Calculators and Comparators mariusciclistu"Power is a denatured mirroring of force and acceleration in thermal engines' regard."Marius Pantea feb.2017 

Calculators and ComparatorsBike: Moto: Auto: Universal: GEAR RATIO  it is the ratio between the driver shaft angular speed and the driven shaft angular speed from the gearbox. In other words the ratio between the number of teeth of the driven sprocket that is on the driven shaft in the gearbox and the number of teeth of the driver sprocket that is on the in shaft coupled to the engine with the clutch. Example: 3.17:1 which means 3.17 rotations of the motor shaft at 1 rotation of the driven shaft. In this case we input 3.17 in the calculator. You can find these ratios here. FINAL DRIVE RATIO  has the same definition with the gear ratio with the specification that the drive it refers to is between the driven shaft and the shaft that transmits the movement to the wheels. Pmax/RPM  indicates the maximum power developed by the engine and the rotation speed at which it occurs. It's measured in KW. See the difference between HP & HF (Horse Force). Tmax/RPM  indicates the maximum torque developed by the engine and the rotation speed at which it occurs. It's measured in Nm. 
Car Transmission Calculator and ComparatorFill in at least the mandatory fields marked with *See the results 
Tyre (tyres) Info Height (mm): Diameter (mm): Circumference (mm):
OBSERVATIONS:
a. Changing the tyres/wheels dimensions influences only the real speed (Attention, not the one indicated by the gauge!) and the force applied at the circumference of the traction wheels:  by lowering the diameter, the force applied at the circumference of the traction wheels will rise and the real speed will drop,  by rising the diameter, the force applied at the circumference of the traction wheels will drop and the real speed will rise.  this force applied at the circumference of the traction wheels is influenced also by their mass => their inertia. b. The torque at the traction wheels changes only by changing gear, not by changing the diameter or mass of the wheels. c. The power at the traction wheels is equal with the power at the flywheel minus the losses through friction in the transmission (in general 15% for 2wd and 25% for 4wd that includes the losses generated by the mass /inertia of the wheels). So, the power at the traction wheels does not vary by their diameter (it varies by their mass/inertia). Therefore results that for the same power at the traction wheels there are multiple values for the force (that is influenced by the wheels' mass so we are discussing about equal masses and equal distribution of the mass for different diameters) applied at their circumference and so, a different behaviour of the car. Results1st gear: Speed at RPM (KM/H): Speed at RPM (KM/H): Torque at RPM at the traction wheels (Nm): Acceleration imposed to the vehicle at RPM (m/s^{2}): Force at RPM applied at the traction wheels' circumference (N): Force at RPM applied at the traction wheels' circumference (N): 2nd gear: The rotation speed at which the engine resumes the traction if the previous gear is changed at RPM:
Force at RPM applied at the traction wheels' circumference (N):
Speed at RPM (KM/H): Speed at RPM (KM/H): Torque at RPM at the traction wheels (Nm): Acceleration imposed to the vehicle at RPM (m/s^{2}): Force at RPM applied at the traction wheels' circumference (N): Force at RPM applied at the traction wheels' circumference (N): 3rd gear: The rotation speed at which the engine resumes the traction if the previous gear is changed at RPM:
Force at RPM applied at the traction wheels' circumference (N):
Speed at RPM (KM/H): Speed at RPM (KM/H): Torque at RPM at the traction wheels (Nm): Acceleration imposed to the vehicle at RPM (m/s^{2}): Force at RPM applied at the traction wheels' circumference (N): Force at RPM applied at the traction wheels' circumference (N): 4th gear: The rotation speed at which the engine resumes the traction if the previous gear is changed at RPM:
Force at RPM applied at the traction wheels' circumference (N):
Speed at RPM (KM/H): Speed at RPM (KM/H): Torque at RPM at the traction wheels (Nm): Acceleration imposed to the vehicle at RPM (m/s^{2}): Force at RPM applied at the traction wheels' circumference (N): Force at RPM applied at the traction wheels' circumference (N): 5th gear: The rotation speed at which the engine resumes the traction if the previous gear is changed at RPM:
Force at RPM applied at the traction wheels' circumference (N):
Speed at RPM (KM/H): Speed at RPM (KM/H): Torque at RPM at the traction wheels (Nm): Acceleration imposed to the vehicle at RPM (m/s^{2}): Force at RPM applied at the traction wheels' circumference (N): Force at RPM applied at the traction wheels' circumference (N):
The transmission will generate the force applied to the circumference of the traction wheels / R ,
OBS. 1.The torque at the traction wheels doesn't change if the tyres are changed. By changing Graph 1 For a better interpretation of these values you need the torque chart from the engine Graph 2^^ The above graph is useful only if rotational speed values and respectively torque values of the engine from the torque chart were inputted and it refers, especially, to / R wheels, / R wheels having displayed only the graph of total force at their circumference depending on the rotational speed of the engine, in 1st gear (for keeping the graph readable).
For maximum performance, the gold colored lines "Shift __" from the above graph must be ~HORIZONTAL ! Graph 3^^ The above graph is useful only if rotational speed values and respectively torque values of the engine from the torque chart were inputted and it refers only to / R wheels.
For maximum performance, the gold colored lines "Shift __" from the above graph must NOT be visible ! Graph 3^^^ (air resistance included) This graph appears only if values for air resistance calculation (drag coefficient, reference area and air's density) were inputted. For example, the first two can be found here.
Acceleration time [s]* The shifting time is NOT included. The air drag IS NOT taken into consideration in the actual calculation.
Graph 4^^ The colored areas below each graph line represent the acceleration time. The time needed for shifting gears is considered to be 0. This graph displays the inverse of acceleration that is generated by the engine+transmission depending on the speed, without taking into consideration the transmission losses. Graph 4^^^ (air resistance included) This graph appears only if values for air resistance calculation (drag coefficient, reference area and air's density) were inputted. For example, the first two can be found here.
Graph 5^^ The colored areas below each graph line represent the distance covered. The time needed for shifting gears is considered to be 0. This graph displays the speed depending on time, without taking into consideration the transmission losses. Graph 5^^^ (air resistance included) This graph appears only if values for air resistance calculation (drag coefficient, reference area and air's density) were inputted. For example, the first two can be found here.
Graph 6^^ The time needed for shifting gears is considered to be 0. This graph displays the distance covered depending on time, without taking into consideration the transmission losses. Graph 6^^^ (air resistance included) This graph appears only if values for air resistance calculation (drag coefficient, reference area and air's density) were inputted. For example, the first two can be found here.
Efficient approach when overtaking*IF the shifting RPMs are autocompleted for MAXIMIZING THE TRANSMISSION'S PERFORMANCES and the inputed torque graph is measured with the acceleration pedal PUSHED 100%!

Please accept the Google Analytics cookies
Please accept the Google Custom Search cookies
We remind you that you've accepted the use of Google Analytics cookies.
We remind you that you've accepted the use of Google Custom Search cookies.
This notification will disappear in seconds.