The complete catalog of cars produced worldwide since 1945 - hundreds of thousands cars with detailed specifications, comprehensive technical and performance data.

Estimation of the engine power/torque curve – the formula based on the maximum power and maximum torque points, the relationship between the power and the torque for an internal combustion engine and the typical shape of the curve for engines of different constructions.

Power/torque loss – between the engine drive shaft and wheels (in differential, gearbox, axes, etc, depending on the drive train architecture). In cases that only gross power/torque values are available, additionally the typical net-gross relation factors for different standards are taken into consideration.

Start phase – for cars with manual transmissions the ProfessCars software simulates the maximum torque revs and quick clutch release. For automatic vehicles with torque converters, the software simulates 3000-4000 revs (dep. on engine construction) and quick brakes release, taking into consideration each specific torque converter factor. Corresponding procedures are used for dual-clutch and other construction transmissions.

Gear change – in redline revs point, if specified, or a few hundred revs above the maximum power revs point, depending on engine construction.

Gear change time – may fluctuate between 1.5 sec for old construction unsynchronized manual gearboxes and first automatics, down to 0.1 sec or less for modern dual-clutch transmissions.

Coefficient of friction –  driving wheels spin is simulated, if the calculated driving force exceeds a coefficient of friction between the tire and the road surface multiplied by the drive axle weight (or 2 axles for 4WD cars). Therefore, in many cases it’s possible to receive even better accelerations using special drag race tires or on special high friction road surface.

Weight – calculations are made for the curb weight of a vehicle with standard specifications, full fuel reservoir plus 90 kg (200 lb) load. Therefore you can expect worse acceleration figures for a car with extra equipment and additional load, or better values for emptied car with less fuel.

Final drive ratio – standard axle ratio is considered, if not otherwise noted.

Drag coefficient – if there is no official data provided, the drag coefficient factor (Cx, Cd, Cw-wert) is estimated based on typical values for cars with different body costructions manufactured worldwide in a corresponding time period.

Engine efficiency – typical values depending on the engine construction, the generation, and the shape of the revs curve.

And much more…

We present on this site the following performance data, as results of the ProfessCars™ simulation:

Top speed.

Acceleration times – values for speeds in km/h and mph. The acceleration curve is drawn for each individual car. It is possible to coampare up to 5 vehicles in one graph. The more vertical the shape of the curve, the better the accelerations.

Quarter mile times (0 – ¼ mile times), speed at quarter mile and the time to reach 1km from the start.

Acceleration in gears – only in regards to vehicles that allow manual gear change. These values show how efficiently you can accelerate without gear reduction.

Overtaking factors - acceleration through gears from different speeds. These values illustrate the overtaking potential of a car in different traffic situations.

Fuel consumption – in urban, extra-urban, combined, and highway simulated conditions. The accuracy of these values is good but not ideal. It’s very difficult to simulate the real world driving conditions for cars of different constructions, especially the modern ones.

Please note, that the results of the simulation, although in most cases very accurate and close to the real behavior of the vehicle, are only theoretical and may differ from the real road tests performance data. Check the “About us” page for the disclaimer and terms and conditions of any use of presented values.