Osv

Non credo sia Mike Elliott perchè è stato il motivo per cui Serra se n’è andato dalla Mercedes, al momento l’unico che mi viene in mente è Dan Fallows.

Mi spiegheresti perché io, che cerco un’auto cittadina, devo preferire un 7 posti senza stereo, coi finestrini posteriori a manovella, termica e pure manuale a un’auto più compatta, ibrida e con cambio automatico che a livello estetico è pure più gradevole? Poi oh magari sono io che non ci arrivo…

Via Audi.

Via Audi.

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Se si stanno appoggiando alla divisone Motorsport francese non credo che in Italia sia rimasto qualcosa in quell’ambito.

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Per me una così, grazie!

Andate a fare un salto nel primo messaggio su!

La Golf 2.0 TDI 150cv ha il Multilink al posteriore?

Autobloccante sicuramente, per il resto spero rimanga a 240cv per differenziarla dalle sorelle “premium” e MAGARI prezzarla ad un prezzo incentivabile…

Arriva tra 18 mesi.

Se si sbrigano a pubblicare le nuove foto e il comunicato sul sito media...

A voi!

Hanno mostrato la Fastback e la Multipla tutte pixellate 😍😍 A fine diretta recupero tutto!

Variable turbine geometry In 2006, the 911 Turbo (997) made a splash with a noticeable performance increase: power and torque increased by more than 10 percent. Above all thanks to a new and globally unique technology – variable turbine geometry (VTG). This allows for turbocharger efficiency optimization over a wider speed range by adapting the angle and therefore also the cross-section of the exhaust gas flowing past the turbine blades. “The development of VTG was pioneering and VTG has been a USP in gas engine turbo technology for close to 20 years,” explains Thomas Krickelberg. “To vary the flow of exhaust gas to the turbine, you need to be able to specifically modify the little blades at temperatures in excess of 1,832 degrees Fahrenheit.” It used materials that were also used in the Space Shuttle. Less displacement, more power and efficiency The next milestone after the introduction of water-cooling and VTG followed in 2015: turbocharging of the basic models Carrera and Carrera S of the 991 generation. Krickelberg: “We reduced the displacement and were able to simultaneously achieve a considerable increase in performance.” Altogether 20 PS more power was initially realized with the new engine generation featuring biturbo chargers – coupled with lower consumption. Sporty hybridization The design engineers are again exploring new avenues to perfect the six-cylinder boxer engine with the overhaul of the current 911 generation (992) in summer 2024 (911 Carrera GTS: Fuel consumption* combined (WLTP) 11.0 – 10.5 l/100 km, CO₂ emissions* combined (WLTP) 251 – 239 g/km, CO2 class G ). The new 911 Carrera GTS is the first road-legal 911 to feature a particularly lightweight high-performance hybrid powertrain. The newly developed, innovative engine not only allows for another significant increase in power and improved acceleration – it is also readying the vehicle for future emission standards. “We developed and tested all kinds of ideas and approaches in order to choose a hybrid system that’s the perfect fit for the 911. The result is a unique engine that fits with the overall 911 concept and significantly boosts its performance,” says Frank Moser, head of the 911 and 718 series. At the heart of the technology is the electrically assisted turbocharger. There is an electric motor between the turbine powered by the exhaust gas and the compressor. Its function: to hit high speeds in a flash upon acceleration and build up boost pressure immediately without any delay. The turbocharger is given wings, as it were, by the small electric motor. “The technology enables responsiveness similar to that of a naturally aspirated engine,” explains Matthias Hofstetter, 911 Combustion and Hybrid System Project Manager. “And the acceleration figures are comparable with those of our all-electric sports cars.” The acceleration at lower speeds is sensational, confirms Thomas Krickelberg. “We couldn’t have realized the intended performance increase with conventional technology while also complying with future emissions legislation.” Multiple measures led to the desired outcome. The displacement has increased again from 3.0 to 3.6 liters, while the combustion engine now only needs one rather than two turbochargers thanks to its electric assistance – coupled with improved responsiveness and greater dynamism. “This saves weight and keeps the engine compact,” explains design engineer Reustle. As a result of the high-voltage system, the alternator and air-conditioning compressor could be powered by electricity, meaning that the fan drive was no longer needed. The 20 percent flatter crankcase creates space for the additional components, such as the pulse-controlled inverter feed and DC/DC converter. “We didn’t want to make the 911 any longer, wider, or heavier,” says Hofstetter, “we wanted to make optimum use of the existing package.” This means weight management coupled with a noticeable performance boost. The engine with electrically assisted turbocharger initially being offered in the GTS version delivers 398 kW (541 PS) and torque of 610 Nm. The powertrain also includes a permanently excited synchronous motor incorporated into the new, reinforced, eight-speed dual-clutch transmission (PDK). This assists the boxer engine right from idling speed with drive torque of up to 150 Nm and provides power of up to 40 kW. All-electric locomotion as with a plug-in hybrid was not the objective with the 911 as a T-hybrid. “Because we also didn’t want the battery to be too big or too heavy,” says Hofstetter, explaining its capacity of 1.9 kWh. Instead, it benefits from a system-based advantage of the electrically assisted turbocharger: exhaust energy recuperation. The electric motor in the exhaust gas turbocharger also works as a generator. It generates electric power of up to 11 kW (15 PS) that it extracts from the exhaust gas energy. This is a principle which is both simple and fascinating. The electric motor works like a speed control. As soon as the boost pressure spikes due to higher revs per minute, the motor decelerates the turbine. This generates electricity, which is then fed into the battery or the electric engine. Thanks to this efficient energy recuperation, the relatively small battery is more than adequate for day-to-day usage, especially as the cell chemistry has been specifically designed with the T-hybrid needs in mind. “The technology allows the battery to deliver a lot of energy in a short space of time,” explains Hofstetter, “and be recharged relatively quickly.” Another advantage of the electric turbocharger: the familiar waste gate is superfluous. This makes it a world first in this form. “The energy that once bypassed the turbine used to evaporate unused,” explains Hofstetter. “The pressure regulation now generates electrical energy.” That has a positive effect on the engine’s efficiency and therefore also on fuel consumption. “Turbocharging in combination with hybridization, energy recuperation, in-engine friction reduction, cooling optimization, and optimum combustion chamber design is the perfect formula to comply with future exhaust gas and emissions legislation,” says engine developer Reustle in summary. “At the same time, we are satisfying ever-increasing expectations in terms of performance and efficiency.” The implementation of this formula is “an outstanding team effort on the part of everyone involved,” he says. The six-cylinder boxer engine in the 911 remains a compact powerhouse – entirely in keeping with the tradition of the innovative engine that Hans Mezger once invented for the original 911. Via Porsche.

Lo trovi o nel post fissato in alto oppure nel primo post del topic. 😉