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Sticky Het Auto Topic (1 bezoeker)

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Altijd maar een raar begrip die netwonmeters vooral tov pk's.
 
Nm is dacht ik hoeveel kracht kan worden gegeven in een bepaalde versnelling en Pk is hoeveel kracht de motor heeft. Nm en Pk worden overigens vrijwel altijd op een bepaald toerental uitgedrukt. Hoe een auto accelereert of de auto snel voelt heeft weinig met Nm te maken. Meer met aerodynamica, stabiliteit, ophanging, transmissie, programmering enz.

Als je beperkte grip hebt is veel Nm niet wenselijk. Volgens mij heeft de nieuwe Mercedes AMG GT R een 'rear wheel steer' welke tot 100km/u zorgt dat de achterwielen in tegenover gestelde richting draaien tov de voorwielen. Meer grip is het gevolg. Vanaf 100 km/u draaien de achterwielen in zelfde richting als voorwielen. Bij bepaalde hypercars (>900 pk) zit er ook tot x aantal km/u een limiter in die zowel pk/ Nm beperken om slippen te voorkomen en tractie vergroten.
 
Hoe een auto accelereert of de auto snel voelt heeft weinig met Nm te maken.

Ik dacht dat een diesel, door meer Nm, de illusie wekt krachtiger te zijn dan een benzine met evenveel pk?
 
Maar even meer info opgezocht;

Torque is twisting force. It is a measure of the force available to turn a shaft or an axle under resistance.

Imagine you're trying to loosen wheel nuts with a spanner (US: wrench) when changing a wheel on your car. You are applying a twisting force to the nut to make it turn around the bolt it is screwed onto.

Those nuts are done up pretty tight, right? They take a lot of shifting, so you get a longer spanner. The longer spanner gives you more leverage to twist the nut on the bolt.

That is how we measure torque. We measure torque in terms of the equivalent force or weight that could be applied to the end of a lever of a certain length when turning a shaft or axle. In imperial measures torque is expressed in "pound feet" (lbft), which means the equivalent of one pound of force at the end of a one foot long lever, or spanner. In metric measures we talk about "Newton meters" (Nm) instead, where one Newton represents a force roughly equivalent to a tenth of a kilogram subject to the Earth's gravity.
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If your car has 200 lbft of torque that means its engine can apply a twisting force equivalent to a 200 lb weight at the end of a one foot long lever. Unlike you putting all your weight onto a spanner though, it can apply this force constantly throughout the full rotation of the crankshaft. The force is then geared up or down by the gearbox before it is transmitted to the wheels.

Torque is different to power because power simply measures the amount of energy being produced per second in watts. The torque gives you an indication of how lively the car's acceleration is likely to be, while the power is linked more closely to its top speed.

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If you are driving a high torque vehicle, say a Mustang GT V8 in the city. You'll reach the maximum available power of the car at a very early rev range - say 3.5 - 4k rpms. On a Civic which is less torque than the Mustang, you will reach its peak power at say 7 - 8k rpms.

Having said that, for city driving a high horsepower car is prefered over a high torque car. Unless you decide to do a wheelspin at every light.

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Nm is handig met trekkracht in lage toeren.
 

Wel sneu dat ze nu ook bij oudere modellen de grille volledig zwart maken. :roflol:
 
GP M4 GTS
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BMW: 500 / 600
G Power: 615 / 760 (3,6 sec)


Heiligschennis!
 
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Als daar geen lift bij wordt geleverd kan je niet de stad in hier.
 
M2 vs. 1M
Link (video)

(de 1M had eveneens geen M motor)

Car & Driver Review: 330e
Link (artikel)

Chris Harris Review: M2
First, we get a quick history lesson about the ’90s. We learn about BMW’s most famous car of that generation, the E36 M3. The E36 BMW M3 was an incredibly popular car, so much so that it even spawned a sedan version. He shows how old school M3s from the ’90s were about driving, how they made you feel and how much fun they provided, not about how much power, grip or technology could be packed in.

After driving the E36 M3, Harris shows us the current F82 M3, a car that’s far technically superior to the E36 but lacking in that sort of excited and connected feel it provided. While the F82 M3 is an incredibly impressive thing, and probably better to drive every day, it’s not as enjoyable to actually chuck about. So if you want a proper M3, Harris says, buy the BMW M2.

Built on the current BMW 2 Series chassis, the M2 is the cheapest and smallest M car money can buy. It’s also the most archaic. It packs a 3.0 liter inline-six engine that isn’t a bespoke M engine but a modified version of an old BMW engine. It is turbocharged, but not twin-turbocharged like the fancy M3. It has BMW M4 suspension and a clever M Differential, but it doesn’t have the fancy adjustable shocks, carbon fiber roof or even carbon ceramic brakes. It’s about as old-school as you’re going to get from modern BMW. But that’s exactly why it’s fun.

It slides around like crazy, ripping its rear tires to bits, has spectacular steering and makes a superb noise. It even lacks the synthetic engine note through the speakers that everyone hates. It’s back to basics for the M2. Harris proves it using Top Gear’s patented fun-o-meter. He straps this hilariously makeshift sensory helmet on and jumps in an Audi RS3. On paper, the Audi RS3 is better, as it’s faster, has more grip, more seats and more capability. But cars, as Harris says, aren’t driven on paper. So he takes the RS3 around a single turn of Top Gear’s test track and scores a 76 grade on the fun-o-meter.

After scoring a completely fictional grade on a ridiculously fictional device, Harris straps his funny helmet back on for a go in the M2. After drifting around the very same corner, in a cloud of tire smoke with a giant grin on his face, the BMW M2 scores a 514, demolishing the RS3.

While the fun-o-meter test is silly fun, he does prove a point. Where the Audi RS3 understeered and used its Quattro all-wheel drive grip and clever brain to cling on, the BMW M2 relied only on driver skill and impressive chassis dynamics to make it around. That’s because the BMW M2 is designed to be a proper driver’s car that puts the driver back in the term.

He claims that the BMW M2 isn’t an M2 at all. He steps out of the car and places a ‘3’ over the ‘2’ in M2 and claims that it isn’t an M2, but an M3 from the ’90s.
 
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Doe eens gek met je 2 GT op de ring.

 

Inclusief McLaren F1 GTR
 
Vorsteiner i8
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Out of the few tuning kits available for it out there, the guys from Vorsteiner have one that’s both subtle and classy at the same time. Their parts are also meant to improve the aerodynamics of the car unlike what other companies are offering. Therefore, the front splitter you notice here as well as the rear diffuser, side skirts and small boot lid lip are not installed only to look pretty but also to help out at higher speeds.

Admittedly, in this black finish you might have a hard time distinguishing between the original parts and the add-ons but then again, that’s what makes this BMW special. The owner not only decided to go for a black paint (that isn’t available in the i8 configurator, by the way) but he also removed all the i blue accents from the car for complete darkness. Luckily, the Vorsteiner 3-piece forged wheels are a spot of color.


Batmobile waardig?

(geen zwart interieur beschikbaar jammer genoeg)
 
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Matt Farah levert zoals gewoonlijk weer prima content af.
 
Als de middelen er voor zouden zijn is deze nu top of the list. Altijd over het hoofd gezien.Stond niet in de aw carbase :o

Het lijkt me niet evident om er één te bemachtigen.
 
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