CKwik240
Member
See the graphs below. I took the M3P line from the graph on the previous page and eyeballed the values. I created data to simulate the M3P power if there was a flat power curve once it reached peak. I am assuming it reaches peak power sooner as I removed the effects of back-EMF. The torque curves are at the wheels. Clearly, there is a bit more torque when power is flat before and after where peak power aligns. Disclaimer: I linearized a lot of the datapoints for simplicity.You are measuring engine output and not wheel torque on ice and wheel torque on the m3p. That is not how it works. You need to calculate wheel values to compare. If you do then they are very similar
Also added in an engine I found a dyno for online that had similar HP output and mocked up some gear ratios. It's not really optimized, but it illustrates how HP is somewhat flat. The torque curve tends to somewhat follow the M3P motor with a flat power curve. Clearly more gears and better spacing would be more ideal. What's important id the the area under the curves. The last set of curves are for a CVT version of the same gas engine. With a similar peak HP output as the flat M3P, the torque at the wheels are virtually identical at all vehicle speeds after about 55 mph.
If you take engine torque and calculate wheel torque, then take the wheel torque and apply HP=(Tq * Wheel RPM)/5252 to the wheel torque, I guarantee it will match Engine/Motor HP. The fact that the respective curves converge and diverge in proportion to the differences in power/torque illustrate this quite well.
Data points are below.
I would share the excel file, but it seems I can't attach it here. Feel free to PM me for a copy if you want to see my data. Questions? Ask.