Outdoor Power Equipment (Lawn Mowers, Snow Blowers, Chain Saws and more) Discussions

It’s confusing the way torque and power are talked about.  Maybe someone can square me away?  The confusion is people referencing max torque of engines from torque curves.

 

Related to snowblowers only.  The following are not statements of fact.  They are my understanding.

 

Torque is the guy that tosses the snow, the lifting energy.   Power (speed) is also a factor.  Together they make up the needed elements for throughput related to torque (how much can be gobbled up) and power (distance of toss from engine/impeller speed). 

 

Torque and power have to be considered together at the useful “range” which for a snowblower is max throttle, max RPM.  For the RPM part that is max under load so 3600 drooping to ?? unsure but a guess 3000. 

 

People talk about how much torque is available for a given engine and those figures usually reference torque curves. Referencing torque curves seems useless for a snowblower because it’s never operated in the range of RPM where max torque happens.   Any references to these numbers for a snowblower are meaningless.

 

The only part of a torque curve that is the meaningful for snowblowers is the far end (not max torque from the curve) and that happens at 3000 to 3600 (the far end).   

 

Is the above right?  Max torque from curves is not useful for a snowblower.  It’s what is at the far end of the curve that is meaningful for snowblowers.  The 3000 to 3600 section of the curve.  No one runs their engine at 2400 RPM. 

   I could not fine the Honda torque curves at the URL posted above but they are available at the URL below for, GXs, 160, 200, 270, 340.

http://www.auspowered.com/powered-by-honda/gx200.html

 

tkrotchko:>>Every internal combustion engine is effectively optimized to produce maximum torque at a place the designer/engineer decides it would be most advantageous.

 

Related to that, does anyone know wear degradation related to running an engine at design max torque? 

 

There are various degrees of running loaded.  When the engine is deeply loaded and struggling it can take it.   The tossing distance cuts almost in half, the engine thumping, the head gasket almost seems it will blow out but it can keep munching and tossing at that load.  When it gets to that point I often wonder where I am at the top of the torque curve because it seems to be dealing with the load and can keep it up but it also seems like I’m destroying the engine.  It’s one thing to run max’ed in short EOD piles but making a long run in heavy wet snow is very tough on an engine when running very loaded. I’ve always wondered if the point of extreme load is at the max torque point and a place to not run for long periods.  A tach would help to locate where on the curve it's running when deeply loaded so picking one up.

 

From an old snowshoveler post.  He did not say these figures were max torque but I assume they were.  Interesting is the HMSK80 having max up so high.

 

hmsk 70    11.3   lbs  of torque  at   2450 rpm

 

hmsk 80    12.75  lbs of torque at   3000 rpm

 

hmsk 100  15.5   lbs of torque at   2600 rpm

 

hmsk 110   15.75  lbs of torque at   2500 rpm

 

ohsk 120  17.5  lbs of torque at   2550 rpm

 

 briggs next... all ohv intek snow engines.

 

9 horse  14   lbs torque  at    2500  rpm

 

10 horse  14.25   lbs torque at   2500 rpm

 

11 horse 18 .5   lbs torque at   2400 rpm.

 

trouts2
I'll put in my 2 cents. I'm my opinion running an engine at max torque at max load for long periods of time, would not be something a person would want to do. At the very least is causing the engine to
generate a lot of heat. 
The max. torque an engine can put out is just, that the max.  It's simply an engine spec.  It's not in my view, the place you want your engine to be at for long periods of time.  There is no point in it. 

You see evidence of what can happen when you push an engine to it's max limits in Drag cars.  Brand new engines or with a couple of runs and boom, parts everywhere.  That's obviously an extreme example and usually more related to excessive RPM.  But it's related.

There are to many things you can do to keep your engine from being under max. load for to long. A little smaller bite or cut with the bucket. Slower forward speed.
I push my blower hard sometimes, really hard.  (which is not hard to do with a 32" bucket). But I always try and keep it just out of that max. load max torque range for to long a period.  It's not hard to tell when your there.  The engine sound tells you.  When the engine really starts to bog down and lose RPM, but your still moving forward, your there.  It has a totally different sound than just being loaded, full on the governor.  Just my thoughts. 

Personally, I'd like to see the max torque at about the 3000 RPM point. That way, you still have more RPM to keep impeller speed up to prevent throwing distance from falling off too much.

JimmyM,

    I agree but I assume the design guys know how to get the most out of an engine and make the curve appropriate for home use with that in mind.  It just my not understanding it. 

jrtrebor:>>The engine sound tells you.  When the engine really starts to bog down and lose RPM, but your still moving forward, your there.  It has a totally different sound than just being loaded, full on the governor.  Just my thoughts.

    Very subjective language but I agree.  The tach is in the mail, actually tach(s), two lazer and an inductive.  The lazers were $8 and $24, the inductive $18.  If the inductive works out I'll pickup a bunch to slap on machines.  I want to be able to get an RPM reading for what I hear.  I think of the sound in 4 categories, 1. no load, 2, just exercizing the governor with very light load, 3, governor control full and decent loading to heavy loading but the engine working well with reduced rmp but tossing distance close to max. 4, governor full, engine sagging hard, engine sounds overtaxed, very reduced distance but all working and able to make progress.  At 4 the thing sounds horrable and like a rod will snap.  Sometimes I check and engine in 4 by running for a while and keeping an eye on the breather for oil.  A tired old motor with poor comression will usualy dump oil after being in 4 for a while.  I hate to do it but it's a great confidence builder for a suspect engine.

Torque is generally dictated by cam shaft design.What would be most interesting is if the torque curve stays flat or hardly drops off up to say 3600 rpm for a Tecumseh engine.My guess would be it would be flat or hardly drop off up to max rpm