[johnydep]

Originally Posted by muso

I often wonder if some of these Holden 'press cars' are 'prepared' before the road test and perhaps have a more aggressive tune in them. The SS models do seem to have a lot of variation in their 0-100 and 0-400m times when compared with the FG Turbo test cars that seem to produce consistent numbers usually 5.1 or lower 0-100 and low 13 0-400m.

When comparing atmo engines to Turbo ones I would have always thought the atmo would be more consistent than the Turbo.

That's why I previously posted this site - http://www.automobile-catalog.com/simulation.php

All the makes are on the right side, follow the links, find your models and compare. Have a look, it's quite good.

Estimation of the engine power/torque curve – the formula based on the maximum power and maximum torque points, the relationship between the power and the torque for an internal combustion engine and the typical shape of the curve for engines of different constructions.

Power/torque loss – between the engine drive shaft and wheels (in differential, gearbox, axes, etc, depending on the drive train architecture). In cases that only gross power/torque values are available, additionally the typical net-gross relation factors for different standards are taken into consideration.

Start phase – for cars with manual transmissions the ProfessCars software simulates the maximum torque revs and quick clutch release. For automatic vehicles with torque converters, the software simulates 3000-4000 revs (dep. on engine construction) and quick brakes release, taking into consideration each specific torque converter factor. Corresponding procedures are used for dual-clutch and other construction transmissions.

Gear change – in redline revs point, if specified, or a few hundred revs above the maximum power revs point, depending on engine construction.

Gear change time – may fluctuate between 1.5 sec for old construction unsynchronized manual gearboxes and first automatics, down to 0.1 sec or less for modern dual-clutch transmissions.

Coefficient of friction – driving wheels spin is simulated, if the calculated driving force exceeds a coefficient of friction between the tire and the road surface multiplied by the drive axle weight (or 2 axles for 4WD cars). Therefore, in many cases it’s possible to receive even better accelerations using special drag race tires or on special high friction road surface.

Weight – calculations are made for the curb weight of a vehicle with standard specifications, full fuel reservoir plus 90 kg (200 lb) load. Therefore you can expect worse acceleration figures for a car with extra equipment and additional load, or better values for emptied car with less fuel.

Final drive ratio – standard axle ratio is considered, if not otherwise noted.

Drag coefficient – if there is no official data provided, the drag coefficient factor (Cx, Cd, Cw-wert) is estimated based on typical values for cars with different body costructions manufactured worldwide in a corresponding time period.

Engine efficiency – typical values depending on the engine construction, the generation, and the shape of the revs curve.

And much more…