David Redszus wrote:A massivly heavy flywheel reved to a high rpm will store copious amounts of kinetic energy. When released, it will produce a substantial surge in acceleration....momentarily until the stored energy is dissapated.
And then...if there is not sufficient torque available from the engine (through the drive train) the car will bog down until adequate force is obtained. But now the heavy flywheel becomes a power consumer as the engine rpm is increased and reduces acceleration forces.
It makes much more sense to gear the vehicle properly given the torque available, its weight, and the traction limit.
Troy Patterson wrote:
Assuming the engine is developing an adequate amount of power once the vehicle is in motion to overcome load (as the engine represented in the data sheet provided above does), the differences in measured G-Force / curve between a manual trans and an automatic car will be essentially the same.
Nebulous: • (of a concept or idea) unclear, vague, or ill-defined
Vintage Super Stock is nowhere close to modern Super Stock.
David Redszus wrote:Whether it be an auto or manual, the linear acceleration G forces will indicate how much force has been transmitted to the ground. Ultimately, it all comes down to where the rubber meets the road, not the flywheel, not the clutch, not the trans.
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