Vesti iz auto-industrije

[Xepoj87]

Koliko ja znam,maltene svaki veci kombi i slicno ide ili samo sa zadnjim ili ima u ponudi oba pogona...
Renault recimo,Mercedes...
Mislim ok je ovaj snimak da se pokaze da ima poente da kupac uzme zadnji pogon,ali van toga nema nikakve poente...

[kvcali]

naravno da je reklama da se kupci upoznaju sa prednostima...

gde bre to ide 4x4 u ovom segmentu kamioncica ?

[Xepoj87]

Brate,oba pogona,ne pogon na sva 4 tocka Obicno ima i prednji i zadnji pogon da se bira,zadnji je obicno skuplji par hiljada...

A Sprinter u svim verzijama,pa i sa prikolicom ima 4x4 opciju...

[Geza]

Kako su pojedini automobili tokom godina postajali sve veći.

[Geza]

Testira se nova generacija Grand Cherokee-ja.

[Uroš S.]

Uuuu, što je dobarrr, liči na VW

[dragan]

"Subaru BRZ STI imaće 232 ks"

http://www.b92.net/automobili/vesti.php ... _id=663774

kako razumeh, i dalje bez turba, 230+ks iz atmo 2l, u euro5 normi...
bravo

[trojanac]

Biće baš BRZ.

[trojanac]

Prva Renoova fabrika u Kini, ne pre kraja 2013.

Francuski proizvođač automobila "Reno" najverovatnije će početi sa izgradnjom prve fabrike u Kini 2013. godine, odmah po dobijanju dozvole kineskih vlasti.

"Reno", jedan od retkih velikih proizvođača automobila koji još nema fabriku u Kini, postigao je sve potrebne dogovore sa kineskim partnerom Dongfengom i opštinom Vuhan o izgradnji nove fabrike, ali sada se očekuje konačno političko odobrenje kineskih vlasti, što je procedura koja traje nekoliko meseci.

"Reno je prihvatio ponuđenu lokaciju opštine Vuhan za izgradnju fabrike", saopštili su francuski pregovarači.

Trenutno se proučava uticaj izgradnje fabrike na životnu okolinu, posle čega će konačan sud doneti kineska vlada.

Kancelarija državne komisije za reformu i razvoj Kine zadužene za razmatranje svih velikih industrijskih projekata u zemlji takođe će odlučivati o sudbini planirane izgradnje Renoove fabrike.

Postavljanje kamena temeljaca fabrike, u kojoj bi godišnje trebalo da se proizvede 200.000 automobila, ne treba čekivati pre kraja 2013. jer će o projektu biti razgovarano i na najvišem nivou između kineskih i francuskih zvaničnika.

Izvor: Blic - Moj auto

[Uroš S.]

Inovirani TSI motori generacije EA111, sada se zovu EA211:

1.The engines, with a 10.5:1 compression ratio, deliver maximum torque of 165 or 175 N·m (122 or 129 lb-ft) from the 1.2-liter versions and 200 or 250 N·m (148 or 184 lb-ft) from the two 1.4-liter versions at a low 1,400 rpm. The torque values also stay at their maximum level up to the 4,000 rpm mark.

2.Fuel consumption values of the EA211 engines were reduced by 8 to 10%, in part due to reduced internal friction, lower weight and optimized thermal management; in conjunction with the new ACT cylinder deactivation system, the savings potential can be as much as 20%.

3.Active cylinder management (ACT) debuts in 1.4 TSI with 103 kW. At low and medium load, two of the cylinders are shut off, which reduces fuel consumption in the EU driving cycle by 0.4 l/100 km. The shut-off is always active when engine speed is between 1,250 and 4,000 rpm and torque is between 25 and about 100 N·m (18 to 74 lb-ft).

4.The engines of the EA211 series are also characterized by a new mounting position. In the familiar gasoline engines of the previous EA111 series, the (‘hot’) exhaust side was at the front, and the engines were mounted with a forward tilt. By rotating the cylinder head, the new generation of EA211 engines that is launching with the introduction of MQB is tilted towards the firewall (bulkhead between engine compartment and passenger compartment), just like the diesel engines. From now on, the gasoline engines also share this with the diesel engines of the EA288 series: they are now also inclined towards the rear at an identical inclination angle of 12 degrees. The advantage is that the exhaust line, driveshafts and gearbox mounting position can be standardized.

5.The crankshaft itself was lightened by 20%, while the weight of the connecting rods was reduced by 25%. The rod bearing pins are bored hollow, and the aluminium pistons (now with flat piston crowns) have now also been weight optimized.

6.To utilize exhaust energy optimally in hot operation and, on the other hand, to cool more effectively at high loads, the exhaust manifold of the new EA211 engines was fully integrated in the cylinder head and provided with its own cooling jacket. Volkswagen engineers also devised a dual-loop cooling system. The base engine is cooled by a high-temperature loop with a mechanically driven coolant pump, while a low-temperature loop, powered by an electric pump, circulates coolant to the intercooler and turbocharger housing as needed. Passenger compartment heating comes from the cylinder head circulation loop, so that it warms up quickly, like the engine.

By means of innovative construction of the exhaust manifold, Volkswagen was able to use just a very narrow single-scroll compressor in turbocharger selection. This reduced the weight of the cylinder head turbocharger component group. On the EA211, the intercooler is integrated in the induction pipe which is made of injection-moulded plastic. The advantage is significantly accelerated pressure build-up, which leads to very responsive downsized engines.

7.Volkswagen has also significantly reduced internal friction in its new generation of engines. The overhead camshafts are driven by a single-stage, low-friction toothed belt design with a 20 mm wide belt and load-reducing profiled belt wheels. Actuation of the valve drive via roller cam followers and an anti-friction bearing for the highly loaded first camshaft bearing also lead to reduced friction resistances. To ensure that the engine takes up as little mounting space as possible, ancillary components such as the water pump, air conditioning compressor and alternator are screwed directly to the engine and the oil sump without additional brackets, and they are driven by a single-track toothed belt with a permanent tension roller.

8.To reduce emissions and fuel consumption further, and to improve torque in the lower rev range, the intake camshaft on all EA211 engines is adjustable over a range of 50 degrees crankshaft angle—on the 103 kW / 140 PS 1.4 TSI, an exhaust camshaft adjuster is added. It sets the desired spread of control times and thereby allows even more spontaneous response from low revs; at the same time, torque is improved at high revs.

9.ive-hole injection nozzles spray at up to 200 bar. The maximum injection pressure of the new TSI version (direct injection engine) was increased to 200 bar; state-of-the-art five-hole injection nozzles deliver up to three individual injections to each of the cylinders via a stainless steel distributor bar – extremely precisely. In designing the combustion chamber, Volkswagen also paid particular attention to achieving minimal wetting of the combustion chamber walls with fuel and to optimized flame propagation.

Ukratko, pritisak pumpe goriva podignut sa 150 na 200 bara, dodati ventili pa sada svi imaju 16v, prerađena turbina i IC, okrenuta glava motora u odnosu na prethodnu generaciju, uveden varijabilni razvod ventila do 50 stepeni(ako sam dobro razumeo), izbačen lanac uveden kaiš, smanjena težina i trenje komponenti. Prerađene dizne, sada su u 5 mlazova svaka, pre je bilo u 6.


Ceo tekst na:
http://www.greencarcongress.com/2012/02 ... 20201.html

[trojanac]

Sve u svemu, dobro su ga preradili.

[mr.Big]

...da se zna ko je tata

[TheWickerMan]

^^^ ko je tata? onaj što napravi da se menja cela turbina više puta u garanciji?

[Paja]

Tata je onaj ko napravi da valja iz prve, a ovi VW paceri su ponavljači.

[mr.Big]

... menja cela turbina više puta u garanciji?

Ispoštuju garancije i kupce, kulturno priznaju grešku, isprave nedostatke, unaprede motor i najverovatnije zadaju domaći svima. Baš su ispali kulovi...