unckle

3500Nm prea tare motorul :) nu ati spus ce nu este OK cu sistemul start-stop

interesant cum apare un "brand" italian ... inteleg ca-i publicitate darputea sa-i zica pe nume... in orice caz, continental merita aplauze - sunt dati ca "best in class" atat la anvelope premium cat si la cele sportive (cu sportcontact5)

cascadorii rasului frate, ce sa mai discutam :))

Motoarele nu-s chiar oprite din dezvolatare, uite ce nu au voie sa mai schimbe : Planned FIA engine development freeze, 2015-2020 As per the current 2014 Technical Regulations: Year New items included in development freeze 2015 Upper/lower crankcase: Cylinder bore spacing, deck height, bank stagger. Crankshaft: Crank throw, main bearing journal diameter, rod bearing journal diameter. Air valve system: Including compressor, air pressure regulation devices. 2016 Upper/lower crankcase: All dimensions including cylinder bore position relative to legality volume, water core. Valve drive – camshafts: From camshaft lobe to gear train. Geometry except lift profile. Includes damping systems linked to camshaft. Exhaust and Inlet. Valve drive: Position and geometry. Gear train down to crankshaft gear included, and dampers. Covers: Covers closing the areas in contact with engine oil cam covers, cam-timing covers. Ancilliaries drive: From ancillary to power source. Includes position of the ancillaries as far as drive is concerned. 2018 Valves axis position: Includes angle but excludes axial displacement. Valves drive: From valve to camshaft lobe. Position and geometry. Exhaust and inlet. Includes valve return function inside the head. Crankshaft: Except crank throw, main bearing journal diameter, rod bearing journal diameter. Includes crankshaft bearings. Oil pressure pumps: Including filter but excluding internal if no impact on body. Oil scavenge systems: Any scavenging system. 2019 Cylinder head: Except modifications linked to subsequent modifications. Combustion: All parts of parts defining combustion including ports, piston crown, combustion chamber, valves geometry, timing, lift, injector nozzle, coils, spark plug but excluding valves position. Con rods: Including small and big end bearings. Pistons: Including bearings and pin. Excluding crown. Oil recuperation: Oil/air separator, oil tank, catch tank. Engine water pumps: Include power unit mounted water pipes. Injection systems: Power unit-mounted fuel system components e.g. high pressure fuel hose, fuel rail, fuel injectors, accumulators but excluding injector nozzle. Inlet system: Plenum and associated actuators. Excluding pressure charging, trumpets and throttle associated parts and actuators. Trumpets and associated parts and actuators. Throttles and associated parts and actuators. Pressure charging: From compressor inlet to compressor outlet. From turbine inlet to turbine outlet. External actuators linked to pressure charging. Ignition system: Ignition coils, driver box. Lubrication: All parts in which circulates oil under pressure (oil pump gears, channels, piping, jets) and not mentioned elsewhere in the table. Friction coatings Sliding or rotating seals Complete Motor Generator Units for Heat and Kinetic energy – all internals including bearings, casing, etc…, their position, transmission and power electronics. Energy Store: Cells. Energy Recovery System – Cooling/lubrication: Including energy store jackets, pipes, pumps, actuators.

dar ... in mod regulamentar nu aveam deja un motor/generator pe axul turbinei ? Prelungirea axului si amplasarea partii de compresie a turbinei in alta zona este "genial" (curand o sa ni se para ceva normal... dar prima data cand se intampla este genial :) ). Intr-adevar, o astfel de abordare aduce avantaje mari la partea de racire - aerul rece aspirat nu mai trece printr-o carcasa unde este despartit de un perete subtire de circuitul de aer de avacuare, ce "arde" la multe sute de grade. Despartind turbina in doua elemente obtii un avantaj in faptul ca nu incalzesti aerul de pe circuitul de admisie -- dar ai o problema destul de grava cu temperatura partii de turbina de pe evacuare, aceasta nemaifiind racita de circuitul de admisie. Alte probleme se nasc din necesitatea ca acel ax si toate elementele de pe el sa fie echilibrate cu precizie extrema, sa nu uitam ca vorbim de turatii enorme pentru aceste elemente. Cred ca, daca aceasta abordare se dovedeste a fi imposibil de egalat de catre sistemele clasice, vom avea de-a face cu o revizuire a regulamentului. Nu cred ca este in interesul nimanui sa avem niste motoare Mercedes cu 80-100Cp peste motoarele italiene si franceze .... echipele vor migra catre MB, ca anii de "blocare a dezvoltarii" sunt multi, foarte multi, iar oamenii vor rezultate ACUM, iar compresorul este intre primele elemente ce intra in "development freeze", in 2015. Poate ca vor interpreta un pic altfel ideea si o sa-i lase pe ceilalti sa recupereze.