Search results
Results From The WOW.Com Content Network
RE: 747 Takeoff and cruising power comparison. FieldTeam (Aerospace) 18 Aug 08 07:28. Simplified: Full power take off is just that. The engines are brought to full power and when the aircraft reaches a certain speed (Vto), the aircraft leaves the ground. The crew could also elect to perform a reduced power take off.
Engine is a street flat 4, 4 valve, high tumble/swirl NA with 10:1 static and 8.5:1 dynamic compression ratio on midgrade gasoline. Peak power is at 6200 RPM and peak torque at 3800-4600 RPM. x-axis is engine load vs y-axis being engine RPM. My observations running the engine with this fuel table is: - NO knocking or detonation on midgrade gas.
2190 rpm, and BMEP as necessary to make 16 HP, or whatever it is you need, or are using, and there's your BSFC. With a gasser at 2000 rpm the full power/max torque might be obtained with the throttle partially open, but the manifold pressure would be zero. Opening the throttle further would not make more power.
Power is power - the power usage at sea can easily be metered via permanent metering installed in the ship's power distribution system. The ship has a large electrical power distribution just like a large office building (or small city). For a ship as large as a cruise ship, there will be special shore power specifications and the port and/or ...
There are cheap, easy and off-the-shelf testers for small Li-ion cells. They might take an hour or two to test a typical 18650 Li-ion cells. A larger battery would not be so simple. These Li-ion cell capacity checkers devices are effectively a "demonstration" test. They actually exercise the cell to see how it does.
Keep in mind that good fuel economy is not necessarily the same thing as good performance, since minimum pumping a losses are found at low rpm, while maximum performance is generally achieved at high rpm. You might look for a truck camshaft, one biased toward torque at the expense of maximum performance.
Power would have to be estimated via an input of the road load coefficients of the vehicle. For a given cruising speed requirement & tolerance, a 'pulse and glide' strategy could be devised to minimise fuel consumption, and indicated to the driver by a device connected to the OBD port.
translating some of the terminology used in the power industry, and readily admit to little practical experience with anything prefaced with 'M', except ohms. In an attempt to save a little face, I went cruising a bit. According to Baron Power (Square-D's docs were MIA):
Eric The reason I believe the engine room should be slightly pressurized is for correct engine operation. In my opinion many engine power loss problems come from a lack of air available for combustion, it surprises many people how much air is actually needed for correct combustion and it is easy to starve engines of air in tight engine rooms.
This vehicle appears to obtain better fuel economy in the 75-80mph range than the 60-65 mph range. Rpm's are 2700-3000 vs 2100-2400. It is an auto trans, non turbo, non all wheel drive. 2.0l. It seems that aerodrag alone would hinder better mileage. I personally like operation @ 80 as opposed to 60. 60 seems to take forever to get to work.