Racing Physics: Class #4. Why Horsepower, not Torque, ultimately matters most.

[@williamsavant6430]

More air in = more good out. Both low end torque and high end horsepower. I haven't raced in forever but always love tinkering with whatever I have and discovered that no matter what, more air makes a better running engine and more smiles per gallon.

[@yadaelroiy]

the reason one ran 11.34 and the other 11.54 is that power band is different between the 2. power band is defined as peak torque to peak hp. high rpm is 112.2 hp to 123 hp. the low rpm is 103.3 hp to 121 hp. you can see that every gear change that it falls back to peak torque (calculated hp at that rpm) and that is where the difference is.

[@rageracing6435]

Very good! Also the v-rod example launched off the line a little quicker according to the simulator which would explain some of the time difference but still have nearly the same mph.

[@mociczyczki]

yes power band can be diffrent but its not defined as peak torq to peak power 👌🏻 welll in some egzample can be but power band is defined as most avg power period some engine feg have very small power at peak torq rpm and beyond peak power rpm power drop very slowly hold strong to much higher rpm than peak power rpm in such egzample ypu must spin engine higher than peak power rpm and when ypu ups rpm start from much higher rpm thanpeak torq rpm such gzample can be 🤔 i do t know what now on fast but let say something like hornet 900 which have peak torq at 6500 rpm and peak power st 9000 rpm os rpm limiter probabaly at 10500 rpm os and for fastest acceleration in hornet 900 ypu are always much higher on rpm than peak tprq 6500 rpm at bigesst diffrences betweeen gear lenght so from 1 to 2 gear obviously in h900 when ypu accelerste as fast as posibble and ups at 10 k rpm starting rpm start at 8 k rpm +/- faaaaar from 6,5 k rpm peak torq 😎👌🏻 dont check how precisellly is in this egzample with vrod and this other 117 inch h-d just saying that pesk power band is not defined as peak torq to peak power it can be in some egzample but its defentiellly not stifff regule it depend how rwpidly power increase bfore peak hp where on rpm is peak tprq how big peak torq is so inresults how much hp it generate at rpm where it is in regard to peak power level 👌🏻 and how rapidly power decrease above peak hp rpm - what we want in race is as much avg power as posiiblle and this often dosent match good with peak torq to peak power rpm but sometimes can it reallly dosent matter you achieve avg 100 hp from biger torq at lower rpm or from biger rpm at lower torq 100 hp=100 hp and those two setup will go head to head cos in race otherwise thannooob story say its not how power is delivery 🤭🫣 but its all about POWER LEVEL 👌🏻🍿

[@mociczyczki]

@@rageracing6435 why ? usuallly more torq engine on lower rpm is atleast not slower at launch and always easier to launch so or this simulator have some error or vrod weight distribution have better for faster launch = put more power to the ground without slide 👌🏻🍿

[@rageracing6435]

I input the whole engine output curves from actual dyno testing into the simulator. And you are correct during the simulated test just as in real life the engine rpm does not dip to reach peak torque if I remember right. It depends on the engine combination. Some like to get into peak torque area. Others like to stay above.

[@rageracing6435]

It is just a simulation so I would not be surprised if there is an error but the point I was trying to make is still there. As for big torque engine always being easier to launch, I take exception to that statement. High rpm engines can often put more torque to the ground with proper gear ratios plus there is more stored energy in the flywheel when the clutch is released. A lower rpm torque engine dies have a much wider range for errors during the launch. If things aren’t perfect the torque will pull you through it where a peaky high rpm engine could bog if not launched correctly. In either case when high horsepower is involved clutch management and traction are key to launching.

[@ericbrown3564]

Thanks for the explanation! I like cars and engines but I'm no expert in these things. In engineering school we were often looking at the "area under the curve" and what that represents(calculus). I have often thought about HP and torque like this, that the more area under curve the better. Gearing can manipulate this i guess by staying in the power band. This has been improving for a while in modern cars by using fuel injection and now forced induction. Not sure if you have talked about this before, but i would be interested to hear your thoughts on it.

[@rageracing6435]

I have not talked about this yet but I did plan on it. This would be more under the transmission topic. Close ratio vs. wide ratio. I’ll get to it eventually, but thank you for the comment. And you are right. There is LOTS of area under the curve with engines. Valve lift profiles, horsepower and torque curves, power applied to the ground. All fun stuff but I won’t be getting into calculus here. Just more simplified examples and math that get us 95% there.

[@rageracing6435]

And the effects of supercharging will be a whole series by itself. Much later in my planned line of videos.

[@mociczyczki]

@@rageracing6435 peak width determined how big diffrences between gear lenght shpuld be in regard to max performance and how much gears should be for achieve both max speed limited be all outside resist and max acceleration through whole range speed fom dead stop to topspeed 😉👌🏻🍿that bascially all ok on more stuff assuming peak width is extremely wide like in some tdi engine but in motorcycle egzample so let say from 6 to 9 k rpm flat 100 hp peak than also must be take into considerstion 2 stuffhow long it takes engie. go down to 6 k rpm on upshift at 9 k rpm assuming we want make upshifts losess to minimum so bigest diffrences in regard to this factor pisbble but not so big to fell of peak power band 👌🏻 and how much force gear teeth can take before failure cos the biger diffencesbetween gear lenght and the slower engine lost rpm the more force take gear teeth cos diffrencess between teth speed than are bigest = bigest force = bigest damage 👌🏻thats why often in motorcycle ypu found 2 gear felll of while hard accelerstion cos from 1 to 2 is bigest diffrences usually thats why in such circumstances often must be choice lil less extreme doffrences between gear enght like 7-9 and not full 6-9 asf …. 😎👌🏻🍿

[@bobbywilliams5657]

Good information thank you 👍👍👍👍

[@rageracing6435]

Thank you for the comment!

[@firstielasty1162]

A good example, but one that may be hard for some to relate to- 2 similar airplanes..piper Navajo: two 540cid piston engines, 350hp/700lb-ft each... Piper Cheyenne=close to same aircraft, but with two turboprop engines, 500hp each, but only around 100 lb-ft. The constant speed (varying blade pitch) propellers allow each to operate at the optimal engine rpm. In other words- the "transmission" lets the engine's full power be used.. The result? Even though somewhat heavier, the turboprop cheyenne pretty much will waste the Navajo in any measurement of performance...acceleration, climb rate, speed, etc. Drag racing is a tricky comparison because of the difficulties of getting power to the ground..sometimes a "torquey" engine is easier to get off the line, or may have a broader spread of power, making average power delivered over the 1/4 mile higher, despite a lower peak power..these things are shortcomings of the transmission and traction, NOT proof that "torque matters and HP is theoretical" or any other BS like that. Horsepower IS a measurement of the rate an engine can do work, torque is not. A 5 gallon bucket full of water hung from the end of a 2x4x8 makes more torque at the other end than either the Vrod, or the big inch engine...but won't get you very far. That e.t. formula is cool- pretty close for my cars and motorcycles. For the "torque" crowd...have you raced a torque rich fairly stock H-D against a "gutless" 600 sport bike with 1/3 or less the torque? If you won, it was by surprise. Not that I'm a big 600 fan, but they are generally almost 120 crankshaft hp, and not slow.

[@mociczyczki]

yea except last egzample which isint so good as lack of knowledge people always can say but h-d is heavier 👌🏻😎 in fact its not only heavier but as well have biger drag and lil biger drive train losess than avg ss600 class 😉👌🏻 but assuming we put ss600 engine in h-d frame + conect it woth perfect gearing which include 1 gear lenght in regard to whole new biger resist so obviously 1 gear instead of hit 110-120 km/h on rpm limiter 15-16 k rpm os must be setup more like on 70-80 km/h on rpm limiter or even shorter for achieve grip border at launch 80 at 15 k rpm be good for 400 kg with rider for feg gsxr 600 engine which have 67 nm at 11500 rpm what mean 61 km/h whatmean lil over 400 kg force at tire =around 1 G should be enough for road tire stock weoght distribution asf 👌🏻 + perfect gears quantity and diffrences between gear lenght for maintain rpm closest to pesk power rpm through whole race distance it will 100% smoked in drsg race stock h-d torque rich version with weaker topend like millwoky eight 107 feg or even 114 which have 155 nm 92 hp crank vs ss600 67 nm 120 hp crank 👌🏻🍿though dont know who from customers would like to have more ss600 stock engine in fatbob114 🤭 defenitelly not me 👌🏻 but yea assuming this setup which im subscribe in drag race no chance for 107or 114 👌🏻🍿

[@havebenthere]

One thing that people fail to consider when making the comparison between these two types of engines is, the higher rpm less torque engine will get a lower gear ratio to get the revs up there and at the same time the lower gear ratio multiplies the torque more than the higher ratio. That is also the reason for possible same ET's. It's not rocket science.

[@yumpizzaness]

It's more like "sprocket science"!

[@gfarnden56]

im with you mate.. i also noticed you explained gearing and ratios quite well and never mentioned horse power, only torque and rpm...lol.

[@havebenthere]

@@gfarnden56 Just to be clear I only mentioned torque and RPM because the 2 engines compared in video were close to same HP. I'm kinda in the happy middle ground as I find engines have a tendency to eventually get chewed up with to much RPM, but the engines with too much stroke create a lot of friction, not to mention needing heavy metal to balance more likely. I do tons of machine work for racers and I've seen it all. I just have a 600 hp engine in my car and it keeps on running and I have lots of fun. I will say it's great watching the really fast cars tho.

[@gfarnden56]

What type of car do u have?... I have a 900whp wrx... its great fun.

[@havebenthere]

@@gfarnden56 82 Camaro 355 SBC. It's all the fun I need. Many of my clients I do their machine work on are in the 1500 to 2000 hp at the flywheel.

[@terryenyart5838]

I believe what you are saying. If you look at many racing disciplines, they have been turning higher & higher RPM until they have reached a ceiling of costs/reliability, then guy's just started making larger displacement engines. But, getting an engine to make power at 10K + RPM takes a lot, first and foremost, a cylinder head that can flow the required air. The cylinder head & induction package is the single biggest limiting factor in turning higher RPM. If the head chokes @7500 RPM, a bigger cam won't help etc. Great info.Thank you.

[@rageracing6435]

Thank you. So far these videos I’ve made have been just a warm up to deeper understanding of the engine. I’m not breaking new ground by any means. Just sharing what I’ve learned.

[@4739-g9c]

Better analogy would be. Torque = strength horsepower = stamina

[@gfarnden56]

I would argue that we cant make horsepower and that torque is the only thing that matters because its the only thing we can make. horse power is only a calculated value based on how much torque you produce and how long it takes to produce said torque. in order to calculate more horse power we need to produce more torque or take less time to produce the same torque. if you increase air flow by changing heads or cams or forced whatever.... you will make more torque and also calculate a higher HP number. Same if you shorten the time it takes...ie more rpm you will also calculate more HP. torque is the twisting force that makes the wheels turn, no torque..no turn..lol. ultimately you want as much torque as you can make without breaking stuff and produce it as quickly as you can this will calculate the highest HP numbers... sooo the highest rpm at the highest torque is the fastest because it does the most work... no need to calculate horse power..lol

[@rageracing6435]

Exactly. I covered just that idea in my Racing Physics Class #2 video.

[@gfarnden56]

Sweet as mate.. I'll give it a watch when I get home. Cheers.

[@mociczyczki]

torque the only thing we can make 🤐🫣 but torque come from crank throw and avg force work on piston roof so maybe only think we can make is force or crank throw or maybe rpm is the only thing we canmake ? 🤐 but wait force is efect of „explosion in combustion chamber airfuell mixture so maybe the only thing e can make is ignition of this mixture or the only thing ee can make is ….asf welll whatver ypu want to explain this topic to yourself fact is that feg yamaha mt03 42 hp 29 nm 100% beat at drsgstrip royal enfield continental 535 gt 29 hp 44 nm assuming we leveled diffrences in weight (535 gt is 20 kg os heavier) be heavier 20 kg +/- driver on mt03 👌🏻 also fact is that vrod 125 hp 125 nm beat on quarter mill fatbob 114 92 hp 155 nm and feg derestricted zx4 rr 39 nm 77 hp beat me cb 500 pc26 47 nm 57 hp at wwuartermille be a mille 😉👌🏻🍿 so whatever ypu want explain this to ypurself more power full engine with less peak tprq at perfect gearing always smoked in racing dosent matter at straight or with corners engine woth less power and more torque 👍🏻so power defentielly mean something i quees 😉👌🏻🍿

[@gfarnden56]

@mociczyczki correct, sir.. if I read that correctly. Torque is a result of the work done in the combustion chamber, so fuel and ignition must be correct. Crank throw, and that counts for sure. Power does count... big time. But it's a calculated number based on torque and rpm. It tells how much work an engine is doing. If you make more power you will go faster for sure, all else been equal. How do we have more power.... we make more torque or push said torque higher in the rpm range so we can do more work per minute. Ultimately we are all chasing more power(I think.) .. but it's torque and rpm that get us there. My wrx makes 900 plus horsepower at 9250ish rpm. My friends wrx makes 775hp , but he makes more torque. I mostly always win in quater mile... except when I change from first to forth..haha..

[@mociczyczki]

@@gfarnden56 power how much work per unit of time can be done 😉👌🏻 that explain everything engine are makes for generate enough power for specified aplication if engine will not make enough power it will not make work enough efficient /on time aircraft without enough power in specified weather circumstances will drop down 😉👌🏻 or packageon big truck will travel 1 week on 100 km trip on highway with 10 hp os dosent matter how big torq it would have or how big rpm engine will spin /on how high rpm it be work woth shortest gearing ever ot will tow those package like 🐌 as long as it will not generwted enpugh power 👌🏻 how it produce it exluding economical reasons and or in regard to hobby as bikes asf excluding preferention specifieed customer it dosent matter as long as goal is only PACE in which specified work must be done on racetrack or road whatever 👌🏻 once we go into preferention region and economical reliability racing regulations asf at this point alll many resons start matter 👌🏻 but its power which makes work done in required time frame not torque or gearing or rpm .imagine moto gp bikewith 1 mln nm at engine crank but 1 hp max 🤭it be double be 275 hp 120 nm avg moto gp bike on first circle 🤭👌🏻 or imagine 1 mln rpm the same moto gp bike with shortest gearing posiible also with 1 hp the same story it be double on forst circle 🤭👌🏻 imagine 1 mln nm 1 hp truck engine it be so slow that avg 100 years old pedestrians walk with 2-3 km/h will overtake it like chiron at full speed on autobahn donkey with trailer 🤭👌🏻 the same truck with 1 mln rpm engine (when i write 1 mln rpm i mean thers pewk power 👌🏻) with 1 hp with supershort final gear ratio the same story 👌🏻 avg egzisted engine truck with let say 2500 nm only and 400 hp or 3000 nm 500 hp whatever they got there somewhere sround those numbers anyways will make from it windmill 🤭👌🏻another good egzample is 100 kg person on bicycle with pedal throw from axis of rotstion 0,2 m let say how much torq he can genersted ? 100x9,81 x0,2 m almost 200 nm including dynamique push wpfrom legs even more but let assume this 200 nm vs feg me cb 500 with 47 nm max at crank at quarter mille 🤐 this person on bicycle with 200 nm or even more when push max dynamique on pedal while try accelerste as fast as posible will have 0 chance in drag race against any avg bike dosent matter how he be operate gears how many he wpuld have those gear and how they will be geared with 1-2 hp peak power he be on like 100 metres os while feg me cb cros finish line at 400 m around 👌🏻 basically such oerson on such bicycle csn in short burst generste more tprque than new rocket 3 at crank 👌🏻🤷🏻‍♂️🤭 and its like 3 times lighter with bicycle than rocket 3 but can he beat rocket 3 in any typical performance test at straight ? NO-not even close 👌🏻 …. so theme is prety simple thers not enough power? thers 💩 😁👍🏻🍿

[@stonebreaker984]

Repeat after me. "It is better to make torque at high rpm than at low rpm, because you can take advantage of *gearing*." :-)

[@rageracing6435]

Exactly. I think you would like my other videos where I talk about exactly that.

[@libertyjusticeforall6754]

Please explain how to get from 12 to the 2.289 number

[@approachingtarget.4503]

Torque to accelerate, hp to maintain or recover rpm. Racing of all forms proves that to be true. Why 18 wheelers us massive Torque, circle track depends on HP, and tractor pulls need both. A big block with same HP will win over a equal small block.

[@chadkent1241]

Brett Lasalas Coyote Mustang proves otherwise. His 3,000 hp tt Coyote Mustang beat the BB pro mods this spring @ Sick Week winning overall and setting the radial drag and drive world record. He was quicker and faster than any BB making similar hp.

[@mociczyczki]

it dosent work like this feg 1/4 mille drag race is all about acceleration right or not ? 😉 offcorse it is vehicle which will accelerste faster through those distsnce will win race 👌🏻 so if you write torque is accelerstion than feg 🤔👉🏻 h-d fat bob 114 which have 155 nm at crank from 1868cc dispalcement with stroke 114 mm should beat vrod which have only 120 nm from 1247 cc stroke 72 mm 👌🏻 both weight the same around 310 kg but… its vrod which beat fatbob over quartermille distance 😉👌🏻 why ? cos vrod have much better topend power 👌🏻 120-125 hp depend on version vs fat bob stock is 92 hp ,vrod have much worse lowend cos it have at low rpm much less hp/nm than fat bob but in racing for max acceleration as long as each version will have perfect or close to perfect gearing topend power win all the way on accelerstion in each posible scenario like take ofcorner as long as thers enough grip or on straight from stop or roll , fat bob 114 in best attempt can do 12,8-12,9 sec at around 100 mph terminal speed (with typical size weoght rider of such bikeit probably be unable to go under 13 sec et 👌🏻) vs vrod 11,6-11,7 sec at 115-118 mph in drag racing world thats significant diffrences at finish line vrod be like 20 lenght of bike ahead 👌🏻🍿

[@approachingtarget.4503]

@@chadkent1241 please don't compare sick week contenders. No matter how you spin it. Those vehicles are like playing Russian rullet. Go or go boom.

[@XLXBhorsepower]

Flowing TC or M8 heads @ 10” or less will give false results at big lifts! Need 25” + of depression to see the real story at the high lifts to show what the short turn really is doing

[@rageracing6435]

I’ll agree with that. I know that higher test pressures will get that floor air separation on the short side and that the Harley’s are bad with that. The heads I’ve done on my flow bench and also on a 28” flow bench were 23 degree small block Chevy and early Hemi heads and one big block Chevy and my numbers with my 10” flow bench using the 1.67 correction and they came out pretty much identical. High lifts on Harley heads may make a difference. Once you know how to attack that short side in the end if thr power is there that’s all that matters. And yes, the M-8 exhaust port is shit much beyond .250” lift. The intake I have not run into flow separation at my test pressures. But I gave only tested those to .500”

[@libertyjusticeforall6754]

You didn't explain how to get from 12 to 2.289

[@mociczyczki]

yea this formula is very close to real value for bike times fix very well speed turn out lil to high for me cb 500 it show 13,4 sec /102 mph me real world messurement 13,4 /97 mph in both dorection on flat tarmac no wind so very close for sv it show 12,3 / 111 mph vs real world data 12,3 /107 mph again time perfect vs speed lil exagerrsted cb i never was able to cross 100 mph in quarter mille 👌🏻but its for bike where cofsctor must be on 2,22 level +/- but it would depend on drag to weight to power level to gearing and peak width unless somebody know precise avg power in regard to oesk width and doffrences between gear lenght but in some cases from peak measured on dyno 100 hp can be avg use 70 hp cos peak be very thin feg and diffrences very big in somebascially all 100 hp can be use for accelerstion avg through whole distsnce at whell 👌🏻 so yea in some cases such cslculator can be waaay offf and in some very precise close to real test data 👌🏻🍿feg never seen stock vrod cross 120 mph typicall terminal speed is 116-117 mph in best run 👌🏻🍿cycleworld clock stock vrod 107 whp 11,86s/115,19mph .probably not race prep surface but terminal speed be prettymuch the same as on drsgstrip 👌🏻 with 50 kg rider in full race suit maybe be able to cross 120 mph so depending on what you plot in calculation but anyways comapre to real world data at the same whole weight rider + bike for vrod cofactor 234 is slightly off for naked bike and cruiser withput low drag 220-225 be right bullpark👌🏻for sportbike with cda 0,3-0,35 234 is correct 👌🏻🍿

[@4739-g9c]

Explained it great again. "How to increase horsepower?" You: "increase the engine size" and "head air flow" But if you have a head that is capable of 300hp with a 302. Increase the cubes to 400 you might still end up with only 300hp but....... the torque will be much greater at lower rpms. Meaning greater averages. Greater averages makes better performance. So dont look at peaks. Look at averages

[@gj91471]

Its not the brightest idea to use More RPM ......more friction.

[@gfarnden56]

you sure mate? im thinking you are gonna have a hard time explaining that to the f1 car and bike engineers. Also top fuel and almost any other high power engine all rev to the moon

[@gj91471]

@gfarnden56 F1 and Top Fuel ? In the real World....forget about high rpm for making HP. Please remember....when Alonso won the F1 championship....his Renault engine went to 18,000 rpm.......2000 rpm less than The Schumacher Engine..... Less RPM....less Friction.....less HEAT........ LESS RPM is cheaper,better and faster. Torque is the ability to do work. Power is WORK done in a given time. Power doesn't exist....it's a CALCULATION Using More RPM to make HP......is actually a mistake... . Never saw YOU at the Seminar....'hiw to make HP'....

[@rageracing6435]

You are right. More RPM does mean more friction. But more RPM also can use higher intake velocities with proper intake, heads, and so on to ram more air into an engine increasing volumetric efficiency well beyond 100%. It’s a matter of diminishing returns as to when friction finally wins out. I’ll cover those concepts in future videos.

[@gj91471]

@@rageracing6435 more rpm....costs more money....pointless.

[@rageracing6435]

I respectfully disagree, but if you found a combination that gets you down the race track that you are happy with then keep doing what works for you. That’s the cool thing about motor sports is the variety of ideas put into practice.

[@patrickm.8425]

My experience has shown me that what you want is BOTH torque and horsepower working together! Example, if I have an engine that makes 550hp/435trq @ 6000rpm, and another engine with 550hp/485trq @ 6000rpm, which one is going to be faster in the 1/8 or 1/4 mile? Answer: you have no idea with that little information! What counts is OVERALL hp/trq “working together”. If engine (A) makes overall more hp/trq than engine (B), everything else being equal, engine (A) will win every time! Hp @ one rpm and trq @ another tells you absolutely nothing about where the overall performance is going to be. The most hp COMBINED with the most trq, over the entire rpm band is what wins races (in a perfect World).

[@rageracing6435]

You are partially correct. These are just general formulas to get you in the ballpark, but in real life situations they are pretty close. I can attest to that. Those engine power and torque numbers you quoted are impossible. Power = RPM x Torque / 5252. So, 435 torque at 6000rpm = 496 Horsepower and, 485 torque at 6000rpm = 554 Horsepower Horsepower is a direct result of Torque and RPM. Change just of those numbers and horsepower changes as well. Torque is simply a force with no energy transfer. Horsepower is actual energy transfer. That is what accelerates a car. Energy. High torque at low RPM may create so much horsepower (energy), or Low torque at very high RPM creates the same horsepower (same energy). The car will accelerate close to the same rate given optimized gear ratios and shift points because its the same energy being put into the system.

[@mociczyczki]

@@rageracing6435 torque is not force 🫣 its is rotwtional cofactor egzisted in axis of rotation it is proportional only to force only when leversge stsy the same 😉👌🏻 100 hp at whell at 20 m/s is 3728.6 Newtons of force at contact path at this point in time how much torq is invilved now in whell system ? 🤭🤷🏻‍♂️YOU DONT KNOW 👌🏻 why ? cos ypu do t know this whell radious 😎👍🏻 once ypu know whell radious now you can calculated torque in this whell axis from force let say whell have 0.1 m radious so you have 3728.6 newtosn true force x0,1 m = 372.86 newtonometres of torq now let say whell have 2 metres radious the same 100 hp at this whell at 20 m/s again 3728.6 newtons force which push this vehicle forawrd x2 m = 7457.2 netwonometres id wpthis drive whell axis now than what fell driver in both wgzaple assuming the same whole resist so weight drag inlcine test condition ? he dont feelll torque he felll only force 😎which in both egzample is egzacly the same cos power and speed is the same whereas diffrdnces in torque is more than 20 times 🤭🫣 but rider in both vehicle feeel egzacly the dame force push hees body into seat and the same egzacle accelerstion aka Gforces cos power at whell is egzacly the same at egzacly the same speed so FORCE IS EGZACLY THE SAME 😎AND NOT TORQUE COS WHELLRADIOUS IS NOT THE SAME 😎👍🏻🍿….

[@rageracing6435]

I appreciate the comment. I feel you should watch my other videos Racing Physics class #2 and #3. Much later I will go into how the torque to the wheel translates to true force at the ground based on diameter of the tire and available traction and expected G forces applied to the driver’s body. Thus far I have not gotten to any of that yet.

[@FranciscoLinera]

Torque matters. You can not have hp without torque. Hp is torque x rpm ÷5252. So how does torque does not matter? Your premise is flawed. Then again, when you start using a Vrod for example......

[@rageracing6435]

Yes, Exactly. Watch my other videos that explain exactly that. This is the continuation of a series I am doing.

[@V8Lenny]

More horsepower=more torque. Torque is just static number that has no meaning, horsepower is real. Mr Watt measured horsepower , not torque.

[@rageracing6435]

Yes. You are correct. Just as I spoke about in the Racing Class #2