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Now if we had each gear, we could find gear multiplication and find how much power is being put the tires, but I really don't think this discusion is worth it.
Let's put the gear thing aside first, it really don't make much difference if one is 4.2 and another is 4.3.
It looks like 6th gen are made for high rpm horsepower while 7th gen are optimized for mid range. What it means is that, given horsepower as a function of rpm, using finite method, sum up every point and 7th gen's number will be considerably greater than of 6th gen, means that 7th gen IS faster than 6th gen(power distribution). If the weight of 7th gen is the same as the 6th gen, it will be faster than an Si.
__________________ Dynaudio 3-way is the worst system for tuning, but it's the best sound I've ever heard of....Finally, done tuning for staging....
Let's put the gear thing aside first, it really don't make much difference if one is 4.2 and another is 4.3.
It looks like 6th gen are made for high rpm horsepower while 7th gen are optimized for mid range. What it means is that, given horsepower as a function of rpm, using finite method, sum up every point and 7th gen's number will be considerably greater than of 6th gen, means that 7th gen IS faster than 6th gen(power distribution). If the weight of 7th gen is the same as the 6th gen, it will be faster than an Si.
7th gen EX is 20 pounds heavier than 6th gen EX. Its not much.
Let's put the gear thing aside first, it really don't make much difference if one is 4.2 and another is 4.3.
It looks like 6th gen are made for high rpm horsepower while 7th gen are optimized for mid range. What it means is that, given horsepower as a function of rpm, using finite method, sum up every point and 7th gen's number will be considerably greater than of 6th gen, means that 7th gen IS faster than 6th gen(power distribution). If the weight of 7th gen is the same as the 6th gen, it will be faster than an Si.
are you saying a 7th gen ex is faster than the 6th gen Si? cuz that would be way off.
6th gen EX coupe curb weight 2,513
7th gen EX coupe curb weight 2 533
Difference 20 pounds
Final Drive ratio 6th gen EX coupe 4.25
Final Drive ratio 7th gen EX coupe ????
Numbers for 6th gen EX coupe gathered directly from Honda
I guess the candian si(american ex) is lighter since our side air bags are optional. I'm guessing the same is true for American early 7thgens. I got my weight from honda.ca and its the same weight on my registration
Let's put the gear thing aside first, it really don't make much difference if one is 4.2 and another is 4.3.
It looks like 6th gen are made for high rpm horsepower while 7th gen are optimized for mid range. What it means is that, given horsepower as a function of rpm, using finite method, sum up every point and 7th gen's number will be considerably greater than of 6th gen, means that 7th gen IS faster than 6th gen(power distribution). If the weight of 7th gen is the same as the 6th gen, it will be faster than an Si.
You are trying to say you have to intergrate the area under the curve. Nice try, but why use a finite methode on a continous function? FEM (finite elemntal method) is better applied to to solid sheer stress coumpounds and breaking points of solids (i.e. when a gear tooth will break). It is really much simpler, just intergrate the area under the curve, you can easly form an equation to fit the line of the curve, given you got the graph in electornic format, excell will do a simply regression for the equation in less than a seocnd. If you don't have an electronic form of the dyno, then use the paper with a finite block method will get about the same, but with less accuratcy. Then just intergrate of the the RPM range of each specific gear, which means you will have to record all your shift points and how much the RPMs drop on each shift, not hard. Keep in iond your dynos are normally done in 3rd gear, so that is the only gear you really become concerd with for this type of exercise. The hard part is now that you have the area under the curve, what are you going to do with it? This is known as power delivery, most experience people just look at a dyno and can tell if it is a drag queen car or has good power delivery.
Final point is that:
peaky curves = low perforamnce due to bad power delivery
a nice flat torque and horse power curve = good performance via better power deliviery.
You can go intergrate all that stuff or just take what I just mentioned as law. Unless you really want a specfic charteristics of the engone, reasons for differentiating that is low. In the case of a rocket or some aero space eningeering program, I'm gussing most engines are ran at more or less constant speeds, so such a dynamic annalysis of an engine is not needed.
It is very bad to have peeks and dips noticible in the dyno. However, torque graph will never become flat(or the car will not accelerate at all). Horswpower wise, good to get more midrange than high range(time issue). Say if my car has generally 10 hp higher than your car between 3000-5000 rpm, and your peak is at 115@6300, my peak is set at 110@5300, and we both have a very flat hp curve(as all d17a2 civics do), my car will still run faster than yours. Kind of.
__________________ Dynaudio 3-way is the worst system for tuning, but it's the best sound I've ever heard of....Finally, done tuning for staging....
