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Bare

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Bare last won the day on June 11

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  1. With model like Tonale they'll need both. I agree with you. And P2 MHEV FireFly should be just around the corner. Similar with 300+ HP GME. PHEV? That's interesting. In the near future we should not exclude even a 48 Volts plug in hybrids. We already know that in the very near future there will be 48 Volts P2 hybrids with an electric mode.
  2. It's important to note that Ford 1 liter EcoBust have an issue with excessive NOx emission. I would not be surprised if a 3rd party RDE test for 1.0 TSI shows the same. In any case with 500x and Renegade aerodynamic is an issue. They are both very tall and Cx is not at today's standard. That's something they must work on for the next generation.
  3. https://europe.autonews.com/suppliers/continental-targets-small-cars-new-fuel-saving-48-volt-hybrid-drive?fbclid=IwAR2ij37b6VWiQ4sVTOORZMTAFrAARfondO8D7D03VfDmbCx_B3NApVuYdhk The system consists of a new 30 kW, water-cooled electric motor positioned between the combustion engine and the transmission, and power electronics that Continental says have been optimized to handle higher currents and are more efficient. Even though the system is 48 volts rather than high-voltage, as in a conventional hybrid, Continental says it does not consider it to be a "mild" hybrid because of its ability to operate in electric-only mode. Executives would not provide range figures, but say they expect CO2 emissions reductions of around 20 percent, compared with 10 percent for a current 48-volt mild hybrid system. Lower CO2 emissions means the drive will also improve fuel economy. Top speed in electric-only mode is 80 kph (50 mph) to 90 kph (56 mph).
  4. Never heard about P2 MHEV? Your comment is related to a BSG MHEV. AFAIK for 500X P2 MHEV is in development. Actually P2 MHEV is in calibration phase. You know, a MHEV with electric motor on transmission input.
  5. Actually no. Grand Wagoneer (WS) was initially planned as a unibody SUV on Giorgio platform. That has changed in early 2017 when they switched to a new Ram 1500 BOF platform. There will be a 3 row version of Grand Cherokee which has taken over old Grand Wagoneer's plans.
  6. Have you counted it for VW AG? They have even more. Of course some will be retired while some are not UConnect like ones from Brazil. BTW, this papers are at least 2 years old if not more. Are they credible?
  7. This should be an old document. Back at the time when plan was to have a Grand Wagoneer as a 3 row unibody sibling of Grand Cherokee. Although I would not exclude that a Wagoneer name may still be in use for it.
  8. 961 was basically finished. Only industrialisation phase has left. Its production was planned around 6 to 12 months after the Stelvio. The same can not be said for 964. In any case this topic will go on fire.
  9. Bare

    FCA - 3.0 V6 EcoDiesel

    Wrangler But it was also planned for Alfa 964. I don't know what's ongoing behind the scenes with Project 964.
  10. BMW 3 SERIES VS. ALFA ROMEO GIULIA COMPARISON: WHICH IS THE ULTIMATE DRIVING MACHINE? 330i M Sport vs. Giulia Ti Sport: The battle for the best sport sedan title https://www.motortrend.com/cars/alfa-romeo/giulia/2018/2019-bmw-3-series-vs-2018-alfa-romeo-giulia-comparison-test/
  11. Bare

    FCA - 3.0 V6 EcoDiesel

    All-new EcoDiesel Engine All-new EcoDiesel Engine The third generation of the turbocharged 3.0-liter EcoDiesel V-6 delivers increased torque and horsepower, along with superb fuel economy and minimal levels of noise, vibration and harshness (NVH) to meet the needs of Ram 1500 owners. In the 2020 Ram 1500, the 3.0-liter EcoDiesel V-6 is rated at a best-in-class 480 lb.-ft. of torque at 1,600 rpm, a 14 percent increase from the previous-generation EcoDiesel V-6 that peaks 400 rpm earlier. Horsepower increases 8 percent to 260 hp at 3,600 rpm. Several significant changes contribute to the new EcoDiesel’s improved dynamic and fuel economy performance. A new-generation water-cooled turbocharger with variable geometry turbine (VGT) increases efficiency and responsiveness during transient conditions Redesigned cylinder head intake ports improve swirl and flow, increasing performance and fuel economy The exhaust gas recirculation (EGR) system design has been updated to a dual loop (low and high pressure) system. The added low-pressure circulation system draws gases after the diesel particulate filter, thus minimizing turbocharger energy losses, which increases fuel economy The compression ratio has been optimized to 16.0:1 from 16.5:1 High-pressure (29,000 psi/2,000 bar) direct-injection fuel injector nozzles were redesigned to match the newly designed and optimized combustion chamber Lightweight aluminum alloy pistons were completely redesigned to include thinner rings and low-friction coating on the pin and side skirts to reduce losses NVH has been reduced by offsetting piston pin by 0.3 millimeters from the centerline; thus, minimizing mechanical noises The lower portion of the two-piece oil sump uses a lightweight sandwiched polymer/metal material that further reduces NVH The dual vacuum pump system uses electric and a new mechanical low-friction pump with new blades that improve overall system efficiency The upgrades build on the EcoDiesel V-6’s previous success, the attributes and performance of which made it a winner of "Wards 10 Best Engines" for three consecutive years (2014, 2015, 2016). The 3.0-liter EcoDiesel V-6 uses dual overhead camshafts (DOHC) with four valves per cylinder and a 60-degree angle between the cylinder banks. The block is cast with compacted graphite iron, which provides strength to dampen vibrations, but weighs less than grey cast iron. A compacted graphite iron bedplate adds rigidity to the block. The EcoDiesel V-6 uses a forged steel crankshaft and connecting rods for strength and durability. The aluminum alloy pistons are cooled on the underside via oil jets. Heat-treated aluminum cylinder heads use individual bearing caps to reduce friction and minimize NVH. The chain-driven overhead camshafts employ roller-finger followers. The 3.0-liter EcoDiesel V-6 is produced at the FCA Cento facility in Ferrara, Italy. https://media.fcanorthamerica.com/newsrelease.do?id=20851&mid=1
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