More New Scrambler Details
#41
Guest
Posts: n/a
Re: More New Scrambler Details
What you are forgetting about is the high torque at low speed is exactly
what you want when offroading, high torque at high speed is what you want on
the freeway. If the torque comes in at low speeds, then it will be all used
up at high speeds, and the ability to accellerate when you are already doing
70 just isn't there.
In an engine that is primarily intended for highway travel, you want the
torque and hp to be delivered at high engine speeds. This will allow you to
pass other vehicles and climb long hills easily, maybe even speed up while
doing it. In an engine that produces its torque at idle, there won't be any
more torque available at higher speeds. The result is that climbing long
hills may not allow accelleration, and simply maintaining the speed you had
at the bottom is all you can hope for when you get to the top. If you come
up upon slower moving traffic, and have to slow down because the lane next
to you is not empty, you might find that regaining the lost speed is
difficult. But, for the trouble at highway speeds, you can pull stumps at
idle. If your engine is designed primarily for highway work, then using it
in the low speed environment of offroading can be a real chore.
So, I say again, which is better depends upon what you do more. The
discussion isn't "any given gear" it is first gear vs 5th gear. The V6
engine in the Liberty is primarily made for flying low to Grandma's house,
so it will work much better on the freeway than the I6 in the TJ, but not as
good as the I6 when the desire is to go very slow in 1st gear.
"Joshua Nelson" <spam_box@ev1.net> wrote in message
news:b102b6e4.0310060611.17644956@posting.google.c om...
> I'm not sure I follow. In any given gear, isn't an engine going to
> give you more power at a higher RPM? Isn't that why the gas pedal is
> called the "accelerator"? No one ever says "Hey, I need more power,
> so let me take my foot off the gas pedal!" I don't know about you,
> but whenever I need more speed or more power, I mash down on the gas
> pedal to raise the RPMs....
>
>
> > I have a BMW with an I6 motor, and it revs to 7000 rpm, the I6 in my
Jeep is
> > screaming at 3500. The BMW will easily stall from a stop sign on a hill
but
> > it will cruise for hours at 100+ mph. The Jeep will pull stop signs out
of
> > the ground at idle, even on a hill, but it resists any attempt to go
faster
> > than about 70 or 75, and it prefers to cruise at speeds in the 65 range.
> >
> > So, the I6/V6 question/debate must be refined to the specific V6 and I6
> > involved. In the case of the Jeep application (particularly the TJ), the
I6
> > is the preferred configuration for the reasons I told you about.
> >
> >
> >
> >
> > "Joshua Nelson" <spam_box@ev1.net> wrote in message
> > news:b102b6e4.0310010603.6341e03b@posting.google.c om...
> > > Very informative. Thank you.
> > >
> > > "Jeff Strickland" <beerman@yahoo.com> wrote in message
> > news:<vnjv34cppj5q4d@corp.supernews.com>...
> > > > "Joshua Nelson" <spam_box@ev1.net> wrote in message
> > > > news:b102b6e4.0309301057.40e84a07@posting.google.c om...
> > > > > What makes you think that the V6 is inferior to the I6? I have
read
> > > > > up on the features of Vs versus Is, and both types seem to have a
hard
> > > > > core of fans who insist they are better... but from what I as a
layman
> > > > > have read, neither engine style has an absolute edge over the
other
> > > > > type.
> > > > >
> > > > >
> > > >
> > > > The rule of thumb is that anything that makes a motor, suspension,
> > anything,
> > > > better for highway use detracts from the function in an offroad
> > environment,
> > > > and vice versa. The V6 is a high revving motor that produces its
torque
> > and
> > > > horsepower numbers relatively high in the RPM range, the I6 will
produce
> > its
> > > > torque just above idle speeds.
> > > >
> > > > Let me illustrate the point, would you rather idle over boulders and
> > stumps
> > > > while gently feathering the gas to keep from stalling, or would you
want
> > to
> > > > be holding the fuel supplier down so that the engine speed was
boosted
> > to
> > > > the point that control was compromised? I want the torque at idle,
not
> > half
> > > > way up the scale.
> > > >
> > > > Highway travel demands the torque to be well up on the RPM scale
because
> > > > that means there is a power reserve that one can tap to climb hills,
> > pass
> > > > semis, that sort of thing. But, in offhighway travel, one prefers
the
> > torque
> > > > and hp to come in at very low speeds.
> > > >
> > > > If you purpose to buy a Jeep was to drive cross country on the
freeway
> > to
> > > > get to Grandma's house, you want the V6. But, if you are wanting to
go
> > trail
> > > > riding, stump jumping, and rock crawling, then the V6 is the last
motor
> > you
> > > > will want.
> > > >
> > > > That said, I am sure that Bill will tell us about the old 225 ci V6.
> > This is
> > > > a different beast than today's fuel injected high revving V6's. That
old
> > > > motor was among the most desireable off road motors to ever comme
off
> > the
> > > > line.
> > > >
> > > >
> > > >
> > > >
> > > > > > That 3.7L is a V6. The4.0L I6 is what will probably be on it
because
> > that is
> > > > > > the engine that comes on the other TJ models. At least I hope
the V6
> > is
> > not
> > > > > > one of the engine options.
> > > > > >
> > > > > >
what you want when offroading, high torque at high speed is what you want on
the freeway. If the torque comes in at low speeds, then it will be all used
up at high speeds, and the ability to accellerate when you are already doing
70 just isn't there.
In an engine that is primarily intended for highway travel, you want the
torque and hp to be delivered at high engine speeds. This will allow you to
pass other vehicles and climb long hills easily, maybe even speed up while
doing it. In an engine that produces its torque at idle, there won't be any
more torque available at higher speeds. The result is that climbing long
hills may not allow accelleration, and simply maintaining the speed you had
at the bottom is all you can hope for when you get to the top. If you come
up upon slower moving traffic, and have to slow down because the lane next
to you is not empty, you might find that regaining the lost speed is
difficult. But, for the trouble at highway speeds, you can pull stumps at
idle. If your engine is designed primarily for highway work, then using it
in the low speed environment of offroading can be a real chore.
So, I say again, which is better depends upon what you do more. The
discussion isn't "any given gear" it is first gear vs 5th gear. The V6
engine in the Liberty is primarily made for flying low to Grandma's house,
so it will work much better on the freeway than the I6 in the TJ, but not as
good as the I6 when the desire is to go very slow in 1st gear.
"Joshua Nelson" <spam_box@ev1.net> wrote in message
news:b102b6e4.0310060611.17644956@posting.google.c om...
> I'm not sure I follow. In any given gear, isn't an engine going to
> give you more power at a higher RPM? Isn't that why the gas pedal is
> called the "accelerator"? No one ever says "Hey, I need more power,
> so let me take my foot off the gas pedal!" I don't know about you,
> but whenever I need more speed or more power, I mash down on the gas
> pedal to raise the RPMs....
>
>
> > I have a BMW with an I6 motor, and it revs to 7000 rpm, the I6 in my
Jeep is
> > screaming at 3500. The BMW will easily stall from a stop sign on a hill
but
> > it will cruise for hours at 100+ mph. The Jeep will pull stop signs out
of
> > the ground at idle, even on a hill, but it resists any attempt to go
faster
> > than about 70 or 75, and it prefers to cruise at speeds in the 65 range.
> >
> > So, the I6/V6 question/debate must be refined to the specific V6 and I6
> > involved. In the case of the Jeep application (particularly the TJ), the
I6
> > is the preferred configuration for the reasons I told you about.
> >
> >
> >
> >
> > "Joshua Nelson" <spam_box@ev1.net> wrote in message
> > news:b102b6e4.0310010603.6341e03b@posting.google.c om...
> > > Very informative. Thank you.
> > >
> > > "Jeff Strickland" <beerman@yahoo.com> wrote in message
> > news:<vnjv34cppj5q4d@corp.supernews.com>...
> > > > "Joshua Nelson" <spam_box@ev1.net> wrote in message
> > > > news:b102b6e4.0309301057.40e84a07@posting.google.c om...
> > > > > What makes you think that the V6 is inferior to the I6? I have
read
> > > > > up on the features of Vs versus Is, and both types seem to have a
hard
> > > > > core of fans who insist they are better... but from what I as a
layman
> > > > > have read, neither engine style has an absolute edge over the
other
> > > > > type.
> > > > >
> > > > >
> > > >
> > > > The rule of thumb is that anything that makes a motor, suspension,
> > anything,
> > > > better for highway use detracts from the function in an offroad
> > environment,
> > > > and vice versa. The V6 is a high revving motor that produces its
torque
> > and
> > > > horsepower numbers relatively high in the RPM range, the I6 will
produce
> > its
> > > > torque just above idle speeds.
> > > >
> > > > Let me illustrate the point, would you rather idle over boulders and
> > stumps
> > > > while gently feathering the gas to keep from stalling, or would you
want
> > to
> > > > be holding the fuel supplier down so that the engine speed was
boosted
> > to
> > > > the point that control was compromised? I want the torque at idle,
not
> > half
> > > > way up the scale.
> > > >
> > > > Highway travel demands the torque to be well up on the RPM scale
because
> > > > that means there is a power reserve that one can tap to climb hills,
> > pass
> > > > semis, that sort of thing. But, in offhighway travel, one prefers
the
> > torque
> > > > and hp to come in at very low speeds.
> > > >
> > > > If you purpose to buy a Jeep was to drive cross country on the
freeway
> > to
> > > > get to Grandma's house, you want the V6. But, if you are wanting to
go
> > trail
> > > > riding, stump jumping, and rock crawling, then the V6 is the last
motor
> > you
> > > > will want.
> > > >
> > > > That said, I am sure that Bill will tell us about the old 225 ci V6.
> > This is
> > > > a different beast than today's fuel injected high revving V6's. That
old
> > > > motor was among the most desireable off road motors to ever comme
off
> > the
> > > > line.
> > > >
> > > >
> > > >
> > > >
> > > > > > That 3.7L is a V6. The4.0L I6 is what will probably be on it
because
> > that is
> > > > > > the engine that comes on the other TJ models. At least I hope
the V6
> > is
> > not
> > > > > > one of the engine options.
> > > > > >
> > > > > >
#42
Guest
Posts: n/a
Re: More New Scrambler Details
>I'm not sure I follow. In any given gear, isn't an engine going to
>give you more power at a higher RPM?
The answer is...yes, but a lot depends on where the most useable power is. If
you are crawling over rocks, if you mash the gas pedal you will break things
and probably people as well. You want an engine that delivers a lot of torque
at low speed so you can idle or "blip the throttle" over such obstacles. I've
been told that the TJ I-6 developes something like 80% of its peak torque at
idle, which is very useful when trail-running. I don't know if that''s a true
figure or just marketing, but the TJ I-6 is pretty torquey at low speeds.
Isn't that why the gas pedal is
>called the "accelerator"? No one ever says "Hey, I need more power,
>so let me take my foot off the gas pedal!" I don't know about you,
>but whenever I need more speed or more power, I mash down on the gas
>pedal to raise the RPMs....
You are confusing speed with power. If you need more speed, you want hi RPMS
and high gearing, if you want power, you want to know where your engine's peak
torque is and stay in that RPM range. That's why there's that little lever to
the left of your gearshift...pull it to lo range and you can more easily stay
in that rpm range while not going so fast you lose control.
* * *
Matt Macchiarolo
www.townpeddler.com
www.wolverine4wd.org
http://wolverine4wd.org/rigs/macchiarolo_ml.html
>give you more power at a higher RPM?
The answer is...yes, but a lot depends on where the most useable power is. If
you are crawling over rocks, if you mash the gas pedal you will break things
and probably people as well. You want an engine that delivers a lot of torque
at low speed so you can idle or "blip the throttle" over such obstacles. I've
been told that the TJ I-6 developes something like 80% of its peak torque at
idle, which is very useful when trail-running. I don't know if that''s a true
figure or just marketing, but the TJ I-6 is pretty torquey at low speeds.
Isn't that why the gas pedal is
>called the "accelerator"? No one ever says "Hey, I need more power,
>so let me take my foot off the gas pedal!" I don't know about you,
>but whenever I need more speed or more power, I mash down on the gas
>pedal to raise the RPMs....
You are confusing speed with power. If you need more speed, you want hi RPMS
and high gearing, if you want power, you want to know where your engine's peak
torque is and stay in that RPM range. That's why there's that little lever to
the left of your gearshift...pull it to lo range and you can more easily stay
in that rpm range while not going so fast you lose control.
* * *
Matt Macchiarolo
www.townpeddler.com
www.wolverine4wd.org
http://wolverine4wd.org/rigs/macchiarolo_ml.html
#43
Guest
Posts: n/a
Re: More New Scrambler Details
>I'm not sure I follow. In any given gear, isn't an engine going to
>give you more power at a higher RPM?
The answer is...yes, but a lot depends on where the most useable power is. If
you are crawling over rocks, if you mash the gas pedal you will break things
and probably people as well. You want an engine that delivers a lot of torque
at low speed so you can idle or "blip the throttle" over such obstacles. I've
been told that the TJ I-6 developes something like 80% of its peak torque at
idle, which is very useful when trail-running. I don't know if that''s a true
figure or just marketing, but the TJ I-6 is pretty torquey at low speeds.
Isn't that why the gas pedal is
>called the "accelerator"? No one ever says "Hey, I need more power,
>so let me take my foot off the gas pedal!" I don't know about you,
>but whenever I need more speed or more power, I mash down on the gas
>pedal to raise the RPMs....
You are confusing speed with power. If you need more speed, you want hi RPMS
and high gearing, if you want power, you want to know where your engine's peak
torque is and stay in that RPM range. That's why there's that little lever to
the left of your gearshift...pull it to lo range and you can more easily stay
in that rpm range while not going so fast you lose control.
* * *
Matt Macchiarolo
www.townpeddler.com
www.wolverine4wd.org
http://wolverine4wd.org/rigs/macchiarolo_ml.html
>give you more power at a higher RPM?
The answer is...yes, but a lot depends on where the most useable power is. If
you are crawling over rocks, if you mash the gas pedal you will break things
and probably people as well. You want an engine that delivers a lot of torque
at low speed so you can idle or "blip the throttle" over such obstacles. I've
been told that the TJ I-6 developes something like 80% of its peak torque at
idle, which is very useful when trail-running. I don't know if that''s a true
figure or just marketing, but the TJ I-6 is pretty torquey at low speeds.
Isn't that why the gas pedal is
>called the "accelerator"? No one ever says "Hey, I need more power,
>so let me take my foot off the gas pedal!" I don't know about you,
>but whenever I need more speed or more power, I mash down on the gas
>pedal to raise the RPMs....
You are confusing speed with power. If you need more speed, you want hi RPMS
and high gearing, if you want power, you want to know where your engine's peak
torque is and stay in that RPM range. That's why there's that little lever to
the left of your gearshift...pull it to lo range and you can more easily stay
in that rpm range while not going so fast you lose control.
* * *
Matt Macchiarolo
www.townpeddler.com
www.wolverine4wd.org
http://wolverine4wd.org/rigs/macchiarolo_ml.html
#44
Guest
Posts: n/a
Re: More New Scrambler Details
>I'm not sure I follow. In any given gear, isn't an engine going to
>give you more power at a higher RPM?
The answer is...yes, but a lot depends on where the most useable power is. If
you are crawling over rocks, if you mash the gas pedal you will break things
and probably people as well. You want an engine that delivers a lot of torque
at low speed so you can idle or "blip the throttle" over such obstacles. I've
been told that the TJ I-6 developes something like 80% of its peak torque at
idle, which is very useful when trail-running. I don't know if that''s a true
figure or just marketing, but the TJ I-6 is pretty torquey at low speeds.
Isn't that why the gas pedal is
>called the "accelerator"? No one ever says "Hey, I need more power,
>so let me take my foot off the gas pedal!" I don't know about you,
>but whenever I need more speed or more power, I mash down on the gas
>pedal to raise the RPMs....
You are confusing speed with power. If you need more speed, you want hi RPMS
and high gearing, if you want power, you want to know where your engine's peak
torque is and stay in that RPM range. That's why there's that little lever to
the left of your gearshift...pull it to lo range and you can more easily stay
in that rpm range while not going so fast you lose control.
* * *
Matt Macchiarolo
www.townpeddler.com
www.wolverine4wd.org
http://wolverine4wd.org/rigs/macchiarolo_ml.html
>give you more power at a higher RPM?
The answer is...yes, but a lot depends on where the most useable power is. If
you are crawling over rocks, if you mash the gas pedal you will break things
and probably people as well. You want an engine that delivers a lot of torque
at low speed so you can idle or "blip the throttle" over such obstacles. I've
been told that the TJ I-6 developes something like 80% of its peak torque at
idle, which is very useful when trail-running. I don't know if that''s a true
figure or just marketing, but the TJ I-6 is pretty torquey at low speeds.
Isn't that why the gas pedal is
>called the "accelerator"? No one ever says "Hey, I need more power,
>so let me take my foot off the gas pedal!" I don't know about you,
>but whenever I need more speed or more power, I mash down on the gas
>pedal to raise the RPMs....
You are confusing speed with power. If you need more speed, you want hi RPMS
and high gearing, if you want power, you want to know where your engine's peak
torque is and stay in that RPM range. That's why there's that little lever to
the left of your gearshift...pull it to lo range and you can more easily stay
in that rpm range while not going so fast you lose control.
* * *
Matt Macchiarolo
www.townpeddler.com
www.wolverine4wd.org
http://wolverine4wd.org/rigs/macchiarolo_ml.html
#45
Guest
Posts: n/a
Re: More New Scrambler Details
Thanks guys, that makes sense. Is there such a thing as an engine
that is "torquey" at both low RPMs and higher RPMs, or is that like
asking for a perpetual motion machine? (And.... just curious... any
idea where the Chevy 350 has peak power, low or high? From the way
you've described it, I feel like it's probably low RPM, because I can
crawl along at idle and feel like I could rip down a wall but
accelerating over 70mph on a hill is tough.. but that could somewhat
be a function of the low gears.)
PS - Matt - That little **** is to the RIGHT of the gearshift in a CJ.
I'm sure there is a debate thread in the archives about why this is so
much better than on the left as in a TJ. :-)
that is "torquey" at both low RPMs and higher RPMs, or is that like
asking for a perpetual motion machine? (And.... just curious... any
idea where the Chevy 350 has peak power, low or high? From the way
you've described it, I feel like it's probably low RPM, because I can
crawl along at idle and feel like I could rip down a wall but
accelerating over 70mph on a hill is tough.. but that could somewhat
be a function of the low gears.)
PS - Matt - That little **** is to the RIGHT of the gearshift in a CJ.
I'm sure there is a debate thread in the archives about why this is so
much better than on the left as in a TJ. :-)
#46
Guest
Posts: n/a
Re: More New Scrambler Details
Thanks guys, that makes sense. Is there such a thing as an engine
that is "torquey" at both low RPMs and higher RPMs, or is that like
asking for a perpetual motion machine? (And.... just curious... any
idea where the Chevy 350 has peak power, low or high? From the way
you've described it, I feel like it's probably low RPM, because I can
crawl along at idle and feel like I could rip down a wall but
accelerating over 70mph on a hill is tough.. but that could somewhat
be a function of the low gears.)
PS - Matt - That little **** is to the RIGHT of the gearshift in a CJ.
I'm sure there is a debate thread in the archives about why this is so
much better than on the left as in a TJ. :-)
that is "torquey" at both low RPMs and higher RPMs, or is that like
asking for a perpetual motion machine? (And.... just curious... any
idea where the Chevy 350 has peak power, low or high? From the way
you've described it, I feel like it's probably low RPM, because I can
crawl along at idle and feel like I could rip down a wall but
accelerating over 70mph on a hill is tough.. but that could somewhat
be a function of the low gears.)
PS - Matt - That little **** is to the RIGHT of the gearshift in a CJ.
I'm sure there is a debate thread in the archives about why this is so
much better than on the left as in a TJ. :-)
#47
Guest
Posts: n/a
Re: More New Scrambler Details
Thanks guys, that makes sense. Is there such a thing as an engine
that is "torquey" at both low RPMs and higher RPMs, or is that like
asking for a perpetual motion machine? (And.... just curious... any
idea where the Chevy 350 has peak power, low or high? From the way
you've described it, I feel like it's probably low RPM, because I can
crawl along at idle and feel like I could rip down a wall but
accelerating over 70mph on a hill is tough.. but that could somewhat
be a function of the low gears.)
PS - Matt - That little **** is to the RIGHT of the gearshift in a CJ.
I'm sure there is a debate thread in the archives about why this is so
much better than on the left as in a TJ. :-)
that is "torquey" at both low RPMs and higher RPMs, or is that like
asking for a perpetual motion machine? (And.... just curious... any
idea where the Chevy 350 has peak power, low or high? From the way
you've described it, I feel like it's probably low RPM, because I can
crawl along at idle and feel like I could rip down a wall but
accelerating over 70mph on a hill is tough.. but that could somewhat
be a function of the low gears.)
PS - Matt - That little **** is to the RIGHT of the gearshift in a CJ.
I'm sure there is a debate thread in the archives about why this is so
much better than on the left as in a TJ. :-)
#48
Guest
Posts: n/a
Re: More New Scrambler Details
Approximately 10/7/03 13:24, Joshua Nelson uttered for posterity:
> Thanks guys, that makes sense. Is there such a thing as an engine
> that is "torquey" at both low RPMs and higher RPMs, or is that like
> asking for a perpetual motion machine?
No, you can create such an engine. An example I can think
of would be the chevrolet 427 that had so much torque at idle that
you could not stop the !@#$# thing with the brakes if the clutch
was locked up. The highest torque could be clear up in the
4-6K plus range, but if you have enough at idle, who cares.
> (And.... just curious... any
> idea where the Chevy 350 has peak power, low or high?
Depends on the specific model and cam. The LT1 version
had 370 hp at 6000 rpm and 380 lb-ft at 4000 rpm.
You can also cam the thing down for low end grunt as used
in trucks. Is oversquare, but then so is the 454 and it
isn't exactly torque shy. Back in the early 60's the
favorite engine I can recall in Jeep conversions around
Green River and Moab was a Chev from 265 up to 327 and
either the Quadrajet [aka the BBQ Carb] or a big 2 barrel
and aftermarket manifold specific for big 2 barrels.
> From the way
> you've described it, I feel like it's probably low RPM, because I can
> crawl along at idle and feel like I could rip down a wall but
> accelerating over 70mph on a hill is tough.. but that could somewhat
> be a function of the low gears.)
Kinda depends on your cam and breathing plus as you say, the
gears. If it is wound out at 70, passing is more "interesting",
plus a Jeep is a tad less aerodynamic than a brick or a
Corvette.
> Thanks guys, that makes sense. Is there such a thing as an engine
> that is "torquey" at both low RPMs and higher RPMs, or is that like
> asking for a perpetual motion machine?
No, you can create such an engine. An example I can think
of would be the chevrolet 427 that had so much torque at idle that
you could not stop the !@#$# thing with the brakes if the clutch
was locked up. The highest torque could be clear up in the
4-6K plus range, but if you have enough at idle, who cares.
> (And.... just curious... any
> idea where the Chevy 350 has peak power, low or high?
Depends on the specific model and cam. The LT1 version
had 370 hp at 6000 rpm and 380 lb-ft at 4000 rpm.
You can also cam the thing down for low end grunt as used
in trucks. Is oversquare, but then so is the 454 and it
isn't exactly torque shy. Back in the early 60's the
favorite engine I can recall in Jeep conversions around
Green River and Moab was a Chev from 265 up to 327 and
either the Quadrajet [aka the BBQ Carb] or a big 2 barrel
and aftermarket manifold specific for big 2 barrels.
> From the way
> you've described it, I feel like it's probably low RPM, because I can
> crawl along at idle and feel like I could rip down a wall but
> accelerating over 70mph on a hill is tough.. but that could somewhat
> be a function of the low gears.)
Kinda depends on your cam and breathing plus as you say, the
gears. If it is wound out at 70, passing is more "interesting",
plus a Jeep is a tad less aerodynamic than a brick or a
Corvette.
#49
Guest
Posts: n/a
Re: More New Scrambler Details
Approximately 10/7/03 13:24, Joshua Nelson uttered for posterity:
> Thanks guys, that makes sense. Is there such a thing as an engine
> that is "torquey" at both low RPMs and higher RPMs, or is that like
> asking for a perpetual motion machine?
No, you can create such an engine. An example I can think
of would be the chevrolet 427 that had so much torque at idle that
you could not stop the !@#$# thing with the brakes if the clutch
was locked up. The highest torque could be clear up in the
4-6K plus range, but if you have enough at idle, who cares.
> (And.... just curious... any
> idea where the Chevy 350 has peak power, low or high?
Depends on the specific model and cam. The LT1 version
had 370 hp at 6000 rpm and 380 lb-ft at 4000 rpm.
You can also cam the thing down for low end grunt as used
in trucks. Is oversquare, but then so is the 454 and it
isn't exactly torque shy. Back in the early 60's the
favorite engine I can recall in Jeep conversions around
Green River and Moab was a Chev from 265 up to 327 and
either the Quadrajet [aka the BBQ Carb] or a big 2 barrel
and aftermarket manifold specific for big 2 barrels.
> From the way
> you've described it, I feel like it's probably low RPM, because I can
> crawl along at idle and feel like I could rip down a wall but
> accelerating over 70mph on a hill is tough.. but that could somewhat
> be a function of the low gears.)
Kinda depends on your cam and breathing plus as you say, the
gears. If it is wound out at 70, passing is more "interesting",
plus a Jeep is a tad less aerodynamic than a brick or a
Corvette.
> Thanks guys, that makes sense. Is there such a thing as an engine
> that is "torquey" at both low RPMs and higher RPMs, or is that like
> asking for a perpetual motion machine?
No, you can create such an engine. An example I can think
of would be the chevrolet 427 that had so much torque at idle that
you could not stop the !@#$# thing with the brakes if the clutch
was locked up. The highest torque could be clear up in the
4-6K plus range, but if you have enough at idle, who cares.
> (And.... just curious... any
> idea where the Chevy 350 has peak power, low or high?
Depends on the specific model and cam. The LT1 version
had 370 hp at 6000 rpm and 380 lb-ft at 4000 rpm.
You can also cam the thing down for low end grunt as used
in trucks. Is oversquare, but then so is the 454 and it
isn't exactly torque shy. Back in the early 60's the
favorite engine I can recall in Jeep conversions around
Green River and Moab was a Chev from 265 up to 327 and
either the Quadrajet [aka the BBQ Carb] or a big 2 barrel
and aftermarket manifold specific for big 2 barrels.
> From the way
> you've described it, I feel like it's probably low RPM, because I can
> crawl along at idle and feel like I could rip down a wall but
> accelerating over 70mph on a hill is tough.. but that could somewhat
> be a function of the low gears.)
Kinda depends on your cam and breathing plus as you say, the
gears. If it is wound out at 70, passing is more "interesting",
plus a Jeep is a tad less aerodynamic than a brick or a
Corvette.
#50
Guest
Posts: n/a
Re: More New Scrambler Details
Approximately 10/7/03 13:24, Joshua Nelson uttered for posterity:
> Thanks guys, that makes sense. Is there such a thing as an engine
> that is "torquey" at both low RPMs and higher RPMs, or is that like
> asking for a perpetual motion machine?
No, you can create such an engine. An example I can think
of would be the chevrolet 427 that had so much torque at idle that
you could not stop the !@#$# thing with the brakes if the clutch
was locked up. The highest torque could be clear up in the
4-6K plus range, but if you have enough at idle, who cares.
> (And.... just curious... any
> idea where the Chevy 350 has peak power, low or high?
Depends on the specific model and cam. The LT1 version
had 370 hp at 6000 rpm and 380 lb-ft at 4000 rpm.
You can also cam the thing down for low end grunt as used
in trucks. Is oversquare, but then so is the 454 and it
isn't exactly torque shy. Back in the early 60's the
favorite engine I can recall in Jeep conversions around
Green River and Moab was a Chev from 265 up to 327 and
either the Quadrajet [aka the BBQ Carb] or a big 2 barrel
and aftermarket manifold specific for big 2 barrels.
> From the way
> you've described it, I feel like it's probably low RPM, because I can
> crawl along at idle and feel like I could rip down a wall but
> accelerating over 70mph on a hill is tough.. but that could somewhat
> be a function of the low gears.)
Kinda depends on your cam and breathing plus as you say, the
gears. If it is wound out at 70, passing is more "interesting",
plus a Jeep is a tad less aerodynamic than a brick or a
Corvette.
> Thanks guys, that makes sense. Is there such a thing as an engine
> that is "torquey" at both low RPMs and higher RPMs, or is that like
> asking for a perpetual motion machine?
No, you can create such an engine. An example I can think
of would be the chevrolet 427 that had so much torque at idle that
you could not stop the !@#$# thing with the brakes if the clutch
was locked up. The highest torque could be clear up in the
4-6K plus range, but if you have enough at idle, who cares.
> (And.... just curious... any
> idea where the Chevy 350 has peak power, low or high?
Depends on the specific model and cam. The LT1 version
had 370 hp at 6000 rpm and 380 lb-ft at 4000 rpm.
You can also cam the thing down for low end grunt as used
in trucks. Is oversquare, but then so is the 454 and it
isn't exactly torque shy. Back in the early 60's the
favorite engine I can recall in Jeep conversions around
Green River and Moab was a Chev from 265 up to 327 and
either the Quadrajet [aka the BBQ Carb] or a big 2 barrel
and aftermarket manifold specific for big 2 barrels.
> From the way
> you've described it, I feel like it's probably low RPM, because I can
> crawl along at idle and feel like I could rip down a wall but
> accelerating over 70mph on a hill is tough.. but that could somewhat
> be a function of the low gears.)
Kinda depends on your cam and breathing plus as you say, the
gears. If it is wound out at 70, passing is more "interesting",
plus a Jeep is a tad less aerodynamic than a brick or a
Corvette.