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Tech Talk: Kilowatts/Horsepower and Torque
When you’re shopping for a new car, there should be a list of things that are important to you. Nowadays it’s how many USB ports or bottleholders but in the past it was about the “donk” and how many “neddies” under the bonnet. Before Australia went metric and still how the U.S. measures power, there’s horsepower. Metrification uses kilowatts and then there’s this mysterious thing called “torque”…
Horsepower, by its very name, measures output or work done in comparison to horses. Scottish engineer, James Watts (whose name also gives us part of the other measure) adoptedthe unit’s measure in the late 18th century with: Horsepower (hp) is a unit of measurement of power (the rate at which work is done) in order to compare the output of steam engines to draft horses. That was subsequently expanded to compare to other types of engines like turbines and electric engines.
Watt, being an engineer, put forward this equation: 
In short, Watt had calculated that a horse could turn a mill wheel 144 times in an hour (or 2.4 times a minute), with the wheel measuring 12 feet (3.6576 meters) in radius; therefore, the horse travelled 2.4·2π·12 feet in one minute. Watt judged that the horse could pull with a force of 180 pounds. What does all of this mean? Horses would perform a certain task with a certain amount of work performed over a given time period, which boils down, without all of the physics involved, to be calculated as horsepower.
Kilowatts is the other measure of what an engine can provide and is, simply, an amount of thousands of watts. For example, a car engine may be quoted as 200 kilowatts, being: The unit is defined as joule per second and can be used to express the rate of energy conversion or transfer with respect to time. The unit was named after the aforementioned James Watt.
When it comes to kilowatts versus horsepower, one kilowatt is equivalent to 1.34 horsepower, with neddies or ponies considered as suitable replacement words. In reverse, there’s about 0.75 horsepower per kilowatt.
Engines found in cars will quote x amount of kilowatts in their marketing material, with the higher the number seemingly the better. The “problem” with this approach is that PEAK kilowatts and horsepower are generated at high engine revs. That’s fine for applications where that approach is needed, say Formula 1 racing or powerboat racing but then fuel efficiency for the common man, not to mention the sheer driveability,becomes an issue…
Torque, the forgotten part of what a car engine does, is, in simplest terms, the amount of grunt or the measure of twisting force an engine can generate. A great way to think of what torque and kilowatts can do is by imagining a screwdriver and a stuck screw. The twist that you use to move the screw is torque and the continued turning of the screwdriver to get the screw out is the kilowatts or horsepower. Should you see a skilled driver perform a burnout, let’s say a motorsport driver that’s won a race and is celebrating, they will use both torque and kilowatts,with torque coming into play to break the traction between rubber and road then power (kilowatts) to continue to spin those tyres against the gripping force of both road and hot rubber, which then produces the spectacle of heaps of smoke.
Torque is made by an engine at a lower rev range than horsepower or kilowatts; a diesel engine will produce more torque than a petrol powered engine simply because of the way a diesel engine works. Petrol engines use electricty and spark plus to ignite the fuel vapour inside the cylinders, which pushes the piston down and turns the crankshaft. Diesels, on the other hand, use compression (squeeze a balloon until it pops) by injecting diesel fuel into an air filled combustion chamber (or cylinder, in the case of a car engine) and pushing the piston against that until it “explodes” and forces that piston back down. 
Or in tech terms: The diesel engine (also known as a compression-ignition or CI engine) is an internal combustion engine in which ignition of the fuel that has been injected into the combustion chamber is initiated by the high temperature which a gas achieves when greatly compressed (adiabatic compression). This contrasts with spark-ignition engines such as a petrol engine (gasoline engine) or gas engine (using a gaseous fuel as opposed to petrol), which use a spark plug to ignite an air-fuel mixture.
Torque is also the motive force that gets your car going in the first place. Using the transmission, with a set of differing ratios or gears, that torque is sent from the engine to the driving wheels via that transmission and that torque is then what starts moving the tyres against the road. As the revs rise, kilowatts then take over to keep your car going, before the transmission changes ratio and drops the revs back down.
And, as we all now know, the less revs the engine is doing, the less fuel it’s consuming, hence the growth of gearboxes with more ratios, the most common being a six speed but with some luxury brands having eight, perhaps nine….and an engine with enough torque to utilise those ratios.
(Information sourced from Wikipedia. This article is not intended to be an in-depth explanation of kilowatts, horsepower and torque, but an overview to suit its intended audience.)
Private Fleet Car Review: 2015 Subaru Impreza 2.0L S CVT
Subaru’s Impreza has been a staple part of their line up for nearly two decades, with the range giving birth to the WRX, WRX STi, Forester and XV models. A refresh was given to the Impreza in 2015 which was more of a gentle overhaul of the interior than a major rethink, as a major redo is due for 2017. A Wheel Thing’s first car for 2016 was the 2015 spec Subaru Impreza-S with the 2.0L naturally aspirated engine and CVT. 
Sitting at the top of the three model range, starting at $22990 driveaway, the S is set at just under $32000 and comes loaded with sunroof, cruise control, satnav and touchscreen, Bluetooth, leather seats, dual zone aircon and the 2016 model also gets push button start/stop and heated seats.
Under the gently sloping bonnet is their tried and tested boxer engine, breathing through a single exhaust pipe, with a modest 110 kilowatts (6200 rpm), 196 Nm of twist (4200Nm) and is connected to the now famous all wheel drive system via a constant variable transmission, complete with paddle shifts and six programmed gear points. Fuel is flexible, with a minimum required octane number of 90, filling a 55 litre tank.
Subaru’s fuel figures are quoted as (for the CVT) 6.8L/8.9L/5.6L per 100 on the combined/urban/highway cycles with emissions said to be 157g/km of CO2, a EURO5 standard. A Wheel Thing’s test cycle finished on 7.8L/100km in a predominantly urban cycle. Acceleration is quoted as a somewhat leisurely 11.2 seconds to reach 100 kilometres per hour. Bluntly, it’s much easier and more efficient to use the paddle shifts if a quick getaway is needed with a low torque engine. Hit the go pedal, climb to about 3500-4000 and blip the shift…much quicker. A Wheel Thing has not been a supporter of CVT’s with low torque power plants since they first came to wider public attention in the latter half of the noughties.
Why? They caused widespread confusion amongst potential buyers for revving so high, sounding as if the engine was overworked and the gearbox was broken by sitting at around 4000 revs whilst speed climbed (this was before paddle shifts became the preferred option). They never appear to be as efficient in taking the torque and power and transferring them to the ground (think of a manual transmission with a slipping clutch) but they do have the virtue of weighing less. When added to the engine the WRX has, for example, it’s a totally different experience.
The current Impreza weighs in at just 1415 kilograms in hatchback guise (as tested) and that hatch also offers up 771 litres of space when the rear seats are folded. Otherwise, you can count on 340L, 120L less than the sedan’s and, as you open the hatch and lift the cover, you’ll find a space saver spare.
The inside gets Subaru’s Starlink navitainment system as standard, a knee airbag has been added to to the 2016 spec model to complement the curtain ‘bags and the 2015 car stays with a insertable key while the ’16 gets a push button for Start/Stop.
The exterior is unremarkable with the test car provided clad in Venetian Red which did little to highlight the hatch’s lines. The sedan and hatch have different headlights to the WRX/STi and currently lack the LED driving lights as found almost everywhere else. There’s globe lit driving lights at the bottom corners and a hazy look inside the headlights, with a slim garnish of chrome just above the lower lights. 
Wheel arches have a sharpish edge to the bulge,there’s no parking sensors front OR rear but a bonus is the very wide opening angle the doors have, allowing super easy access and departure from the cabin. The rear ‘gate is manually, not power, operated.
Shortly after picking up the car, the ride of the Impreza S was noted as being soft, spongy, wallowy. A subsequent check of the tyre pressures found that all four were at just 30 psi. A pump up to 36 certainly tightened up some of the ride but also still left A Wheel Thing with the impression the suspension was still overly soft. Body roll was noticeable and the tyre squeal from the 205/50/17 inch Dunlop tyres told the story about how they were struggling to grip even in mild turns as the car leaned over them.
Having said that, the steering itself is responsive enough to not cause undue worry, with predictable handling once you’ve spent sometime with it. It’s easy to set up into gentle turns and on a tightening radius turn, pulls the nose in nicely with a slight lift off the throttle.
Although it appears the engine is a willing performer, the CVT really does anchor the car. There’s that aforementioned get up and go issue, if letting the CVT do it itself. Use the paddleshifts on a flat road and things improve. However, neither work well with the lack of torque when meeting an uphill road such as the Old Bathurst Road zig zag at Emu Heights, just a few minutes west of Penrith at the base of the Blue Mountains.
Even using the paddle shifts, a drop down to first was sometimes required to keep the engine ticking over and the Impreza S under way, with a gear display on the dash flickering an arrow to indicate a need for an upshift. On a downhill run, there was a palpable sense of the engine/transmission braking, with a seat of the pants sensation of a gear cutting in and out, with the associated momentary slowing of the Impreza-S. Brake pedal feedback itself was sufficient to provide plenty of coverage on the Old Bathurst Road downhill run, an ideal brake test road.
The steering wheel itself has a good heft to it but, oddly, feels too wide for the car. Through the wheel the driver sees two analogue dials bracketing a small LCD screen for the speed and tacho and something not seen by A Wheel Thing since the early 1980’s…an economy gauge. Essentially, it’s a + or – gauge and the needle swings between one to the other depending on throttle position. There’s also the engine auto start/stop system that reengages the engine just 0.35 of a second after lifting the foot off the brake.
Up in top centre is Subaru’s handy double info screen setup, accessed by a small but clearly marked rocker tab near the Hazard flasher button. There’s on the fly fuel consumption, average consumption and an indication of the drive train, plus more.
The overall dash design is also one that Toyota should consider, being measureably more cohesive in look than their Corolla and GTS vehicles, plus Subaru appears to be unique in offering dual USB ports, both for the front and rear passengers. There’s also an extra touch of bling, with alloy sports pedals in the driver’s footwell brightening up the dark. Power window wise, only the driver gets an Auto (one touch) up/down switch. 
You sit on, rather than in, the someone boring to look at and slabby cushioned seats, with the machine made leather coverings lacking any surface detail. Being non ventilated (2016 model will be heated, ventilation for Australia should be mandatory…) means it doesn’t take long before the sweat factor sets in. There is plenty of body room with the electric seats allowing a decent stretch of the legs although left shoulder room for the driver is a touch cramped, with two adults putting on seatbelts simultaneously consistently banging into each other.
That’s, in part, due to the compact dimensions of the Impreza-S hatch. There’s a total of 1740 millimetres to play with side to side, whilst overall length for the hatch is 4420 mm, a tad shorter than the sedan’s 4585 mm. You lower yourself down into the hatch, too, belying the 1465 mm height. Wheelbase is proof of the wheels to the four corner design, at 2645 mm.
Safety wise, it’s well equipped, with the usual assortment of electronic aids like stability and traction control, brake assist and brake distribution plus the airbags, passenger safety cell, reverse camera, seatbelt pre-tensioning and the peace of mind of Subaru’s three year and unlimited kilometre warranty, a three year or 75000 kilometre capped price service program and 12 months of roadside assist. There’s also Subaru’s Datadot (Datadot info) to consider.
The Wrap.
The Impreza is a solid and dependable entry from the Subaru stable and is due to get a major overhaul for the 2017 model. Up against competitors such as the Corolla, Mazda 3, Hyundai i30 and Kia’s Cerato, amongst others, it’s one that probably can’t come soon enough.
On its own, it’s fine, but up against the Koreans and the bigger Japanese companies the basic structure’s age is showing. The suspension is just a bit too soft, the engine’s output stuggles to move it around when bolted to the CVT, which itself needs some refinement and the styling lacks the current design leaning towards a smoother, more organic look.
For further info on the Impreza range, go here: 2015 and 2016 Subaru Impreza range
Lamborghini Breaks Sales Records For 2015.
With new product and an increased market awareness, Automobili Lamborghini has had its fifth successive year of sales growth, with the 2015 year also seeing the brand deliver, for the first time, over 3000 units (3245, to be precise).
2014 saw 2530 units delivered, making last year’s results an increase of 28% over 2014’s figures. With 135 dealers covering 50 countries, it’s also an increase of two and a half times the amount sold in 2010.
Stephan Winkelmann, President and CEO of Automobili Lamborghini S.p.A. said, “In 2015 Lamborghini delivered an exceptional sales performance and new records in all key business figures*, confirming the strength of our brand, product and commercial strategy. With the introduction of several new models in 2015 and a solid order bank, we are well prepared for the year 2016.”
The Huracán LP 610-4 model has been a large part of the sales increase, with 2242 units being shipped in its first full year of availability and the best in its history for V10 sales. Sales figures of the Huracán in the first 18 months after market introduction were up by 70% compared to its predecessor, the Gallardo, in the same period after market launch.
The V12 Aventador LP700-4, with hard and soft top versions, along with the Aventador LP750-4 Super Veloce, also had an increase, compared to its successor, the Murciélago, up by 124% compared to the same sales period of fifty two months. 1003 units were sent to new homes in that period.
There’s also a new model on the way. Expected to see first deliveries in 2018, the Lamborghini Urus SUV will become the third model in the current Lamborghini lineup.
Winkelmann also said: “We increased sales in all our major regions with new sales records in America and Asia Pacific. Our biggest markets are the USA and Greater China. They are followed by Japan, UK, the Middle East and Germany, each of them registering considerable growth in 2015.”
Lamborghini isn’t backing away from the motorsport commitment either, with the one-make Lamborghini Blancpain Super Trofeo series debuting in 2015. With over eighty cars in the series, it creates yet another record for the brand. 
The Huracán LP 620-2 Super Trofeo is the car of choice and has raced in Europe, North America and Asia. There’s also the Huracán GT3, which competed in the Blancpain Endurance Series and won at Monza, in Italy, in April of 2015.
Many collectors of classic cars have struggled to find suitable companies and materiel to restore their vehicles; Lamborghini has stepped up with Polo Storico, its in-house restoration centre. Home to the company’s archives, the vehicle restoration and certification centre makes sure that all available spare parts for historic Lamborghini models can be sourced from one location.
Automobili Lamborghini S.p.A.
Founded in 1963, Automobili Lamborghini is headquartered in Sant’Agata Bolognese, in Northeastern Italy. The Lamborghini Huracán LP 610-4, which made its international debut at the Geneva Motor Show in 2014, the Huracán Spyder and the rear-wheel-drive version Lp 580-2 of 2015 are the successors to the iconic Gallardo. With their innovative technology and exceptional performance, they redefine the driving experience for luxury super sports cars.
The Coupé and Roadster versions of the Aventador LP 700-4, along with the Aventador LP 750-4 Superveloce, represent a new benchmark in the world of V12 luxury super sports cars. With 135 dealerships throughout the world, in half a century Automobili Lamborghini has created a continuous series of dream cars, including the 350 GT, Miura, Espada, Countach, Diablo, Murciélago, as well as limited editions including the Reventón, Sesto Elemento and Aventador J. The Veneno Coupé, Egoista and Veneno Roadster were produced to celebrate the company’s 50th anniversary in 2013.
Australian Car Icons Slide Back Whilst Sales Overall Hit The Million Again.
Although the icons of Australia’s automotive industry, Ford and Holden, went backwards in sales in 2015, overall sales hit the million mark for the fourth year in a row, with preliminary figures tipping 1.156 million.
Holden went backwards by 2.9% and was within reach of Hyundai, with less than 1000 sales between the two. The Blue Oval, meanwhile, hurt even more, with sales dropping by 11.6% and outside of the top five, beaten by Mitsubishi for the first time. The iconic Falcon, once one of the country’s favourite cars, sold less than 6000 units and was comfortably outsold by Germany’s Mercedes-Benz, with their C Class sedan.
It wasn’t all bad news for Australian made cars, however. Toyota’s Camry cracked the number one position in December, for the first time in 2015, helped by a pricing structure and finance package that made the vehicle’s value a better proposition. 5320 Camrys found new homes in December, making it just the third time the Camry has topped a monthly sales chart, with the Corolla, a perennial top seller, moving 3470, just twenty more than its persistent rival, the Mazda 3.
Toyota and Ford stood nose to nose in the workhorse stakes, with the Ranger just 290 units behind in December, with 2840 against the 2130 of the HiLux. The Commodore, also once a family favourite, shifted just 2620 in December and in series 2 guise, with Mitsubishi’s revamped Triton, with 2140 units, making inroads.
Hyundai’s i30 moved 2000 units in December just ahead of the 1920 of Mazda’s CX 5 and stablemate Tucson, at 1630.
Overall, Toyota also took the number one spot for December and for 2015, with a rise to 206237 units, an increase of 1.3%. Mazda saw a huge increase for 2015, with a huge 13.2 percent putting them into second overall, with 114024. Mazda also took the runner up position in December, albeit with half of Toyota’s 21K units, at 9700.
Third for 2015 and December was Holden, at 102951 and 9145.
Hyundai jumped by 1.9%, to 102004, to claim fourth and fifth went to Mitsubishi, at 71752. The bottom half of the top ten: Ford 70,454 — down 11.6 per cent, Nissan 66,063 — up 0.05 per cent, Volkswagen 60,225 — up 9.9 per cent, Subaru 43,600 — up 7.6 per cent, Honda 40,100 — up 21.5 per cent.
What also stood out in 2015 was the continued rise of ute sales, with the Triton, Ranger and HiLux, tradionally seen as workhorses, more and more being used as family vehicles in a dual cab configuration. Small cars continued to sell well also, ahead of the SUV category. Production volumes, month by month, were also mostly down in 2015, as Ford prepares to wind up local manufacturing this year and Holden & Toyota look to do so in 2017.
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