
' --------------------------------------------------------------
' EXE COMPILED BY PowerBASIC v2.10g, IF .BAS IS < 64K
' EXE COMPILED BY QuickBASIC v4.5,   IF .BAS IS < 64K
' EXE COMPILED BY QuickBASIC EXTENDED v7.10, USE IF .BAS IS >= 64K,
'                 NO DEBUG, USE MODULE FOR SUBS & FUNCTIONS, USE INCLUDE
'
' Software Home page at www.geocities.com/sadams16
' --------------------------------------------------------------
' TORQUE:
'   LB-FT = NM  * 0.737562
'   LB-FT = KGM * 7.23301 
'   NM = LB-FT * 1.35582
'   KGM = LB-FT * 0.138255   
'   NM = (KW * 9550) / RPM
'   NM = 1 KGM * 9.80665
' HORSE  POWER:
'   PS = KW / 0.73550       1 HP = 735.499 WATTS
'   HP = KW / 0.74570       1 CV = 745.700 WATTS
'   PS = HP * 1.0139        KW = PS / 1.3596  
'   HP = KW * 1.3410        PS = KW * 1.359
'   0.9861 HP SAE = 1.00 DIN HP
'   DIN HP = SAE HP * 1.0139 
'   1 SAE HP = 1.0139 DIN HP,  EXACTLY = 1.01387
'   PS = CV = CH
'   HP = (RPM / 5252.113) * TORQUE
'   BHP = BRITISH HP AT REAR WHEELS
' SPEED:
'   MPH = KPH * 0.621371 
'   MPH = M/S * 2.2369 
'   1 MPH = 1.466667 FPS
' ACCELERATION:
'   1 MPH^2 = 2.15109 FPS^2
' INERTIA:
'   1 LbFt^2 = 0.04214 KgM^2 = 0.031081 Slug Ft^2  [.7375] = 42140.1 KG-MM^2
'   1 KG-M^2 = 23.7304 LB-FT^2 = 0.737561 SLUG FT^2   
'   1 SLUG-FT^2 = 32.17405 LB-FT^2 = 4633.063 LB-IN^2
'   LB-INCH-SEC^2 = SLUG FT^2 * 12 
' FUEL ECONOMY:
'   MPG = (KM/L) * 2.35215      US GALLON
'   MPG = (KM/L) * 2.82481      IMPERIAL GALLON
'   MPG = 235.215 / (L/100KM)   US GALLON 
'   MPG = 282.481 / (L/100KM)   IMPERIAL GALLON
'   KM/L = 100 / (L/100KM)
'   KM/L = .4251437 * MPG       US GALLON
'   KM/L = .354006  * MPG       IMPERIAL GALLON
' MEASURES:
'   1 LITER = 0.2624 GALLON
'   1 KG = 2.20462 LB         
'   1 LB = .453592 * KG
'   1 NEWTON = .2248 LB FORCE
'   1 CUBIC INCH = CC * 0.0610237 
'   1 CUBIC INCH = CC / 16.3871 
'   1 TONNE = 1000 KG = 2205 LB
'   1 METER = 39.370 INCHES
'   1 METER = 3.28084 FEET 
'   1 MILE = 1.609344 KM OR 1.609347 KM
'   MBAR = Hg_INCH * 33.86395
' DENSITY:
'   STANDARD AIR DENSITY = 0.002377 SLUG/M^3, 1.225 KG/M^3 @ 29.92" Hg, 59 F.
' TEMPERATURE:
'   CELSIUS = (FAHRENHEIT - 32) * (5/9)
'   FAHRENHEIT = (C * 9/5) + 32
'   KELVIN = CELSIUS + 273.15
'   RANKINE = FAHRENHEIT + 459.6
' ---------------------------------------
'
' FROM VeSPA REF MANUAL, TIRE ROLLING RESISTANCE
'
'  PSI    CONSTANT     COEF.   EXPONET
'  00     .020        .020      2.5   CAR TIRE
'  05     .018        .0165     2.5     '
'  10     .016        .014      2.5     '
'  20     .013        .009      2.5     '
'  30     .0105       .006      2.5     '
'  35     .010        .004      2.5     '
'  40     .009        .0035     2.5     '
'  50     .0085       .002      2.5     '
' 115     .0041-.007  .002       ?     SEMI-TRUCK TIRE, 5000 LB LOAD RATING
' 50-100  .0035-.0055 .002?      ?     BICYCLE TIRE, RACE, 27x1
'         .0075                        BICYCLE TIRE, ROADSTER, 26x1.75
'         .0140                        BICYCLE TIRE, KNOBBY
' ROLLING RESISTANCE = CONSTANT + COEF * (.011 * MPH) ^ EXPONET
'
' ----------------------------------------------------
' dry pavement = peak adhesion of 0.9  at 22% slip, slide coef 0.729
'   u=.9*(1.08*(1-exp(-.1773*slip))-.0026*slip)
' wet pavement = peak adhesion of 0.47 at 8% slip, slide coef of 0.21
'   u=.47*(1.05*(1-exp(-.773*slip))-.006*slip)
' ice pavement = peak coefficient of 0.17 at 15% slip, slide coef of 0.13
'   u=.17*(1.05*(1-exp(-.38*slip))-.003*slip)
' snow =
'   u=.15*(1.05*(1-exp(-.20*slip))-.003*slip)
'   
' U = 1.15 * (1.0645 * (1 - EXP(-.3 * slip)) - .0035 * slip)
' >>> ADJUST   ^^^ TSC1, FOR 1.0001 AT PEAK OF SLIP, WITH 1.00000 TIRE COEF
'  15% PEAK, [1.0056 PEAK] \\ 72% OF PEAK, 0.72 @ 100%, PERDUE,  1.15 TIRE COEF
'
' U = .85 * (1.0839 * (1 - EXP(-.177 * slip)) - .00285 * slip)
'  24% PEAK, [0.986 PEAK] \\ 80% OF PEAK, 0.785 @ 100%, VEPAS,   .85 TIRE COEF
'
' U = .85 * (1.08 * (1 - EXP(-.1773 * slip)) - .0026 * slip): REM 15% PEAK GRM PDF
'  24% PEAK, [1.002 PEAK] \\ 82% OF PEAK, 0.82 @ 100%,  GRM PDF, .85 TIRE COEF
'
' 10-15% PEAK SPORTS CAR, 20-25% PEAK REGULAR CAR
' 20% PEAK ROAD RACE, HOOSIER TIRES
' 30% PEAK DRAG TIRES
'
' TRACTOR TRUCK HAS 0.8% TIRE SLIP AT 80 KPH
' CARS HAVE 1-2% TIRE SLIP TO ROAD, (AT HIWAY SPEED ?)
' DYNO ROLLERS HAVE 1-2% MORE ROLLING LOSS THAN A ROAD
' -------------------------------------------
'
' TIRE SLIP COEF'S (FOR USE IN *.DAT FILES):
' COEF:  #1             #2           #3        PEAK   DROP   TIRE-FRICTION
' U =  1.0164*(1-EXP(-1.200*SLIP))-.0027*SLIP   5.1%   75%   3.00   F1 TIRE 
'      1.0256        -0.750        .0028        7.5%   75%   2.00   F1 TIRE
'      1.0348        -0.520        .0029       10.0%   75%   1.50   SPORT-RACE, F1
'      1.0645        -0.300        .0035       15.0%   72%   1.15   SPORT-RACE
'      1.0815        -0.210        .00325      20.2%   76%   1.00   AVG TIRE
'      1.1100        -0.157        .0035       24.9%   76%   0.85   AVG TIRE
'      1.1650        -0.114        .0042       30.3%   75%   0.70
'      1.346         -0.090        .0085       30      50
'      1.210         -0.092        .0046       35%     75%
'      1.266         -0.074        .0050       39.5%   76%
'      1.382         -0.056        .0060       46.0%   77%
'      1.575         -0.044        .0080       49.0%   75%
'
' ADJUST TIRE SLIP COEF 1 (TSC1) FOR 1.0001 AT PEAK SLIP, WITH 1.00000
'   TIRE COEF (TSC0), SO PROGRAM FUNCTIONS OK.
'   U =  TSC0 * (TSC1 * (1-EXP(TSC2*SLIP)) - TSC3*SLIP)
'
' PEAK IS FROM STATIC COEFF FRICTION,  DROP IS FROM DYNAMIC COEFF FRICTION
' ----------------------------------------------
'
' ROLLING RESISTANCE:                          .DAT FILE #'S
'  CROSS-PLY    = .016, .019 @ 75 MPH    [ .016/.0037/1, .016/.0045/2 ]
'  STEEL RADIAL = .013, .015 @ 87 MPH    [ .013/.0021/1, .013/.0022/2 ]
'  ENERGY EFF   = .010, FLAT TO 87 MPH   [ .010/.000/1 ]
'
' USE A WEIGHT SCALE TO GET ROLLING RESISTANCE FORCE AT WALKING SPEED.
' TRANSMISSION OUT OF GEAR, DRAG TORQUE TO ROTATE DRIVE WHEELS WILL BE INCLUDED.
' ROLLING RESISTANCE CONSTANT = SCALE_WEIGHT / VEHICLE_WEIGHT
' -------------------------------------
'
' ROLLING RESISTANCE:
' 0.015 ORDINARY TIRES,        0.8 COEF FRICTION
' 0.006-0.01 TRACTOR-TRAILER TRUCKS, LOW ROLLING RESISTANCE TIRES, 0.8 COEF FRICT
' 0.001 TRAIN ON STEEL TRACK,  0.1 COEF FRICTION
' 0.0015 STEEL WHEEL ON STEEL RAIL
' 0.002-.003 STEEL WHEEL ON STEEL RAIL      
' 0.004 TRAIN ON STEEL TRACK,  EATON                      [ 0.0025 ]
' STEEL WHEEL STEEL RAIL IS 1/5 THE ROLLING RESISTANCE OF RUBBER TIRES ON CONCRETE ROAD
' 0.005 RAIL ROLLING AND A 20 DEG CURVE IS EQUIV TO A 1% GRADE LOSS
'-------------------------------------
'
' COEF OF FRICTION:
' 0.94 DRY  0.76 WET  RUBBER TIRES ON STEEL RAIL,  HIGH COEFFICIENT OF TRACTION, 80% WGT
' 0.80      0.50      POLYURETHANE ON STEEL RAIL
' 0.33      0.18      STEEL WHEELS ON STEEL RAIL
' 0.20                  "     "        "     "       ( 0.2 - 0.35 )
' 0.25 DRY              "     "        "     "
' 0.10 OILY             "     "        "     "
' 0.15-0.25             "     "        "     "  EATON     [ 0.20 ]
' STREAMLINED TRAIN CD = 0.3 + 0.0035 * LENGTH, IN METERS
'-------------------------------------
' ROLLING RESISTANCE
' Solid Rubber tires on concrete 0.035
' Polly tires on concrete        0.020
' Pheneumatic tires on concrete  0.015
' Steel tires on steel rails     0.010  ?
' -------------------------------------
' ROLLING RESISTANCE,  --> V IN KM/H   GOOD UP TO 100 KPH
'  FR= .0136 + .04E-6 * V^2, RADIAL-PLY PASSENGER CAR TIRE
'  FR= .0169 + .19E-6 * V^2, BIAS-PLY PASSENGER CAR
'  FR= .0060 + .23E-6 * V^2, RADIAL-PLY TRUCK TIRE  (PRIME MOVER)
'  FR= .0070 + .45E-6 * V^2, BIAS-PLY TRUCK         (PRIME MOVER)
'            -------------------------------
'                          V IN MPH
'            + 1.0359E-7 * V^2       2.2E-7
'            + 4.9205E-7             4.4E-7
'            + 5.9564E-7
'            + 1.1654E-6
' -----------------------------------------
' ROLLING RESISTANCE:
'  FR= (.0041 + .000041*V)*CH, RADIAL OR BIAS PLY TRUCK TIRE (PRIME HAULER)
'      CH= 1   SMOOTH CONCRETE
'      CH= 1.2 WORN CONCRETE, COLD BLACKTOP
'      CH= 1.5 WARM BLACKTOP
'      V IN MPH
' -----------------------------------
'
'             SG   LB/GAL
'    DIESEL  0.82   6.75 or 6.840   (7.0 lb/gal, 18,390 btu/lb), 0.85
'    GAS     0.74   6.10 or 6.173   (            20,000 btu/lb), 0.75
'    WATER   1.00   8.33 or (8.34@32F, 8.33@39.2F, 8.29@100F)
'    OIL     0.88   7.33
' ANTIFREEZE 1.12   9.33  ETHYLENE GLYCOL
' --------------------------------------------------
'
' MOTORCYCLE BATTERY  7 AH WGT =  5 LB
'                    12 AH WGT =  7 LB
'                    24 AH WGT = 12 LB
' ---------------------------------------------------
' Cd CAR = .35
' Cd VAN = .45
' Cd SPORT UTILITY = .40
' Cd PICK UP TRUCK = .45
' DRAG COEF OF CAR .3 - .5

'>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>
'>START OF MOTORCYCLE Cd's TOO LOW  ( KAWASAKI FAIRED ZX12, RELIABLE Cd = .6 )
'>  DRAG COEF OF MOTORCYCLE WITH FAIRING .40,  5 FT^2 LAYED ON TANK [FROM WWW]
'>  DRAG COEF OF MOTORCYCLE WITH FAIRING .40,  7 FT^2 SMALL 250CC , LAYED ON TANK
'>  DRAG COEF OF MOTORCYCLE WITH FAIRING .40,  8 FT^2 LARGE 1000CC, LAYED ON TANK
'>  DRAG COEF OF MOTORCYCLE W/O  FAIRING .46,  8 FT^2 LARGE 1000CC, LAYED ON TANK
'>  DRAG COEF OF MOTORCYCLE W/O  FAIRING .50,  9 FT^2 LARGE 1000CC, UPRIGHT
'>  DRAG COEF OF MOTORCYCLE W/O  FAIRING .55, 10 FT^2   "     "       "
'>  DRAG COEF OF MOTORCYCLE WITH FAIRING .38, 10 FT^2   "     "
'>  UPRIGHT VS PRONE IS 110 VS 116 MPH ON BMW R90/6, 5% SPEED, .413 VS .5 Cd
'>  NORMAL VS LOWERED IS 93 VS 106 MPH ON DUCATI 250CC, 12% SPEED, 22% CD*AREA
'>  KAWASAKI USES .55 Cd AND 9, 10 OR 11 FT^2 = 4.95, 5.5, 6.05 (MULTIPLY TOTAL)
'>    CC =< 300 USE .5 CD AND 8 FT^2
'>    CC =< 750 USE .5        9
'>    CC >=1000 USE .5       10
'>  MOTOR SCOOTER .5 Cd
'>  BICYCLE Cd = .5,  AREA = .7 M^2
'>  DRAG COEF OF BICYCLE .35 PRONE, .55 UPRIGHT ?
'>END OF MOTORCYCLE Cd's TOO LOW
'>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>

' TYPICAL BICYCLE .6 M^2, RACING BICYCLE .45 M^2
' BICYCLE TRANSMISSION .95 EFF  OR  .97 EFF DERAILLER
' BICYCLE POWER 120 WATTS = 1/6 HP
' ROADSTER BICYCLE,             72 DEG, CD=1.10, A=0.543 M^2, CD*A=0.60,  A=5.85 FT^2
' RACING BICYCLE, HAND ON TOP,  62 DEG, CD=0.88, A=0.456 M^2, CD*A=0.40,  A=4.91 FT^2
' RACING BICYCLE, HAND ON DROP, 42 DEG, CD=0.73, A=0.379 M^2, CD*A=0.275, A=2.96 FT^2
' BICYCLE STRAIGHT=0.0040, FULL CROUCH=0.0032, NO RIDER=0.0012
' DRAG COEF OF SEMI-TRUCK BASELINE = 1.0
' DRAG COEF OF SEMI-TRUCK BEST STREAMLINEING = 0.8 - 0.65
' Cd OF PRIME MOVER TRUCKS = .5 TO 1.1
' FRONTAL AREA OF PRIME MOVER = 9-12 M^2
' Cd CAR = .3
' FRONTAL AREA OF CAR = 2 M^2  APPROX
' (2002 LONG HAUL TRUCK WITH TRAILER = 0.6)
' (2002 LONG DISTANCE BUS = 0.4)
' 1910 FORD MODEL T, Cd = 1.0
' INFINITE FLAT PLATE Cd=1.0,  NON-INFINITE EDGE EFFECT INCREASES Cd TO 1.1-1.2
' BARN WALL, Cd OF FLAT PLATE = 1.0      [2.0 OR 1.98]
' 1.5 INCH SPHERE = 0.65,  .5-.6
' DRAG AREA OF CAR = (HEIGHTxWIDTH-(GROUND_CLEARANCEx(TRACK-TIRE_WIDTH))) x 0.85
' FRONTAL AREA = WIDTH x HEIGHT x 0.90 OR 0.85  FOR CARS
' FRONTAL AREA = 2 FT * (3 FT+2.5 FT) x 0.70  FOR M/C
'    0.85 TYPICAL CAR, DIMENSIONS ROUNDING FIGURE TO DETERMINE FRONTAL AREA FROM HEIGHT AND WIDTH
'    0.70 TYPICAL M/C, DIMENSIONS ROUNDING
'   (DRAG COEF INCREASES 5% FROM 50 MPH TO 100 MPH (FROM Cd OF .17 CHART)
' FRONTAL AREA = RAIL DRAGSTER, 10-15 SQ FT
'              = FUNNY CAR, 15-30 SQ FT
'              = SMALL CAR, 20 SQ FT 
'
' Cd's
'   MOTORCYCLE        = 0.7 - 1.1     6.5-7.5 FT^2 TYP
'   MOTORCYCLE FAIRED = 0.5 - 0.7     6.0-6.5 FT^2 TYP, LARGE CC
'   PICKUP TRUCK      = 0.5 - 0.7
'   OPEN COVERTABLE   = 0.5 - 0.7
'   MODERN CAR        = 0.3 - 0.45
'   BEFORE 1980 CAR   = 0.45- 0.6
' AREA
'   M/C = 7 FT^2 AREA, CD=.9, TOTAL=.63
'   M/C=7.5 FT^2       CD=.8, TOTAL=.60
'   M/C FAIRED, CD=.6
'   M/C UNFAIRED, CD=.9
'   M/C CD= 0.5 LOW, .9 MED, 1.0 HIGH
'   KAWASAKI ZX12R, AREA=6.1, CD=.6, TOTAL=3.7 FT^2  [ RESEARCH STUDY ]
'   HONDA GL 1200AH AREA=7.35, CD=.66
'   MOTORCYCLES HAVE CDxA 0.4-0.5 METER^2 PRONE?, x1.2-2.0 SITTING UP
'   KAWASAKI UNFAIRED, UPRIGHT, TOTAL= SMALL=5.0, MED=5.5, LARGE=6.0 (Cd*FT^2)
'   10% MORE Cd WITH PILLON PASSENGER (TWO PEOPLE ON BIKE)
'   15-20% LESS (Cd*FT^2) IF PRONE INSTEAD OF UPRIGHT
' ------------------------------------------------------------
'
' SHIFT TIME .2 - .5 SECONDS, .3 SEC AUTOMATIC, .4 SECONDS MANUAL
' SHIFT TIME DRAGS, .25 SEC CONSERVATIVE, .1 SEC AGGRESSIVE, .01 PROFESSIONAL
' SHIFT TIME .4 SECONDS TYPICAL, .2 SEC FAST POWER ASSISTED
' SHIFT TIME .7 SECONDS FOR TRACTOR-TRAILER TRUCKS  (DOUBLE CLUTCH SHIFT)
' SHIFT TIME OF F1 RACE CAR 0.02 - 0.04 SEC        
'
' ENGINE INERTIA IS ABOUT 0.0007 TO 0.001 x CUBIC INCH, (CLUTCH PULLED IN)
' INERTIA OF DIESEL ENGINE = 1.5 TO 2.0 TIMES INERTIA OF GAS ENGINE
' SINGLE CYL ENGINE NEEDS MORE FLYWHEEL THAN V8
' ONE WHEEL AND TIRE INERTIA CAR = .9 - 1.0 SLUG FT^2
' ONE WHEEL AND TIRE INERTIA MOTORCYCLE = 0.5-.7, SLUG FT^2
' ONE WHEEL AND TIRE INERTIA SMALL 125 CC MOTORCYCLE = 0.4, SLUG FT^2
' ONE WHEEL AND TIRE INERTIA BIKE = .05-.10 SLUG FT^2
'
' WHEEL ROLLER BEARING FRICTION COEF. = .0005 TO .002, BALL BEARING .001
' BALL BEARING LOSS IS 1/2 ROLLER BEARING LOSS
' BALL BEARING FRICTION TORQUE SLOPE = RPM ^ 0.7,  HP SLOPE = RPM ^
' BUSHING FRICTION      TORQUE SLOPE = RPM ^ 0.5,
' RPMx2 GIVES TORQUE_LOSSx1.65, RPMx2 GIVES HP_LOSSx3.3
' 0.005 BALL BEARING,  0.05 BUSHING,  FRICTION COEF.
' LOSS = WGT * U * BEARING_INNER_RADIUS   WGT IN LB,  LOSS IN LB-FT, RADIUS IN FEET
'
' DRIVE TRAIN LOSS 10% TO 15% FOR MOTORCYCLES, 10% TO 20% FOR CARS
' DRIVE TRAIN LOSS 12-15% FOR MANUAL TRANSMISSION CARS
' DRIVE TRAIN LOSS 15-18% FOR AUTOMATIC TRANSMISSION CARS
' AUTOMATIC TRANSMISSION HAS 3-6% MORE LOSS THAN MANUAL.
' ADD 4% LOSS FOR 4 WHEEL DRIVE
' 2WD 12-18%, MANUAL,  OR 15% MANUAL,  20% AUTOMATIC
' 4WD 22-25%, MANUAL 
' 100-200 HP 2WD = 17%, MANUAL
' 2WD 12% PLUS 10 HP, MANUAL
' TRUCK PRIME MOVER TRANSMISSION EFF, 10% HIGH GEAR TO 15% LOW GEAR
'
' PRIOR TO 1971 SAE GROSS HP USED,  SAE NET HP USED STARTING 1971
' SAE GROSS IS 20% HIGHER THAN SAE NET,  OR MAYBE 10% HIGHER
'
' GEAR EFF 1:1 = 98%, 2:1 = 96%, 3:1 = 94%,  CHAIN & SPROCKET EFF 96%
'
' MOTORCYCLE CG ABOUT SOLO 55% - DUAL 65%, BACK FROM FRONT AXLE
' CG HEIGHT= 19-24 INCH FOR CAR, 19-24" FOR MOTORCYCLE, MAYBE 48" FOR SEMI TRACTOR TRAILER
' CG HEIGHT TYPICAL CAR=20 INCH,  SUV=24-28 INCH,  ATV=23.5 INCH
' PASSENGER CG HEIGHT= 0.3 METERS= 11.8 INCHES SEATING (ABOVE SEAT) [CG=1 METER STANDING]
' CG HEIGHT FOR CAR, SUV, VAN, TRUCK IS 0.36 TO 0.41 OF ROOF HEIGHT. 2000-5000LB
'
' STATIC STABILITY FACTOR OF TRACTOR-TRAILER WITH 80,000 LB = 0.35-0.45, G'S
' SSF FOR SUV=1.00-1.20, CAR=1.28-1.54, TRUCK=1.03-1.28, VAN=1.08-1.25, G'S
' SSF =  TRACK_WIDTH / (2 * CG_HEIGHT)
' TILT TABLE IS 10-15% LESS THAN SSF FORMULA (RIGID SUSPENSION)
' SKID PAD G = CIRCLE_RADIUS * 1.227025 / TIME^2,   [SEC, FEET]
'          G = V^2 / CIRCLE_RADIUS / 32.17405,      [FPS, FEET]
' SKID PAD G IS 10-15% LESS THAN TIRE MU COEF OF FRICTION, DUE TO SUSPENSION
' SEMI-TRAILER, FULL TRAILER TRACK WIDTH = 100"+-2" OUTSIDE TO OUTSIDE OF TIRES
'
' ROLLING RESITANCE = (RRCONSTANT + RRCOEF * (.01*MPH)) * WEIGHT, (FORCE)
' ROLLING RESISTANCE CONSTANT IS ABOUT .01 - .02
' (USE SCALE TO GET PULL WEIGHT OF VEHICLE, AT COUPLE MPH, FOR ROLL CONSTANT)
' ROLL RESISTANCE CONSTANT=.01 GOOD,.015 AVG,.02-.025 DIRT/GRAVEL, .1-.15 SAND
'
' ROLL RESISTANCE FACTOR 1 FOR SMOOTH PAVEMENT, 1.1-1.3 ROUGH PAVEMENT
'   1.3-1.6 DRY HARD DIRT, 2-3 WET FIRM SAND, 6+ DEEP SAND, 5+ DEEP MUD
' ------------------------------
'
' ADD TO MOTORCYCLE DRY WEIGHT:
'  4.5 - 6.1 LB = .75-1.0 GALLON OIL ENGINE, TRANSMISSION, SHAFT DRIVE OIL
'  6 - 8.23 LB = .75-1.0 GALLON WATER COOLED
'  6 LB PER GALLON GAS
' ------------------------------
'
' TIRE COEFFICIENT OF FRICTION:
'   DRY CONCRETE =  0.75 - 0.85 (OR ASPHALT)
'   WET CONCRETE =  0.45        (OR ASPHALT)
'   LOOSE GRAVEL =  0.75 [? USE .35, FROM BELOW ?]
'   SAND =          0.5  [? USE .20, FROM BELOW ?]
'   GRASS = .35
'   PACKED SNOW = .35
'   ICE WITH SAND = 0.25
'   SNOW OR ICE  =  0.1 (OR WATER ICE)
'   GLARE ICE = .05
'   ----------------------------
'   CONCRETE = .9
'   DIRT = .5
'   SAND DRY = .2
'   SAND WET = .4
'   GRAVEL   = .35  LOOSE
'   SNOW = .2
'   ICE = .12
'   -----------------------------
'   DRY = .95
'   WET = .7
'   SNOW = .3
'   ICE = .1
' -------------------
'
' Tar or Asphalt     0.90
' Firm Earth         0.55
' Loose Earth        0.45
' Good Gravel        0.80
' Very loose Gravel  0.35
' Dry Clay           0.50 - 0.70
' Wet Clay           0.40 - 0.50
' Loose dry Sand     0.20 - 0.30
' Wet Sand           0.30 - 0.40
'
' CONCRETE      .70
' DRY CLAY      .55
' SANDY LOAM    .50
' DRY SAND      .35
' GREEN ALFALFA .35
' -------------------------------
'
' ROLLING RESISTANCE:
'   CONCRETE(EXCELENT) = .01
'   CONCRETE(GOOD)     = .015
'   CONCRETE(POOR)     = .02
'   ASPHALT(GOOD)      = .012
'   ASPHALT(FAIR)      = .017
'   ASPHALT(POOR)      = .022
'   MACADAM (GOOD)     = .015  (STONES THAT PASS THRU A 2" DIA RING)
'   MACADAM (FAIR)     = .022  
'   MACADAM (POOR)     = .037
'   COBBLES (ORDINARY) = .055  (STONES THAT PASS THRU 4" DIA)
'   COBBLES (POOR)     = .037
'   GRASS              = .025
'   SNOW  [2"]         = .025
'   SNOW  [4"]         = .037
'   DIRT SMOOTH        = .025
'   DIRT SANDY         = .037
'   MUD                = .037 - .150
'   SAND SOFT          = .060 - .150
'   SAND DUNE          = .150 - .300
'
' (COARSE GRAVEL ~ 2", FINE GRAVEL ~ 3/8")
' -------------------------------
'
' Rolling Resistance:
'  Asphalt = .015
'  Concrete = .015
'  Coal - crushed = .05 - .07
'  Dirt - smooth, hard, dry; well maintained; free of loose material = .02
'  Dirt - dry, but not firmly packed, some loose material = .03
'  Dirt - soft, unplowed; poorly maintained = .04
'  Dirt - soft, plowed = .08
'  Dirt - unpacked fills = .16
'  Gravel - well compacted, dry; free of loose material = .02
'  Gravel - not firmly compacted, but dry = .03
'  Gravel - loose = .10
'  Mud - firm base = .04
'  Mud - soft spongy base = .16
'  Sand - loose = .10
'  Snow - packed = .025
'  Snow - to 4 inch depth; loose = .045
' ------------------------
'
'   ROLLING RESISTANCE:
'   SAND = .2 @ 15 PSI, .25 @ 20 PSI, .27 @ 30 PSI (2.00x16 > 7.50x20)
'   MED HARD SOIL = .05-.10
'   CONCRETE = .04-.06 @ 15 PSI, .005-.04 @ 30 PSI
' ------------------------------
'
' GROUND PRESSURE:
'    5 PSI  ATV OR TRACTOR TIRE
'   30 PSI  CAR, TRUCK TIRE       40 PSI
'   24 PSI  MAN WALKING
'    4 PSI  MAN STANDING          6-8 PSI
' 0.75-1.5  TRACKED WHEEL         1.5 PSI "MATTRACKS",  0.75 PSI "LITEFOOT" ATV
'
' ROLLING RESISTANCE COEF:
'                ATV*   TRUCK    TRACK
' HARD SURFACE  .016    .010     .085
' SOD           .024    .085     .170
' MUD           .040    .130      -
' SOFT SAND     .078    .275      -
'                   * LOW PRESSURE TRACTOR TIRE, 5 PSI
' ---------------------------------
'
' TIRE COEFFICIENT OF FRICTION ON ASPHALT:
'   NARROW STREET TIRE      = 0.7-0.75
'   STREET TIRE ON ASPHALT  = 0.8-0.85
'   WIDE STREET TIRE        = 0.9-0.95
'   OVAL RACE TIRE          = 1.2
'   8" DRAG SLICK           = 1.5
'   RACE BIKE TIRE          = 1.5
'   FORMULA 1 TIRE          = 1.6 
'   10" PRO-STOCK BIKE TIRE = 2.4
'   10" DRAG SLICK          = 2.5
'   TOP FUEL DRAG/FUNNY CAR = 3.5-4.0
'
'   (.75 ALSPHALT, .85 CONCRETE, .95 CONCRETE WITH TRACTION COMPOUND TIRE)
' ------------------------------------
'
' TIRE DIAMETER DECREASE 2-4% AT CAR CURB WEIGHT, TO 4-8% AT FULL LOAD RATING
' -------------------------------------
'
' 0.5 INCH DIA INCREASE, TIRE GROWTH AT 100 MPH,  STREET TIRE   (2%)  [0-5%]
' 4 INCH DIA INCREASE, TIRE GROWTH AT 100 MPH, 10" SLICK TIRE  (15%) [5-12%]
' TOP FUEL DRAGSTER (25%)
' 5% AT 160 MPH, (ABOUT 2% AT 100 MPH), (RACE BIKE TIRE?)
' 10% AT 160 MPH, (8" DRAG SLICK?)
'  [USED MPH^1.75 SLOPE]
'
' 10, 15, 20% DRAG SLICK TIRE GROWTH
'  ------------------------------------
'
' TORQUE VS COMPRESSION, WITH 14.7 PSI AIR, VOL EFF=69%
' 0% TORQUE AT 9:1 COMPRESSION EQUALS CUBIC INCH DISPLACEMENT
' + 5%=9.45, +10%=9.90, +15%=10.35, +20%=10.80, +25%=11.25, +30%=11.7
' -25%=6.75, -20%=7.20, -15%= 7.65, -10%= 8.10, - 5%= 8.55,   0%= 9.0
' -50%=4.50, -45%=4.95, -40%= 5.40, -35%= 5.85, -30%= 6.30
' ------------------------------------
'
' RON & MON SEPERATION IS 8 - 10 , RON IS HIGHER THAN MON
' AVG OCTANE = COMPRESSION RATIO * 10 + 12 (APPROX & MAYBE)
' RON = 600 RPM, 100-125 F., 13 DEG BTDC, 4 INCH DIA CYLINDER
' MON = 900      300         VARIABLE
'
' 101 AVG, 12.5 RON=106
' 94 AVG, 12.5  RON=98
' 87 AVG, 11.5  RON=91
' 89-90 AVG, 10.3:1 - 11:1, AKI = PUMP AVG OF RON & MON         [115-122]
' 87 AVG, 8.2, RM=91 MM=82
' 86 AVG, 7.5 - 8.1 RON=91                                [FORMULA 87-93]
' 82 AVG, 6.6 - 7   RON=87                                        [78-82]
' 87 AVG, 9                                                         [102]
' 91 AVG, 9  (HD)                                                   [102]
' 89 AVG, 9.2                                                       [104]
' 80 AVG, OK FOR MODERN ENGINES
' 74 OCTANE WWII BRITISH POOL GAS , 7.4:1 COMPRESSION
' SOMETIMES 70 OCTANE IN AFRICA
' MEXICO NOVA 80-81 OCTANE
' MEXICO MAGNA 89-92 OCTANE, PEMEX SUPER
' U.S., REG=87, MID=89, PREM=91-93  AVG
' INDONESIA, 82-83(COMMERCIAL), 87(PASSENGER), 93  AVG
' REGULAR OK FOR MOST MODERN ENGINES
'
' Europe uses RON research octane number.
' USA uses average of RON and MON motor octane number. 
'
' Armenian government, year 2000, standards for gasoline sales.
' Non-ethyl gasoline sold in four grades: normal (80 octane), regular (91
' octane), premium (95 octane) and super (98 octane). (RON)
'
' Convert static to dynamic compression ratio, by calculating the effects
' of connecting rod length and degrees the intake valve closes after BDC
' Dynamic is less than static compression ratio.
'
'      [--CHART----]         [FAQ]
' CR  AVG     AVG-5        AVG/RON
'  5           80-82         67/72
'  6   87-89   82-84         76/81
'  7   89-91   84-86  LOW    82/87
'  8   91-93   86-88  REG    87/92  REGULAR
'  9   93-97   88-92  MID    91/96
' 10   97-101  92-96  PREM   94/100
' 11  101-107  96-102        99/104
' 12  107-111 102-106       103/108
' 13  111-113 106-108       108/113
' ----------------------------------
'
' Formulas for center of gravity:
' cg location behind front wheels =
'   rear wheel weights / overall weight x wheelbase
' cg location off-center to heavy side =
'   track / 2 - [ weight on light side / overall weight ] x track
' cg height =
'   level wheelbase x raised wheelbase x added weight on scale / (distance raised x overall weight)
' cg height =
'   (weight change at rear x wheelbase x sqr(wheelbase^2 x height front raised^2)) / (total weight x height front raised)
' CG HEIGHT WITH RIDER = (BIKE_CG TO PASSENGER_CG DISTANCE) - ((BIKE_CG TO PASSENGER_CG DISTANCE) * (BIKE WGT / (PASSENGER WGT+BIKE WGT)))
' PASSENGER_CG IS 12 INCHES ABOVE SEAT
' -----------------------------------------------
'
' INERTIA FROM TIMING PENDULUM SWING OF WHEEL
' I=INERTIA OF TIRE [LB FT^2], G=GRAVITY, T=TIME, M=MASS,   [FEET,POUND,SEC]
' R=PENDULUM PIVOT TO CENTER OF TIRE (PIVOT SHOULD BE ON INSIDE OF WHEEL RIM)
' I = ((G * M * T ^ 2 * R) / (4 * PI ^ 2)) - (M * R ^ 2)
' DIVIDE I BY 32.174 TO CONVERT TO SLUG FT^2.    (USE +-15 DEG MAX SWING)
' ---------------------------------------------------------
'
' 3 wire pendulum inertia calculation formula is:
'   I (ft-lb-sec^2) = r^2 * t^2 * wt /(473 * L)
'
' Effective weight calculation is:
'   Equivalent added weight = 9.8 * t^2 * wt / L
'
' Where:
'   r is the radius of the test rig (the tire)
'   t is the period of oscillation (time 20 cycles for an average)
'   wt is the weight
'   L is the length of the pendulum  3 WIRE PENDULUM
'------------------------------------------------------
'
' 0-60 MPH  |  QUARTER MILE                     45-65 MPH
' =========================                    ============
' 15-16 SEC |  20-21 SEC = VW BETTLE 1600CC     10 SEC
' 12-14     |  19-20 SEC =                      8-9 SEC
' 9.0-11.99 |  17-18 SEC = TYPICAL CAR          6.5-7.5 SEC
' 8-9       |  16-17 SEC =                      5-6 SEC
' 7-8       |  15-16 SEC = CADILLAC  
' 6-7       |  14-15 SEC = JAPAN SPORTS CAR
' 5.0-5.99  |  13-14 SEC = U.S. MUSCLE CAR, CHEVY CAMARO
' 4-5       |  12-13 SEC = STRONG U.S. MUSCLE CAR, DODGE VIPER
'
'   MUSCLE CARS HAVE 1/4 MILE TIME IN UNDER 14 SECONDS
' ------------------------------------------------------
'
' 120/80R16 designation the "120" is the width in mm, and
' the "80" is the depth from inner bead to outer tread radii
' expressed as % of width. The "R" indicates a radial tire construction,
' and the "16" is the rim diameter in inches. You will also usually see
' an additional letter preceding the "R" in the tire designation.
' If no depth percent number use 82% (only in mm width tires).
' That letter indicates the tire's speed rating as follows:
'
' TIRE SPEED RATINGS
' ==================
' Speed Maximum
' Symbol Speed
' ------ --------
' B      <30 MPH
' C      <37
' D      <40
' E      <43
' F      <50
' G      <56 MPH
' J      <62
' K      <68
' L      <75
' M      <81
' N      <87 MPH
' P      <93
' Q      <99
' R     <106
' S     <112
' T     <118 MPH
' U     <124
' H     <130
' V     <149
' W     <168
' Y     <186
' Z     >149 MPH
' ----------------------
'
' MH90 = 80 / 90
' MJ90 = 90 / 90
' MM90 = 100 / 90
' MN90 = 110 / 90
' MR90 = 120 / 90
' MT90 = 130 / 90
' MU90 = 140 / 90
' MP85 = 120/90, 120/80
' MV85 = 150/90, 150/80
' -----------------------
'
'   REM ENGINE IEQ
' EGI(GN) = EI + (DWI / GEAR_OA(GN) ^ 2) * EFF_OA(GN) + (DSI / (GEARBOX(GN) * PRIM_GR) ^ 2) * (EFF_T(GN) * EFF_PRIM)
'
'     REM WHEEL IEQ FROM ENGINE IEQ IN .DAT FILE
' WGI(GN) = EGI(GN) * GEAR_OA(GN) ^ 2 * EFF_OA(GN)
'
'     REM WHEEL IEQ
' WGI(GN) = DWI + EI * GEAR_OA(GN) ^ 2 * EFF_OA(GN) + (DSI * (FINAL_GR ^ 2) * EFF_FINAL)
'
' DWI = DRIVE WHEEL INERTIA
' EI  = ENGINE INERTIA
' DSI = DRIVE SHAFT INERTIA
'
' GEAR_OA = OVERALL GEAR RATIO
' GEARBOX = GEAR RATIO OF TRANSMISSION
' FINAL_GR = FINAL OR SECONDARY GEAR RATIO
' PRIM_GR = PRIMARY GEAR RATIO
'
' EFF_OA = OVERALL EFFECINCY
' EFF_PRI = PRIMARY EFF
' EFF_FINAL = FINAL EFF
' EFF_T = TRANSMISSION EFF
' ====================================

' IWR=INERTIA REAR WHEEL, SLUG FT^2
' IWF=INERTIA FRNT WHEEL, SLUG FT^2
' NWR= NUMBER OF REAR WHEELS
' NWF= NUMBER OF FRNT WHEELS
' IE=INERTIA OF ENGINE, SLUG FT^2
' EFF=EFFICIENCY OF TRANSMISSION, OVERALL
' GR=GEAR RATIO, OVERALL
' WRR=RADIUS OF REAR WHEEL, FT
' WRF=RADIUS OF FRNT WHEEL, FT
' VEHICLE_MASS, SLUG
'
' I_MASS = ((IWR * NWR) + IE * EFF * GR ^ 2) / WRR ^ 2
' I_MASS = I_MASS + (IWF * NWF) / WRF ^ 2
' PRINT "INERTIA MASS="; I_MASS;"SLUG"
' MASSFACTOR = 1 + (I_MASS / VEHICLE_MASS)
' PRINT "MASS FACTOR="; MASSFACTOR
'
' TORQ IS TOTAL_TORQ MINUS ROLLING AND AIR RESISTANCE LOSSES
' INERTIA_TORQ = (1-1/MF) * TORQ
'
' MF = 1+0.04+0.0025*GR^2,  GENERAL FORMULA FOR MASS FACTOR, CAR'S ?
' MF = (M+Mr)/M,  M IS VEHICLE MASS,  Mr IS INERTIA ROTATIONAL EQUIV MASS
' ------------------------------------
'
'  GRADE = 100 * TAN(ANGLE)
'  ANGLE = ATN(GRADE / 100)
' -----------------------------
'
' MAX STATE SPEED LIMITS, 55 MPH TO 75 MPH,  PASSING SPEED LIMITS ARE THE SAME
' MAX STATE SPEED LIMITS, 65 MPH TO 75 MPH,  TRUCKS 55 TO 75 MPH
' MAX EURO  SPEED LIMITS, 65 MPH TO 80 MPH,  70 TO 81 MPH
'
' 2.376885E-3 = DENSITY AT 59 DEG F., 29.9212" Hg,  0% HUMIDITY, ICAO
' 77 F., 29.92" Hg WET, 60% RH, .567" Hg VAPOR, 29.35" Hg DRY
'
' SAE 15% MECH EFF, FRICTIONAL TORQUE, LOSS
' ECE  0% MECH EFF
' ---------------------------------
'  SAE,  29.235 INCH Hg,  77 DEG F.,  SAE J1349/JUN90,  25 DEG C.
'  EEC,  29.235 INCH Hg,  77 DEG F.,  ECE 95/1/EC, 80/1269/EEC"
'  STD,  29.92  INCH Hg,  60 DEG F.,  SAE J607"
'  DIN,  29.92  INCH Hg,  68 DEG F.,  DIN 70020, JIS,   20 DEG C.
'  EWG,  29.92  INCH Hg,  77 DEG F.,  EWG,              25 DEG C.
'        29.38  INCH Hg,  77 DEG F.,  SAE J1349"
'
' PSTD = PRESSURE OF STANDARD, DRY, ABSOLUTE
' TSTD = TEMPERATURE OF STANDARD
' PENV = PRESSURE OF ENVIRONMENT, WET, ABSOLUTE
' TENV = TEMPERATURE OF ENVIRONMENT
' VP = VAPOR PRESSURE OF HUMIDITY

' CORRA = PSTD / (PENV - VP)
' CORRB = ((TENV-32) * 5/9 + 273.15) / ((TSTD-32) * 5/9 + 273.15)
'
' CORR_DENSITY =       CORRA2    *     CORRB
' CORR_SAE =    1.18 * CORRA     * SQR(CORRB) - 0.18    [ SAE CF ]
' CORR_EURO =          CORRA^1.2 *     CORRB^0.6
'                                   CORRA, CORRB   ALL
' EURO DIN HP GAS CORRECTION POWERS: 1.0,   0.5     
' EURO SAE HP GAS CORRECTION POWERS: 1.2,   0.6
' EURO SAE HP DIESEL CORRECT POWERS: 1.0,   0.7,   0.3
' EURO SAE HP DIESEL TURBO           0.7,   1.5,   0.3
'
' 1/4 MILE HP/MPH CORRECTION = EXP(LOG(CF) / 3)
' Elevation correction:
' BaroHg = BaroHg - ((Elev/100) * .0895) ,   FEET, INCH Hg
'
' -------------------------------------------------------
'             29.235 ?           
' CF = 1.18 x 29.22/Bdo x (To + 460/537)^0.5 - 0.18 
'   To  = Intake air temperature in degrees F 
'   Bdo = Dry ambient absolute barometric pressure 
'   SAE J1349 JUNE 1990 FORMULA
'   85% MECHANICAL EFFICIENCY (CRANK TO ROAD)
' ---------------------------------------------------
'
' 95/1/EC, 80/1269, 85
' HARLEY-DAVIDSON USES SAE J607, STD
' TRIUMPH USES DIN 70020
' DUCATI USES 95/1/EC
' JIS SAME AS DIN
' -----------------------------------------------------
'
' TO CONVERT KW/KG TO LB/HP,  1/(KW_KG) * 1.64
' 33 HP = 25 KW MAX POWER AND 0.16 KW/KG MAX
' -----------------------------------------------
'
' SAE J1349    29.235" DRY PRESSURE, (29.6" WET PRESSURE - 0.365" VAPOR)
'              77 DEG F. DRY, 37.3% HUMIDITY, 49 DEG F DEW, 60.5 DEG F WET, .350" VAPOR
' ECE STANDARD 29.2347 = 29.53 - 0.2953 INCH Hg AND 77 DEG F, (30% HUMIDITY)
' DRIVER WEIGHT = 165 +- 10 LB  (EU)     [ 170 LB AVG WGT IN 2004 ]
' DRIVER HEIGHT = 69 +- 2 INCH  (EU)
' PRESSURE = 28.65 +- 2 INCH Hg
' TEMPERATURE = 41 - 95 DEG F
' HUMIDITY = 30 - 90 %
' ------------------------------
'
' SAE J1985, 29.53 INCH Hg, 77 DEG F.
' SAE J1995, 29.61 INCH Hg, 77 DEG F.
' EEC HAS 0.295 INCH Hg VAPOR PRESSURE
' ------------------------------------------
'
' 12-15% DYNO COAST DOWN LOSS TYPICAL, = 2-4% OF 'OVERALL GEAR RATIO' MULTIPLIED TORQUE.
' 0.93 TO 1.07 MAXIMUM CORRECTION FACTORS IN SAE FORMULA
' AIR TEMPERATURE: 1% HP CHANGE PER 18 DEG F ? ? ? (2% SAE FORMULA)
' ELEVATION: 3.5% HP CHANGE PER 1000 FT
' FUEL TEMPERATURE: 3-5% HP CHANGE PER 18 DEG F, DIESEL
' --------------------------------
'
' EUROPE DYNO'S:
' WHEEL HP  = HP AT DYNO ROLLER AFTER TIRE ROLLING RESISTANCE LOSS,
              AND TIRE SLIP LOSS.
' DRAG HP   = HP LOSS, MEASURED BY COAST DOWN, CAUSED BY TIRE ROLLING
              RESISTANCE LOSS
' ENGINE HP = WHEEL HP ADDED TO DRAG HP, GIVING REAR WHEEL RIM OR AXLE HP
' --------------------------------------------
'
' CORRECT RUNS TO 29.92 INCH Hg AND 59 DEG F. (ICAO STANDARD)
' CORRECT RUNS TO RIDER 165 LB AND 5 FT 9 INCH HEIGHT (180 LB WITH FUEL, ADDED WEIGHTS TO ADJUST TO 180 LB)
' CORRECT RUNS TO .35 SEC SHIFT, NO SHIFT TORQUE IMPULSES
' REAR WHEEL HP/TORQUE AT AXLE:
'   (ENGINE HP/TORQUE MINUS TRANSMISSION LOSS AND DRIVE TRAIN FRICTION)
'   (COASTDOWN HP/TORQUE LOSS ADDED TO HP/TORQUE AT TIRE TO ROAD CONTACT PATCH)
' REAR WHEEL HP/TORQUE AT ROAD/DYNO ROLLER:
'   (AXLE HP/TORQUE MINUS TIRE ROLLING RESISTANCE LOSS AND TIRE SLIP LOSS)
'   (HP/TORQUE AT TIRE TO ROAD CONTACT PATCH)
' ACTUAL HP/TORQUE = RAW HP/TORQUE = UNCORRECTED HP/TORQUE
' AXLE = HUB = WHEEL RIM = METAL SECTION OF WHEEL
' --------------------------------------------------------
'
' 2004 AVERAGE = 5' 9.5" @ 191 LB,  FEMALE = 5' 4" @ 166 LB
' 1960 AVERAGE MALE = 5' 8" @ 166 LB ,  FEMALE = 5' 3" @ 140 LB
' CREW WEIGHT IS 55 KG IN JAPAN, KOREA, TAIWAN  [ MOTORCYCLE RIDER, 57 KG]
'                75 KG IN USA, EUROPE
' -----------------------------------------------------
'
' DIN KERB WEIGHT = CAR WITH ALL FLUIDS AND FUEL TANK 90% FULL, AND NO DRIVER.
' SAE & JIS KERB WEIGHT = FUEL TANK ONLY 50% FULL
' EEC KERB WEIGHT = DIN KERB WEIGHT WITH 75 KG DRIVER.
' DRY WEIGHT = CAR WITHOUT FLUIDS (OIL, WATER), FUEL AND DRIVER.
' ==============================================================
'
' INERTIA FOR 350 CI, CORVETTE
' 0.370 = ENGINE TOTAL INERTIA, SLUG FT^2
' - - - - - - - - - - - - - - -
' 0.055 = ENGINE CRANK AND PISTONS
' 0.114 = ENGINE FLYWHEEL
' 0.085 = CLUTCH PLATE (CONNECTED TO ENGINE FLYWHEEL)
' 0.026 = ENGINE ALTENATOR, .0034 WITH 2.76:1 GEAR
' 0.280 = TOTAL
' - - - - - - - - - - - - - -
' 0.009 = CLUTCH FRICTION DISK (CONNECTED TO GEARBOX)
' 0.0022 @ 3.35:1 = 1 GEAR BOX INERTIA
' 0.0027 @ 1.99:1 = 2
' 0.0036 @ 1.33:1 = 3
' 0.0047 @ 1.00:1 = 4     
' 0.0079 @ 0.84:1 = 5                     
' 0.0091 @ 0.56:1 = 6
' 0.0067 = DRIVE SHAFT
' 0.0204 = GEAR BOX (AVG) & DRIVE SHAFT]
' - - - - - - - - - - - - -
' 0.042 = REAR AXLE AND DIFFERENTIAL, 3.42:1
' 1.000 = TIRE, WHEEL, BRAKE
' ==============================================
'
' TRANSMISSION EFFICIENCY CORRECTION FACTOR, FROM EUROPE EEC 95/1
'  GEAR   SPUR     .98
'   "     HELICAL  .97
'   "     BEVEL    .96    (DIFFERENTIAL)
'  CHAIN  ROLLER   .95
'   "     SILENT   .98
'  BELT   VEE      .94
'   "     COGGED   .95   (LESS SLIPAGE, AND HYSTERIS)
' --------------------------
'
' SPUR GEAR LOSS IS 1-2% OF INPUT TORQUE TO GEAR TOOTH MESH
' HELICAL   LOSS IS 2-3%
' BEVEL     LOSS IS 3-4%
' --------------------------
'
' Chain & Belt    ~ 95% - 98%
' Spur Gears      ~ 95% - 98%
' Bevel Gears     ~ 90% - 95%
' Planetary Gears ~ 80% - 90%
' Worm Gears      ~ 40% - 70%
' ------------------------------

' Total loss 15% on longitudinal and 10% on transverse mounted engines.
' using normal width tires, add about 1% for every 25mm width above 195mm.
' This gives about the wheel road HP readings on single roller of 24 inch
' diameter. (3% roller loss)
'
' Bosch Automotive Handbook, edition 5th, drive train efficiency level:
' longitudinal engine  0.88...0.92,   12% to 8%    REAR WHEEL, DRIVE SHAFT
' transverse engine    0.91...0.95,    9% to 5%

' 7-10% TRANSMISSION LOSS BETWEEN ENGINE AND WHEEL RIM
' 1% PER SPUR GEAR, 1.5% PER HELICAL GEAR, 2% PER BEVEL GEAR (WINDAGE NOT INCLUDED, SINGLE GEAR)
' 0.1% PER BALL OR ROLLER BEARING
' ------------------------------------------------
'
' STAGE BEAMS 1 - 2 INCHES OFF GROUND, 1" USUALLY
' PRE-STAGE BEAM 7" BEFORE STAGE BEAM
' GUARD BEAM 16" AFTER STAGE BEAM
' ROLLOUT: SHALLOW 12 - 14", MEDIUM 10", DEEP 6 - 7" 
' 12" RADIUS TIRE MOVES 11" - 14" (BEAM ON OFF DISTANCE)
' 12"                       9.6"  AT 1.00" BEAM HEIGHT
' 12"                      11.8"  AT 1.5625" BEAM HEIGHT
'
' 1/4 MILE IS MEASURED FROM STAGE BEAM TO 1320 FT BEAM
' TIRE IS CENTERED ON STAGE BEAM WHEN PRE-STAGE BEAM LIGHT JUST TURNS OFF 
'
' NHRA specified 7" SPACED, 1-9/16" = 1.5625" HEIGHT
'
' SHALLOW STAGE: YOU JUST BARELY LIGHT STAGE LIGHT
' DEEP STAGE:    YOU JUST BARELY UNLIGHT THE PRE-STAGE LIGHT
' ---------------------------------------------------
'
' TORQUE CONVERTER CAPACITY = SQR(STALL_RPM / TORQUE@STALL)
'          
' BIKE,  50% TO 55% OF BIKE ONLY WEIGHT ON REAR WHEEL
' TOTAL, 55% TO 60% OF BIKE + DRIVER WEIGHT ON REAR WHEEEL
' ---------------------------------------------------------         
'
' OPEN DIFFERENTAL   =   0%   TRACTION ON NON SLIPPING SIDE
' LOCKED DIFFERENTAL = 100%     "          "             "
' POSITRACTION DIFF  =  50%     "          "             "
' -------------------------------------------
'
' 11R22.5 TRUCK TIRE, 85%  (275/80-22.5 SAME RADIUS)
'  19.5 INCH STATIC RADIUS
'  490-500 RPM / MILE
'  9.5" HIGH, 11.1" WIDE, 8.25" RIM
' ------------------------------------------
'
' From page 42 of the g-curve User's Guide:
' Effective Mass (wheel) = (1544/Dia^2) * Wheel Inertia
'            (where dia = inches, inertia = in-lb-s^2)
' Effective Mass = W/2,   (W= weight of wheel/tire in pounds).
' If the wheel/tire mass is evenly distributed about the cross-section,
' Inertia of a wheel = (W*Dia^2)/3088. (W= weight of wheel/tire in pounds).
'
' Effective Mass (crank) = (1544/Dia^2) * Gdiff^2 * Gtrans^2 * Crank Inertia
' (Gdiff is differential ratio, Gtrans is trans ratio)
' ('Crank Inertia' means anything that rotates at crank speed.
'--------------------------------------------------------------
'
' 1/4 MILE TIME AND SPEED
'   5.825 SEC @ 234 MPH,  HP = VEHICLE WEIGHT * 1
'   4.625 SEC @ 295 MPH,  HP = VEHICLE WEIGHT * 2
'   4.04  SEC @ 337 MPH,  HP = VEHICLE WEIGHT * 3
'
' MAX TOWING CAPACITY = MAX WEIGHT ON 5% GRADE @ 60 MPH  ?
'                                     5% GRADE @ 55 MPH  ?
' GRADE AT GVWR MAX WEIGHT
' ----------------------------------------------------------
'
' USEFULL ACCELERATION TOP SPEED IS AT .075-.10 G'S, (ENGINE RUNS OUT OF POWER)
' ----------------------------------------------------------
'
' TO CALCULATE ENGINE HP/TORQUE, FROM DRIVE WHEEL AT ROAD OR ROLLER HP/TORQUE,
'   DO A COAST-DOWN, WITH DISENGAGED CLUTCH, AND ADD TO R/W AT ROAD HP/TORQUE.
'   ALSO ADD TORQUE LOSS THRU GEARS.
' ----------------------------------------------
'
' Use speed ratio, not slip ratio.
'  A good clutch material will have nearly constant coeff of
' friction from 0.1 to 0.9 speed ratio, assuming constant apply
' force.  Therefore the efficiency of the clutch is relative
' to the speed ratio in a nearly linear relationship.
'  So, for example, at a 0.6 speed ratio, the clutch will be
' roughly 60% efficient, but a torque converter will be maybe
' 75-80% efficient.
'
'  [ TORQUE CONVERTER IS 80%-85%-90% EFF. ON PRIME MOVER TRUCKS ]
'  FIRST GEAR GRADEABILITY TEST USES 20% TORQUE CONVERTER LOSS
'                         95% EFF. ON CAR
' ------------------------------------------
'
' CENTRIFUGAL CLUTCH: 'ENGAGE' RPM IS POINT WERE TORQUE TRANSFER BEGINS
'   IF CENTRIFUGAL CLUTCH RPM DOUBLES THEN HP TRANFERED DOUBLES
' -------------------------------------------
'
' ARMY JEEP CJ3 FORMULAS:
'   TR = TIRE RADIUS IN FEET,       TORQUE = MAX ENGINE TORQUE IN FT-LB
'   RR = ROLLING RESISTANCE (.015), V = SPEED IN MPH, AT MAX ENGINE TORQUE RPM
'   GR = GEAR RATIO OVERALL,        EFF = GEAR EFFECIENCY, OVERALL
'   WGT = VEHICLE WEIGHT IN LB.,    CD = COEF DRAG  (.78 FOR JEEP) 
'   A = FRONTAL AREA IN FT^2        TIRE TO ROAD COEF FRICTION  (0.6 FOR DIRT)
'   DEN = .00238 IN SLUG FT^3       Ca = COEF OF AIR RESISTANCE  (.002 FOR JEEP)
'                                   Ca = streamline coefficient
'
' DRAWBAR PULL = ((TORQUE*GR*EFF)/TR) - (RR/WGT) , IN LB.
'
' TRACTIVE FACTOR = (TORQUE*GR*EFF)/(WGT*TR) , IN G'S ?
'
' ACCEL MAX = 32.16/WGT * (TORQUE*GR*EFF/TR - RR*WGT - .5*DEN*CD*A*V^2) , IN FPS/S
'
' GRADEABILITY = (TORQUE*GR*EFF/TR)*(100/WGT) - (RR*WGT)*(100/WGT) - (.5*DEN*CD*A*V^2)*(100/WGT)
'
' GRADEABILITY = (100/WGT) * (T*G*E)/R - (100/WGT) * (Q/1000*WGT) - (100/WGT) * (c*A*V^2)
'   Rolling Resistance,  Q=15,  0.015
'
'   JEEP FORMULA USES: 0.002 * AREA * MPH ^ 2
'
'   MTOF = 1.466667  , MPH TO FEET CONVERSION
'   1 / (.5 * DEN * MTOF ^ 2),  GIVES 390.652 CONVERSION FACTOR
'   USE 390.7 TO CONVERT FROM Cd TO "COEFFICIENT OF AIR RESISTANCE"
'   FORCE_AIR = 0.5*DEN*Cd*A*V^2  IN LB, FPS, FT^2
'   FORCE_AIR = Ca*A*V^2         IN LB, MPH, FT^2
'              
' 4 WHEEL DRIVE GRADE ABILITY:
'   USE 0.6 COEF FRICTION FOR GRADE ABILITY, AT 0.01 G'S ACCELERATION
'   USE GVWR, MAX WEIGHT OR 1/2 PAYLOAD WEIGHT
'
' TRACTIVE EFFORT IS SAME AS RIMPULL, T.E.= TORQUE*GR*EFF/TR
'
' TRACTIVE_EFFORT = (DRAWBAR_F + ROLL_F) * 1/SLIP_EFF + GRADE_F + ACC_F
' DRAWBAR PULL = (TRACTIVE_EFFORT - ROLL_F) * SLIP_EFF - GRADE_F - ACC_F
'   ACC_F = DELTA_VEL * (WGT*32.174) / DELTA_TIME
'
' TRACTIVE EFFICIENCY = (Fdb*V) / Pa,  DRAWBAR_POWER / AXLE_POWER 
'   Pa IS AXLE POWER IN HP * 33000
'   Fdb IS DRAWBAR FORCE IN LB
'   V IS SPEED IN MPH * (5280/60)
' TRACTIVE EFFIECIENCY = NTR/GTR * Va/Vt
'   Va IS ACTUAL VELOCITY,  Vt IS THEORY VELOCITY,  (TIRE SLIP LOSS)
'   GTR IS GROSS TRACTION RATIO, DRIVE AXLE 
'   NTR IS NET TRACTION RATIO, TIRE-ROAD,  (ROLLING RESISTANCE LOSS)
'   TRACTION RATIO IS  PULL / WGT
'
'   1% SLIP GIVES 1% HP LOSS, 15% SLIP GIVES 15% HP LOSS FROM TIRE TO ROAD
' ------------------------------------------------------------
'
' Rimpull = 375 X HorsePower X Efficiency / Speed,  mph in a specific gear
'   Rimpull in lbs
'   Efficiency = .8 to .85 for most tired equipment 

' Rolling Resistance, 2% plus 1.5% per inch soil penetration
' ------------------------------------------------------------
'
' TORQUE BAND RPM = 60% TO 80% OF HP PEAK RPM  (4WD SUV ENGINE)
'
' CVT TRANSMISSION SHIFTS AT HP PEAK FOR MAX ACCELERATION,
'   OR AT TORQUE PEAK FOR MAX TRACTION PULL.
' ---------------------------------------
'
' GVWR (Gross Vehicle Weight Rating): The maximum permissible total weight
' exerted on all wheels and, if appropriate, the hitch. The UVW plus the
' NCC should not exceed the GVWR.
'
' GVW (Gross Vehicle Weight): The actual, total weight exerted on all wheels
' on either the tow vehicle or the trailer. The GVW should never exceed the
' GVWR -- either on the tow vehicle or the trailer.
'
' GCWR (Gross Combined Vehicle Weight Rating): The value specified by the tow
' vehicle manufacturer as the maximum allowable total loaded weights of both
' the tow vehicle and towed trailer.
'
' VCW (Vehicle Curb Weight): The weight of the vehicle with
' fuel tank(s) full or partial full and all necessary components mounted,
' but without passengers, luggage or payload. ALSO TARE WEIGHT
' ----------------------------
'
'   REM FORCE_TOTAL = UPSLOPE FORCE,  WITHOUT FORCE PULLING DOWNSLOPE INCLUDED
' FORCE_TORQUE = ENGINE_TORQUE * GEAR_RATIO_OVERALL / WHEEL_RADIUS
' FORCE_TOTAL = FORCE_TORQUE - FORCE_AIR - FORCE_ROLLING
' GEES = FORCE_TOTAL / WEIGHT
' ANGLE = ARCTAN( ARCSIN( GEES )) * 57.3
' GRADE = 100 * TAN( ANGLE / 57.3 )
' ----------------------------------------------------
'
' Drive Train: The power-transmitting components in a car,
' including clutch, gearbox (or automatic transmission),
' driveshaft, universal joints, differential and axle shafts.
'-----------------------------------------------------
'
' FORMULA ONE: LIFT VS DRAG =  1.0 TO  4.0  (CARS 0.2 - 0.75)
'              COEF OF LIFT = -1.9 TO -2.7
'              COEF OF DRAG =  0.5 TO  1.5
' -----------------------------------------------------
'
' SWEET ZONE +-10% DOWN FROM TORQUE PEAK
'   ?   ZONE +-20% DOWN FROM TORQUE PEAK
' ----------------------------------------
'
' 10%-15% OF TRAILER TONGUE WEIGHT ON BALL OR PINTLE HITCH, SINGLE AXLE
' 18%-20% OF TRAILER WEIGHT IF 5TH WHEEL TRAILER
' ----------------------------------------
'
' 2 SPD TRANSFER CASE, USUALLY BETWEEN 2.4:1 TO 2.7:1 OR 1.5 TO 1.9
'
' ==================================================================
'
' VP = 2.7182819 ^(-5293.7/(273+T)+18.927) * (RH/100)
'   T TEMPERATURE IN DEG C.
'   RH RELATIVE HUMIDITY IN PER CENT
'   VP * 10 = VAPOR PRESSURE IN MBAR
'   VP / 3.386395 = VAPOR PRESSURE IN Hg INCH
'
' ----OK MAHA BIG PDF-----------------------------------------
' DIN 70020: 1013 MBAR,  293 K. = 20 C.,  68 F.   [ 1013.25 MBAR ]
'            NO VAPOR PRESSURE IN FORMULA  <-- CD.PDF
'            P^1.0   T^0.5                             <<<< USED 
'            BOTH PRESSURES NOT CORRECTED FOR VAPOR PRESSURE 
'            AIR INLET TEMPERATURE
'
' DIN:       993 MBAR DRY, 20 DEG C. [20 MBAR VAPOR ?]
' ---BRAZIL-----------------------------------------
' SAE J1349: 990 MBAR, ?-> 302.4 K.<-?, 13 MBAR VAPOR   29.235" DRY
'            950 TO 1010 MBAR RANGE
'            288.5 TO 316.3 K. RANGE
' [ SHOULD BE 298 K. -=-=- 990 MBAR DRY 1.18, -.18,  <-- CF.PDF] 
'            CF=Pdry/P0dry * (T0/T)^.5
'
'                        29.235" Hg     77 DEG F.
'   CF_SAE = 1 / (1.18 * PRESS_RATIO * TEMP_RATIO^.5 - .18)  <<<< USED SAE USA
'
' ----OK MAHA BIG PDF -------------------------------
' SAE J1349:  990 MBAR, 298 K. = 25 C.   <<<< USED FOR SAE EURO
'             P^1.2, T^0.6
' ----BRAZIL-----------------------------------
' JIS D1001: 1013.25 MBAR, 293 K.  ? NOT DRY ?
'            P^1.0  T^0.75
' ----OK MAHA BIG PDF----------------------------
' JIS D1001: 990 MB DRY, 298 K.  <<<< USED
'            P^1.2, T^0.6
' ---OK-------------------------------------------
'           29.53"                              29.235"
' ISO 1585: 1000 MBAR, 298 K., 10 MBAR VAPOR  = 990 MBAR DRY  <-- CF.PDF
'           800 TO 1000 MBAR RANGE     <<<< USED
'           288 TO 308 K. RANGE
'           P^1.2,  T^0.6
'          [--> 990 MBAR DRY, 298 K.,  ^1.2,  ^0.5 <--????] 
-------PERFECT WORLD---WHAT IS ENGINE TUNING---------
' EWG:      1013 MBAR, 298 K.   [[?13MBAR VAPOR?]]
'           P^1.0  T^0.5  
' ------CF.PDF-------------------------------------
' EWG:         1000 MBAR DRY, 298 K.
' EEC 80/1269: P^1.0  T^0.5
' -----OK, ECE REG #85, MAHA BIG PDF ------------------
' EEC 80/1269:  990 MBAR DRY, 298 K.  <<<< USED
' EWG 80/1269:  P^1.2,  T^0.6         <<<< USED
'               RANGE = 288-308 K., 800-1100 MBAR
'               CF RANGE = 0.93 TO 1.07  
' ALSO CALLED ECE  1000 MBAR TOTAL, 10 MBAR VAPOR
' --------------------------------------
' ECE-R15:  990 MBAR DRY,  298 K.  25 C.  77 F.   <<<< USED
'           USES ATMOS PRESSURE - 10 MBAR
'           P^1.2,  T^0.6
' -----CF.PDF---------------------------------
'           29.62"
' ISA:      1003 MBAR DRY,  288 K.  15 C.  59 F.   <<<< USED
'           P^1.2, T^0.6             
' -----------------------------------
' STP OR STD: 1013 MBAR DRY, 15.5 C.,  60 F.  'SAE STD'  <<<< USED
'           P^1.0  T^0.5
' ------------------------------------
'          K. = 273 + C.
' ------------------------------------
' SuperFlow uses the following formula, SAE STD OR STP
' Weather_CF = (29.92 / ( Baro_Press - Vapor_Press )) * ((( 459.7 + CAT ) / 519.7 )^.5)
' Corrected_HP = Weather_CF * UnCorrected_HP 
' CAT = Carb Air Temperature in degrees F
' STP = Standard Temperature and Pressure
' and STP to SuperFlow means = 29.92 BP , 60 deg. F , and 0 % Rh
'
' DynoJet_CF= 1.18 * (29.92/ABP) * ((((SQR ( CAT +460) / 537 )) - .18
'                              29.92, 77 F.
' ==================================================
'
' DIESEL:
'
' ISO 1585: 990 MBAR, 298 K.
'          P^1.0,  T^0.7, TOTAL ^0.3  NORMAL, SUPERCHARGE, MAHA SMALL PDF
'          P^0.7,  T^1.2, TOTAL ^0.3  TURBOCHARGE AIR COOLED, MAHA BIG PDF
'          P^0.7   T^0.7  TOTAL ^0.3  TURBO WATER COOLED
' ----------------------------------------
' EWG:      1000 MBAR, 298 K.         
'          P^0.65,  T ^0.5, TOTAL ^1.0  ALSO TURBOCHARGE
' -------- MAHA BIG PDF ----------------------------------
' EWG 80/1269:  990 MBAR DRY, 298 K.                <<<< USED
'              P^1.0  T^0.7  TOTAL^0.3   NORMAL+SUPERCHARGE
'              P^0.7  T^1.5  TOTAL^0.3 TURBOCHARGE  ??? TOTAL 1.5 ???
' ----MAHA SMALL PDF-------------------------------------
' DIN 70020: 1013 MBAR, 293 K.         
'          P^0.65,  T ^0.5, TOTAL ^1.0  NORMAL SUPER, TURBO
' ----MAHA BIG PDF ---------------------------------------
' DIN 70020: 1013 MBAR, 293 K.      <<<< USED
'            P^1.0,  T^0.5    NORMAL+SUPERCHARGE+TURBOCHARGE
' ---------------------------------------------
' EEC 80/1269:  990 MBAR DRY, 298 K.  << ECE REG #85 <<
'              P^1.0,  T^0.7  NATURALLY OR SUPERCHARGED
'              P^1.5,  T^0.7  TURBOCHARGED
' ALSO CALLED ECE  1000 MBAR TOTAL, 10 MBAR VAPOR
'              RANGE = 288-313 K., 800-1100 MBAR
'              CF RANGE = 0.9 TO 1.1  
' ------MAHA BIG PDF -------------------------------------
' ISO 1585:  990 MBAR, 298 K.    <<<< USED
'            P^1.0,  T^0.7,  TOTAL^0.3  NORMAL SUPERCHARGE
'            P^0.7,  T^1.2,  TOTAL^0.3  TURBOCHARGE AIR COOLED, MAHA BIG PDF
'            P^0.7,  T^0.7,  TOTAL^0.3  TURBO WATER COOLED
' ------MAHA BIG PDF -------------------------------
' SAE J1349:  990 MBAR, 298 K.     (EURO VERSION ONLY)  <<< USED
'            P^1.0   T^0.7,  TOTAL^0.3  NORMAL SUPERCHARGE
'            P^0.7   T^1.5   TOTAL^0.3  TURBOCHARGE
' ----------------------------------------------------
' JIS D1001:  990 MBAR, 298 K.         <<<< USED
'            P^1.0,  T^0.7,  TOTAL^0.3,  NORMAL SUPERCHARGE
'            P^0.7,  T^1.5,  TOTAL^0.3,  TURBOCHARGE
' =====================================================

