simonepietro

Automobilismo dedica un corposo dossier a una delle alfa romeo più valide da quando il marchio è sotto l'egida FIAT. Sì può dire, oggi, che fu vera gloria Automobilismo.it - Epoca - Alfa Romeo 156

da topspeed di nuovo CARADIASAC ripropone l'idea , non nuova,di numerose versioni. Altri si spingono fino a ipotizzare una sportiva coupè o CC e all'interno delle sue numerose versioni verrebbe inglobata pure l'attuale classe A

Sembra che sia in sviluppo almeno questo afferma Auto motot und sport , l'indiscrezione pare sia sfuggita a Felisa durante un intervista. Serie limitata a partire dal 2009

i rapporti conosciuti di collaborazione tra il gruppo di monaco e stoccarda riguardano le tecnologie ibride e i dispositivi antiquinamento per i diesel da introdurre nel mercato americano. La bmw non indica in quali campi i rapporti saranno più stretti ma mette l'accento che non hanno intenzione di acquisire VOLVO ma i due marchi intendono ,assieme , apririsi ancora verso il mercato cinese

Chiaramente non rilascerà licenza di produzione o fornirà direttamente i sui gioielli (6 cilindri,V8-V10 e altri),ma potrebbe mettere sul mercato per altre case i 4 cilindri aspirati e turbo adottati pure da PSA con l'accordo che tutti conosciamo, in più potrebbe realizzare e produrre famiglie di propulsori su richiesta.Così ha parlato il sig Reithofer.

Sembra che i marchi opel/vauxhall e chevrolet avranno un piccolo SUV realizzato sul pianale comune Gpunto-corsa,la linee riprenderà quella del prototipo TRAX visto al salone di new york e sarà disponibile sia a trazione anmteriore che a 4 ruote motrici. data probabile? 2008/2009.Verrà costruito in belgio nello stabilimento di antwerp.Così dicono...

Interni di GM hanno rilevato nuove informazioni per quanto riguarda i modelli GM sui prossimi grandi modelli a trazione posteriore basati sulla piattaforma Zeta, sulla nuova piattaforma alpha e sulle future offerte di modelli del marchio Cadillac.Queste fonti di GM hanno detto che Cadillac offrirà parecchie varianti della nuova berlina CTS compreso un coupe mirato a contrastare la BMW 6,. Una station wagon a trazione posteriore e un nuovo Crossover integrale (costruito su una piattaforma derivata dal'unione dell'EPSILON e THETA ) sostituiranno il SRX quando sarà eliminato nell'estate del 2009. Il nuovo coupe, station wagon e il Crossover verranno lanciati verso la fine del 2009 e inizio 2010. Nel 2010 - per il M.Y 2011 - il CTS subirà un restyling e vi è da parte della GM l'intenzione di traformarla gradualmente in una concorrente della Bmw 5. L'aggiornamento darà al CTS un esterno modificato, un interno di categoria superiore e delle motorizzazioni a cilindri in linea più potenti , mentre un nuovo propulsore NORTHSTAR arriverà dopo il 2011. il STS sarà eliminato durante l'estate di 2010, lasciantdo solo il CTS sul telaio SIGMA. Quando il CTS sarà spostato dal SIGMA verso una piattaforma modificata Zeta nel 2012, la piattaforma SIGMA sarà soppressa. ALPHA La nuova piattaforma ALPHA è partita , attualmente è in sviluppo in Australia presso la HOLDEN . La nuova Cadillac BLS si muoverà dall'epsilon, versione a trazione anteriore, all'ALPHA a trazione posteriore fra 2011 e 2012, permettendo così alla BLS di competere contro la BMW Serie 3 e la classe C della Mercedes. Anche la nuova BLS potra avere varianti station wagon e coupe che eventualmente verranno lanciate subito dopo la berlina . Opel/Vauxhall otterranno una loro variante come anche la Saturn che ora propone in USA modelli delle 2 case europee. La Pontiac G6 si muoverà dall'EPSILON a trazione anteriore verso l'ALPHA SOLO entro IL 2013. A causa di questo,la PONTIAC G6 sarà rivista e adotterà l'EPSILON II per il 2009 anni fino all'adozione della nuova piattaforma ALPHA. La piattaforma ZETA non può essere ridotta nele dimensioni per problemi di produzione e di gamma. Quindi,nasce l'esigenza della nuova piattaforma ALPHA. Probabilmente sarà caratterizzerà da una sospensione anteriore a 4-link che dovrebbe fornire le caratteristiche superiori al McPherson articolato usato sulla piattaforma Zeta,peserà tra l'altro di meno e occuperà meno posto . La sospensione posteriore sarebbe simile a quela usata sui modelli che adottano il SIGMA che lo ZETA. La piattaforma inoltre sara modulare . Il telaio ALPHA avrà approssimativamente un interasse DI 110-inch(2,79 m) e una lunghezza fra 170 e 180 pollici(4,31m-4,572m). Probabilmente potrà essere equipaggiata sia con motori L4 che V6, un'opzione V8 dipende dai vincoli dovuti alle emissioni e dello spazio diponibile .

Dotata di un v12 intende contrastare nopn solo la MAYBACH ma pure le top di gamma di BMW-LEXUS e la stessa MERCEDES.Le linee trarranno spunto del prototipo Sixteen Concept. Come al solito ognuno dei marchi GM contribuirà al suo sviluppo ma pare che un alta percentuale di esso sarà fornito dalla HOLDEN come è accaduto con la VUE e pontiac G8 e la futura CAMARO.Il propulsore V 12 sarà attenuto unendo due V6 H.F in cilindrata da 3,6 litri, non mancherà l'iniezione diretta e neppure la disattivazione di parte dei cilindri.Resta solo da avere l'o.k dal solito LUTZ

la ricerca e sviluppo seguiranno questa direzione. LEGGEREZZA: visti i risultati nell'uso dell'alluminio nelle jaguar XJ e XK (40% di massa in meno) le conoscenze accumulate nell'uso di questo materiale verranno riversate nei futuri marchi di lusso e premium del marchio mentre nei modelli tradizionali verrà esteso ulteriormente l'uso di acciai altorestenziali e poi avremo i decompounding - downsizing dei propulsori degli impianti frenanti e del compartimento sospensioni e infine trasmissioni. Tutto questo sviluppo avrà l'intento di portare l'emissione CO2 dei benzina a livello dei diesel , insomma recuperare il tempo perduto dopo anni di sviluppo di propulsori esclusivamente diesel. PROPULSORI E TRASMISSIONI : Dopo anni di lavoro principalmente sui diesel a breve e medio termine avremo il lancio di ben 5 nuove unità a benzina con iniezione diretta mentre i propulsori diesel inediti saranno 3. Benzina : In pratica gli ultimi DURATEC sci a iniezione diretta( Wall guided ) verranno rivisti adottando un' iniezione diretta simile a quella del mercedes 3.5 v6 CGI ( spray -guided). Sempre sui benzina 2 di queste unità saranno pure turbo con un taglio del CO2 pari al 20% rispetto all'eventuale versione aspirata. Sempre su questi otto verranno introdotti sistemi avanzati di controllo valvole e in alcune versioni dispositivi STOP/START per la marcia cittadina. Diesel: Per i diesel, i DURATORQ si avrà una riduzione dele emissioni del CO2 pari al 10%,ma lo sforzo maggiore riguarderà le tecniche di abbattimento dei NOX in quanto si percorrerà la strada della combustione fredda ,perchè un uso generalizzato della valvola EGR di nuova concezione, di eventuali catalizzatori ad hoc per gli ossidi azoto, del PDF e i vari sistemi di riduzione basati sull'urea (SRC), aggiungono costi e possono esere di difficile integrazione con i propulsori meno recenti.Verrà poi preso in considerazione l'ultilizzo degli accsssori motori ON-DOMAND con particolare attenzione all'impianto di raffreddamento con l'introduzione non solo dell'eventuale pompa del'acqua a portata variabile ma pure usando un radiatore a superfice radiante variabile per portare immediatamente il motore alla temperatura di funzionamento e abbattere l'inquinamento subito dopo l'avviamento.Riduzione dell'inquinamento stimata attorno al 3% Trasmissioni: verrà introdotto il powershift, Cambio a doppia frizione a 6 marce sviluppata con GETRAG. IBRIDI, MULTICARBURANTI. Gli ibridi saranno realizzati usando motori diesel, visto che perlomeno allo stato attuale in europa il mercato premia questi propulsori e poi è indubbio che il loro ulteriore uso ridurrà i costi.La ford pensa che in principio, come primo step, i microibridi e cioè un 2.0 DURATORQ accoppiato ad un alternatore di ultima gernerazione(B-ISG) che offrà la possibilità di effettuare un efficace tiplogia di guida Stop/START nel traffico cittadino sarà ben accetto dal mercato, riduzione del consumo stimato nel 10/15%.La Ford però vede i propulsori multi combustibile come i suoi principali attori nell'abbatimento dei gas serra , in particolare intende sviluppare quelli definiti di 2 generazione. Quellio che vanno , cioè, oltre l'utilizzo del solo E 85. Per questo uno dei suoi principali marchi europei, la volvo,ha sviluppato un prototipo multi- combustibile.Il prototipo in questione può funzionare a HYTANE (10%di idrogeno, 90% metano), bio -metano e metano naturale oltre che a comune benzina. Il marchio che sarà interessato a questa tecnologia sarà ,oltre alla volvo , la Range rover. cambio a doppia frizione che verrà introdotto in anteprima sulle volvo (fonti: auto +, green cars)

Even More Venom: Dodge Unleashes New 600-horsepower 2008 Viper SRT10 -Additional 90 horsepower on tap from new 8.4-liter Viper SRT10 V-10 engine -Dramatic new hood features restyled, functional air extractors -0-60 mph in under four seconds, 0-100-0 mph in just over 12 seconds, braking in under 100 feet -New exterior, interior colors provide customers with increased customization options The new 2008 Dodge Viper SRT10 boasts more of what performance aficionados crave: kick-in-the-pants, throw-back-in-the-seat power, combined with benchmark braking, world-class ride and handling, a race-inspired interior and bold exterior styling. While every SRT vehicle offers balanced, overall performance, the heart and soul of the new 2008 Dodge Viper SRT10 is its standout powertrain. For 2008, SRT ups the ante with a new, 8.4-liter aluminum V-10 engine that produces an astounding 600 horsepower and 560 lb.-ft. of torque. “A legendary big-game hunter once said, ‘Bring enough gun!’ - and with the new 2008 Dodge Viper SRT10, we’ve created some very powerful artillery for sports-car enthusiasts,” said Kipp Owen, Director - Street and Racing Technology (SRT) Engineering, Chrysler Group. “With 600 horsepower - 90 more than before - and 0-to-60 performance in less than four seconds, the 2008 Dodge Viper SRT10 sets a new benchmark for the ultimate American sports car.” The new 2008 Dodge Viper SRT10 will arrive in Dodge showrooms in North America this summer with a new level of customization options, including five new exterior colors, four new interior color combinations and a new wheel design. Quest'auto e' invecchiata troppo in fretta.... Non so' ...ma lanci una versione potenziata e lasci quell'interno cosi' plasticoso...almeno un minimo di caratterizzazione..!! non più solo cavalli americani .Cioè ricavati da considereveoli aumenti di cilindrata ,che pure c'è stata grazie all'aumento di un 1mm nell'alesaggio passando così dai 8300cc agli attuali 8400cc, ma grazie all'apporto di due esterni come la McLaren Performance Technologies e la Ricardo, Inc è stata ridisegnata la testata(aumento compressione da 9,2 a 10,2) e aumentate le dimensioni delle valvole, utilizzati bielle e pistoni forgiati con spinotti maggiorati (giri alla potenza massima 6250 contro i precedenti 6000 giri) e aggiunto pure su questo motore tipicamente yankee un variatore di fase continuo sulle valvole di scarico.

Messaggio Aggiornato il 24/10/2011

La chysler ha iniziato la progettazione di un cambio a doppia frizione che equipaggerà diversi modelli del gruppo compresi i veicoli commerciali. Attualmente, il gruppo di Volkswagen (Audi e Bugatti) è l'unica azienda che vende i veicoli con tale tecnologia in America. Gli analisti di industria dicono che i primi veicoli della Chrysler a ricevere la tecnologia saranno a trazione anteriore come i minivans e l' avenger . DaimlerChrysler sarebbe starebe colloquiando per costruire una fabbrica da $560 milioni a Kokomo, Ind. con una capienza annuale di 700.000 trasmissioni. La disponibilità comincerebbe con i modelli del 2010.

Come esposto l'anno scorso, stiamo aumentando i nostri programmi sul motore boxer della Subaru e sono soddisfatto di annunciare che lo sviluppo del primo turbo diesel a cilindri contrapposti, il boxer di Subaru, è quasi completo. L'equilibrio di rotazione del motore a cilindri orizzontali permette livelli bassi di vibrazioni ,inoltre, con il relativo albero a gomito saldamente sostenuto, la costruzione del carter è abbastanza forte per resistere alla pressione enorme della combustione a ciclo diesel. Il carattere del motore a cilindi contrapposti si sta dimostrando una base eccellente per un motore diesel. Inoltre, la posizione bassa dell'albero motore e del gruppo turbo che sono disposti sotto il blocco cilindri aumenta tutti i vantaggi del motore del boxer, che sono il basso centro di gravità ,le basse vibrazioni sia ai bassi che agli alti regimi e la compattezza , il baricentro basso permette di aumentare la trazione. Infine, il Turbo diesel boxer Subaru vanta le emissioni più basse del CO2 nella sua classe. Annunciamo la rivelazione del motore turbodiesel boxer Subaru l'anno prossimo al salone dell'automobile di Ginevra.

2007 Ecotec 2.2L I4 ECOTEC 2.2L I4 CAR AND TRUCK ENGINE 2007 Model Year Summary Gen II Engine Block Cylinder Head Improvements New Camshaft Design E37 Engine Control Module 58X Crankshaft Reluctor Ring Digital Crank and Cam Sensors Individual Coil-on-Plug Ignition Vented Starter Solenoid New MAP Sensor New Intake Manifold Seals New Oil Filter Element Improved Emissions Performance Full Description of New and Updated Features Gen II Engine Block The Ecotec 2.2L starts with a refined engine block, introduced for 2006 with the Ecotec 2.4L VVT (RPO LE5). The Gen II block was developed with data acquired in racing programs and the latest math-based tools. Both the bore walls and bulkheads, or the structural elements that support the crank bearings, have been strengthened, with only a minimal weight increase (approximately 2.5 pounds). The coolant jackets have been expanded, allowing more precise bore roundness and improving the block’s ability to dissipate heat. Coolant capacity increases approximately .5 liter. The cylinder block is the engine’s foundation, and crucial to its durability, output and smooth operation. For GM, the common Gen II Ecotec block increases assembly efficiency. For the customer, the result is more efficient cooling, more strength to accommodate additional power, as in the new Ecotec 2.0L direct-injection Turbo (RPO LNF) and better noise, vibration and harshness control. Cylinder Head Improvements The Ecotec 2.2L also benefits from cylinder head refinements introduced on the 2.4L VVT. The exhaust ports have been enlarged slightly with machining improvements to expel exhaust gas more efficiently. Both engines share a common nodular cast iron exhaust manifold, chosen for its durability and sound-deadening properties. The improvements to the cylinder head increase Ecotec 2.2L horsepower slightly in most applications (see specs). New Camshaft Design The exhaust cam has been re-profiled to take advantage of refinements in the cylinder head. Maximum exhaust valve lift does not change, but duration increases slightly. The cams also feature a new 4X timing reluctor, replacing timing sensors previously contained in the ignition-coil cassette (see Individual Coil-On-Plug ignition, below). The powder metal reluctor wheel is pressed onto the camshaft at the rear. The 4X reluctor improves ignition timing accuracy and maintains precise consistency over the life of the engine. Individual Coil-On-Plug Ignition The Ecotec 2.2.L is equipped with individual coil-on-plug ignition, or four separate coils. Each coil sits directly over a spark plug, with no wire in between. Previous Ecotec 2.2Ls had two coils in a single cassette, with each coil shared by two spark plugs. Individual coil-on-plug delivers maximum voltage and the most consistent spark density. The 2.2L’s cast aluminum cam cover has been redesigned to accommodate the four coils. E37 Engine Control Module An advanced controller manages the multitude of operations that occur within the Ecotec 2.2L every split second. The E37 is the S-3 Controller within GM’s new family of three engine control modules (ECM) that will direct nearly all the engines in Powertrain’s line-up. The E37 is the high-value variant, yet it’s anything but basic. It features 32-bit processing, compared to the conventional 16-bit processing in previous Ecotec 2.2Ls. It operates at 59 MHz, with 32 megabytes of flash memory, 128 kilobytes of RAM and a high-speed CAN bus, and it synchronizes several dozen functions, from spark timing to cruise control operation to traction control calculations. The E37 works roughly 50 times faster than the first computers used on internal combustion engines in the late 1970s, which managed five or six functions. The family strategy behind GM’s new ECMs allows engineers to apply standard manufacturing, software and service procedures to all powertrains, and quickly upgrade certain engine technologies and calibration capabilities while leaving others alone. It creates both assembly and procurement efficiencies, as well as volume sourcing. In short, it creates a solid, flexible, efficient foundation, allowing engineers to focus on innovations and get them to market more quickly. The family of controllers means the ECM and corresponding connectors can be packaged and mounted identically in virtually every GM vehicle. Powertrain creates all the software for the three ECMs, which share a common language and hardware interface that’s tailored to each vehicle. The E37 also applies a new, rate-based monitoring protocol sometimes known as run-at-rate diagnostics. Rate-based diagnostics improve the robustness of the Onboard Diagnostics System (OBD II) and ensure optimal performance of emissions control systems. The new software increases the frequency at which the ECM checks various Ecotec 2.2L systems, and particularly emissions-control systems such as the catalytic converter and oxygen sensors. Rate-based diagnostics more reliably monitor real-world operation of these systems, and allow regulatory agencies to more easily measure and certify emissions compliance. 58X Crankshaft Reluctor Ring The Ecotec 2.2L has an advanced 58X crankshaft position encoder to ensure that ignition timing is accurate throughout its operating range. The 58X ignition system uses a unique crankshaft ring and sensor to provide the new E37 ECM more immediate information on the crankshaft’s position during rotation. This allows the controller to adjust ignition timing with greater precision, which optimizes performance and economy. Engine starting also is more consistent with reduced crank time. The powder metal 58X reluctor ring is bolted to a crankshaft counterweight. Digital Crank and Cam Sensors New digital sensors are common with the Ecotec 2.4L VVT and, with the 4X intake cam and 58X crank reluctors along with the new E37 ECM, they complete the ignition timing loop. This dual-position sensing system ensures extremely accurate timing for the life of the engine. Vented Starter Solenoid A new starter solenoid helps ensure starting performance in extreme cold temperatures. The solenoid case now has a micromesh-covered vent and an O-ring between the case and the starter motor. The mesh protects the solenoid from debris particles but prevents moisture buildup in the case. When the Ecotec 2.2L is warm, any moisture on the solenoid evaporates through the vent. The vented solenoid virtually eliminates the possibility of cold-start problems associated with solenoid icing. New MAP Sensor An advanced manifold absolute pressure (MAP) sensor completes upgrades to the Ecotec 2.2L’s control system. The MAP sensor is a variable resistor used to monitor the difference between atmospheric and manifold pressure, which tends to increase when the engine is operating under a higher load or at wide-open throttle. The ECM uses information from the MAP sensor to adjust spark timing and fuel delivery to optimize performance and minimize emissions. The new MAP sensor improves fidelity, or accuracy, and takes full advantage of the E37 ECM’s capabilities. New Intake Manifold Seals The Ecotec 2.2L is equipped with new intake manifold and throttle body sealing gaskets manufactured from a fluorocarbon material. The new gaskets are more resistant to most chemicals, for maximum durability, and particularly impermeable to hydrocarbon molecules. Gasoline vapor cannot penetrate the new seals, virtually eliminating evaporative emissions. New Oil Filter Element The paper element in the Ecotec 2.2L oil filter has been improved. The engine’s innovative filter design uses a replaceable cartridge without the conventional metal filter can, which traps waste oil that can not easily be removed. The cartridge can also be changed from under the hood, without getting under the car, and it virtually eliminates spillage during replacement. The new element filters particles from the oil more effectively without disrupting oil flow. Improved Emissions Performance The Ecotec 2,2L now meets BIN5 tailpipe emissions mandates in all applications. To achieve this standard, the mix of precious metals in the catalytic converter has been reformulated. Metals such as platinum, palladium and rhodium in the converter’s catalytic substrate create the chemical reaction that turns the majority of exhaust emissions into harmless gases and water vapor. With the new intake sealing gaskets, the 2.2L also meets PZEV (Partial Zero Emission Vehicle) Enhanced Evaporation standards. Overview The upgrades for 2007 point out an ongoing theme for the Ecotec 2.2L I4: continuous improvement to a ground-breaking engine from a company with a long history of other ground-breaking engines and transmissions. Since the model year 2000 launch of the Ecotec 2.2L, the innovative strategy behind its versatile design has been validated by successful variants like the Ecotec 2.4L VVT (RPO LE5) and the ultra-high performance 2.0L direct-injection Turbo (RPO LNF). The 2.2L laid the foundation for a line of engines that share core components with minimal casting changes, yet deliver unique performance and market characteristics with a range of displacements, induction and fuel-delivery systems, and front-, rear- drive applications in both cars and trucks. Introduced in 2000, the Ecotec 2.2L is often referred to as the Global Four Cylinder. It has leveraged GM Powertrain’s worldwide design and engineering capability by drawing on the best practices of technical centers in North America and Europe. It also created a template for subsequent global powertrain development and laid the groundwork for engines such as Powertrain’s global V-6 VVT. At 305 pounds fully dressed, the 2.2L is the lightest engine GM has produced in its displacement class, and one of the most compact four-cylinders in the world. It features durability enhancements and technology familiar in premium V-type engines, including low-friction hydraulic roller finger valve operation and electronic “drive-by-wire” throttle in most applications. A hydraulic tensioner keeps the timing chain adjusted for life, and extended-life spark plugs deliver 100,000 miles of service. Routine maintenance is limited to oil and filter changes, and even those are made as easy as possible with a paper filter replacement cartridge and GM’s industry-leading Oil Life Monitoring System, which determines oil-change intervals according to real-world operation rather than a predetermined mileage interval. Every engine in the Ecotec line has aluminum-intensive construction, with dual overhead camshafts (DOHC) and four valves per cylinder. Twin counter-rotating balance shafts cancel the second-order vibration inherent in four-cylinder inline engines, while direct mounting of accessories like the alternator and compressor eliminate common sources of noise, vibration and harshness. Full-circle transmission attachment and a structural oil pan improve powertrain rigidity. The 2.2L has undergone the toughest and most comprehensive validation process in GM history, passing all of the dynamometer and vehicle tests traditionally run by various GM organizations worldwide. Validation included thousands of miles of real-world road testing in an extreme range of climates. Since the 2.2L’s introduction, virtually every system or component has been reviewed for improvement. Continual development has included optimized rod and main bearing material and shape changes, polymer coated pistons, and a new piston profile that reduces noise. Refinements such as an electrically operated power steering pump have been added to most Ecotec applications. The timing chain tensioner has also been redesigned for quieter operation For all its design and production efficiencies and multitude of applications, the Ecotec 2.2L succeeds for one reason. It’s a world-class four cylinder engine that delivers excellent performance without sacrificing durability, economy or smooth, quiet operation. The Ecotec engine variants are built at plants in Tonawanda, N.Y., Spring Hill, Tenn., and Kaiserslautern, Germany. http://media.gm.com/us/powertrain/en/product_services/2007/Whats%20New/07_L61.doc più interessante il v6 3.6 litri in cui si parla di un iniezione indiretta bosch a doppio getto in previsione dell'imminente pari cilindrata a iniezione diretta multigetto di cui ho parlato in messaggio nel vecchio forum: 2007 GM 3.6L V6 VVT (LY7) 3.6L V6 VVT (LY7) CAR AND TRUCK ENGINE 2007 Model Year Summary Higher Output Application in 2007 Saturn Outlook New Application in 2007 Pontiac G6 and Saturn Aura Smaller Pitch Timing Chain Dual-Spray Fuel Injectors Improved Oil Pan Full Description of New and Updated Features Higher Output Application for 2007 Saturn Outlook A new high-output version of the 3.6L V6 VVT powers the new Saturn Outlook crossover sport-utility vehicle. This engine is a transverse installation, matched with GM Powertrain’s new 6T75 Hydra-Matic six-speed automatic transmission and either front- or all-wheel drive. The 3.6L V6 VVT HO generates more horsepower thanks to changes in the cylinder heads and induction system, increasing airflow through the engine. The intake ports have been reshaped to increase flow, and a new intake manifold features longer runners that reduce airflow restrictions. Finally, the exhaust cams have been re-profiled to speed the flow of exhaust gas out of the engine at wide-open throttle. Maximum lift does not change, but duration increases to keep the exhaust valves open a fraction longer. Preliminary figures indicate a horsepower increase of nearly six percent compared to the previous most powerful version of the 3.6L V6 VVT. The higher output version retains the 3.6L V6 VVT’s sophisticated variable intake system. The aluminum intake manifold has a valve in its plenum, managed by the engine control module (ECM), which opens and closes according to engine speed. At idle, the valve is open. From just past idle to mid rpm, the valve closes and effectively creates two separate plenums, each feeding the intake runners and ports for half of the cylinders. This optimizes airflow at lower engine speeds to maximize low-end torque. At higher engine speeds, the plenum plate opens, creating a single, higher-volume plenum feeding all cylinders for freer breathing and high-rev horsepower. The variable intake manifold (VIM) allows optimal airflow for a given engine speed without the compromises of a fixed-volume plenum. In combination with cam phasing, it means impressively linear torque delivery. This higher output version of the 3.6L V6 VVT features its own comprehensive acoustic package, with a full sound-dampening cover between the cam covers. The base Outlook will be equipped with single exhaust in both front- and all-wheel drive variants. All other vehicles built with the higher-output 3.6L V6 VVT will feature dual exhaust. New Application in 2007 Pontiac G6 and Saturn Aura The 3.6L V6 VVT is available as an option on the G6 coupe and sedan and the all-new Aura sedan. This is a transverse installation. Accessory drive is similar to that in the Buick LaCrosse, but in the G6 and Aura the 3.6L V6 VVT will be equipped with Powertrain’s new 6T70 Hydra-Matic six-speed automatic transmission. Smaller Pitch Timing Chain The 3.6L V6 VVT in the Cadillac CTS has a new timing chain with a smaller pitch (7.7 mm compared to 9.5mm previously) and more links. The chain features an inverted tooth design. The smaller links engage at a lower impact speed, which decreases the noise generated. In conjunction with the new chain, the number of teeth on the sprockets is also increased, increasing the meshing frequency and further reducing noise and vibration. The new timing chain is a running change that will occur in all of GM Powertain’s V6 VVT engines through the course of the 2007 model year. Dual-Spray Fuel Injectors Fuel injectors on the 3.6L V6 VVT now have two tiny spray nozzles. Developed with Bosch, the dual-spray injectors improve fuel atomization in the combustion chambers compared to single-tip injectors, allowing more complete combustion. The new injectors allow better emissions management. All 3.6L V6 VVTs except those built for the Buick LaCrosse are equipped with the dual-spray fuel injectors. Improved Oil Pan The oil pan on 3.6L V6 VVTs built for the Cadillac CTS, SRX and STS have been stiffened to improve powertrain rigidity and reduce vehicle vibration. The oil pan bolts to the transmission bell housing as well as the engine block, eliminating points of vibration. Overview Introduced in the 2004 Cadillac CTS and SRX, the 3.6L V6 VVT (RPO LYZ) was the first in GM Powertrain’s global family of high-feature V6 engines. Its architecture was jointly developed by GM technical centers in Australia, Germany, the United States and Sweden. The 3.6L VVT V6 is based on the philosophy that a true family of global engines provides the best value and performance for the customer and the best return on investment for General Motors. It applies the most advanced automotive engine technology available, from state-of-the-art casting processes to full four-cam phasing to ultra-fast data processing and torque-based engine management. Since its launch, application has spread to an expanding number of vehicles for one primary reason. The 3.6L V6 VVT delivers a market-leading balance of good specific output, high torque over a broad rpm band, fuel economy, low emissions and first-rate noise, vibration and harshness control, with exclusive durability enhancing features and very low maintenance. The 3.6L V6 VVT’s engine block is cast with sand molds from A319 aluminum, with strong cast-in iron bore liners, six-bolt main bearing journals and inter-bay breather vents. Cylinder heads are also aluminum. Four valves per cylinder and a silent chain valvetrain contribute to both smoothness and high output. Four-cam phasing changes the timing of valve operation as operating conditions such as rpm and engine load vary. That means smooth, even torque delivery with high specific output (horsepower per liter of displacement) and excellent specific fuel consumption. Cam phasing also pays big dividends in reducing exhaust emissions. By closing the exhaust valves late at appropriate times, the cam phasers create an internal exhaust-gas recirculation system. The 3.8L V6 VVT meets all emissions mandates without complex, weight-increasing emissions control systems such as EGR and air injection reaction (AIR). Aluminum-intensive construction extends to the pistons, which are manufactured of forged aluminum and considerably lighter than conventional steel pistons. Less weight means less reciprocating mass in the engine, which in turn means less inertia and greater operating efficiency. Moreover, the V6 VVT pistons are crafted with a number of features that enhance durability and reduce noise and harshness, including a high-tech polymer coating and floating wrist pins. The V6 VVT engine family was developed with pressure-actuated oil squirters in all applications. Three jet assemblies in the block hold a pair of oil-squirting nozzles that drench the underside of each piston and the surrounding cylinder wall with an extra layer of cooling, friction-reducing oil. The jets reduce piston temperature, which in turn allows the engine to produce more power without reducing long-term durability. The extra layer of oil on the cylinder walls and wristpin further dampens noise emanating from the pistons. The oil pan provides another example of extensive efforts to minimize noise and vibration in the 3.6L V6 VVT. Cast aluminum dampens internal engine noise better than a conventional stamped steel pan. Structurally, it is considerably stiffer. The design was optimized with math-based analysis and carefully crafted curves in the pan’s sides and bottom. These reduce the broadcasting or “drumming’’ of noise created as oil flows through the crankcase, and they increase bending stiffness in the pan. The 3.6L V6 VVT is managed the Bosch Motronic ME9 controller. This sophisticated electronic control module (ECM) uses a torque-based control strategy, which improves upon throttle-based management systems that rely exclusively on a throttle position sensor to manage electronic throttle control. The torque-based strategy measures the position of the intake plenum plate, cam phasing positions and other operational parameters and translates that data into an ideal throttle position and engine output, based on the driver’s positioning of the gas pedal. The ECM and a wide range of sensors allow failsafe systems, including ignition operation in the event of timing sensor failures. The control software protects the V6 VVT from permanent damage in the event of complete coolant loss, and allows the engine to operate at reduced power for a prescribed distance sufficient for the driver to find service. It also allows a number of other customer-friendly features, including GM's industry-leading Oil Life System, which determines oil change intervals by actual operation parameters, rather than a preset mileage limit. The cam drive and valvetrain components require no scheduled maintenance. A sophisticated cam-chain tensioner, high-quality cam phasing components and hydraulic lash adjusters are designed to ensure optimal valvetrain performance for the life of the engine with no adjustment. Even perishable components provide extended useful life. The spark plugs have dual-platinum electrodes and a service life of 100,000 miles without degradation in spark density. The plugs are easy to remove because they are located in the center of the cam cover. Extended life coolant retains its cooling and corrosion-inhibiting properties for 100,000 miles in normal use. The two accessory-drive belts were specified primarily for low-noise operation, yet they are manufactured of EPDM rather than neoprene and should last the same 100,000 miles before replacement is recommended. The oil filter requires only element replacement, and it’s designed to virtually eliminate spillage when the cartridge is removed. The V-6 VVT development and production teams made assembly efficiency a priority. All global V6 variants can be built with no significant casting changes to major components. Core engine components are designed to be common whenever possible. The basic V6 block is used in all vehicle applications, with differences limited to machining. While different vehicles require different oil pans, the pan’s mating surfaces with the engine block and transmission are common in all cases, allowing considerable assembly efficiencies. The net result is streamlined procurement practices, fewer tool changes in the plant, shorter assembly time and improved quality for the customer. Production for the 3.6L V6 VVT is located in St. Catharines, Ontario, Canada and Port Melbourne, Australia. http://media.gm.com/us/powertrain/en/product_services/2007/Whats%20New/07_LY7_%20APP042606.doc

nessuno conosce il tedesco ? il software che uso non traduce direttamente il tedesco in italiano. comunque sembra che usando la tecnologia turbosteamer dal loro 1.800cc a 4 cilindri sono riusciti a trarre 10kw e 20nm in più con un minor consumo del 15% , da quello che ho capito sembra che riescono a recuperare tramite il liquido di reffreddamentp parte dell'energia dai gas combusti .il reparto motori bmw ha una vitalità eccezionale.