission and differential axle, to the drive wheels. This rotational force is what makes the wheels turn (or rotate), and the truck move. An engine with higher torque will be able to make the truck accelerate faster, and pull heavier loads.
But, torque is not a fixed number either, and also varies with RPM. So what we see in game is "peak torque", and RPM at which peak torque is achieved. But even this is a slight misrepresentation. In real life we usually have a peak torque range, where the torque curve is relatively flat. The number we're given in game is the beginning of the peak torque range.
The engine is generally most fuel efficient when operating within the peak torque range, so that's why it is given to us. If you're driving on a flat road, with a load that is relatively easy to pull, and there is no emergency situation, you should be driving in the peak torque range.
That's not the end of the story, though. Remember I said earlier that horsepower is a function of torque and RPM. Well, power (horsepower) is the rate at which work is done (as defined by physics), and it continues to rise with RPM even as torque starts to drop. This means you will do more work at the wheels at a higher RPM, at the cost of fuel efficiency. If you are pulling a heavier load and/or driving uphill, you'll want to drive in a higher RPM range, that is most likely outside of the peak torque range.
So when buying an engine, the main thing to look at is torque. In general, you want the highest torque engine you can afford. Some people think that spoils the fun of the game, though, since the biggest engine makes pulling even the heaviest loads easy. Another concern is fuel efficiency, since larger engines are less fuel efficient.
I hope this helps and doesn't just confuse you more.
The camshaft was capable of breathing up to 7k however the carburetor simply couldn't supply enough fuel. I have also seen this occur in the curves for racing motorycles as well as American diesel engines.
Peak power doesn't necessarily have to be at peak RPM.
And you could have chosen a better example of horsepower drop. These large bore diesel engines will never see 7k RPM in regular use.
Actually, to better illustrate what both of us are saying, here is a link to a page for PACCAR engines that are actually in this game, showing both torque and horsepower curves:
https://paccarpowertrain.com/products/engines/paccar-mx-13/
You can plainly see that horsepower continues to rise for a bit after peak torque drops, and at some point it hits peak horsepower and starts to drop as well.
While this is correct on paper the fuel delivery system actually needs to be able to support this as well. I don't mean to that you were wrong in your statement, only that the first thing in my mind was that peak power is never at max rpm unless the test was falsified[www.ultimatecarpage.com]
As for the transmissions, I now understand what the ratios there are talking about in terms of inital gear and highest gear as well as the axle ratio. A follow up question to this however: In ATS, the Allison transmissions have an additional number that reads [I'll use the 4700 RDS as an example] "Torque: 2.42x". I get that it affects the torque of the engine in some way before getting to the drive wheels , but how exactly does it affect it and why do the other transmission brands not have this value?
As for your transmission question, the torque multiplier you're seeing on the Allison transmissions is a function of a real automatic transmission (with a torque converter). That is why the Eaton Fuller transmissions don't have it. They are all manual, or based on manual transmissions (even in automatic mode they are not truly "automatic"). I don't know how the torque converter works, so someone else will have to answer that.
So the only real benefit of running/shifting in a higher RPM would be for going uphill or getting off-the-line so to speak a little quicker at the cost of fuel burn?
I had a suspicion that the Allisons were automatics given how few gears they had. Still I would really like to know how the torque multiplier [as it would seem] affects how she drives and how that would compare to the manual ♥♥♥♥♥♥ [i.e. the pros and cons of the two types].
The TC is like fluid clutch but it multiplies torque at very low speeds because the flow of transmission fluid acts like a reduction gear.
The easiest way to think about this is at this point the engine is spinning a turbine, because it is.
When the TC hits the coupling speed it will lock the turbine and impeller together and the gearbox is now the primary means of transferring power.
Think of both of these working in tandem to provide many more gear ratios then simply how many gears the gearbox has.
A good example i like to use is muscle cars, back in the day a 3 speed manual was standard, 4 speed was an option and automatic was an option but if you've ever driven a 3 speed ( i have and it sucks when you have no torque) you'd know your clutch would last less then 100k miles because of how much you had to slip it to actually get moving.
Well an automatic usually had the same ratios as a 3 speed manual but since it didn't have a clutch and had a torque converter, none of the negatives applied.
This topic is better explained by understanding stall speeds because that's really what's at play here.
https://www.youtube.com/watch?v=pTfipsejqS0
I should say that a clutch in a traditional manual transmission, while it doesn't mutiply torque, can achieve a similar effect.