DJTaurus

Ferrari developing new sports four-wheel-drive system for Transaxle cars Ferrari are currently developing an innovative new adaptive four-wheel drive system. Its introduction date is as yet unknown, but it may become available as an option on future front-engined models, including the forthcoming Ferrari 575 Maranello replacement (codename F139), the facelifted Ferrari 612 Scaglietti, as well as future Maserati and Alfa Romeo models. Ferrari claims that the traditional rear-wheel drive layout with self-locking differential has advantages over four-wheel drive systems under high speed driving in dry or acceptably wet road-holding conditions. When combined with high power engines, and oversized tyres, however, rear-wheel drive offers less optimum characteristics in poor road-holding conditions, such flooding or ice. To make driving easier in lesser road-holding conditions, high performance sports cars can be equipped with either a permanent or a connectable four-wheel drive system. A permanent four-wheel drive arrangement greatly improves vehicle performance in poor road-holding conditions, but has the drawbacks of permanently increasing torque loss in the drive system, and thus imposing a characteristic which drivers do not always find suitable in good road-holding conditions. By contrast, a connectable four-wheel drive system allows for the driver to choose between rear-drive in good road-holding conditions and four-wheel drive in poor road-holding conditions. Connectable four-wheel drive systems are complex, however, and therefore very expensive to produce. Moreover, drivers may not observe patches of ice on the road, and so fail to connect the four-wheel drive in time. Ferrari has recently designed a new connectable four-wheel drive system, which is both cheap and easy to produce, as well as being free of the disadvantages mentioned above. Under normal driving circumstances, the drive system resembles that of a regular Ferrari 612 Scaglietti, where drive torque is provided to the rear wheels by means of a transaxle. Sensors at the front and rear of the car constantly measure the angular velocity of the wheels, which is processed to detect deviations which indicates skidding. As soon as skidding is detected, the connectable four-wheel drive system comes into play. Torque is provided to the front wheels by means of an oil-bath clutch containing a number of disks integral with the propeller shaft, and alternating with an equal number of disks integral with the gear train. The oil-bath clutch operates in a fashion not dissimilar to a fluid flywheel. Between the engine output and the oil-batch clutch, a gear train with a constant velocity ratio is located. The constant velocity ratio is equal to that of the third gear in the transaxle, as this is a gear where fast driving and skidding is likely to occur. When third gear is engaged, the input and output shafts of the oil-bath clutch have the same angular speed and the disks of the clutch therefore do not undergo slippage. When first or second gear are in use, slippage does occur however. In order to control the amount of torque provided to the front wheels, the oil pressure in the oil-bath clutch is varied by means of a hydraulic actuator. More oil pressure is induced into the system when more skidding is encountered, to increase drive torque. Under normal circumstances, when there is no skidding, the oil pressure in the oil-bath clutch is equal to zero, and no torque is transmitted to the front wheels. As the oil-bath clutch is geared to the engine with the same ratio as third gear, a problem is encountered when fourth or a higher gear is selected. The output shaft of the clutch namely spins at a higher rate than the input shaft, thus leading to high temperatures in the system. If skidding is detected when the car is in fourth or a higher gear, the connectable four-wheel drive system can not be engaged for prolonged periods, estimated at 20-30 seconds, before overheating. For this reason, the system is engaged for brief periods of time, allowing for a certain degree of increased control. The system has already undergone testing, showing that the connectable drive system provides for “the best traction conditions in any road-holding situation, and with no assistance on the part of the driver.” “Moreover, the connectable drive system is easy to implement, is compact and lightweight, and involves no noticeable drive torque loss in rear wheel drive mode.” http://www.italiaspeed.com/2005/cars/ferrari/09/awd/3009.html

Thanks again... But how someone can feel the torsional rigidity of the chassis...what you feel when you are driving your car is the setup of the suspensions.For example Gt coupe despite having the same t.r. with E90,has worse road quality than e90 which is far more relaxed. For example how can you feel in reality that e46 has +1nm/deg compared to 147?

http://www.mitoalfaromeo.com/forum/topic.asp?TOPIC_ID=4247&whichpage=8 http://www.mitoalfaromeo.com/Public/data/isnegt/2005928222148_br1.JPG http://www.mitoalfaromeo.com/Public/data/isnegt/2005928222159_br2.JPG http://www.mitoalfaromeo.com/Public/data/isnegt/200592822244_br3.JPG http://www.mitoalfaromeo.com/Public/data/isnegt/2005928222416_br4.JPG http://www.mitoalfaromeo.com/Public/data/isnegt/2005928222430_br5.JPG

http://i22.photobucket.com/albums/b350/alfaromeomilano/Italian%20cars/P1010038.jpg http://i22.photobucket.com/albums/b350/alfaromeomilano/Italian%20cars/ronan1117.jpg http://i22.photobucket.com/albums/b350/alfaromeomilano/Italian%20cars/ronan1111.jpg http://i22.photobucket.com/albums/b350/alfaromeomilano/Italian%20cars/ronan1112.jpg http://i22.photobucket.com/albums/b350/alfaromeomilano/Italian%20cars/ronan1110.jpg

Is it true that the project of New Thesis is frozen because of 169?.........The same goes for new Stilo because of Grande Punto?

Videos & Sound clips... http://www.autobild.de/aktuell/meldungen/artikel.php?artikel_id=9756 http://www.infomotori.com/a_4_IT_15585_1.html

Great news...thanks. But i insist asking Mr taurus...do we know if each brand uses the same norm(sa,iso,..etc) in measuring the torsional rigidity so we can say that 159's is in reality the best?

Mr Taurus-where did you read that 330i in the fast lane change stops to 122,9km/h and 159 11.9jtd to 130km/h?...ams?

http://img.photobucket.com/albums/v139/reneboo/11.jpg http://www.mijnalbum.nl/Foto=SMVD8MN4 http://www.mijnalbum.nl/Foto=VIC8QCLU

When is the launch date of 159 GTA?

http://s53.yousendit.com/d.aspx?id=2VVM0YNEOH4311ZRPO19PQPU1C

http://www.supercars.net/pitlane/pics/1618050d.jpg http://www.supercars.net/pitlane/pics/1618054d.jpg http://www.supercars.net/pitlane/pics/1618051d.jpg

http://www.supercars.net/pitlane/pics/1615621c.jpg http://www.supercars.net/pitlane/pics/1615621d.jpg http://www.supercars.net/pitlane/pics/1615718b.jpg http://www.supercars.net/pitlane/pics/1615718c.jpg

Thank you Mr Taurus! I read it to Ams.de.....german lies as usual.

Which is the weight distribution of 159? Here it says 50-50 for 2.2jts... Autozines review is full of lies....so anti-alfa review.. http://www.autozine.org/html/Alfa/159.html

Passat has bigger torsional rigidity from 159....32500nm/deg...Is this true Mr Taurus?

http://www.147virtualclub.it/public/40/21-09-05_1648.jpg http://www.147virtualclub.it/public/40/21-09-05_1649.jpg http://www.147virtualclub.it/public/40/21-09-05_1650.jpg http://www.147virtualclub.it/public/40/21-09-05_1651.jpg http://www.147virtualclub.it/public/40/21-09-05_1652.jpg http://www.147virtualclub.it/public/40/21-09-05_1653.jpg http://www.147virtualclub.it/public/40/21-09-05_1655.jpg http://www.147virtualclub.it/public/40/21-09-05_1656.jpg http://www.147virtualclub.it/public/40/21-09-05_1657.jpg http://www.147virtualclub.it/public/40/21-09-05_1658.jpg http://www.147virtualclub.it/public/40/21-09-05_1659.jpg

Mr Taurus,those numbers are totally true? But how do we know if the measurement respect the same norm?Which is the international norm of rignity measurement? I know that the measurement of the rignity is done by acting cargo in one spot of the platform...how do we know if the the cargo is acting in the same spot?

The wait for the radical new Alfa Romeo Brera is over, the wraps are now finally off the car that has been dubbed the most beautiful automobile in the world. Details of the full Brera range were released at the Frankfurt Motor Show last week, while on display was the Q4 version, with its 3.2-litre V6 JTS 24-valve engine. The Brera goes on sale in Europe towards the end of the year. Designed by Giorgetto Giugiaro, the model represents the state of the art in the world of the coupι, a strong compact car, mistress of the road with a strong personality. First of all, this fascinating ‘2+2’ has generous dimensions: it is 1,830 mm wide, 4,413 mm long and 1,372 mm high, with a wheelbase of 2,525 millimetres, although the heightened taper of the front and rear makes it look very compact. This does not in any way diminish the elegance of the lines which flow smoothly, from front to back, right down to the built-in bumpers and light clusters with their converging wedge shape. The exterior line is a succession of classical references, an ideal place where traditional Alfa styling cues are re-proposed in a modern key. This is evident at first glance. For example, the rear window that recalls the window of the Giulietta Sprint of many years ago. Or the rear end which reinforces the distinctive traits of recent Alfa Romeo models. And at the front, the bonnet is reminiscent of cars of the Fifties, dominated by the shield set at the centre. And finally the larger rear light clusters and the four exhaust outlets emphasise the impression of a powerful sports car, like the large tyres and the sporty alloys that are standard throughout the range The Alfa Romeo Brera aims to maintain continuity with the past, while enlarging the interior space and raising the standard of on-board comfort. On a car of great character, the driving position is the hub around which the interior is built. The Alfa Brera is no exception, as you would expect from a car born to offer exuberant performance and an extremely striking design. The Alfa Brera comes in two outfits, both lavishly equipped with electronic and telematic equipment, and the interior ambience is always welcoming and sophisticated, thanks to the original design, captivating colour and quality materials used for the trims, facia and seats. The interior of the new model epitomises distinctive sportiness, an impression that is heightened by the introduction of innovative solutions, such as the large fixed sunroof which increases the luminosity in the car and the passengers’ sense of space, making the line sleeker and more flowing. The seats have built-in head-restraints and a sporty design, but this does not detract from comfort, which remains at the highest levels for this segment. And by folding down the rear seats, the luggage capacity is increased from 236 to 546 litres, which confirms the generous loading area. The engine is the real strength of every Alfa model. Behind a fascinating line and strong personality, Alfa cars conceal a range of superb powerplants with advanced technology and generous performance. The same is true of the Alfa Brera, which offers a choice of two JTS petrol engines (2.2 delivering 185 bhp and 3.2 delivering 260 bhp), and a 2.4 JTD turbodiesel that delivers 200 bhp (available in 2006), combined with a 6-speed sporty gearbox and complete with DPF filter. In other words, this is a car capable of exciting performance, but also ideal for everyday use Fascinating styling, plenty of character and superb engineering. The Alfa Brera combines these distinctive features with others, playing its trump cards in the field of safety and dynamic behaviour. While ‘enjoyable driving’ has always been one of the strong points of any car from Alfa Romeo, ‘enjoyable travelling’ now becomes a necessary choice when the cars have to guarantee excellent comfort as well as the Alfa character. For this reason, the Alfa Brera fits high double wishbone suspension at the front and a Multilink system at the rear. This layout guarantees excellent dynamic performance but also superb comfort. Whoever sits at the wheel controls the behaviour of this truly great sports car, but certainly does not forgo the excellent comfort guaranteed by the suspension. To which the Alfa Brera adds a sporty trim, Q4 four-wheel drive on the 3.2 V6 version, and the most advanced electronic devices to control the car’s dynamic behaviour (the sophisticated VDC system with sporty, non-intrusive calibration, complete with MSR and ASR). Safe, powerful and with very personal styling, the Alfa Brera marks another step forward in the coupι market, a particular segment where Alfa Romeo with its fantastic tradition, has always been a protagonist. http://www.italiaspeed.com/2005/motor_show/frankfurt/review/alfa_romeo/brera/frankfurt_gallery_1.html http://www.italiaspeed.com/2005/motor_show/frankfurt/review/alfa_romeo/brera/frankfurt_gallery_2.html

There is the normal leather version, the Full leather version ( with dash and doorpanels in leather, like the option on the GT), and then the sport interieur, will it be the same style like the GT seats ( and the 156 option-Ti)?

Thank you Mr Taurus...but the way the measurement is taking place is the same?....I mean that if the cargo acts in different spot of the platform the number changes?....Do you know in wich Norm they have been measured?...common norm? ps-do you know how many 159's italians estimate to sell each year?

Thank you Mr Taurus...but the way the measurement is taking place is the same?....I mean that if the cargo acts in different spot of the platform the number changes?....Do you know in wich Norm they have been measured?...common norm? ps-do you know how many 159's italians estimate to sell each year?

Can you give links so to see if all this numbers are true? While the measurement is taking place in which spot/place of the platform acts the cargo?.....can you explain the din norm of this measurement?

How many 159's will be constructed per year and what are their predictions for the demand of European/american market?......compared to 156 launch?