Diesel oder Benziner ... weit verbreitets Stammtischlatein | Posts 32+

chris11 wrote:

The 25-160 works perfectly for me in third gear, or the 25-200 in fourth.

Most diesel cars, despite their frequent shifting, are left behind. }
Hmm, and what kind of car do you drive?

Okay, so it might be true. I just realized that wasn't 'mot,' but rather 'AutoBild.' They mentioned something about 1,000 revolutions in the sentence before, so the range of 1,000 to 6,400 revolutions would make some sense.

Best regards, WarLord.

'Challenge! Who can, without using a physics formula collection, explain the difference and relationship between force and power in five concise sentences, in a way that's understandable for my grandma (and therefore, for me ), and derive it? Specifically, regarding acceleration and final velocity. Work , distance , time , energy .'

If we've already had it, ignore it! Start the search immediately.

P [Power] = [Torque] Nm * [Speed] /min * 6.28 * 1 min/60 s = [Power in Nm/s or Watts].

The speed has the dimension of radians per second (rad/s), where one revolution is equal to 6.28 radians.

So, for example, with a power output of 96 kW at 4000 rpm, the resulting torque value 'x' is:

96000 = x * 4000 * 6.28 / 60 <=> x = 96000 * 60 / (4000 * 6.2 = 229.299 [Nm]. This should be approximately correct.

A good example of this relationship can be seen with the 1.8 T engine producing 110 kW, which has a torque plateau between approximately 1900 (?) and 4000 rpm: within this range, the power curve exhibits a constant slope.

Regarding the D/B comparison with the same power output, this means: higher torque multiplied by a lower RPM results in the same power OR, because diesel engines have such high torque, they require much lower RPMs to achieve the same power OR...

In other words: Force is when you need to apply 300 N to a 1-meter long wrench to loosen a screw (which then creates - it's not hard to see - a torque of 300 Nm). It only becomes power when you consider how long it takes you to turn the screw one revolution...

Regards,
0588.778

ulf wrote:

chris11 wrote: The 25-160 works perfectly for me in third gear, or the 25-200 in fourth. Most diesel engines, despite their frequent shifting, are left behind. Hmm, and what kind of car do you drive?

BMW M5 E39: 500 Nm of torque, 400 horsepower, 5.0L V8 engine with variable valve timing (VANOS).

Here you can find details about the gear ratios http://www.m-forum.de/calc/getriebe/index.html.

Best regards,
Christian.

chris11 wrote:

While most diesel cars are left behind despite their frequent gear changes.

Why am I not surprised?

The 25-160 works perfectly fine for me in third gear, or the 25-200 in fourth. However, most diesel cars are left behind, even with their frequent shifting.


However, considering the cost, this diesel engine can complete that sprint distance four times!

Best regards, Georg.

Just wait until the new, register-updated 535d becomes more common; it has 530 Nm of torque at 1,500 rpm, a maximum of 560 Nm at 2,000 rpm, and 272 horsepower at 4,400 rpm. It's going to put on quite a show, especially in the lower speed ranges.

Perhaps a higher-performance version will be released eventually; a M 535d, that would be something ...

Sure, here is the translation of the text from German to English:
//edit:

2.993 cc
90.9 horsepower per liter.
Engine: 228 kg.
0-100 km/h in 6.8 seconds (automatic transmission, curb weight 1,800 kg).

Okay, I'm curious to see the first VW diesel with a twin-scroll turbocharger. The guys at Mercedes are also planning to release one towards the end of next year as a 350 CDI (let's see if they copied it...). Just read about it.

chris11 wrote:

The 25-160 works perfectly fine for me in third gear, or the 25-200 in fourth. However, most diesel cars are left behind despite their frequent shifting. Bitte gib mir den deutschen Text, den du übersetzt haben möchtest. BMW M5 E39,

500 Nm of torque, 400 horsepower, 5.0L V8 engine with variable valve timing (VANOS).

Well, those are completely different performance levels compared to your average TDI engines.
Engines of that size would definitely be a lot of fun in cars, even as naturally aspirated engines: for the passengers and the gas station attendant }.

What RPM range do you typically use in fourth gear, between 25 and 200?

Yes, I'm curious to see the first VW diesel with a turbocharger (also known as a 'register charger').

And me too...

Rainer probably has to pay an additional traffic charge for that.

What additional potential sources of error such a register system introduces...
Even for me, as a BOfH, it's dizzying .

CU Gremlin.

Quote:

Engines of that size would definitely be a lot of fun in cars, even as naturally aspirated engines: for the occupants and the gas station attendant . What RPM range do you go through from 25 to 200 in fourth gear?

Yes, currently with a gasoline engine. It has super-direct throttle response. You see the gas station attendant about twice as often compared to a diesel car. But he's also very friendly and greets you nicely.

As calculated in the link above, it rotates at 820 RPM in 4th gear, which is quite good for an 8-cylinder engine. The redline is at 7100 RPM, and at 200 km/h in 4th gear, it's...
6570 RPM. The torque curve is relatively flat up to 7000 RPM, which allows for very relaxed driving if desired. My main reason for spending so much money was that it's simply too difficult for normal gasoline engines with less than 200 horsepower to keep up with all those diesel vehicles on the highway in the speed range of up to 180 km/h.

Best regards,
Christian.

Hello Bertil,

Your explanation of the differences between TDI and gasoline engines is very well written.

Of course, there are many advantages to the TDI engine. Otherwise, there wouldn't have been such a boom for about 10 years. Today, we see very high registration numbers for new vehicles equipped with TDI engines.

The problem is that it's difficult to convince many people to switch to diesel.
Some people used to drive a Mercedes-Benz 200D and use that driving experience as a deciding factor when choosing between a diesel and a gasoline engine.

If one could precisely define their own requirements, the decision would be easier to make.
In my opinion, the engine sound is also an important factor to consider when making a decision.

This makes me think of motorsports. Companies advertise their motorsport models, but even today, powerful diesel engines are still being pushed into the alternative energy sector.
The turbo (diesel) engine needs to be kept at a certain RPM in order for the boost pressure to be available. This is an additional task in motorsports and therefore doesn't necessarily simplify things.
Turbocharged vehicles are only interesting here if they offer a significant increase in power. In motorsports, naturally aspirated engines are generally preferred when performance is comparable.

Back to the personal driver claims:
What does the driver want?
A fuel-efficient car with good driving characteristics...
Or a sporty car?

The problem is that, due to its increased power output, a diesel engine often matches the performance specifications of a gasoline engine these days.

For me, performance is not the same as athleticism.

I'm an enthusiastic diesel driver because I find it comfortable.

Efficiency is more important to me than maximum performance.

Kai.

The car magazine (AMS) tested the 535d and states that it should be revved up to 5,000 RPM without any restrictions.

Best regards, WarLord.

Hi there!
I noticed that under the 'general' section, in the gasoline/diesel comparison, the torque curve for the 100 horsepower gasoline engine seems incorrect. It's missing approximately 20 Nm .

schnappi wrote:

Hi! I noticed that under the "general" section, in the gasoline/diesel comparison, the torque curve for the 100 HP gasoline engine seems incorrect. It's missing approximately 20 Nm

.
Hi,

Do you mean the XLS acceleration calculator?

Yes, exactly. The 1.6-liter gasoline engine is specified with 148 Nm of torque at 3800 rpm.