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    Numero VIN Alfa GT 1.9 JTDM Q2

    in Alfa Romeo

    Inviato · Modificato da Regazzoni
    --- rimosso link a contenuto piratato ---

    Ho bisogno di un intero numero di carrozzeria (numero VIN) da autentico Q2 o le ultime 8 lettere del numero di carrozzeria di una autentica GT JTD Q2. Tutto questo xche vorrei essere sicuro (via e-per) per l'accessore che sto cercando! Piu precisamente cerco il codice cpu che controlla ABS e VDC di GT JTM Q2. per favore vedete i seguenti link...deve essere il 9 ma quale delle 3 scatole del 9?

    *** rimosso link a contenuto piratato ****

    vi prego mi mandarmi ad PM un VIN

    Alfa Romeo MiTo - Prove varie motorizzazioni

    in Le Nostre Prove

    Inviato · Modificato da J-Gian

    Alfa Romeo MiTo | First Drives | Car Reviews | Auto Express

    FIRST OPINION

    So is the MiTo the brand new Alfasud? Not quite, but it’s certainly a very appealing car. Alfa Romeo has managed to pack all the style of the 8C supercar into a supermini-sized package – and what’s more, the MiTo is nearly as good to drive as it looks. The best part is the price, though. The newcomer is much cheaper than the MINI, yet it is better equipped and will turn more heads. In our book, that makes the Italian baby a winner.

    • Rating: rating_4.gif

    Italy has a rich history of great small cars. But traditionally, it has been Fiat, not Alfa Romeo, which has produced them. You have to go back to the Seventies Alfasud to find a compact model from the sporty brand that truly won the hearts of British buyers.

    However, all that could be about to change with the arrival of the MiTo. Alfa’s first supermini is the 21st century’s answer to the Alfasud. Big on style and performance, it’s packed full of technology – yet is affordable, too, with prices from £10,975.

    But there is stiff competition. Its chief rival is the MINI, then there’s the BMW 1-Series and upcoming Audi A1 and Saab 9-1. Is the MiTo mighty enough?

    Well, it is a real head-turner. Alfa reckons stylists have distilled the looks of the 8C supercar into a four-metre-long package, and all the details are there, from the aggressive front end to the squat rear with its circular LED tail-lights.

    In spite of the long front overhang, the car looks great. Inside, it’s smartly styled with a carbon fibre-effect dash and deep-set dials. The driving position is low and sporty, and while some plastics don’t have the high-quality feel of a German car, the raft of kit compensates.

    Three trims are available – Turismo, Lusso and Veloce – and even the basic car comes with air-con, 16-inch alloys and an MP3-compatible stereo.

    The cabin is snug, while the rear seats are cramped. There’s not much luggage space, either. But that’s not the point says Alfa’s head of engineering Harold Wester. He claims the target was to “make the MiTo the sportiest compact car ever”. And it packs plenty of tricks as a result. While the platform is derived from the Fiat Grande Punto, everything is sportier. The dampers incorporate mini springs which work with the conventional units to reduce body roll, yet improve the ride.

    The MiTo is also the first Alfa to get the DNA system. This has three driving modes: Dynamic, Normal and All Weather.

    The latter adjusts the traction control on slippery surfaces, while Dynamic sharpens the throttle and steering response, prevents the traction control cutting in too early and allows engine overboost. All MiTos also get Q2, which maximises traction by using the brakes to rein in the engine under hard acceleration.

    We drove the TB Lusso, which has a 155bhp 1.4-litre petrol turbo. It’s not short on pace, with 0-62mph in eight seconds and a 134mph top speed, while the 230Nm of turbocharged torque means plenty of mid-range urge. Throttle response could be better, though, particularly in the Normal set-up.

    On a twisty road, the MiTo is a lot of fun. The electric power-steering doesn’t offer much feel, even in Dynamic mode, but it’s accurate and quick. Combined with stiff suspension and a wide track, it means the Alfa turns into corners very quickly indeed. The car grips hard and resists body roll well, tightening its line safely at a lift of the throttle.

    The ride is stiff, and not as compliant as the MINI’s, but the car is still good to drive. And it’s just the model Alfa needs. Even at £14,800 for the top-spec Veloce, the MiTo is great value.

    Rival: MINI Cooper S

    A SUPERB all-rounder, the MINI combines cheeky looks, superb build and a wonderful driving experience. But it comes at a price. To match the MiTo turbo’s pace, you will need to spend at least £16,245 on the Cooper S.

    Foto

    Ferrari California (Topic Ufficiale - 2008)

    in Ferrari

    Inviato · Modificato da J-Gian

    California, here you come - AutoWeek Magazine

    California, here you come

    Ferrari unveils its new coupe

    bilde?Site=CW&Date=20080526&Category=FREE&ArtNo=262097079&Ref=AR&Profile=1530&maxw=350

    zoom1.gif

    SPECS

    ON SALE: Early 2009

    BASE PRICE: $199,000 (est)

    DRIVETRAIN: 4.3-liter, 460-hp, 369-lb-ft V8; rwd, seven-speed double-clutch semi-automatic

    CURB WEIGHT: 3350 lb

    0-62 MPH: Less than 4 sec

    TOP SPEED: More than 195 mph

    The world's sexiest sports-car maker has made huge technical strides on its way to getting bigger and softer with its all-new GT-style convertible. After denying our exclusive news story in March ("Ferrari's Future," AW, March 10), Ferrari has finally confirmed its fourth model with these official images of the California.

    Uh-oh. Did we say bigger and softer? We did. Not to worry, says Ferrari. While fans around the world know Ferrari as the Formula One powerhouse with hard-edged, screaming F430 V8 and F599 Fiorano V12 supercars, the company insists that the more comfortable all-new California will be deserving of the Prancing Horse badge.

    Ferrari has confirmed, though, that when the car debuts at October's Paris motor show, customers will see more grand touring in the California's design than anything else in its lineup, including the softish 612 Scaglietti V12. Even so, insiders say that F1 legend Michael Schumacher played an even bigger role in the California's development than he did with the critically praised and seriously fast F430 Scuderia.

    The California will be a landmark car for Ferrari in several areas. It will be the first front-engine Ferrari V8 production car, it will be the first Ferrari with a double-clutch DSG-style gearbox (more on that later), and the 2+2 cabin will be covered with a folding aluminum hardtop. It will mark the introduction of carbon-ceramic brakes across the Ferrari range, it will continue to push emissions lower, and it still will scream from 0 to 62 mph in less than four seconds.

    The new Ferrari is loosely based on Maserati's 2005 M139 concept, originally drawn in two-seat, three-seat and 2+2 configurations. But Maserati planned to simplify production by making the M139 on the heavier steel Quattroporte and GranTurismo chassis. Ferrari, on the other hand, will build the California on a customized aluminum chassis, pieced together by Alcoa in Modena, Italy. An all-new architecture, it owes nothing to any car in either Ferrari's or Maserati's lineup, and, in fact, its aluminum engineering ideas are more closely related to the V12-engined F599 Fiorano than anything else.

    The California will not only be all-aluminum, but it also will debut Ferrari's next-generation engine technology, with direct-fuel injection on its V8, which will squeeze 460 hp out of the 4.3-liter.

    While Ferrari hasn't confirmed the California's rumored 369 lb-ft of torque at 5250 rpm, it claims that it has a flatter, fatter torque curve than the F430, sharper throttle response and, with 460 hp arriving at 7500 rpm, enough power to hurl the convertible beyond 195 mph.

    Ferrari worked closely with German giant Robert Bosch to develop its direct-injection system, and insiders confirm that the technology will find its way onto all of Ferrari's road-car engines except the dated V12 in the 612 Scaglietti.

    The company admits that it pulled apart several of Audi's FSI systems--both hardware and software--to discover the tricks of the direct-injection trade, and this has helped achieve fuel economy about 25 percent better than the F430's 12 mpg. Ferrari also claims that the California will be the cleanest Ferrari ever built--but not as clean as Lamborghini says its LP560-4 (developed with help from Audi) is, even though the Lamborghini has 100 hp more than the Ferrari.

    The bottom half of the California's engine will be essentially carried over from the mid-engined F430 and will include its signature flat-plane crankshaft. The move to direct injection, however, means that it needed to be brand new from the cylinder-head gaskets up. It has new cylinder heads, new air intakes and a new valvetrain, and although Ferrari is being coy about the details, it also will debut a type of throttle body never before used on a car.

    The other major shift is that the V8 now sits between the windshield and the front axle line, which makes it a front-mid-engined Ferrari (like the Maserati GranTurismo).

    Long known by its F149 code name, the California also will be the first Ferrari with a direct-shift gearbox, which also could be the world's first rear-mounted DSG. Ferrari will fit the Dutch-sourced, seven-speed gearbox, with the F430's trick limited-slip E-Diff, into a trans-axle casing mounted ahead of the rear axle.

    There will be a further development of the F1-Trac switch-able traction-control system, which adjusts the performance capabilities of the suspension, the E-Diff, the engine and gearbox mapping and the ABS and skid-control systems. Lessons learned on the Scuderia, including Schumacher's involvement early in its development, will be implemented here.

    Speaking at the launch of the Scuderia last year, Ferrari GT technical director Roberto Fedeli said that while Schumacher's involvement in the F430 was limited to less than 10 days, the seven-time world champ was "deeply involved" in the development of "our next car." The California is that next car.

    "Unfortunately, all of the numbers can't give us the sort of information we get from our test drivers," Fedeli said.

    Ferrari made only 106 of the original Californias: 55 short-wheelbase and 51 long-wheelbase models. The 12-cylinder in the old dear produced about 240 hp.

    "The feeling that Michael Schumacher has in a car is roughly the same as what we have from all our test drivers, but he is driving a car like a customer, not like Michael Schumacher.

    "He makes a lot of work for us. Sometimes he will say that 'for my kind of driver, this is okay, but it is not the best solution for the market, and if I was a normal driver, I couldn't enjoy this.'"

    One of the big areas of Schumacher's participation has been in the development of both the torque curve and the new multilink rear-suspension system, which has not been seen on any previous Ferrari.

    The California also will take advantage of Ferrari's recently increased stake in its design and engineering consultancy, Pininfarina, one of the industry's most experienced suppliers for folding-steel-roof design and manufacture.

    Pininfarina has been working closely with both Ferrari and Alcoa to keep the California's weight less than the F430 Spyder's 3350 pounds, and that means lots of aluminum panels, brackets, hangers and even the roof.

    In fact, some of the California's underbody aluminum advances made their unheralded debut at the Geneva motor show in March, hidden inside a modest-looking customization package on Ferrari's 612 Scaglietti V12.

    "There is more to that car than meets the eye," Fedeli said in an interview at Geneva. "When you go from 50 hertz to 100 in the frequency, it's very different, and you get lower shock inertia in the chassis. It's also testing and proving for the new car [the California]. Proce-dures you can't see in the chassis, mostly."

    But Pininfarina also styled the California, and it maintains the family feel by carrying over visual hints from the F599 Fiorano's grille, hood scoop and angled air-exit streaks from the front quarter-panel. The car also moves to its own drummer, with two pairs of exhaust tips mounted vertically at the far extremities of the tail and, in a departure from years of tradition, a single, high-mounted taillight on each side.

    The car will be a big part of Ferrari's push to 10,000 cars a year (up from 6500 today), and it also means that Ferrari has avoided a Porsche-like push into a high-performance SUV.

    For now, at least.

    156:Pompa dell'olio Specs….?

    in Alfa Romeo

    Inviato

    La pompa dell'olio dei twin spark ha una valvola di scappo della pressione che si apre ai 5 bar di pressione, in modo che questo valore non si superi.

    Per i motori Ts questi sono i numeri (DTE: Documentazione Tecnica Elettronica):

    pressione olio : 3,5-4,5/4000 giri

    1,0 - 1,5/ginare al minimo

    Per i v6 2.5 ho travato i seguenti numeri;

    3,0-0,1/5000 giri

    0,3-0,1/ginare al minimo

    1)Ovviamente questi numeri per i 2.5 v6 sono sbagliati.

    Qualcuno sa i numeri corretti?....e per i 3.2 v6?

    2) Ho bisogno di sapere "quando" si apre la valvola di scappo ia nei Ts che nei V6 2.5/3.2....?

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