That’s exactly backwards. The gears in the differential lower speed and RAISE torque. Smaller diameter tires do the same thing.
Typo on my part. I meant to say:
If you’re going to say that lower gears multiply torque …
Lower gears in the tranny, smaller tires, and differential gearing don’t multiply torque. They just give the engine less work to do.
Would you say that you’re multiplying torque when you downshift a biicycle into a lower gear?
i think you should look up gear reduction. That is EXACTLY what lower (numerically higher) gears do.
Certainly
I stand corrected.
Years ago in a 2 yr auto mechanics school, that was the way I remember learning it when we dissected a torque converter. Ironically the first site I looked at confirmed that thinking, which is why I held firm.
After a lot more reading, I see I was wrong.
Thank you
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The clutch is more stressed in high gear, with open throttle in powerband sweet spot, for the same reason it is more stressed in low gear with closed throttle under deceleration.
To look at this matter in a sort of reverse.
I’m glad we got that straightened out. Thanks for the post.
Well whats the answer? Inquiring minds want to know !
150LBS on the top scale. the bottom scale would be 150lbs plus the weight of the top scale.
Not sure. Springs have always confused me. I would start w/ this thought experiment. Say you had two fish weighing scales. Basically a spring w/hooks on each end, the top hook is held by the fisherman and the fish is put on the other end. They show the weight corresponding to the distance the spring stretch. That part is pretty easy to understand. But what if you had two of these gadgets, identical, separately, both say the fish weighs 10 lbs, and daisy chained them together. Hold the top, put the fish on the very bottom; do they both report the same weight as before?
Same answer as given above, the top one shows 10 lbs plus the weight of the bottom scale, the bottom one shows 10 lbs.
I divide the people answering this problem into two categories: those who have never experienced the problem vs. those who have. I am in the latter category, and the answer is that for a worn out (not broken) clutch, it will first begin to slip in the highest gear. Slippage causes it to wear faster, and it will begin to slip in the next lower gear. One of the things not clearly discussed yet: when the car is on the level, the clutch will only slip when trying to accelerate.
I like to translate this question into everybody’s experience. Imagine that you have built an 18 speed bicycle with a clutch. The clutch is added in between the pedals and the drive sprocket.
The clutch has no purpose except it will slip if too much force is placed on the pedals.
Now, imagine you are cruising along at 8 mph is some middle gear, and you suddenly want to accelerate to 20 mph. If you go to a lower gear, you accelerate faster and pedaling is easier. If you go to the highest gear, you must press very hard or stand on the pedals, you gain speed very slowly and the clutch slips under the very high pedal forces.
A car accelerating in the highest gears experiences the same clutch-slipping forces when the engine is pushing the hardest.
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I note that Tester’s picture of the slave cylinder does not show the typical device to set the clutch freeplay. I reiterate what others have said. There MUST be freeplay, or the new clutch will be ruined quickly.
Agree it will be very quick/