Opel - 2.0 CDTI BiTurbo

[J-Gian]

Regioni di fuzionamento:

Sotto i 1.500 giri:

Tra i 1.500 ed i 3.000 giri:

Oltre i 3.000 giri:

Nella press relese parla del BiTurbo per ridurre il tubolag, consumi e aumentare la coppia, poi ci sono altre novità che non ho ben letto... Per me è più interessante finalmente la possibilità di avere le sospensioni HiPerStrut non più riservate alla sola OPC!

PS: Notare l'intercooler a liquido per il turbo più piccolo.

Exclusive sequential double-turbo technology for Opel Insignia

2011-12-05

• New 2.0 CDTI BiTurbo with unique intercooler system, front and all-wheel drive
  
• Agile, responsive and fluid power delivery: 143 kW/195 hp, 400 Nm torque
  
• Fuel consumption, emissions as low as 4.9 l/100 km (129 g/km CO2)
  
• SuperSport chassis with high performance strut now offered on all Insignia AWD
  
• New, radar-based driver assistance systems further boost safety
  
• Rüsselsheim. Opel continues to enhance and refine its highly successful flagship, the Insignia. As of January 2012, Opel crowns the diesel offering with a new, dynamic yet highly efficient BiTurbo engine. The 2.0-liter CDTI power unit not only delivers 143 kW/195 hp and 400 Nm of torque; fuel consumption starts as low as 4.9 liters per 100 kilometers (129 g/km CO2). The Insignia BiTurbo is thus one of the most fuel efficient mid-size cars.
  

The highlight of the four-cylinder common rail engine is the sequential double turbo system with two charging stages. This technology has so far been limited to a few higher priced brands. However, Opel is now making it accessible to a wider segment of customers. Buyers have the option to combine the new engine with front or all-wheel drive (AWD). The Insignia 2.0 BiTurbo CDTI is available in all body styles starting at 33,405 Euro.

In the New Year, there will be more innovations in the Opel Insignia range. Every AWD variant can now be ordered with a SuperSport chassis featuring the front suspension from the Insignia OPC (Opel Performance Center) with high performance struts (HiPerStrut). This gives their driving dynamics an even sharper edge. In addition, new radar-based driver assistance systems further enhance active safety in the Insignia.

Intelligent BiTurbo technology boosts performance and cuts fuel consumption

The new 2.0 BiTurbo CDTI engine with 143 kW/195 hp and 400 Nm of torque is designed to deliver especially agile, responsive and fluid performance under acceleration. The Insignia BiTurbo accelerates from 0 to 100 km/h in just 8.7 seconds and has a top speed of 230 km/h. Fuel consumption and emissions however remain extremely low. The front-wheel drive notchback versions only use 4.9 liters of diesel per 100 kilometers (129 g CO2/km). All versions with manual transmission are equipped with Start/Stop, making the Insignia one of the most fuel efficient mid-size cars.

“In this class of power and torque, six-cylinder diesel engines with around three liter displacements are the usual choice. With our BiTurbo technology smaller engines produce even more output while enabling 30 percent lower fuel consumption and emissions,” says Insignia chief engineer, Volker Scharf. “This is a very good example of successful ‘downsizing’ by Opel.”

Sequential charging puts an end to turbo lag

In the Insignia’s innovative BiTurbo system two turbochargers of different sizes work either separately or together. Among its competitors, Opel is the only manufacturer in the mid-size car segment to offer this sophisticated sequential turbocharging system in a diesel engine. The smaller turbocharger accelerates especially quickly at low engine speeds. This means the accelerator pedal responds without delay and the undesired “turbo lag” effect is prevented. Starting at 1500 rpm, the driver can already draw on 350 Nm - the average torque figure for powerful mid-size class diesels.

In the mid-range of rpm both turbochargers operate together, with the larger turbocharger pre-compressing the intake air, before it is fully compressed in the smaller one. A bypass valve is controlled continuously to pass on part of the exhaust gases to the larger turbo. As a result, the driver continues to enjoy powerful acceleration.

At higher rpm (from around 3000 rpm) all the gases flow directly to the larger turbocharger, maintaining the fluid power delivery at higher speeds.

The main focus in the development in the 2.0 CDTI BiTurbo engine was to ensure a rapid build-up of charge air pressure in the low rpm range, while giving the accelerator added responsiveness in the mid rpm range. The engine air is ideally adjusted according to the rpm range and the needs of the two turbochargers of different size. At low rpms an additional, water-cooled intercooler that is exclusively linked to the small turbocharger ensures that the small volume of air passes in a short and direct path to the combustion chamber. In the mid rpm range, the bigger and more powerful turbocharger becomes increasingly involved. Its larger stream of air is cooled by the bigger, conventional intercooler. Opel is the first car brand to use such a “twin cooler system”.

Opel has further optimized its engine efficiency by employing its innovative Cleantech technology which controls the combustion process via a closed loop electronic circuit. Sensors fitted to the glow plugs measure the pressure 130,000 times per minute, ensuring that the engine always operates in the optimum window of maximum performance, as well as minimum fuel consumption and CO2 emissions. The third generation Common Rail direct injection system which runs at pressures of up to 2,000 bar, passes on fuel to ultra-precise, piezoelectrically activated nozzles which deliver up to eight injections per work cycle. This provides a very precise combustion process with minimized noise and emissions. .

With the new top-of-the-line 2.0 CDTI BiTurbo, the Opel Insignia range now boasts a spectrum of four common-rail direct injection turbo diesels with power outputs ranging from 81 kW/110 hp to 143 kW/195 hp.

Unparalleled offer in the mid-size segment

While the September 2011 model year enhancement of the Insignia family was particularly focused on lowering the fuel consumption of its best-selling models (new 1.4 Turbo ecoFLEX gasoline with only 134 g/km CO2 and new version of the 118 kW/160 hp, 2.0 CDTI ecoFLEX with only 115g CO2), the new features introduced early 2012 add significant premium qualities and technologies to Opel´s flagship model. The new 2.0 BiTurbo CDTI is available in all Insignia body variants -four-door hatchback, five door sedan and the Sports Tourer station wagon. Customers can also opt for a six-speed manual or automatic transmission as well as for front or all-wheel drive (with rear electronic slip differential).

Driving dynamics can be further enhanced by the optional mechatronic adaptive FlexRide chassis system. This level of choice is unparalleled in the mid-size segment.

SuperSport Chassis with High Performance Strut available for all Insignia 4x4

Another major innovation for all four-wheel drive versions of the Insignia is the optionally available SuperSport chassis. This technology which was previously confined to the sporty top-of-the-line OPC model (Opel Performance Center) is now being made available to a wider scope of customers. The package comprises the mechatronic FlexRide system complete with electronically adaptive damping system, a high performance Brembo brake system and the HiPerStrut (High Performance Strut) front wheel suspension known from the 325 hp Insignia OPC which further optimizes handling and steering precision.

New radar-based driver assistance systems further enhance safety

Not only performance enhancing features have been given a sharper edge: active safety has also received a significant boost thanks to a new radar system located behind the front grille. Insignia customers can now opt for the radar-based Adaptive Cruise Control (ACC). The new system maintains the selected speed during cruising, yet automatically adjusts the vehicle speed according to traffic conditions to secure a pre-set safety distance with vehicles ahead. Further functionalities are available in conjunction with the radar system: The Following Distance Indication (FDI) informs the driver visually about the distance to the car ahead; the Forward Collision Alert (FCA) provides a visual and an audible signal to warn the driver of an imminent collision with the car ahead; and the Collision Imminent Braking (CIB) automatically decelerates the vehicle if the risk of a collision is detected

Exclusive sequential double-turbo technology for Opel Insignia

Modificato 27 Febbraio 2012 da J-Gian

[_hainz]

Stanno lavorando sodo sia in Opel (ormai ingegneria del segmento C ed D generaliste per tutta GM) che a Torino con l'evoluzione bi-turbo del 2,0 diesel di origine Fiat, mentre in Fiat manco l'ombra!

Da notare inoltre come sia prevista per le 4x4 saranno utilizzate le sospensioni HiPerStruct della OPC.... e noi che siamo rimasti ai "McPherson evoluti" di Giulietta....(valida auto per carità).

[RiRino]

Ammazza che intercooler!

[maxtor]

Quoto, 190cv e 400Nm li tirava fuori Fpt sul vecchio 1,9 TST gia 3 anni fa.

[RiRino]

Forse non hanno voluto tirarlo più di tanto appunto per l'affidabilità...anche se effettivamente con due turbo è inevitabilmente compromessa rispetto ad un mono....da vedere come si comporterà...

[TonyH]

Da vedere su strada. Sinceramente credo che potenza specifica e coppia sarebbero potute essere raggiunte con un monoturbo. Questa e' una macchina da rappresentanti, imho due turbo son complicazioni pericolose per l'affidabilità

Credo che il doppio turbo sia in ottica emissioni, in modo da usare un egr molto spinto ai bassi regimi.

Dalle nostre parte meno male che c'è il multijet da abbinare al multiair.

[J-Gian]

Da vedere su strada. Sinceramente credo che potenza specifica e coppia sarebbero potute essere raggiunte con un monoturbo. Questa e' una macchina da rappresentanti, imho due turbo son complicazioni pericolose per l'affidabilità

Onestamente non so quale sia peggio tra un moderno monoturbo GV ad elevatissimo regime di rotazione e 2 turbocompressori classici+"budello" Sicuramente è un ottima soluzione in termini di guidabilità, dato che con la doppia sovralimentazione sequenziale la risposta è più rapida e con pochi picchi nella spinta.

Notare la disponibilità della 4x4 e cambio automatico, gamma davvero completa.

[Cosimo]

Capisco il problema, ma a me due turbo spaventano. Purtroppo i controlli qualità su questo componente sono molto più bassi rispetto a poco tempo fa e l'affidabilita ne risente. Paradossalmente 185 cv per un due litri non sono potenze così elevate da sacrificarne la guidabilita'. BMW sta li a dimostrarlo (purtroppo anche a turbine rotte..anche se la situazione pare migliorata di molto).

Per il resto 4x4 e automatico sono decisamente un plus non da poco per questa bella macchina.

[Teknos]

Capisco il problema, ma a me due turbo spaventano. Purtroppo i controlli qualità su questo componente sono molto più bassi rispetto a poco tempo fa e l'affidabilita ne risente. Paradossalmente 185 cv per un due litri non sono potenze così elevate da sacrificarne la guidabilita'. BMW sta li a dimostrarlo (purtroppo anche a turbine rotte..anche se la situazione pare migliorata di molto).

Per il resto 4x4 e automatico sono decisamente un plus non da poco per questa bella macchina.

Cosimo, questa ne ha 195cv

Per il resto io sapevo che il Bmw 2.0d biturbo risulta molto più affidabile del monoturbo

[J-Gian]

Grande scelta questa Già non era male da guidare, i diesel più potenti ne gioveranno.