There are two things on which Rucker Performance orientated when creating the Gauntlet: style and handling. It was suppose to be long, apparently tall and clean looking and guess what? It ended up looking like this, only that with a low center of gravity, feature which covers up the second big requirement in the maker’s list. Concerning the engine, they used the same S&S 124 CID piece of engineering.
So you’re a bike builder with the intention to go big on the market with custom machines? The best thing anyone could suggest doing is fabricating the product basing on the customers specifications. It seems that Rucker Performance has got that right so starting from the base project and the main image of the Gauntlet, future owners can have their future road companions created just for them.
The bike comes with the maker’s specific V-Twin engine of 124 cubic inches mated to a six-speed transmission and I don’t think you would like to change something concerning that, but everything from wheels to paint can be personalized in order to exert that magical attraction that makes the rider hit the road every day.
Competition
2008 Rucker Splitback
But there is one other bike in particular that has big plans for ruling this class and it has the OCC name written on it. Yes, it is the Splitback, the closest thing you will find to the Gauntlet. One of OCC’s production motorcycles, the Splitback is a true custom chopper. It practically introduced the custom cruiser performance idea among builders and most of that has to do with the wide rear tire.
It is an innovative chopper with lots of one-off features such as the separated rear wheel illusion, the suspended seat and a radical gas tank that not only follows the frame’s lines, it actually looks like being part of the frame. Underneath it there is a 124 cubic inches V-Twin motor, also mated to a six-speed gearbox so when it comes to performance these bikes are truly comparable.
Exterior
2008 Rucker Gauntlet
In relation to the OCC Splitback, the Rucker Gauntlet is a little more docile motorcycle and I am not referring to its performance features. It simply brings a bit more to an early custom chopper and it can be the perfect choice for those who aren’t looking for the craziest thing of them all.
Best characterized by words such as drop seat design, the Gauntlet is long and offers a low riding position. It immediately stands out and although not as the most wild in the crowd, it is definitely among the ones who perfectly blend in their body elements, true testimony of being a chopped-up machine.
It has the custom wheels, the 300mm rear tire and the polished engine couldn’t have missed this model, but what I appreciate most is the inverted forks covered in chrome.
What is so great about this bike is that future owners can go for the extreme paint package which brings to their imagination more than 40 colors and some unique graphics. Also, there is a range of custom wheels completing the personalization possibilities.
Price
Priced at $49,995, the Gauntlet isn’t considered cheap no matter how you put it, but it is indeed a great bike for the buck. I often find myself wondering how many (or what) cars a custom bike owner should have at home if it affords buying such a thing and at reunions such as Daytona Bike Week I am amazed to find out that sometimes none! Wife cars not included!
Conclusion
Exclusivity is the key that sells all custom bikes and the Rucker Gauntlet isn’t the exception from the rule. It is simply a big chopper with an affinity for comfort and light handling, as its maker claims, and that makes it sufficient to be among my favorite production custom bikes out there.
Saturday, November 14, 2009
BMS Nemeh-sis chopper Data
An amazing thing happened at the Rats Hole show in Daytona Beach, Fla. during last October’s Biketoberfest – a custom Star Motorcycle won the show’s top prize. In doing so, it garnered the first win for a metric chopper in the premier category that’s traditionally ruled by American machines. Even more amazing the machine, named Nehme-sis after its builder, Broward Motorsports and BMS Choppers owner Sam Nehme, was the only metric cruiser ever to compete against American machines in Rats Hole’s prestigious Over 1000cc Super Radical category. “This year was the first time in 38 years they have ever allowed a metric bike to compete in the American class,” Nehme explains.
In building Nehme-sis, Nehme literally took the Star Motorcycles tagline to heart. “We build it, you make it your own” never had a more perfect interpretation. The efforts of Nehme and his employees to create such an incredible motorcycle also powerfully shows what individual dealers can do – for themselves, for their dealership, and for metric cruisers and the Star Motorcycles brand.
Together Nehme, Broward Motorsports and BMS Choppers of Davie, Fla. made a huge commitment in developing and building Nehme-sis. Considering the shop’s $80 per hour flat rate, Nehme reckons there is $250,000 just in labor to handcraft the machine from the ground up – never mind the cost of parts, paint and plating. Now that’s going above and beyond the call of business. Star Motorcycles salutes you Mr. Nehme!
2006 BMS Nehme-sis
Racing against time
The story of how the world’s most exotic Star custom helped boost metric cruisers to the apex of bike building is truly sensational. Nehme, head machinist Ron Tilson and “Jonesy,” a fabricator, created Nehme-sis over a six-month period. But its inspiration started with Nehme, who sketched out some ideas on paper after being invited to participate in an ESPN2 bike build-off. While no cost restrictions were established, there was a catch – the machine had to be designed and built within six months, a task that even the experienced Nehme found nearly impossible.
With the full support of the 50 Broward Motorsports employees, Nehme, Tilson and Jonesy worked day and night to bring the sketches to life. They started by dismantling a brand-new Road Star, saving only the engine, engine cradle and steering head (the latter to retain the original VIN). Extensive design work and testing went into the single-sided front “fork,” whose main spar is more than three feet long and machined from aluminum billet. Fully functional, it incorporates an air-ride system that, along with the single-sided swingarm rear suspension, can lift the motorcycle 10 inches or lower it right onto the ground. In fact, a side stand is unnecessary as Nehme-sis softly lands on its frame rails when it’s time to park.
To make the most of the beautiful Road Star engine, BMS Choppers developed a new frame with no front down tubes, instead utilizing the V-twin as a structural element. The frame was likewise tested for bending rigidity prior to continuing with the build. Nehme is proud to note that the frame, suspension and bodywork – in fact nearly everything except the wheels, plating and paintwork – were created in-house at BMS Choppers. And he especially credits Tilson and Jonesy for the expert results.
Everywhere you look, Nehme-sis surprises with clever engineering. In back is an extraordinary 360mm rear tire (wider than a Dodge Viper’s!) from Vee Rubber, flanked by a custom LED taillight/brake-light array integrated into the rear fender edges. An automatic clutch and a clever electronic grip shifter help clean up the overall lines. The rider selects gears by rotating the left handgrip, which can also switch modes to control the air-ride suspension on the fly. For space efficiency, the fuel tank was sectioned into two parts – one for gasoline and the other for electronics.
There are dozens more neat features, such a hidden front brake caliper and a rear brake tucked behind the chain drive’s front sprocket. And the finish is simply exceptional, with many gold-plated components including the custom wheels, which use an artful blend of gold and chrome plating. A skeleton motif extends from the paint to intricate details such as the bony hands surrounding the air filter.
2006 BMS Nehme-sis
The Thrill of Competition
Nehme started BMS Choppers in 2003 as a secondary business to Broward Motorsports after receiving compliments on a few machines he had developed. Now the company builds about 30 ground-up customs and hundreds of personalized Star motorcycles for its customers every year, but Nehme-sis is by far the wildest to date.
He states that despite having a half-year for the project, Nehme-sis was done just three hours before ESPN2’s midnight deadline last May. Then after a brief test ride, it was stored until its September unveiling at the sports channel’s Metric Revolution show taping in Las Vegas. There it passed a demanding road test, then ascended through a 10-bike field to finish in the top three and win the Peoples Choice vote from over 5,000 show goers. The actual Metric Revolution show winner will be chosen during Daytona Bike Week next March as the show is finalized.
“Everyone was excited for us to be on TV and to be in the build-off,” Nehme says of the buzz Nehme-sis generated at Broward Motorsports. “It’s great bragging rights for the store, and it’s huge for our employees to be part of a company building metric customs.”
After returning from Las Vegas, Nehme-sis was entered in a pair of shows during last October’s Biketoberfest. First it won Best of Show on the Daytona Beach Boardwalk ahead of another Road Star and a Roadliner. Then came the famed Rats Hole show where Nehme-sis shocked the establishment by winning the premier class. “I think it blew a lot of minds in the industry that a metric bike could win the top prize on the first try,” he adds. “And it was really exciting that we finally beat the Harley-based American-built bikes.”
This winter you can see Nehme-sis in person at any of the 2007 Cycle World International Motorcycle Shows (http://www.motorcycleshows.com/) as an official part of the Star Motorcycles exhibit. Then in April be sure to catch ESPN2’s Metric Revolution chronicling the entire build process and competition.
In building Nehme-sis, Nehme literally took the Star Motorcycles tagline to heart. “We build it, you make it your own” never had a more perfect interpretation. The efforts of Nehme and his employees to create such an incredible motorcycle also powerfully shows what individual dealers can do – for themselves, for their dealership, and for metric cruisers and the Star Motorcycles brand.
Together Nehme, Broward Motorsports and BMS Choppers of Davie, Fla. made a huge commitment in developing and building Nehme-sis. Considering the shop’s $80 per hour flat rate, Nehme reckons there is $250,000 just in labor to handcraft the machine from the ground up – never mind the cost of parts, paint and plating. Now that’s going above and beyond the call of business. Star Motorcycles salutes you Mr. Nehme!
2006 BMS Nehme-sis
Racing against time
The story of how the world’s most exotic Star custom helped boost metric cruisers to the apex of bike building is truly sensational. Nehme, head machinist Ron Tilson and “Jonesy,” a fabricator, created Nehme-sis over a six-month period. But its inspiration started with Nehme, who sketched out some ideas on paper after being invited to participate in an ESPN2 bike build-off. While no cost restrictions were established, there was a catch – the machine had to be designed and built within six months, a task that even the experienced Nehme found nearly impossible.
With the full support of the 50 Broward Motorsports employees, Nehme, Tilson and Jonesy worked day and night to bring the sketches to life. They started by dismantling a brand-new Road Star, saving only the engine, engine cradle and steering head (the latter to retain the original VIN). Extensive design work and testing went into the single-sided front “fork,” whose main spar is more than three feet long and machined from aluminum billet. Fully functional, it incorporates an air-ride system that, along with the single-sided swingarm rear suspension, can lift the motorcycle 10 inches or lower it right onto the ground. In fact, a side stand is unnecessary as Nehme-sis softly lands on its frame rails when it’s time to park.
To make the most of the beautiful Road Star engine, BMS Choppers developed a new frame with no front down tubes, instead utilizing the V-twin as a structural element. The frame was likewise tested for bending rigidity prior to continuing with the build. Nehme is proud to note that the frame, suspension and bodywork – in fact nearly everything except the wheels, plating and paintwork – were created in-house at BMS Choppers. And he especially credits Tilson and Jonesy for the expert results.
Everywhere you look, Nehme-sis surprises with clever engineering. In back is an extraordinary 360mm rear tire (wider than a Dodge Viper’s!) from Vee Rubber, flanked by a custom LED taillight/brake-light array integrated into the rear fender edges. An automatic clutch and a clever electronic grip shifter help clean up the overall lines. The rider selects gears by rotating the left handgrip, which can also switch modes to control the air-ride suspension on the fly. For space efficiency, the fuel tank was sectioned into two parts – one for gasoline and the other for electronics.
There are dozens more neat features, such a hidden front brake caliper and a rear brake tucked behind the chain drive’s front sprocket. And the finish is simply exceptional, with many gold-plated components including the custom wheels, which use an artful blend of gold and chrome plating. A skeleton motif extends from the paint to intricate details such as the bony hands surrounding the air filter.
2006 BMS Nehme-sis
The Thrill of Competition
Nehme started BMS Choppers in 2003 as a secondary business to Broward Motorsports after receiving compliments on a few machines he had developed. Now the company builds about 30 ground-up customs and hundreds of personalized Star motorcycles for its customers every year, but Nehme-sis is by far the wildest to date.
He states that despite having a half-year for the project, Nehme-sis was done just three hours before ESPN2’s midnight deadline last May. Then after a brief test ride, it was stored until its September unveiling at the sports channel’s Metric Revolution show taping in Las Vegas. There it passed a demanding road test, then ascended through a 10-bike field to finish in the top three and win the Peoples Choice vote from over 5,000 show goers. The actual Metric Revolution show winner will be chosen during Daytona Bike Week next March as the show is finalized.
“Everyone was excited for us to be on TV and to be in the build-off,” Nehme says of the buzz Nehme-sis generated at Broward Motorsports. “It’s great bragging rights for the store, and it’s huge for our employees to be part of a company building metric customs.”
After returning from Las Vegas, Nehme-sis was entered in a pair of shows during last October’s Biketoberfest. First it won Best of Show on the Daytona Beach Boardwalk ahead of another Road Star and a Roadliner. Then came the famed Rats Hole show where Nehme-sis shocked the establishment by winning the premier class. “I think it blew a lot of minds in the industry that a metric bike could win the top prize on the first try,” he adds. “And it was really exciting that we finally beat the Harley-based American-built bikes.”
This winter you can see Nehme-sis in person at any of the 2007 Cycle World International Motorcycle Shows (http://www.motorcycleshows.com/) as an official part of the Star Motorcycles exhibit. Then in April be sure to catch ESPN2’s Metric Revolution chronicling the entire build process and competition.
Suzuki GSX 1250FA Motorcycle
SPECIFICATIONS
2010 Suzuki GSX1250FA
Engine and Transmission
Engine Type: 4-stroke, 4-cylinder, liquid-cooled, DOHC
Bore x Stroke: 79.0 mm x 64.0 mm
Engine Displacement: 1255 cm3 (1255cc)
Compression Ratio: 10.5 : 1
Carburetion: Fuel injection
Oil Capacity (overhaul): 3.7L (3.9 US qt.)
Ignition: Electronic ignition (Transistorized)
Starter System: Electric
Lubrication System: Wet sump
Transmission: 6-speed constant mesh
Primary Drive Ratio: 1.537 (83 / 54)
Final Drive Ratio: 2.388 (43 / 18)
Chassis and Dimensions
Rake/Trail: 25.2 degrees / 104 mm (4.1 in.)
Front Suspension: Telescopic, coil spring, oil damped
Rear Suspension: Link type, coil spring, oil damped
Front Brake: Disc, twin
Rear Brake: Disc
Front Tire: 120/70ZR17M/C (58W), tubeless
Rear Tire: 180/55ZR17M/C (73W), tubeless
Fuel Tank: 19.0 L (5.0 US gal.)
Overall Length: 2,130 mm (83.9 in.)
Overall Width: 790 mm (31.1 in.)
Overall Height: 1,235 mm (48.6 in.)
Wheelbase: 1,485 mm (58.5 in.)
Seat Height: 805 / 825 mm (31.7 / 32.5 in.)
Curb Mass: 257kg (567 lbs.)
Features
2010 Suzuki GSX1250FA
1255cm3engine tailored to deliver extra-smooth acceleration and broad power, generating peak torque at a low rpm range.
Suzuki Dual Throttle Valve (SDTV) fuel injection brings superb response feel, smooth power delivery, improved mileage and reduced emissions.
Long-wearing, tough SCEM (Suzuki Composite Electrochemical Material) cylinder-bore plating.
Chrome-nitride piston-ring coating contributes to reduction of friction and tighter cylinder sealing.
Secondary balancer shaft enhances the engine’s smooth operation.
Automatic Idle Speed Control (ISC) helps improve cold starting, reduce cold-start emissions and stabilize engine idle under varying conditions.
Liquid-cooled oil cooler helps keep the engine running cool.
Effective engine management and emissions control systems together allow the GSX1250FA to meet the latest emission regulations and standards.
Functional full fairing, housing vertically stacked headlights and shaped for a neatly integrated impression with the tank and the tailsection.
Classic tube-frame chassis, with rake and trail chosen for an excellent balance between sporty handling and highway cruising comfort.
43mm-stanchion-tube front fork and single rear shock, both spring-preload-adjustable.
Fully floating 310mm-disc dual front brakes with 4-piston calipers. 240mm-disc rear brake with single-piston caliper.
Digital Antilock Brake System (ABS)* monitors wheel speed and matches stopping power to available traction.
Comfort-contoured seat. Seat height can be adjusted up or down 20mm by flipping over mounting spacers between the seat and the frame seat rails.
A convenient centerstand is standard equipment.
Functionally arranged instrument cluster with a comprehensive set of gauges, including a convenient gear-position indicator and a shift light.
Available Suzuki Genuine Accessories for the GSX1250FA include top and side cases, windshield and many more.
2010 Suzuki GSX1250FA
Engine and Transmission
Engine Type: 4-stroke, 4-cylinder, liquid-cooled, DOHC
Bore x Stroke: 79.0 mm x 64.0 mm
Engine Displacement: 1255 cm3 (1255cc)
Compression Ratio: 10.5 : 1
Carburetion: Fuel injection
Oil Capacity (overhaul): 3.7L (3.9 US qt.)
Ignition: Electronic ignition (Transistorized)
Starter System: Electric
Lubrication System: Wet sump
Transmission: 6-speed constant mesh
Primary Drive Ratio: 1.537 (83 / 54)
Final Drive Ratio: 2.388 (43 / 18)
Chassis and Dimensions
Rake/Trail: 25.2 degrees / 104 mm (4.1 in.)
Front Suspension: Telescopic, coil spring, oil damped
Rear Suspension: Link type, coil spring, oil damped
Front Brake: Disc, twin
Rear Brake: Disc
Front Tire: 120/70ZR17M/C (58W), tubeless
Rear Tire: 180/55ZR17M/C (73W), tubeless
Fuel Tank: 19.0 L (5.0 US gal.)
Overall Length: 2,130 mm (83.9 in.)
Overall Width: 790 mm (31.1 in.)
Overall Height: 1,235 mm (48.6 in.)
Wheelbase: 1,485 mm (58.5 in.)
Seat Height: 805 / 825 mm (31.7 / 32.5 in.)
Curb Mass: 257kg (567 lbs.)
Features
2010 Suzuki GSX1250FA
1255cm3engine tailored to deliver extra-smooth acceleration and broad power, generating peak torque at a low rpm range.
Suzuki Dual Throttle Valve (SDTV) fuel injection brings superb response feel, smooth power delivery, improved mileage and reduced emissions.
Long-wearing, tough SCEM (Suzuki Composite Electrochemical Material) cylinder-bore plating.
Chrome-nitride piston-ring coating contributes to reduction of friction and tighter cylinder sealing.
Secondary balancer shaft enhances the engine’s smooth operation.
Automatic Idle Speed Control (ISC) helps improve cold starting, reduce cold-start emissions and stabilize engine idle under varying conditions.
Liquid-cooled oil cooler helps keep the engine running cool.
Effective engine management and emissions control systems together allow the GSX1250FA to meet the latest emission regulations and standards.
Functional full fairing, housing vertically stacked headlights and shaped for a neatly integrated impression with the tank and the tailsection.
Classic tube-frame chassis, with rake and trail chosen for an excellent balance between sporty handling and highway cruising comfort.
43mm-stanchion-tube front fork and single rear shock, both spring-preload-adjustable.
Fully floating 310mm-disc dual front brakes with 4-piston calipers. 240mm-disc rear brake with single-piston caliper.
Digital Antilock Brake System (ABS)* monitors wheel speed and matches stopping power to available traction.
Comfort-contoured seat. Seat height can be adjusted up or down 20mm by flipping over mounting spacers between the seat and the frame seat rails.
A convenient centerstand is standard equipment.
Functionally arranged instrument cluster with a comprehensive set of gauges, including a convenient gear-position indicator and a shift light.
Available Suzuki Genuine Accessories for the GSX1250FA include top and side cases, windshield and many more.
2007 Husqvarna STR 650 enduro
A breathtaking Supermoto with a 650cc single ciclinder able to offer more than 650Cv horse power. Husqvarna wasn’t only inside the fair: more than 1000 visitors had the chance to test for free the new Supermotard SM 125 and SM 610IE in the Motolive area outside the pavilion.
SPECS
2007 Husqvarna STR 650 CC
ENGINE: single cylinder 4 stroke
GEARS: 6
STARTING: electric with automatic decompressor
COOLING: by liquid
IGNITION: C.D.I. electronic, with adjustable advance
CARBURETOR: Kehin MX 41, dia 41
FRONT BRAKE: 320mm
REAR BRAKE: 220 mm
FRONT FORK : Upside down hydraulic telescopic fork, dia 50mm
REAR SUSPENSION: Progressive, with patented eccentric system for the continuous adjustment of the set-up, single shock absorber with external spring preload, rebound and compression damping.
FRONT/REAR TYRES: 120/70-17 160/60-17
KERB WEIGHT: 132 Kg
WHEELBASE: 1437,3mm
MIN. GROUND CLEARANCE: 333mm
SEDDLE HEIGHT: 900mm
FUEL TANK CAPACITY: 13 lt
SPECS
2007 Husqvarna STR 650 CC
ENGINE: single cylinder 4 stroke
GEARS: 6
STARTING: electric with automatic decompressor
COOLING: by liquid
IGNITION: C.D.I. electronic, with adjustable advance
CARBURETOR: Kehin MX 41, dia 41
FRONT BRAKE: 320mm
REAR BRAKE: 220 mm
FRONT FORK : Upside down hydraulic telescopic fork, dia 50mm
REAR SUSPENSION: Progressive, with patented eccentric system for the continuous adjustment of the set-up, single shock absorber with external spring preload, rebound and compression damping.
FRONT/REAR TYRES: 120/70-17 160/60-17
KERB WEIGHT: 132 Kg
WHEELBASE: 1437,3mm
MIN. GROUND CLEARANCE: 333mm
SEDDLE HEIGHT: 900mm
FUEL TANK CAPACITY: 13 lt
Husqvarna 610 IE Motorcycle Data
The exhaust system on the four-stroke single cylinder engine has a “closed loop” lambda probe. The catalyser has been redesigned and optimised to meet Euro 3 requirements. The catalyser section on the silencer and the area around the passenger footrests have been covered with stainless steel protection.
The engine now features a 42 mm throttle body with the starter command on the handlebars and there is now a 300 Kpa Mitsubishi “twin jet” fuel injector fitted to the throttle. The pressure regulator (3 Bar) regulates any return of excess fuel to the tank and the MAQS (Modularised Air Quantity Sensor) consists of air temperature, mapping and TPS sensors (Throttle Position Sensor). The Kokusan 360W three-phase ignition flywheel is also new.
The water temperature sensor is positioned on the head. The injection ECU processes signals and governs the operation of the solenoid-operated valve fitted to the right hand side of the radiator. New components include the rugged polyethylene petrol tank with a 40l/h pump; the non-return fuel circuit has quick-fit connections.
The rear mudguard has a new separate number plate carrier with an independent illumination light.
The saddle has been redesigned and has new padding to improve both rider and passenger comfort.
The chassis can be fitted with a main stand that is available as an optional extra.
2007 Husqvarna SM 610 IE
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2007 Husqvarna SM 610 IE
SPECS
Dimensions, weight, capacities
Wheelbase: mm/in. 1485 / 58.46
Overall lenght: mm/in. 2080 / 81.89
Overall width: mm/in. 820 / 32.28
Overall height: mm/in. 1190 / 46.85
Saddle height: mm/in. 910 / 35.83
Min. ground clearance: mm/in. 245 / 9.64
Trail: mm/in. 70 / 2.7
Kerb weight, without fuel: Kg/lb. 142,5 / 314.1
Fuel tank capacity:
l 12,5
U.S. Gallons 3.3
Imp. Gallons 2.75
Transmission oil:
l 2,00
U.S. Quarts 2.11
Imp. Quarts 1.76
2007 Husqvarna SM 610 IE
Engine
Type: Single cylinder, four stroke
Bore: mm/in. 98 / 3.85
Stroke: mm/in. 76,4 / 3.01
Displacement: cm3/cu.in. 576,28 / 35.15
Compression ratio: 11:1
Starting: Electric
Cooling: By liquid
Water radiator: No 2 (With electric fan)
Timing system
Type: "SOHC", 4 valve
Valve timing
With valve clearance: mm/in. 0,3 / 0.12
Intake
Open: 43° B.T.D.C.
Closes: 78° A.B.D.C.
Exhaust
Open: 84° B.B.D.C.
Closes: 34° A.T.D.C.
Valve clearance (cold engine)
Intake: mm/in. 0,05 / 0.002
Exhaust: mm/in. 0,05 / 0.002
Lubrication
Type: Forced lubrication with lobe double pump
Ignition
Type: Electronic, inductive discharge, with adjustable advance (digital control)
Spark plug type: "NGK" CPR 8E
Spark plug gap: mm/in 0,55÷0,65 / 0.022÷0.026
Fuel system
Type: electronic injection feed
Clutch
Type: Wet, multiplate type; mechanic control
Driving disc no: 8
Driven disc no: 7
Primary drive
Engine sprocket: Teeth 32
Clutch gear: Teeth 7 5
Transmission ratio: 2.343
Transmission
Type: Constant mesh gear type
Speed gears no: 6
Internal ratios
1st 2,615 (34/13)
2nd 1,812 (29/16)
3rd 1,350 (27/20)
4th 1,091 (24/22)
5th 0,916 (22/24)
6th 0,769 (20/26)
Secondary drive
Transmission sprocket: Teeth 15
Rear wheel sprocket: Teeth 45
Transmission ratio: 3,000
Driving chain
Manufacturer and type: "D.I.D." 520 DS, 5/8"x1/4"
Overall ratios
1st 18,389
2nd 12,744
3rd 9,492
4th 7,670
5th 6,445
6th 5,409
Chassis
Frame
Type: Steel single tube cradle with steel round tubes: rear frame with light alloy square tubes
Front suspension
Type: "Upside-Down" telescopic hydraulic fork with advanced axle; compression and rebound stroke adjustment
Fork legs dia.: mm/in. 45 /1.77
Travel on legs axis: mm/in. 250 / 9.84
Front fork manufacturer: "MARZOCCHI"
2007 Husqvarna SM 610 IE
Rear suspension
Type: Progressive "Soft Damp" type with single hydraulic shock absorber; spring preload adjustment, compression and rebound adjustment (compression stroke: double adjustment)
Wheel travel : mm/in. 290 / 11.4
Shock absorber manufacturer: "SACHS"
Front brake
Type: "BREMBO", floating disc type with fixed caliper
Disc dia.: mm/in 320 / 12.6
Rear brake
Type: "BREMBO", floating disc type with floating caliper
Disc dia.: mm/in 220 / 8.66
Front rim
Material:Light alloy
Size: 3,50”x17”
Rear rim
Material: Light alloy
Size: 4,25”x17”
Front tire
Type: "DUNLOP" D208 F
Size: 70-17"
Rear tire
Type: "DUNLOP" D208
Size: 60-17"
Electrical equipment
Voltage: 12 V
Lamps wattage
Head light: 55 / 60 W
Pilot light: 5 W
Tail light: 5 W
Stop light: 21 W
Turn signals: 10 W
Battery: 12 V - 12 Ah
The engine now features a 42 mm throttle body with the starter command on the handlebars and there is now a 300 Kpa Mitsubishi “twin jet” fuel injector fitted to the throttle. The pressure regulator (3 Bar) regulates any return of excess fuel to the tank and the MAQS (Modularised Air Quantity Sensor) consists of air temperature, mapping and TPS sensors (Throttle Position Sensor). The Kokusan 360W three-phase ignition flywheel is also new.
The water temperature sensor is positioned on the head. The injection ECU processes signals and governs the operation of the solenoid-operated valve fitted to the right hand side of the radiator. New components include the rugged polyethylene petrol tank with a 40l/h pump; the non-return fuel circuit has quick-fit connections.
The rear mudguard has a new separate number plate carrier with an independent illumination light.
The saddle has been redesigned and has new padding to improve both rider and passenger comfort.
The chassis can be fitted with a main stand that is available as an optional extra.
2007 Husqvarna SM 610 IE
----
2007 Husqvarna SM 610 IE
SPECS
Dimensions, weight, capacities
Wheelbase: mm/in. 1485 / 58.46
Overall lenght: mm/in. 2080 / 81.89
Overall width: mm/in. 820 / 32.28
Overall height: mm/in. 1190 / 46.85
Saddle height: mm/in. 910 / 35.83
Min. ground clearance: mm/in. 245 / 9.64
Trail: mm/in. 70 / 2.7
Kerb weight, without fuel: Kg/lb. 142,5 / 314.1
Fuel tank capacity:
l 12,5
U.S. Gallons 3.3
Imp. Gallons 2.75
Transmission oil:
l 2,00
U.S. Quarts 2.11
Imp. Quarts 1.76
2007 Husqvarna SM 610 IE
Engine
Type: Single cylinder, four stroke
Bore: mm/in. 98 / 3.85
Stroke: mm/in. 76,4 / 3.01
Displacement: cm3/cu.in. 576,28 / 35.15
Compression ratio: 11:1
Starting: Electric
Cooling: By liquid
Water radiator: No 2 (With electric fan)
Timing system
Type: "SOHC", 4 valve
Valve timing
With valve clearance: mm/in. 0,3 / 0.12
Intake
Open: 43° B.T.D.C.
Closes: 78° A.B.D.C.
Exhaust
Open: 84° B.B.D.C.
Closes: 34° A.T.D.C.
Valve clearance (cold engine)
Intake: mm/in. 0,05 / 0.002
Exhaust: mm/in. 0,05 / 0.002
Lubrication
Type: Forced lubrication with lobe double pump
Ignition
Type: Electronic, inductive discharge, with adjustable advance (digital control)
Spark plug type: "NGK" CPR 8E
Spark plug gap: mm/in 0,55÷0,65 / 0.022÷0.026
Fuel system
Type: electronic injection feed
Clutch
Type: Wet, multiplate type; mechanic control
Driving disc no: 8
Driven disc no: 7
Primary drive
Engine sprocket: Teeth 32
Clutch gear: Teeth 7 5
Transmission ratio: 2.343
Transmission
Type: Constant mesh gear type
Speed gears no: 6
Internal ratios
1st 2,615 (34/13)
2nd 1,812 (29/16)
3rd 1,350 (27/20)
4th 1,091 (24/22)
5th 0,916 (22/24)
6th 0,769 (20/26)
Secondary drive
Transmission sprocket: Teeth 15
Rear wheel sprocket: Teeth 45
Transmission ratio: 3,000
Driving chain
Manufacturer and type: "D.I.D." 520 DS, 5/8"x1/4"
Overall ratios
1st 18,389
2nd 12,744
3rd 9,492
4th 7,670
5th 6,445
6th 5,409
Chassis
Frame
Type: Steel single tube cradle with steel round tubes: rear frame with light alloy square tubes
Front suspension
Type: "Upside-Down" telescopic hydraulic fork with advanced axle; compression and rebound stroke adjustment
Fork legs dia.: mm/in. 45 /1.77
Travel on legs axis: mm/in. 250 / 9.84
Front fork manufacturer: "MARZOCCHI"
2007 Husqvarna SM 610 IE
Rear suspension
Type: Progressive "Soft Damp" type with single hydraulic shock absorber; spring preload adjustment, compression and rebound adjustment (compression stroke: double adjustment)
Wheel travel : mm/in. 290 / 11.4
Shock absorber manufacturer: "SACHS"
Front brake
Type: "BREMBO", floating disc type with fixed caliper
Disc dia.: mm/in 320 / 12.6
Rear brake
Type: "BREMBO", floating disc type with floating caliper
Disc dia.: mm/in 220 / 8.66
Front rim
Material:Light alloy
Size: 3,50”x17”
Rear rim
Material: Light alloy
Size: 4,25”x17”
Front tire
Type: "DUNLOP" D208 F
Size: 70-17"
Rear tire
Type: "DUNLOP" D208
Size: 60-17"
Electrical equipment
Voltage: 12 V
Lamps wattage
Head light: 55 / 60 W
Pilot light: 5 W
Tail light: 5 W
Stop light: 21 W
Turn signals: 10 W
Battery: 12 V - 12 Ah
Husqvana 450/501 c.i. Motorcycle Data
year: 2008
price: $7,398
Engine: Four-stroke, four valves, DOHC, Liquid Cooled Single
Transmission: 6 gears
Top Speed: +/-110mph mph
Energy: Electronic Fuel Injection
Displacement: 449cc; 501cc Cc
price: $7,398
Engine: Four-stroke, four valves, DOHC, Liquid Cooled Single
Transmission: 6 gears
Top Speed: +/-110mph mph
Energy: Electronic Fuel Injection
Displacement: 449cc; 501cc Cc
HORSEPOWER
Chances are you've heard about horsepower. Just about every car ad on TV mentions it, people talking about their cars bandy the word about and even most lawn mowers have a big sticker on them to tell you the horsepower rating.
But what is horsepower, and what does the horsepower rating mean in terms of performance? In this article, you'll learn exactly what horsepower is and how you can apply it to your everyday life.
The term horsepower was invented by the engineer James Watt. Watt lived from 1736 to 1819 and is most famous for his work on improving the performance of steam engines. We are also reminded of him every day when we talk about 60-watt light bulbs.
The story goes that Watt was working with ponies lifting coal at a coal mine, and he wanted a way to talk about the power available from one of these animals. He found that, on average, a mine pony could do 22,000 foot-pounds of work in a minute. He then increased that number by 50 percent and pegged the measurement of horsepower at 33,000 foot-pounds of work in one minute. It is that arbitrary unit of measure that has made its way down through the centuries and now appears on your car, your lawn mower, your chain saw and even in some cases your vacuum cleaner.
What horsepower means is this: In Watt's judgement, one horse can do 33,000 foot-pounds of work every minute. So, imagine a horse raising coal out of a coal mine as shown above. A horse exerting 1 horsepower can raise 330 pounds of coal 100 feet in a minute, or 33 pounds of coal 1,000 feet in one minute, or 1,000 pounds 33 feet in one minute. You can make up whatever combination of feet and pounds you like. As long as the product is 33,000 foot-pounds in one minute, you have a horsepower.
You can probably imagine that you would not want to load 33,000 pounds of coal in the bucket and ask the horse to move it 1 foot in a minute because the horse couldn't budge that big a load. You can probably also imagine that you would not want to put 1 pound of coal in the bucket and ask the horse to run 33,000 feet in one minute, since that translates into 375 miles per hour and horses can't run that fast. However, if you have read How a Block and Tackle Works, you know that with a block and tackle you can easily trade perceived weight for distance using an arrangement of pulleys. So you could create a block and tackle system that puts a comfortable amount of weight on the horse at a comfortable speed no matter how much weight is actually in the bucket.
Horsepower can be converted into other units as well. For example:
1 horsepower is equivalent to 746 watts. So if you took a 1-horsepower horse and put it on a treadmill, it could operate a generator producing a continuous 746 watts.
1 horsepower (over the course of an hour) is equivalent to 2,545 BTU (British thermal units). If you took that 746 watts and ran it through an electric heater for an hour, it would produce 2,545 BTU (where a BTU is the amount of energy needed to raise the temperature of 1 pound of water 1 degree F).
One BTU is equal to 1,055 joules, or 252 gram-calories or 0.252 food Calories. Presumably, a horse producing 1 horsepower would burn 641 Calories in one hour if it were 100-percent efficient.
In this article, you'll learn all about horsepower and what it means in reference to machines.
Measuring Horsepower
If you want to know the horsepower of an engine, you hook the engine up to a dynamometer. A dynamometer places a load on the engine and measures the amount of power that the engine can produce against the load.
You can get an idea of how a dynamometer works in the following way: Imagine that you turn on a car engine, put it in neutral and floor it. The engine would run so fast it would explode. That's no good, so on a dynamometer you apply a load to the floored engine and measure the load the engine can handle at different engine speeds. You might hook an engine to a dynamometer, floor it and use the dynamometer to apply enough of a load to the engine to keep it at, say, 7,000 rpm. You record how much load the engine can handle. Then you apply additional load to knock the engine speed down to 6,500 rpm and record the load there. Then you apply additional load to get it down to 6,000 rpm, and so on. You can do the same thing starting down at 500 or 1,000 rpm and working your way up. What dynamometers actually measure is torque (in pound-feet), and to convert torque to horsepower you simply multiply torque by rpm/5,252.
Torque
Imagine that you have a big socket wrench with a 2-foot-long handle on it, and you apply 50 pounds of force to that 2-foot handle. What you are doing is applying a torque, or turning force, of 100 pound-feet (50 pounds to a 2-foot-long handle) to the bolt. You could get the same 100 pound-feet of torque by applying 1 pound of force to the end of a 100-foot handle or 100 pounds of force to a 1-foot handle.
Similarly, if you attach a shaft to an engine, the engine can apply torque to the shaft. A dynamometer measures this torque. You can easily convert torque to horsepower by multiplying torque by rpm/5,252.
Graphing Horsepower
If you plot the horsepower versus the rpm values for the engine, what you end up with is a horsepower curve for the engine. A typical horsepower curve for a high-performance engine might look like this (this happens to be the curve for the 300-horsepower engine in the Mitsubishi 3000 twin-turbo):
What a graph like this points out is that any engine has a peak horsepower -- an rpm value at which the power available from the engine is at its maximum. An engine also has a peak torque at a specific rpm. You will often see this expressed in a brochure or a review in a magazine as "320 HP @ 6500 rpm, 290 lb-ft torque @ 5000 rpm" (the figures for the 1999 Shelby Series 1). When people say an engine has "lots of low-end torque," what they mean is that the peak torque occurs at a fairly low rpm value, like 2,000 or 3,000 rpm.
Another thing you can see from a car's horsepower curve is the place where the engine has maximum power. When you are trying to accelerate quickly, you want to try to keep the engine close to its maximum horsepower point on the curve. That is why you often downshift to accelerate -- by downshifting, you increase engine rpm, which typically moves you closer to the peak horsepower point on the curve. If you want to "launch" your car from a traffic light, you would typically rev the engine to get the engine right at its peak horsepower rpm and then release the clutch to dump maximum power to the tires.
One of the areas where people talk most about horsepower is in the area of high-performance cars. In the next section, we'll talk about the connection there.
Measuring Horsepower
If you want to know the horsepower of an engine, you hook the engine up to a dynamometer. A dynamometer places a load on the engine and measures the amount of power that the engine can produce against the load.
You can get an idea of how a dynamometer works in the following way: Imagine that you turn on a car engine, put it in neutral and floor it. The engine would run so fast it would explode. That's no good, so on a dynamometer you apply a load to the floored engine and measure the load the engine can handle at different engine speeds. You might hook an engine to a dynamometer, floor it and use the dynamometer to apply enough of a load to the engine to keep it at, say, 7,000 rpm. You record how much load the engine can handle. Then you apply additional load to knock the engine speed down to 6,500 rpm and record the load there. Then you apply additional load to get it down to 6,000 rpm, and so on. You can do the same thing starting down at 500 or 1,000 rpm and working your way up. What dynamometers actually measure is torque (in pound-feet), and to convert torque to horsepower you simply multiply torque by rpm/5,252.
Torque
Imagine that you have a big socket wrench with a 2-foot-long handle on it, and you apply 50 pounds of force to that 2-foot handle. What you are doing is applying a torque, or turning force, of 100 pound-feet (50 pounds to a 2-foot-long handle) to the bolt. You could get the same 100 pound-feet of torque by applying 1 pound of force to the end of a 100-foot handle or 100 pounds of force to a 1-foot handle.
Similarly, if you attach a shaft to an engine, the engine can apply torque to the shaft. A dynamometer measures this torque. You can easily convert torque to horsepower by multiplying torque by rpm/5,252.
Graphing Horsepower
If you plot the horsepower versus the rpm values for the engine, what you end up with is a horsepower curve for the engine. A typical horsepower curve for a high-performance engine might look like this (this happens to be the curve for the 300-horsepower engine in the Mitsubishi 3000 twin-turbo):
What a graph like this points out is that any engine has a peak horsepower -- an rpm value at which the power available from the engine is at its maximum. An engine also has a peak torque at a specific rpm. You will often see this expressed in a brochure or a review in a magazine as "320 HP @ 6500 rpm, 290 lb-ft torque @ 5000 rpm" (the figures for the 1999 Shelby Series 1). When people say an engine has "lots of low-end torque," what they mean is that the peak torque occurs at a fairly low rpm value, like 2,000 or 3,000 rpm.
Another thing you can see from a car's horsepower curve is the place where the engine has maximum power. When you are trying to accelerate quickly, you want to try to keep the engine close to its maximum horsepower point on the curve. That is why you often downshift to accelerate -- by downshifting, you increase engine rpm, which typically moves you closer to the peak horsepower point on the curve. If you want to "launch" your car from a traffic light, you would typically rev the engine to get the engine right at its peak horsepower rpm and then release the clutch to dump maximum power to the tires.
One of the areas where people talk most about horsepower is in the area of high-performance cars. In the next section, we'll talk about the connection there.
Horsepower in High-performance Cars
Take the Quiz
Which cars have the most horsepower? Test your knowledge with this quiz from Turbo:
Which Car Has More Horsepower Quiz
A car is considered to be "high performance" if it has a lot of power relative to the weight of the car. This makes sense -- the more weight you have, the more power it takes to accelerate it. For a given amount of power you want to minimize the weight in order to maximize the acceleration.
The following table shows you the horsepower and weight for several high-performance cars (and one low-performance car for comparison). In the chart you can see the peak horsepower, the weight of the car, the power-to-weight ratio (horsepower divided by the weight), the number of seconds the car takes to accelerate from zero to 60 mph, and the price.
Horsepower /weight (lbs)/ Power:Weight/ 0-60 mph (seconds)/ Price
Dodge Viper: 450 /3,320/ 0.136/ 4.1 /$66,000
Ferrari 355 F1 375: 2,975/ 0.126 /4.6 /$134,000
Shelby Series 1 320: 2,650/ 0.121/ 4.4 /$108,000
Lotus Esprit V8 350: 3,045/ 0.115 /4.4 /$83,000
Chevrolet Corvette 345: 3,245 /0.106/ 4.8/ $42,000
Porsche Carrera 300: 2,900/ 0.103/ 5.0/ $70,000
Mitsubishi 3000GT twin-turbo 320: 3,740 /0.086/ 5.8/ $45,000
Ford Escort 110: 2,470/ 0.045/ 10.9/ $12,000
You can see a very definite correlation between the power-to-weight ratio and the 0-to-60 time -- in most cases, a higher ratio indicates a quicker car. Interestingly, there is less of a correlation between speed and price. The Viper actually looks like a pretty good value on this particular table!
If you want a fast car, you want a good power-to-weight ratio. You want lots of power and minimal weight. So the first place to start is by cleaning out your trunk.
But what is horsepower, and what does the horsepower rating mean in terms of performance? In this article, you'll learn exactly what horsepower is and how you can apply it to your everyday life.
The term horsepower was invented by the engineer James Watt. Watt lived from 1736 to 1819 and is most famous for his work on improving the performance of steam engines. We are also reminded of him every day when we talk about 60-watt light bulbs.
The story goes that Watt was working with ponies lifting coal at a coal mine, and he wanted a way to talk about the power available from one of these animals. He found that, on average, a mine pony could do 22,000 foot-pounds of work in a minute. He then increased that number by 50 percent and pegged the measurement of horsepower at 33,000 foot-pounds of work in one minute. It is that arbitrary unit of measure that has made its way down through the centuries and now appears on your car, your lawn mower, your chain saw and even in some cases your vacuum cleaner.
What horsepower means is this: In Watt's judgement, one horse can do 33,000 foot-pounds of work every minute. So, imagine a horse raising coal out of a coal mine as shown above. A horse exerting 1 horsepower can raise 330 pounds of coal 100 feet in a minute, or 33 pounds of coal 1,000 feet in one minute, or 1,000 pounds 33 feet in one minute. You can make up whatever combination of feet and pounds you like. As long as the product is 33,000 foot-pounds in one minute, you have a horsepower.
You can probably imagine that you would not want to load 33,000 pounds of coal in the bucket and ask the horse to move it 1 foot in a minute because the horse couldn't budge that big a load. You can probably also imagine that you would not want to put 1 pound of coal in the bucket and ask the horse to run 33,000 feet in one minute, since that translates into 375 miles per hour and horses can't run that fast. However, if you have read How a Block and Tackle Works, you know that with a block and tackle you can easily trade perceived weight for distance using an arrangement of pulleys. So you could create a block and tackle system that puts a comfortable amount of weight on the horse at a comfortable speed no matter how much weight is actually in the bucket.
Horsepower can be converted into other units as well. For example:
1 horsepower is equivalent to 746 watts. So if you took a 1-horsepower horse and put it on a treadmill, it could operate a generator producing a continuous 746 watts.
1 horsepower (over the course of an hour) is equivalent to 2,545 BTU (British thermal units). If you took that 746 watts and ran it through an electric heater for an hour, it would produce 2,545 BTU (where a BTU is the amount of energy needed to raise the temperature of 1 pound of water 1 degree F).
One BTU is equal to 1,055 joules, or 252 gram-calories or 0.252 food Calories. Presumably, a horse producing 1 horsepower would burn 641 Calories in one hour if it were 100-percent efficient.
In this article, you'll learn all about horsepower and what it means in reference to machines.
Measuring Horsepower
If you want to know the horsepower of an engine, you hook the engine up to a dynamometer. A dynamometer places a load on the engine and measures the amount of power that the engine can produce against the load.
You can get an idea of how a dynamometer works in the following way: Imagine that you turn on a car engine, put it in neutral and floor it. The engine would run so fast it would explode. That's no good, so on a dynamometer you apply a load to the floored engine and measure the load the engine can handle at different engine speeds. You might hook an engine to a dynamometer, floor it and use the dynamometer to apply enough of a load to the engine to keep it at, say, 7,000 rpm. You record how much load the engine can handle. Then you apply additional load to knock the engine speed down to 6,500 rpm and record the load there. Then you apply additional load to get it down to 6,000 rpm, and so on. You can do the same thing starting down at 500 or 1,000 rpm and working your way up. What dynamometers actually measure is torque (in pound-feet), and to convert torque to horsepower you simply multiply torque by rpm/5,252.
Torque
Imagine that you have a big socket wrench with a 2-foot-long handle on it, and you apply 50 pounds of force to that 2-foot handle. What you are doing is applying a torque, or turning force, of 100 pound-feet (50 pounds to a 2-foot-long handle) to the bolt. You could get the same 100 pound-feet of torque by applying 1 pound of force to the end of a 100-foot handle or 100 pounds of force to a 1-foot handle.
Similarly, if you attach a shaft to an engine, the engine can apply torque to the shaft. A dynamometer measures this torque. You can easily convert torque to horsepower by multiplying torque by rpm/5,252.
Graphing Horsepower
If you plot the horsepower versus the rpm values for the engine, what you end up with is a horsepower curve for the engine. A typical horsepower curve for a high-performance engine might look like this (this happens to be the curve for the 300-horsepower engine in the Mitsubishi 3000 twin-turbo):
What a graph like this points out is that any engine has a peak horsepower -- an rpm value at which the power available from the engine is at its maximum. An engine also has a peak torque at a specific rpm. You will often see this expressed in a brochure or a review in a magazine as "320 HP @ 6500 rpm, 290 lb-ft torque @ 5000 rpm" (the figures for the 1999 Shelby Series 1). When people say an engine has "lots of low-end torque," what they mean is that the peak torque occurs at a fairly low rpm value, like 2,000 or 3,000 rpm.
Another thing you can see from a car's horsepower curve is the place where the engine has maximum power. When you are trying to accelerate quickly, you want to try to keep the engine close to its maximum horsepower point on the curve. That is why you often downshift to accelerate -- by downshifting, you increase engine rpm, which typically moves you closer to the peak horsepower point on the curve. If you want to "launch" your car from a traffic light, you would typically rev the engine to get the engine right at its peak horsepower rpm and then release the clutch to dump maximum power to the tires.
One of the areas where people talk most about horsepower is in the area of high-performance cars. In the next section, we'll talk about the connection there.
Measuring Horsepower
If you want to know the horsepower of an engine, you hook the engine up to a dynamometer. A dynamometer places a load on the engine and measures the amount of power that the engine can produce against the load.
You can get an idea of how a dynamometer works in the following way: Imagine that you turn on a car engine, put it in neutral and floor it. The engine would run so fast it would explode. That's no good, so on a dynamometer you apply a load to the floored engine and measure the load the engine can handle at different engine speeds. You might hook an engine to a dynamometer, floor it and use the dynamometer to apply enough of a load to the engine to keep it at, say, 7,000 rpm. You record how much load the engine can handle. Then you apply additional load to knock the engine speed down to 6,500 rpm and record the load there. Then you apply additional load to get it down to 6,000 rpm, and so on. You can do the same thing starting down at 500 or 1,000 rpm and working your way up. What dynamometers actually measure is torque (in pound-feet), and to convert torque to horsepower you simply multiply torque by rpm/5,252.
Torque
Imagine that you have a big socket wrench with a 2-foot-long handle on it, and you apply 50 pounds of force to that 2-foot handle. What you are doing is applying a torque, or turning force, of 100 pound-feet (50 pounds to a 2-foot-long handle) to the bolt. You could get the same 100 pound-feet of torque by applying 1 pound of force to the end of a 100-foot handle or 100 pounds of force to a 1-foot handle.
Similarly, if you attach a shaft to an engine, the engine can apply torque to the shaft. A dynamometer measures this torque. You can easily convert torque to horsepower by multiplying torque by rpm/5,252.
Graphing Horsepower
If you plot the horsepower versus the rpm values for the engine, what you end up with is a horsepower curve for the engine. A typical horsepower curve for a high-performance engine might look like this (this happens to be the curve for the 300-horsepower engine in the Mitsubishi 3000 twin-turbo):
What a graph like this points out is that any engine has a peak horsepower -- an rpm value at which the power available from the engine is at its maximum. An engine also has a peak torque at a specific rpm. You will often see this expressed in a brochure or a review in a magazine as "320 HP @ 6500 rpm, 290 lb-ft torque @ 5000 rpm" (the figures for the 1999 Shelby Series 1). When people say an engine has "lots of low-end torque," what they mean is that the peak torque occurs at a fairly low rpm value, like 2,000 or 3,000 rpm.
Another thing you can see from a car's horsepower curve is the place where the engine has maximum power. When you are trying to accelerate quickly, you want to try to keep the engine close to its maximum horsepower point on the curve. That is why you often downshift to accelerate -- by downshifting, you increase engine rpm, which typically moves you closer to the peak horsepower point on the curve. If you want to "launch" your car from a traffic light, you would typically rev the engine to get the engine right at its peak horsepower rpm and then release the clutch to dump maximum power to the tires.
One of the areas where people talk most about horsepower is in the area of high-performance cars. In the next section, we'll talk about the connection there.
Horsepower in High-performance Cars
Take the Quiz
Which cars have the most horsepower? Test your knowledge with this quiz from Turbo:
Which Car Has More Horsepower Quiz
A car is considered to be "high performance" if it has a lot of power relative to the weight of the car. This makes sense -- the more weight you have, the more power it takes to accelerate it. For a given amount of power you want to minimize the weight in order to maximize the acceleration.
The following table shows you the horsepower and weight for several high-performance cars (and one low-performance car for comparison). In the chart you can see the peak horsepower, the weight of the car, the power-to-weight ratio (horsepower divided by the weight), the number of seconds the car takes to accelerate from zero to 60 mph, and the price.
Horsepower /weight (lbs)/ Power:Weight/ 0-60 mph (seconds)/ Price
Dodge Viper: 450 /3,320/ 0.136/ 4.1 /$66,000
Ferrari 355 F1 375: 2,975/ 0.126 /4.6 /$134,000
Shelby Series 1 320: 2,650/ 0.121/ 4.4 /$108,000
Lotus Esprit V8 350: 3,045/ 0.115 /4.4 /$83,000
Chevrolet Corvette 345: 3,245 /0.106/ 4.8/ $42,000
Porsche Carrera 300: 2,900/ 0.103/ 5.0/ $70,000
Mitsubishi 3000GT twin-turbo 320: 3,740 /0.086/ 5.8/ $45,000
Ford Escort 110: 2,470/ 0.045/ 10.9/ $12,000
You can see a very definite correlation between the power-to-weight ratio and the 0-to-60 time -- in most cases, a higher ratio indicates a quicker car. Interestingly, there is less of a correlation between speed and price. The Viper actually looks like a pretty good value on this particular table!
If you want a fast car, you want a good power-to-weight ratio. You want lots of power and minimal weight. So the first place to start is by cleaning out your trunk.
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