Drivetrain loss
Thread Starter
Instructor
Joined: Oct 2007
Posts: 244
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Burning Brakes
Joined: Aug 2004
Posts: 802
Likes: 1
Since no one is responding, I'm gonna take a guess. The torque tube purpose is to take the torque load off the frame and rear suspension.
So the efficiency of the drive train won't make a difference with or without the torque tube.
Corrections/additions to above is welcomed.
So the efficiency of the drive train won't make a difference with or without the torque tube.
Corrections/additions to above is welcomed.
Melting Slicks
Joined: Nov 2005
Posts: 2,074
Likes: 309
I think it will always be a guess. There are so many variables that I'm not sure anybody has gone to the trouble of trying to establish exactly what the numbers are. Maybe a high-end race team has done it, but it'll probably vary slightly from vehicle to vehicle, anyway.
Melting Slicks
Joined: May 2001
Posts: 2,596
Likes: 120
From: East Tennessee
Depends on the weight of the shaft, and since the TT shaft has no u-joints or angles it should be more efficient than a regular driveshaft.
But the CVs at the axles will suck up that freed up power..
Its a wash most likely as far as loss.
But the CVs at the axles will suck up that freed up power..
Its a wash most likely as far as loss.
Thread Starter
Instructor
Joined: Oct 2007
Posts: 244
Likes: 3
From some recent research I have done, with a torque tube, it rotates at the same speed as the engine. A drive shaft will rotate at a variable speed different from the engine depending upon which gear the transmission is in. Of course, once the power is at the end of the torque tube going to the transmission and rear end, you will have different rotational speeds and torque applied depending on the transmission gear and then the rear end ratio. I would like to have a formula to apply the various speeds to calculate the efficiencies of both drive trains. It seems that I have read somewhere that the torque tube is more efficient and is considered a structural member, whereas as drive shaft is obviously not a structural member and requires more support built into the structure as in engine and transmission mounts.
Last edited by 14 Red Z51 Vette; Jun 23, 2014 at 04:40 PM. Reason: Spl
Melting Slicks
Joined: Nov 2005
Posts: 2,074
Likes: 309
If I had to guess, I'd say that the current design is a little more efficient that a drive shaft with U joints, but the torque tube has support bearings that are going to create a little drag that the older drive shaft doesn't have. Would you mind if I ask why you need to know this? Are you building a car?
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Thread Starter
Instructor
Joined: Oct 2007
Posts: 244
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Curiosity more than anything. I have a technical degree and I am guilty of over analyzing things to try to figure them out. From the seat of the pants, the new Vette feels pretty strong for the hp and torque rating compared to some other cars I have driven with similar ratings.
Last edited by 14 Red Z51 Vette; Jun 23, 2014 at 06:39 PM. Reason: Spl
Drifting
Joined: Jul 2013
Posts: 1,726
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Curiosity more than anything. I have a technical degree and I am guilty of over analyzing things to try to figure them out. From the seat of the pants, the new Vette feels pretty strong for the hp and torque rating compared to some other cars I have driven with similar ratings.
I'm getting a blower on mine at some point. 600whp for an everyday car is the right amount of power for me. Lol.
I came from a 480whp mustang that is noticeably quicker to 120 than the Vette, but when this thing gets blown, there's few things on the street that can touch it. It will walk GTR's from a roll all day long.
Melting Slicks
Joined: Nov 2005
Posts: 2,074
Likes: 309
I wish we could say it's light weight, but they went backwards in the C7 in this department. The engine, though, does seem to be forward progress with the DI and variable cam. The power under the curve is definitely going in the right direction.