Car A
Gear ratios
Engine-curve input
Car B
Gear ratios
Engine-curve input
Results
Torque-curve comparison
Power-curve comparison
Wheel-torque advantage by gear
Each bar shows the average wheel-torque advantage at the same road speed over the shared real operating range of that gear. blue = Car A ahead, orange = Car B ahead.
Engine-power advantage by gear
Each bar compares average engine power from the ratio-synchronized post-shift rpm to the next shift point. Launch rpm is not used.
Wheel torque versus road speed
The curve follows the gears in sequence using the selected or optimized shift points. A vertical drop shows the effect of a shift.
Effective engine-power area
The area is integrated directly from engine power, from the first curve point to the selected shift point. Transmission, final drive, tire size and drivetrain loss do not affect this comparison.
The unit hp·1000 rpm is a powerband comparison index, not time-based energy. Average power is the area divided by the rpm range used.
Effective power areas by gear
Car A and Car B effective power areas are overlaid for gears 1–5, highlighting the percentage difference and the rpm range used by Car B.
1st gear
2nd gear
3rd gear
4th gear
5th gear
Car A: rpm drops after shifts
Post-shift rpm also includes speed loss during the shift.
Car B: rpm drops after shifts
With the same transmission, the percentage ratio drop is the same as for Car A.
Wheel torque by gear ratio
Calculation method
Power: P[hv] = T[Nm] × rpm / 7023,5.
Torque from the power curve: T[Nm] = P[hv] × 7023,5 / rpm.
Wheel torque: engine torque × gear ratio × final-drive ratio × drivetrain efficiency.
Effective area: engine power is integrated with respect to rpm from the first curve point to the selected shift point. The result is reported as hp·1000 rpm.
Tractive force: wheel torque divided by dynamic tire radius. High rpm benefits acceleration through shorter overall gearing and higher power even if engine torque in Nm is lower.
Acceleration: a = (tractive force − aerodynamic drag − rolling resistance) / effective mass. Effective mass includes the user-defined rotating-mass factor.
Launch calibration: when measured 0–30 km/h time is greater than zero, launch force is limited so clutch slip, chassis grip and launch technique are anchored to the measured result.
Shifts: tractive force is zero during the specified shift time while the car decelerates from aerodynamic and rolling resistance. Post-shift rpm is determined by road speed and gear ratio, not free engine deceleration.
Rpm drop: with the same transmission, the percentage drop is identical for both cars. For example, in the 1→2 shift, 2.49/4.20 = 0.5929, so an 1100 rpm difference before the shift becomes about 652 rpm in the next gear before speed loss during the shift.
0–400 m: distance is integrated from speed, returning elapsed time and terminal speed at 400 metres.