All torque provides tractive effort, not just midrange.
I didnt mention gearing specifically because in the instance of 99.9% road car users who chose to modify their engines, the ratios remain the same.
However maximum tractive effort gives maximum acceleration. Hence you accelerate at a higher rate in 1st gear than you do in 5th. Obviously this reduces with reduction in overall gear ratio, and as road speed increases with a higher numerical gear so too does aerodynamic loses meaning net acceleration is reduced. Fact still remians, with higher tractive effort comes higher acln.
Of course, its a very wide discussion and not at all clearcut, we could go into drag, discharge coefficients, frontal area, vehicle mass and the like; but again these are typically fixed, so you have to look at it subjectively to the case in hand.
Eg flexibility to this, compare a kit-car engine characteristics to Saloon. Typically with a kitcar you will configure the engine to yield a higher power figure and loose the favour of torque lower down the rpm range. But thats balancing the effect of torque against vehicle mass. But the saloon car will require alot more torque delivered by the engine to make it reach the same rate acln as the light kit car.
As for power determining acl statement, well sorry thats just wrong.
F=Ma I think someone once said.
If you want to think of examples beyond the age of Isaac Newton, then compare a diesel powered car to a petrol powered equivalent.
You will have surely noticed the diesel car accelerates alot "harder" in each gear. Agreed the petrol car will accelerate for "longer" (but not as hard over that period), but again this comes back to my post above, where power curve increases where toque drops off.
I guess you should get onto the guys at Prodrive and tell them they have got it wrong with their WRC cars. They DONT want a massive torque figure over an almost impossibly large rpm window.
I didnt mention gearing specifically because in the instance of 99.9% road car users who chose to modify their engines, the ratios remain the same.
However maximum tractive effort gives maximum acceleration. Hence you accelerate at a higher rate in 1st gear than you do in 5th. Obviously this reduces with reduction in overall gear ratio, and as road speed increases with a higher numerical gear so too does aerodynamic loses meaning net acceleration is reduced. Fact still remians, with higher tractive effort comes higher acln.
Of course, its a very wide discussion and not at all clearcut, we could go into drag, discharge coefficients, frontal area, vehicle mass and the like; but again these are typically fixed, so you have to look at it subjectively to the case in hand.
Eg flexibility to this, compare a kit-car engine characteristics to Saloon. Typically with a kitcar you will configure the engine to yield a higher power figure and loose the favour of torque lower down the rpm range. But thats balancing the effect of torque against vehicle mass. But the saloon car will require alot more torque delivered by the engine to make it reach the same rate acln as the light kit car.
As for power determining acl statement, well sorry thats just wrong.
F=Ma I think someone once said.
If you want to think of examples beyond the age of Isaac Newton, then compare a diesel powered car to a petrol powered equivalent.
You will have surely noticed the diesel car accelerates alot "harder" in each gear. Agreed the petrol car will accelerate for "longer" (but not as hard over that period), but again this comes back to my post above, where power curve increases where toque drops off.
I guess you should get onto the guys at Prodrive and tell them they have got it wrong with their WRC cars. They DONT want a massive torque figure over an almost impossibly large rpm window.
