Robert's Simple BMEP calculator Works for Four-Strokes only!

BMEP = ( HP * 13000 ) / ( L * RPM )

Vehicle kW Nm Torque/RPM HP *13000

Alfa GTV 2.0 (1982) 95.42 175 130 1690000
147GTA 183.5 300 250 3250000
156GTA 184 300 250.68 3258855.59
2.0JTS 121.11 165 2145000
Astra Turbo 147 250 1950 200.27 2603542.23
Pug 306 GTi6 124 196 5500 168.94 2196185.29
R Clio Sport 124 200 5400 168.94 2196185.29
Focus RS 157.81 310 3500 215 2795000
Focus RS 220.2 535 3500 300 3900000
Focus ST170 127 197 5500 173.02 2249318.8
S2000 176 208 7500 239.78 3117166.21
S2000 179 220 6500 243.87 3170299.73
Ferrari V12 403 549.05 7137602.18
Evo VI 206 373 3000 280.65 3648501.36
Monaro CV8 235 460 4400 320.16 4162125.34
Pug 206 GTi180 132.12 180 2340000
Honda Integra R 146.8 192 6000 200 2600000
Honda Integra R 141 179 6300 192.1 2497275.2
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Question - why does my stove-hot FWD car lift its rear wheel when I hammer a turn, yet my mate's old Alfa sits flat and goes 'round quicker?
Robert's Simple Weight Transfer calculator Works for anything with 4 wheels!
Weight transfer = ( Lateral acceleration x Weight x Height of CG ) / Track width
For example, an '82 Alfa Romeo GTV Tipo 116 is cornering at 0.85 g.
Assuming its track width is 1600 mm, height of CG is 500 mm and it weighs 1250 kg with a 70kg driver, then we can calculate the weight transfer is 332 k
Assuming the car has a perfect 50:50 weight distribution between front and rear, which it does (with gearbox and clutch at rear) then we can see that eac
Therefore you can see the outside wheel has far more influence on handling than the inside wheel. This explains why we'd prefer unequal length non-pa
Variables
Lateral acceleration 0.85 <--insert Lateral G - try changing this to simulate slicks or other grip-mods (not to
Track width 1600 <--insert Track width mm (a relatively wide track is good, less rollovers!)
CG height 500 <--insert C of G height in mm (low slung sports cars have an advantage here)
Weight 1250 <--insert weight in kg (extra mass equals extra work, so why not put yr car on a die
Therefore your WT is… 332.03 kilograms (total weight transfer from side to side given these variables)

Weight distribution Front 0.5 Weight per side (static) 625

Rear 0.5 per wheel front 312.5
1 <-- Must = 1 rear 312.5

The RESULTS! Look here for the figures --> Weight per side (dynamic)
This is why your nose-heavy FWD car understeers --> per wheel front (LOADED) 478.52
If 50:50 front:rear balance, car will handle neutrally front (UNLOADED) 146.48
If nose-heavy will ultimately understeer per wheel rear (LOADED) 478.52
This is why your nose-heavy FWD car lifts a rear wheel --> rear (UNLOADED) 146.48

OK, this is not every factor. Look at tyre compound, too. Chassis stiffness. Think about weight per kg spread over the incre
Enjoy!
 hp = torque x rpm / 5252. Since 5252 is a constant we can say that hp = torque x rpm
P=2xPIxNxT 734 watts = 1 bhp (approx)
or Power (Watts) = Torque (Nm) x 2 x PI x N (revs per second),

Litres RPM l*rpm BMEP Compression 0-62 Kg Tyres

1.96 5400 10594.8 159.51 9
3.18 6200 19709.8 164.89 10.5 63 1360 225/45/17
3.18 6200 19709.8 165.34 10.5 225/45/17
2 6400 12800 167.58
2 5600 11188.8 232.69 8.81 7.4 1282 215/40/17
2 6500 12987 169.11
2 6250 12487.5 175.87 11 7.3 1035 195/50/15
2 5500 10989 254.35
2 5250 10473.75 372.36
1.99 7000 13916 161.64 10.2 1283 215/45/17
2 8300 16600 187.78
2.16 7800 16824.6 188.43 11.1 1285
5.7 7250 41325 172.72
2 6500 13000 280.65
5.67 5200 29458 141.29
2 7000 13986 167.31
2 7400 14785.2 175.85
1.8 7900 14220 175.62
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sits flat and goes 'round quicker?

<-- the formula

<-- the example
n we can calculate the weight transfer is 332 kg.
ox and clutch at rear) then we can see that each inside wheel shoulders 146.48 kg while the outside has to suffer 478.51 kg. Give or take.
plains why we'd prefer unequal length non-parallel double wishbones, because it has the least camber change on the outside wheel. Camber change is bad.

Use G-meter or take a guess! Mostly from 0.7 to 0.85, sedans to sports cars on radials
Look up your spec sheet!
Another guesstimate, but get a tape measure and go to height of engine, then come down 2/3rds height of engine, give or take
Look up your spec sheet! Add yr own weight to see the effect!
de given these variables)

test calculations!
kg 50:50 dist
332.03 wt
Dynamic 625 wt side
ie outside front wheel Total weight loaded
ie inside front wheel 957.03 957.03 loaded side
 ie outside rear wheel Total weight unloaded 478.52 per wheel
ie inside rear wheel 292.97 292.97 unloaded side
146.48 per wheel
t weight per kg spread over the increased contact patch when you fit those big wide tyres - maybe that's why wet-weather driving is soo
 = torque x rpm

wheel. Camber change is bad.

ne, give or take

's why wet-weather driving is soooo exciting?