Diesel Vs. Benzina

Relationship with torque

For a given torque, the equivalent power may be calculated. The standard equation relating torque in foot-pounds, rotational speed in RPM and horsepower is:

P [ {\rm hp}] = {[\Tau / ({\rm ft \cdot lbf})] [\Omega / ({\rm r/min})] \over 5252}

Where P is power, τ is torque, and ω is rotations per minute. Outside the United States, most countries use the newton meter as the unit of torque. Most automobile specifications worldwide have torque listed in newton meters. The standard equation relating torque in newton meters, rotational speed in RPM and power in kilowatts is:

P [ {\rm kW}] = {[\Tau / ({\rm N \cdot m })] [\Omega / ({\rm r/min})] \over 9549}

These are based on Watt's definition of the mechanical horsepower. The constants 5252 and 9549 are rounded.

5252 comes from 33,000 (ft.lbf/min) / 2π (radians/revolution),

and 9549 comes from 60 (s/min) x 1000 (W/kW) / 2π (radians/revolution).

See torque.


Machine torque

Torque is part of the basic specification of an engine: the power output of an engine is expressed as its torque multiplied by its rotational speed. Internal-combustion engines produce useful torque only over a limited range of rotational speeds (typically from around 1,000�6,000 rpm for a small car). The varying torque output over that range can be measured with a dynamometer, and shown as a torque curve. The peak of that torque curve usually occurs somewhat below the overall power peak. The torque peak cannot, by definition, appear at higher rpm than the power peak.

Understanding the relationship between torque, power and engine speed is vital in automotive engineering, concerned as it is with transmitting power from the engine through the drive train to the wheels. Typically power is a function of torque and engine speed. The gearing of the drive train must be chosen appropriately to make the most of the motor's torque characteristics.

Steam engines and electric motors tend to produce maximum torque close to zero rpm, with the torque diminishing as rotational speed rises (due to increasing friction and other constraints). Therefore, these types of engines usually have quite different types of drivetrains from internal combustion engines.

Torque is also the easiest way to explain mechanical advantage in just about every simple machine.[citation needed]


Prin urmare , deci : prefer oricand un turbo diesel modern unui benzinar aspirat modern, nu numai prin prisma cuplului NET superior ci mai ales prin consumul mult redus de combustibil.Voi o sa o tineti pe a voastra ca nu sunt fiabile dieselurile, ca sunt mai scump de intretinut, astea sunt harfele posesorilor de benzinare aspirate care nu au avut dieseluri in viata lor si care continua sa creada ca dieselul e un motor lenes. Discutia o sa continue la nesfarsit.

diferenta de consum nu este asa mare intre motoarele diesel si cele otto . si in plus prefer consumul mai maricel de benzina decat sunetul "tractorului" !

Mesaj iniţiat de AdidaSz0r

prefer consumul mai maricel de benzina decat sunetul "tractorului" !

Benzină

prefer tot benzina din motive de silentiozitate.

Benzina si GPL- 100%
Nu va ganditi si la poluare? Dieselul o fi el mai "musculos" dar consuma resurse multe....Nu mai avem timp sa ne gandim numai la randamente si putere pt ca se cam duc resursele (asa incet dar se duc)
Threadul isi are rostul asta pt cei ce cred ca nu-si are pt ca usor usor orice subiect in disputa creeaza competitie si ea duce la progres.
GPL nota 9/10 (puterea sa stiti ca nu lasa de dorit daca instalatia e de calitatte si montata corespunzator)
Deja in tarile calde se doreste impunerea unor restrictii in orase pt motoarele diesel deci tot benzina va fi de viitor.
Fiabilitatea dieselelor e data de componentele motorului care sunt muuult mai robuste.