Super發表的討論 - U-CAR討論區


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[FW]2018年汽車銷售排行榜,三大集團都破1000萬輛!

Super(eric.huang.1968)

2019/01/16 16:04:34

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#6058055 IP 180.217.*.* 無任何修改 檢舉這篇文章

2018全球汽車集團銷售排行 http://auto.ltn.com.tw/news/11706/3

1.Volkswagen:10,830,625 輛,成長 2.2%

2.Toyota:10,520,655 輛,成長 2.2%

3.Renault-Nissan:10,360,992 輛,成長 1.3%

4.GM:8,786,987 輛,衰退 2.0%

5.Hyundai-Kia:7,507,945 輛成長 3.2%

6.Ford:5,734,306 輛,衰退 8.9%

7.Honda:5,262,125 輛,衰退 0.6%

8.FCA:4,840,664 輛,與 2017 年相同

9.PSA:4,125,683 輛,衰退 2.9%

10.Suzuki:3,213,143 輛成長 1.2%


[FW]新一代Sentra有望搭載1.3升渦輪增壓引擎

Super(eric.huang.1968)

2019/01/08 15:58:48

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#6057610 IP 27.246.*.* 無任何修改 檢舉這篇文章

Nissan Sentra 大改款身影曝光?有望搭載 1.3 升渦輪引擎

2019/01/08 13:48文/記者蘇銘翰    圖片來源/翻攝自汽車之家

去年 Nissan 推出全新大改款 Altima,與 Toyota 新一代 Camry 競爭,但 Toyota Corolla 也發表大改款,卻遲遲未見同級對手 Nissan Sentra 的改款動作,近日一組全新間諜照在中國曝光,預計就是新一代 Sentra 的身影。

Nissan Sentra 現行版本已經販售長達 6 年,到了大改款的時間點。

從中國曝光的間諜照來看,這輛 Nissan 全新房車的車身尺碼比 Altima 小上一號,再加上 Nissan 產品規劃副總裁 Michael Bunce 也曾透露,新一代 Sentra 將於今年正式亮相,因此這款偽裝車的身分呼之欲出,預計就是全新 Sentra。

近日一組全新間諜照曝光,預計會是新一代 Nissan Sentra,並擁有全新外觀造型。

目前偽裝車仍由大量黑色塑料包覆,許多細節仍無法辨識,但從輪廓上可以發現,新一代 Sentra 將會採用和全新 Altima 相同的設計語彙,車頭換上品牌最新 V-motion 2.0 水箱護罩,搭配銳利狹長的頭燈,將比現行版本更加霸氣。

新一代 Sentra 將會走向運動化的造型。

另外從車頂線條以及車尾設計來看,大改款 Sentra 的風格也會和 Altima 看齊,車寬更寬、車高下降,整體走向運動化,不像現行版本較為中規中矩,車尾下方有望採梯形進氣口設計,讓性能氛圍更加突出。

針對新一代 Sentra 的內裝鋪陳,尚未有相關資訊流出,動力配置同樣沒有曝光,但有望搭載集團最新的 1.3 升渦輪增壓引擎,也就是新世代 Mercedes-Benz A-Class 入門所採用的動力,最大輸出達 160 匹。預計今年秋天就會問世。


Chevron 5W-40 Euro全合成機油6瓶$919

Super(eric.huang.1968)

2019/01/04 16:01:43

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#6057412 IP 27.246.*.* 無任何修改 檢舉這篇文章

今天去新莊Costco: 6瓶$919,Chevron 5W40 Euro

原價$1,179-$260折扣 = $919

雖然N年前的歷史低點$899差個$20塊,但VI=171,考慮石油涨幅,$919也夠便宜了!!

 

https://cglapps.chevron.com/msdspds/PDSDetailPage.aspx?docDataId=415673&docFormat=PDF


[推]好超值˙的Pirelli龍胎&PZ4,還送Pirelli三件組!!!

Super(eric.huang.1968)

2019/01/02 19:24:02

發文

#6057258 IP 39.10.*.* 無任何修改 檢舉這篇文章

看到U-CAR倍耐力輪胎2019龍行天下零距離體驗,覺得很超值,推一下!!!

https://am.u-car.com.tw/44833.html

優惠價格包含安裝3D四輪定位5,000公里調胎以及每年定位檢查費用,再贈送Pirelli三件組(內含F1賽車帽、名片式隨身碟、3 in 1手機傳輸線)。


[轉貼]最新AMG A45's 的甩尾模式(Drift Mode)

Super(eric.huang.1968)

2018/12/24 10:11:57

發文

#6056746 IP 110.28.*.* 無任何修改 檢舉這篇文章

熱血聖誕!M-AMG釋出全新高性能掀背鋼砲預告影片

Check Out the Mercedes-AMG A45's Drift Mode in Action

當我們上個月在洛杉磯汽車展上與AMG老闆Tobias Moers交談時,他向即將推出的僅限歐洲的A45艙口蓋上了一些細節。最有趣的一點是增加了專用的漂移模式,可以在Focus RS和公司自己的E63 S這樣的車上看到。現在,由於這個以聖誕節為主題的視頻AMG剛剛放入其YouTube頻道,我們可以看到它這是第一次行動。 得益於獨特的4Matic全輪驅動系統和一些巧妙的ECU調校功能,偽裝的A45艙蓋在相機上完全沒有問題。拍攝了位於德國帕彭堡的ATP汽車測試中心,可以看到汽車剪裁碎石陷阱並以壯觀的方式鋪設黑色橡膠片。從其中一些鏡頭中的汽車轉向角看起來,它似乎與Focus RS很相似,向前後軸發送動力以執行一種全輪驅動滑動。 Moers不會告訴我們系統究竟是如何工作的,所以我們只需要等待A45的官方揭幕就能找到更多信息。雖然這款車肯定沒有以兩廂車形式進入美國,但它可能會成為一款轎車,這意味著我們可以獲得自己的A45漂移模式

When we talked to AMG boss Tobias Moers at the LA Auto Show last month, he spilled some details on the upcoming Europe-only A45 hatch. The most interesting tidbit was the addition of a dedicated drift mode, seen on cars like the Focus RS and the company's own E63 S. Now, thanks to this Christmas-themed video AMG just dropped on its YouTube channel, we get to see it in action for the first time.

Thanks to a unique 4Matic all-wheel drive system and some clever ECU tuning, the camouflaged A45 hatch has absolutely no trouble getting sideways on camera. Filmed a the ATP Automotive Testing center in Papenburg, Germany, the car can be seen clipping gravel traps and laying down dark patches of rubber in spectacular fashion. From the looks of the car's steering angle in some of these shots, it seems to act a lot like the Focus RS, sending power to both the front and rear axles to perform a sort of all-wheel drive slide.


Moers wouldn't tell us exactly how the system works, so we'll just have to wait for the A45's official unveil to find out more. While the car certainly isn't coming to the US in hatchback form, it'll probably make it here as a sedan, meaning we could get an A45 drift mode of our own.


Bob猜Lexus UX 250h會賣149萬元,輸了請100份雞排!!

Super(eric.huang.1968)

2018/12/19 17:26:34

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#6056501 IP 39.8.*.* 無任何修改 檢舉這篇文章

https://news.u-car.com.tw/article/44535/

我賭 100 份雞排絕對是 149 萬元!

所以,究竟該不該等 UX 250h,我相信大家看完我的分析後自然有所盤算,我很篤定最後售價一定是 149 萬元。套用最近大家流行的「賭雞排」祭品文,只要最後 UX 250h 售價不是 149 萬元,我願賭服輸,將發放 100 份雞排和 U-CAR 網友同樂!但因為我吃素,所以我希望到時候真的賭輸了,我能找到有做素食雞排的店家……。


MPV殺手!?入門預估售價百萬內,Citroën新一代Berlingo

Super(eric.huang.1968)

2018/12/19 16:08:35

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#6056493 IP 39.8.*.* 修改過3 次 (顯示最近筆修改紀錄) 檢舉這篇文章

2018/12/19 16:17:37

發文IP 39.8.*.*

"入門預估售價百萬內,Citroën新一代Berlingo車系規配曝光,新一代 Berlingo 車系採用新世代 EMP2 模組化底盤架構打造,提供 M 以及 XL 兩款車身尺碼,國內預計將導入車長 4,750mm、7 人座設定的 XL 車型,且擁有 Live MT6、Live、Feel 以及 XTR 總計 4 款車型選擇 4 款車型等級配置。據了解 Live MT6 車型售價有望壓在百萬以內,而高階 Feel 車型的新車售價預計將不會超過 120 萬元。"

Citroën新一代Berlingo

Live MT6 車型售價有望壓在百萬以內,買來當客貨車都划算!?

2018/12/19 16:24:17

發文IP 39.8.*.*

"入門預估售價百萬內,Citroën新一代Berlingo車系規配曝光,新一代 Berlingo 車系採用新世代 EMP2 模組化底盤架構打造,提供 M 以及 XL 兩款車身尺碼,國內預計將導入車長 4,750mm、7 人座設定的 XL 車型,且擁有 Live MT6、Live、Feel 以及 XTR 總計 4 款車型選擇 4 款車型等級配置。據了解 Live MT6 車型售價有望壓在百萬以內,而高階 Feel 車型的新車售價預計將不會超過 120 萬元。"

Citroën新一代Berlingo

Live MT6 車型售價有望壓在百萬以內,買來當客貨車都划算!? 7張獨立座椅,有6張座椅可以向前平躺,讚。😃

2018/12/19 16:54:26

發文IP 39.8.*.*

"入門預估售價百萬內,Citroën新一代Berlingo車系規配曝光,新一代 Berlingo 車系採用新世代 EMP2 模組化底盤架構打造,提供 M 以及 XL 兩款車身尺碼,國內預計將導入車長 4,750mm、7 人座設定的 XL 車型,且擁有 Live MT6、Live、Feel 以及 XTR 總計 4 款車型選擇 4 款車型等級配置。據了解 Live MT6 車型售價有望壓在百萬以內,而高階 Feel 車型的新車售價預計將不會超過 120 萬元。"

Citroën新一代Berlingo

Live MT6 車型售價有望壓在百萬以內,買來當客貨車都划算!? 7張獨立座椅,有6張座椅可以向前平躺,讚。😃

U-CAR應該買一輛當工作車吧!?

"入門預估售價百萬內,Citroën新一代Berlingo車系規配曝光,新一代 Berlingo 車系採用新世代 EMP2 模組化底盤架構打造,提供 M 以及 XL 兩款車身尺碼,國內預計將導入車長 4,750mm、7 人座設定的 XL 車型,且擁有 Live MT6、Live、Feel 以及 XTR 總計 4 款車型選擇 4 款車型等級配置。據了解 Live MT6 車型售價有望壓在百萬以內,而高階 Feel 車型的新車售價預計將不會超過 120 萬元。"

Citroën新一代Berlingo

Live MT6 車型售價有望壓在百萬以內,買來當客貨車都划算!? 7張獨立座椅,有6張座椅可以向前平躺,讚。😃

U-CAR應該買一輛當工作車吧!?


這兩年,輪胎一年比一年便宜!?

Super(eric.huang.1968)

2018/12/19 11:47:18

發文

#6056487 IP 39.12.*.* 無任何修改 檢舉這篇文章

Super的代步車09年Accord前年7月換上F1A3的時候,現金5000/輪到好,年初遇到一樣的店家,現在現金4500/輪裝到好,感覺這兩年,輪胎一年比一年便宜。當然,花紋舊了,競爭者的花紋推陳出新(F1A5明年中即將上市),當然降價是維持市佔的好手段。Super的另一輛15年的森林人,3年多開了3.5萬公里,查了一下18吋的HPM3EP850,大約現金3300/輪裝到好,真的有夠便宜。

不過,聽說VS5 SUV更讚,台灣還買不到。

 

P.S.

2009/8 Accord 3.5V6 225/50R17  94V 或 98W/Y XL: 行駛里程13萬公里

換胎順序ER370->PS3->PS3->F1A3(235/45R17 97YXL)->RE002(短暫)->DriveGuard->F1A3(短暫)->KR41

2015/4 Forester XT-P 225/55R18 98H : 行駛里程3.5萬公里

換胎順序Dueler H/L 400+>?????


[轉貼]北美銷售滿意度調查出爐,亞洲車廠在非豪華品牌慘遭滑鐵盧!

Super(eric.huang.1968)

2018/12/19 08:32:26

發文

#6056472 IP 39.12.*.* 無任何修改 檢舉這篇文章

北美銷售滿意度調查出爐,亞洲車廠在非豪華品牌慘遭滑鐵盧!http://auto.ltn.com.tw/news/11484/3

2018/12/18 12:05文/記者蘇銘翰    圖片來源/各車廠

國際知名的市調機構《J.D.Power》每年都會針對汽車品牌在全球各大市場新車銷售滿意度(SSI)進行調查,台灣方面在今年 10 月已經公布,而北美的排名則在近日出爐,這次最令人驚訝的就是,經常在《J.D.Power》調查中名列前茅的韓系品牌,竟然都排在後段班。

豪華品牌由 Porsche 拿下,擊敗去年冠軍 Infiniti。

新車銷售滿意度(SSI)調查,是從大量新車購買調查資料中進行評分排名,以 6 項構成整體滿意度的關鍵要素來評估新車車主的購車經驗。分別為交車程序(20%)、經銷商設備(20%)、銷售人員(19%)、交易條件(16%)、交車時間(13%)以及銷售主動性(12%)。

這次豪華品牌方面由 Porsche 拿下,獲得 828 分的極佳成績,遠遠高於平均的 804 分,另外緊隨其後的則是 Infiniti 與 Lexus,分別拿下 824 分與 823 分,可見前三名差距不大,都令車主相當滿意。

非豪華品牌是 Mini 奪冠,日系品牌與韓系品牌的表現都不好。

非豪華品牌部分平均分為 771 分,由 Mini 以 798 分佔據龍頭寶座,緊接著則清一色都是美國品牌,分別為 GMC、Buick、Chevrolet 等,反倒是在其他市場都表現優異的日系品牌,僅有 Subaru 一家在平均分以上,其他都低於水準。

除了日系品牌表現不佳之外,最令人意外的則是韓系品牌,在《J.D.Power》的其他調查中,包括新車品質(IQS)、以及新車魅力(APEAL)等,Kia 與 Genesis 幾乎都是前 5 名常客,卻在這次新車銷售滿意度上敬陪末座,可見在售後服務上仍有待加強。

另外《J.D.Power》也指出,此次影響新車銷售滿意度表現的一大關鍵,就是在經銷商與消費者的即時通訊表現上,若經銷商認真使用即時通訊軟體與消費者溝通,會獲得極高的滿意度評價,而豪華品牌在這方面便相當突出,遠遠高於非豪華品牌的表現。

豪華品牌新車銷售滿意度排行榜。
非豪華品牌新車銷售滿意度排行榜。


[轉貼]日產的新VC-Turbo引擎:值得努力嗎?

Super(eric.huang.1968)

2018/12/16 06:57:58

發文

#6056322 IP 27.52.*.* 無任何修改 檢舉這篇文章

日產的新VC-Turbo引擎:值得努力嗎?https://www.sae.org/news/2018/05/2019-infiniti-qx-50-w-vc-turbo-review
2018-05-24 RON SESSIONS

在2016年巴黎車展上宣布,日產的新型可變壓縮比發動機 - 被稱為VC Turbo--至少暫時推動暫停按鈕,推動公司走向完全電動汽車未來。作為KR20DDET全面生產,2.0升VC Turbo首次亮相全新2019款英菲尼迪QX50緊湊型豪華SUV。它將在其第二次公佈的2019年日產Altima應用中獲得相當大的生產規模。

詳見SAE技術論文2018-01-0371,“採用世界首個可變壓縮比技術開發新型2L汽油VC-Turbo發動機”(https://www.sae.org/publications/technical-papers/content / 2018-01-0371 /),VC Turbo可以無限制地改變其活塞行程和有效壓縮比在8:1和14:1之間。低壓縮模式適用於高功率需求和高道路負載條件以及用於巡航和輕載的高壓縮模式。

一些汽車製造商已經探索了VC技術,但卻被成本複雜性可靠性的障礙所挫敗。日產是第一個將其推向道路的人,這是二十年工作的高潮。根據首席動力總成工程師Shinichi Kiga的說法,僅靠風險投資運營所獲得的燃油效率為8%

作為完整的道路到屋頂重做的一部分,新的QX50轉向了一個全新的平台。它降低了之前實用程序的後輪驅動佈局,橫向安裝的VC Turbo取代了縱向安裝的3.7升V6和7速自動變速箱。 VC Turbo與日產JATCO提供的Xtronic無級變速自動變速箱相匹配。前輪驅動和按需全輪驅動均可提供。

橫向動力傳動系統比以前從FM平台G35轎車獲得的縱向動力傳動系統更節省空間。新款QX50與前一版本相比,前後尾部縮短了8.1英寸(206毫米),同時獲得了後座腿部空間和貨艙空間。

汽車工程公司在洛杉磯城市街道,地區高速公路和蜿蜒的馬里布峽谷道路上行駛了一台配備VC渦輪增壓的2019 QX50飛越大約160英里(257公里)。在洛杉磯大部分地區的道路上,小型豪華SUV和盜賊一樣厚,QX50絕對是其中的元素。清晰的油門響應在那裡非常珍貴 - 高度的巴爾乾化道路突然合併,消失的車道,隱藏的交叉路口和整體交通混亂。在額定功率為268馬力(200千瓦)時,新款QX50的峰值輸出比去年的V6降低了59馬力(44千瓦)。但在紅綠燈阻力賽中,扭矩是王道。與奧迪,寶馬,雷克薩斯等競爭對手的渦輪增壓四驅車一樣,新款VC渦輪驅動的QX50在低轉速(1600轉/分鐘)時達到了280磅·英尺(283牛·米)的峰值。它保持在扭矩曲線的脂肪部分達到4800轉/分鐘,從而使其具有健康的中頻和部分油門響應。

0-60英里/小時(0-97公里/小時)的衝刺現在需要大約6.5秒,比去年的模型低約半秒。不是說你覺得被騙了。加速仍然接近2.0升渦輪增壓X3Q5KR20DDET閥芯快速而CVT雖然有時表現出“彈性”質量,但可以毫不拖延地改變比率。發動機在低壓縮模式和高壓縮模式之間的過渡是無縫且透明的。即使您在發動機以高壓縮(動力)或低壓縮(Eco)模式運行時顯示的speedo和tach之間的大部分裝飾性數字儀表,也不會發出任何聲音或觸覺感覺。

然而,當從休息狀態沖壓油門時,存在一瞬間察覺到的渦輪遲滯。感覺可能是CVT皮帶衝到錐體上的正確位置,或者是對油門圖的牽引力控制干預。
新款VC Turbo的聲音與去年的V6咆哮聲不同,雙排氣管(去年的型號只有一個排氣管)的排氣音高一點,並且在上限範圍內。它唱的歌幾乎是意大利語。 2019年型號通過音頻揚聲器實現主動降噪功能,在高速公路上以低轉速巡航時可消除不必要的隆隆聲,並有效增強聲音以強調正面音符。
換擋撥片允許駕駛員在CVT中召喚八個模擬的固定齒輪比。四種可選的駕駛模式 - 標準,運動,生態和個人 - 定製油門和傳動比圖。

效率大提高

為什麼日產會遇到增加壓縮引擎成本和復雜性的麻煩?燃油經濟性。該公司預計,與之前的3.7升V6相比,VC Turbo的QX50燃油經濟性將增長27-30%。本文發佈時尚未提供最終EPA數據,但英菲尼迪估計2019年QX50與AWD將達到24英里/加侖/ 30英里/加侖公路/ 26英里/加侖綜合評級。
26英里/加侖的合計數字僅比美國環保署的總和估計值高出1英里/加侖

Nissan’s new VCR engine: worth the effort?

2018-05-24 RON SESSIONS

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Announced at the 2016 Paris Motor Show, Nissan’s new Variable Compression Ratio engine—known as the VC Turbo—pushes the pause button, at least momentarily, on the company’s journey to a completely electrified-vehicle future. Fully productionized as the KR20DDET, the 2.0-L VC Turbo debuts in the all-new 2019 Infiniti QX50 compact luxury SUV. It will gain considerable production scale in its second announced application, the 2019 Nissan Altima.

As detailed in SAE Technical Paper 2018-01-0371, “Development of a New 2L Gasoline VC-Turbo Engine with the World’s First Variable Compression Ratio Technology” (https://www.sae.org/publications/technical-papers/content/2018-01-0371/), the VC Turbo can infinitely vary its piston stroke and effective compression ratio between 8:1 and 14:1. The low-compression mode is for high power demand and high-road-load conditions and the high-compression mode for cruising and light loads.

Several carmakers have explored VC technology, only to be thwarted by the hurdles of cost, complexity and reliability. Nissan is the first to put it on the road, a culmination of two decades of work. The fuel efficiency gained from VC operation alone is 8%, according to Shinichi Kiga, the Chief Powertrain Engineer.

Crossover showcase

As part of a complete road-to-roof redo, the new QX50 moves to an all-new platform. It drops the previous utility’s rear-drive layout and the transverse-mounted VC Turbo replaces the longitudinally mounted 3.7-L V6 and 7-speed automatic. The VC Turbo is matched to Nissan’s JATCO-supplied Xtronic continuously variable automatic transmission. Both front-drive and on-demand all-wheel drive are available.

The transverse powertrain is more space-efficient than the previous longitudinal one derived from the FM-platform G35 sedan. The new QX50 is 8.1 in (206 mm) shorter nose-to-tail than the previous version, yet gains rear seat legroom and cargo space.

Automotive Engineering piloted a VC Turbo-equipped 2019 QX50 over about 160 miles (257 km) of Los Angeles city streets, area freeways and winding Malibu canyon roads. Small luxury SUVs are as thick as thieves on most LA-area roads and the QX50 was definitely in its element. Crisp throttle response is highly prized there—highly Balkanized roads make for sudden merges, disappearing lanes, hidden intersections and overall traffic chaos. At a rated 268 hp (200 kW), peak output for the new QX50 is down by 59 hp (44 kW) from last year’s V6. But in stoplight drag races, torque is king. And as with competitive turbo fours from Audi, BMW, Lexus and others, the new VC Turbo-powered QX50 reaches its peak advertised 280 lb·ft (283 N·m) at a low (1600) rpm. It stays in the fat part of the torque curve to 4800 rpm, giving it healthy midrange and part-throttle responses.

A 0-60 mph (0-97 km/h) sprint now takes about 6.5 seconds, around a half-second down from last year’s model. Not that you feel cheated. Acceleration is still close to 2.0-L turbo-powered X3s and Q5s. The KR20DDET spools quickly and the CVT, although sometimes exhibiting a ‘springy’ quality, changes ratios without delay. The engine’s transitions between low and high compression modes are seamless and transparent. Even if you peek at the largely decorative digital meter between the speedo and tach that displays when the engine is operating in high compression (Power) or low-compression (Eco) modes, there’s no audible or tactile sensation of anything occurring under the hood.

There is, however, a split second of perceived turbo lag when punching the throttle from rest. The sensation could be a CVT belt rushing to the right place on the cone, or a traction control intervention to the throttle map.
The new VC Turbo has a different voice than last year’s V6 growl, with an exhaust note from the dual pipes (last year’s model had a single exhaust) a bit higher pitched and in the upper rev range. The song it sings is almost Italianate. The 2019 model sports both active noise cancellation working through the audio speakers to nullify unwanted rumbles when cruising at highway speeds at low rpm and active sound enhancement to emphasize the positive notes.
There are paddle shifters that allow the driver to summon eight simulated fixed gear ratios in the CVT. Four selectable driving modes--standard, sport, eco and personal—tailor the throttle and transmission ratio maps.

Big efficiency gain

Why did Nissan go to the trouble of the increased costs and complexity of the variable-compression engine? Fuel economy. The company is anticipating a 27-30% jump in QX50 fuel economy with the VC Turbo compared with that of the previous 3.7-L V6. Final EPA numbers were not yet available when this article was posted but Infiniti estimates that the 2019 QX50 with AWD will achieve a 24 mpg city/30 mpg highway/26 mpg combined rating.
The 26-mpg-combined number is just 1-mpg better than the combined EPA estimates for the 2018 BMW X3 xDrive30i and Audi Q5 and is 2-mpg more efficient than for the AWD 2018 Lexus NX300. Those competitors use turbocharged 4-cylinder engines but without variable compression.

In 100+ miles (161 km) of L.A. metropolitan driving, the 3952-lb (1793-kg) QX50 delivered 24 mpg, mostly operating in the high-load/low-compression mode. So, the real question: How much of the QX50’s fuel-economy improvement is due to downsizing to a 2.0-L 4-cylinder turbo and how much of it is attributable to the variable-compression feature?

While Kiga-san maintained that the VC feature alone is good for an 8% fuel-economy gain, other factors include the move to a CVT and overall vehicle weight savings of about 100 lb (45 kg).
Challenges in optimizing the VC mechanism included machining the central cantilever/actuators that vary the piston stroke, Kiga said. Tolerances are critical, he continued, and that’s one of the reasons the VC Turbo 4-cylinder is assembled at the same Yokohama plant that makes the high-performance Nissan GT-R V6.

The VC Turbo engine requires premium-octane fuel—a surprise to some who might think that the ability to switch to low-compression mode under higher road loads would permit the use of lower-octane ratings.
With Infiniti stating that its products will be electrified from 2021 forward, where does that leave an elegant and complicated mechanical solution to improved fuel economy such as the VC Turbo? It’s a shame buyers can’t see the fascinating workings within this machine that took Nissan engineers so long to perfect. Then again, how many luxury SUV buyers are apt to look under the hood at all?


沒有中央傳動軸的AWD ---Toyota Prius AWD-e

Super(eric.huang.1968)

2018/12/16 05:52:53

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2019 Toyota Prius AWD-e First Drive Review | Welcome to the Snow Belt

JOHN BELTZ SNYDER 

Dec 12th 2018 at 12:35PM

 

 

 

 

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KOHLER, Wis. — Depending on where you live, the unavailability of all-wheel drive on any certain car model could be a deal-breaker. Whether they need it or not, some people refuse to go without, even if they're not concerned enough to switch to snow tires when they set their clocks back an hour in the fall. Having four driven wheels won't make you stop any quicker on ice, but the "AWD" badge on the back instantly adds 15 confidencepower. If the lack of all-wheel drive has been what's kept you from enjoying the impressive efficiency of a Prius hybridToyota has something new it'd like to show you.

Toyota unveiled the 2019 Prius AWD-e at the 2018 Los Angeles Auto Show. With 50 miles per gallon combined, it'll be the most efficient all-wheel-drive vehicle you can buy without a plug when it goes on sale in January 2019. For those who swear by high mpg but want AWD (or vice versa) this is a great thing. The Prius nameplate has been a go-to for those who want a car that's economical both up front and at the pump. Now, those four-wheels-driven stalwarts in the Snow Belt can enjoy similar frugality.

Not only that, but Toyota has listened to the masses and scaled back the visual weirdness for 2019. The updated lighting front and rear makes this car much more approachable. Inside, gone is the sea of white plastic, which simultaneously managed to look both dramatic and cheap. Instead is more palatable piano black plastic on the center console, the shifter surround and the steering wheel. There have been a couple other minute tweaks, such as placing seat heater buttons in better view near the cupholders, and adding extensions to the sun visors. Finally, the Prius adopts the grade naming of the rest of the Toyota lineup – L, LE, XLE and Limited — with the AWD-e version available in LE ($27,300) and XLE ($29,740) trims.

2019 Toyota Prius AWD-e2019 Toyota Prius AWD-e2019 Toyota Prius AWD-e

Power to the front wheels comes from the same 1.8-liter gasoline-fueled four-cylinder engine as every other Prius, along with a pair of motor/generators, to provide a combined 121 horsepower. Unlike other Prius models that use a lithium-ion battery pack, the AWD-e instead relies on a nickel-metal hydride pack. Toyota says the battery chemistry switch was made in order to provide superior cold-weather performance.

The all-wheel-drive system in this Prius has been engineered to maintain the efficiency customers demand while providing a traction benefit when needed. As such, the rear motor — which supplies just 7.1 horsepower, but a much more significant 40.6 pound-feet of torque — operates independently from the rest of the powertrain. There's no driveshaft to link the rear axle to the gas engine or front motors. It puts equal power to each rear wheel through an open differential with no mechanical torque vectoring involved, and the wheels can be braked independently as needed to compensate.

The rear motor isn't providing power all the time, either. It's always on from 0 to 6 miles per hour, helping to pull away from a stop or through a corner with maximum traction (it works in reverse as well). From 7 to 43 miles per hour, it only engages when needed. It'll also power up in situations where you could potentially lose grip, calculating yaw and speed — say, under hard cornering — to prevent understeer and help keep you on your line. Otherwise the rear motor stays quiet to conserve energy, and the magnet-less design of the motor means it doesn't add resistance when not providing power. That also means that this motor isn't used for regeneration; the front motors handle that.

2019 Toyota Prius AWD-e2019 Toyota Prius AWD-e
2019 Toyota Prius AWD-e badge2019 Toyota Prius AWD-e

Above 43 miles per hour, the rear motor doesn't activate at all. Toyota says this is not a limitation of the system, but instead a feature or choice in order to provide the efficiency and fuel economy figures Prius buyers demand. As deputy chief engineer of the Prius, Shoichi Kaneko, told us, customers on the colder, snowier Japanese island of Hokkaido were primarily concerned with traction at low speeds, where it could mean holding up a line of drivers behind you at a stop. At highways speeds, the car relies on the same tech as the FWD Prius to provide stability.

"For Prius, obviously, fuel economy is always top of mind," Kaneko-san said through a translator. "And in addition, we've had this secondary target where we want to go expand our base for our environmentally friendly vehicles. Based on that, we wanted to create a four-wheel-drive system for the Prius that didn't sacrifice fuel economy, but that would be a relatively inexpensive system that would allow us to sell Prius to new people."

For our drive, we started by taking the Prius AWD-e out on public roads in and around Kohler. It was cold out — about 25 degrees — but it hadn't had any snow recently in the area, so our roads were clear and dry. In these normal conditions, the car feels just like a normal Prius. Apart from the few cosmetic changes inside the AWD-e, we could have easily convinced ourselves we were driving the front-drive version. Only when accelerating hard from a stop did it become at all apparent that the rear wheels were being driven along with the front. You wouldn't notice the tiny bit of bite and shove if you weren't specifically looking for it. It's a lack of hesitation that is only apparent in comparison to the standard Prius.

Otherwise, in these conditions, it's the usual Prius experience: an efficient, affordable way to comfortably get from point A to point B. It's not a quick car by any stretch of the imagination, and that's clearly not the point. Prius customers aren't looking for speed. They're looking for efficiency, and the AWD-e still has it. It offers 52 mpg city, 48 highway, and 50 combined. Compared to the FWD version, it suffers a hit of just 2 mpg across the board.

2019 Toyota Prius AWD-e interior2019 Toyota Prius AWD-e2019 Toyota Prius AWD-e shifter

The Prius AWD-e still has Normal, Eco and Power modes to cater the accelerator response to your needs or whims. It also retains the same shifter layout, with a "B" setting that allows for a stronger regenerative braking feel, allowing you to get on the brake pedal later and less often. While we thought we'd appreciate the more direct acceleration feel of Sport mode, more power means more sound from the gas engine up front. After using Sport for a bit, we dubbed it "Groan" mode, and switched out of it. Eco mode, while providing greater efficiency, also makes it easier to drive the Prius quietly, which makes the entire car — and any electrified vehicle, really — feel more refined.

With Mother Nature — and the area's flat geography — failing to cooperate for our test, we took the Prius to a closed circuit where we could simulate the sorts of situations where all-wheel drive could prove more useful. With the help of some snow-making machines and a front end loader, we had a small circuit that turned from asphalt to dirt to gravel to snow, including a hill of snow near the start. We had both FWD and AWD Priuses on hand for testing, each wearing its stock set of all-season, low-rolling-resistance tires on 15-inch wheels.

While we weren't allowed to take the FWD Prius over the hill, we had the chance to take it around the rest of the track a number of times. With a little bit of effort, we could get the Prius to understeer a smidge on the loose surfaces. With enough gusto, we could overcome the nannies and get it to plow more aggressively while cornering through the snow, though it resisted the urge better than we had expected.

2019 Toyota Prius AWD-e2019 Toyota Prius AWD-e

In the AWD-e, we headed for the snow hill first. We stopped completely on the icy incline. After a moment, we put our foot into the throttle. The Prius paused a half beat, then slowly pulled up and away. It built speed slowly with smoothness and linearity as it climbed, and kept its nose pointed straight as it crested the small but steep hill. We repeated this exercise multiple times that day, and each time was the same: steady, smooth and undramatic.

We flogged the poor little Prius harder with every lap of the course. Each uneventful pass through the snow slalom had us taking it a little faster through the slippery curves. On many of the laps, a brave man waited on the outside of a curve with a snowblower to replace the white stuff we displaced as we passed. We could hear the quiet, muffled clicking as the stability control worked its magic, but weren't able to push the Prius AWD-e into understeer — the higher cornering speeds it allowed over the standard model meant crossing that threshold could've potentially meant a bad day for snowblower guy. Or perhaps not at all, depending on how well the car could recover. We weren't willing to find out; we'll save that test for an empty parking lot.

2019 Toyota Prius AWD-e

And that's was when the Prius AWD-e really began to make more sense to us, despite our affinity for snow tires. With all-wheel drive, the car mostly felt the same as any other Prius. It wasn't adding any huge, tangible change in driving behavior. What it does is subtle and demonstrates itself as a lack of the negatives you'd otherwise notice: slip, instability, hesitation, understeer. That adds up to confidence. And it's confidence you can appreciate without having to sacrifice much in fuel economy.

The majority of drivers never make the switch to snow tires in the winter, whether because of its added cost, a matter of storage space or an issue of fuel economy. Many of them would rather just have all-wheel drive. For them, there's now a Prius option.


[轉貼]有點像旅行車的Scala 預計明年第4季引進

Super(eric.huang.1968)

2018/12/16 05:13:41

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#6056320 IP 27.52.*.* 無任何修改 檢舉這篇文章

【同搭9氣囊】有點像旅行車的Scala 預計明年第4季引進

出版時間:2018/12/16 00:02

今年9月巴黎車展,Škoda曾展出一輛稱為Vision RS的概念車,預告將會發展Scala車系,於未來取代現行Rapid車系,並首度以正統C-Segment中型掀背車的定位投入市場,和同門師兄VW Golf並肩作戰。而在短短不到3個月的時間,原廠旋即在12月初公布Scala正式定裝照及規格陣容,歐洲地區預計明年4月量產上市,而國內市場《蘋果》取得的消息指出,這輛掀背新星最快在明年第4季就會導入銷售,而且如同近年Škoda多款新世代新車,Scala未來也可望搭載9氣囊。

Scala的外型設計上,承襲了許多來自於巴黎車展發表的Vision RS概念車元素,全新水晶切割線條的家族DNA是新車特色之一,其頭燈與水箱罩整體視覺,和國內剛推出的小改款Fabia有著類似的形象,但保桿多重摺線塑造更具層次的立體感,高階車款除了搭配LED頭燈組,另外也可選配前後動態方向指示燈;車尾部分,透過向下延伸的後擋風玻璃元素,可以嗅出傳承於Rapid Spaceback的手法,且Scala也是首款取消車尾廠徽,改由置中品牌字樣呈現的車款,保桿下方則採用隱藏式排氣尾管設計。
 
另外,Scala也是品牌中第一款採用MQB A0模組化底盤平台開發的車種,4362mm的車長尺碼之下,擁有2649mm的軸距設定,均較VW現行Golf的尺碼還大一些,但事實上和傳統掀背車相較,Scala在車型設定上較往旅行車風格再靠攏一些,相當類似於Audi A3 Sportback的形象,亦即這款中型掀背車,能擁有更優異的乘坐及置物空間,這也是Škoda一直以來的造車宗旨。

在車艙的設計上,全新的筆觸打造出簡約帶著科技風味的氛圍,置於中控檯中央的懸浮式觸控螢幕,可提供6.5吋到9.2吋不同的尺寸及功能,並具備10.25吋的數位駕駛儀表供選配升級。另外在安全科技上,包含了車道偏移輔助、前方碰撞警示暨主動煞車系統、盲點偵測系統、ACC車距控制系統等規格,並如同Octavia等車系,最高可配置9具SRS氣囊,國內引進車型應有機會在部分車款上,將上述主被動安全陣容全數囊括,至於其他配備也包含了雙區恆溫空調、行車模式切換,以及自動停車輔助系統。

動力部分,原廠規劃的汽油入門車型提供1.0升三缸渦輪動力,並調校出95匹馬力及115匹馬力兩種輸出,高規汽油版則搭載1.5升EVO四缸渦輪引擎,具備150匹馬力並加入ACT汽缸歇止系統。另外在歐洲市場還有115匹馬力的1.6升柴油引擎,以及1.0升G-Tec天然氣引擎可選擇。預估國內引進的規格,入門車型可能是115匹馬力的1.0升三缸動力,並搭配1.5升四缸渦輪動力兩種選擇,售價目前未定,但估計會落在90-125萬元之間。(林浩昇 / 台北報導)

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[轉貼]Ford Focus 旅行車明年有望在台灣推出?

Super(eric.huang.1968)

2018/12/16 05:03:35

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文件漏餡!Ford Focus 旅行車明年有望在台灣推出?http://auto.ltn.com.tw/news/11465/2/2

2018/12/15 14:26文/記者陳英傑    圖片來源/各車廠

休旅車是目前台灣購車族的首選,反觀同樣也有休旅訴求的旅行車,在台灣的能見度相對低很多,選擇也少,不過明年也許有機會期待新款歐系旅行車來台灣,那就是 Ford Focus 的旅行車版本。

Ford Focus 旅行車明年有望引進台灣。

Ford Focus Wagon 相片集

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瀏覽圖片

來自財團法人車輛安全審驗中心所建置的「車輛安全資訊網」,其中針對前方及側方碰撞乘員保護資訊的車輛審查合格資訊裡,出現一輛是德國檢測機構「TÜV Kraftfahrt GmbH TÜV Rheinland Group」所提供的 Ford Focus 資訊,由於 Focus 四門房車及五門掀背車都將以國產車身份在台灣銷售,被推論極有可能是 Focus 旅行車版本。

前方碰撞乘員保護資訊

側方碰撞乘員保護資訊

Focus 旅行車,採用最新的 C2 模組化底盤,車長達到 4,668mm,軸距為 2,700mm,在後行李箱的空間表現上相當突出,後座傾倒後可達 1,653 公升。

車內格局與掀背車相差不遠,都將排檔桿改為旋鈕設計,並採用電子式煞車按鍵。安全配備則有 Ford CoPilot360,提供速限辨識、ACC 主動式定速附煞停。

目前福特六和尚未透露任何 Focus 旅行車細節及上市時間,但可以確定的,應會在國產四門房車及五門掀背車上市之後推出。

Focus 旅行車的最大賣點,就是空間極大的後行李廂

目前台灣所販售的旅行車,與 Focus 同級的,就是 Volkswagen Golf Variant、Skoda Octavia Combi、Subaru Levorg 及 Peugeot 308 SW

Volkswagen Golf Variant 目前單一動力兩個車型選擇,280 TSI 為 1.4  升 TSI 四缸渦輪增壓引擎,搭配 7 速 DSG 雙離合自手排,提供 150hp 最大馬力及 25.5kg-m 最大扭力。

Highline 及 R-Line 車型都升級 MSB 模組化安全駕駛系統,將車側盲點警示系統、車道維持及偏移警示系統和 RTA 後車橫向車流警示系統(含煞車輔助功能)列為標準配備。搭配原有 ACC 主動式固定車距巡航系統、Front Assist 車前碰撞預警系統(含 AEB 自動輔助緊急煞車功能)與前方行人監控系統。

Skoda Octavia Combi 目前共有 1.0 升、1.4 升及 1.8 升渦輪引擎三種選擇。

Skoda Octavia Combi 則是目前台灣販售的中型旅行車當中,動力編成最豐富的一款,有 1.0、1.4 及 1.8 升渦輪引擎,分別搭配 7 速及 6 速雙離合器自手排,其中的 1.0 升車型,更是唯一售價在 100 萬元以內的中型旅行車。標配 9 氣囊、ESC、MCB 店子行車穩定系統、XD+ 主動式電子限滑差速器是 Octavia Combi 賣點。

Volkswagen Golf Variant 目前採 1.4 升渦輪引擎設定。 

Subaru Levorg 則是同級唯一的日系旅行車,除原有 1.6 升,今年也引進 Boxer DIT 缸內直噴渦輪增壓水平對臥引擎,搭配 Lineartronic CVT 無段式自排變速箱。擁有 SUBARU EyeSight 智能駕駛安全輔助系統,2.0 升動力提供最大 268 匹馬力,是 Levorg 2.0 最吸引人之處。

意美汽車今年引進 Subaru Levorg 2.0 車型,連同先前的 1.6 升渦輪,提供 2 種動力編成。


10年磨一劍,下一代Fuga(Q80)將成為FF/4WD

Super(eric.huang.1968)

2018/12/13 15:43:23

發文

#6056196 IP 39.10.*.* 無任何修改 檢舉這篇文章

https://car-repo.jp/blog-entry-410.html

日產新款fuga全車型改裝第3代Y52型VC-T 2.0L 4缸渦輪增壓發動機安裝於2019年10月推出(2018年12月11日)

日產推出了第三代Y52型執行新神遊約2019十月全模式的轉變。

在2018年1月14日(週日)至1月28日(太陽)舉行的2018年北美國際車展(底特律車展)上,我們發布了新款Infinity轎車的“Q靈感概念”。

安裝了新的INFINITI QX 50中安裝世界上第一台批量生產的可變壓縮比發動機“VC-Turbo”。
採用新的開發平台,實現高效的包裝和寬敞的客艙空間。安裝了自動駕駛技術'Pro Bilot'。

目錄

  1. 關於新型fuga
    1. 關於第三代Y52型新型fuga
    2. 關於第三代Y 52型fuga發動機
  2. Q靈感概念外部內部
  3. 關於Fuga

 

 

關於新型fuga

日產在日本以外部署的豪華車品牌英菲尼迪於2014年10月在巴黎車展上發布了新概念車型“英菲尼迪Q80”的圖像和輪廓。它是4門轎跑車的概念車型。

英菲尼迪Q80 =因為它是一款新型賦格曲,它將成為一款富佳的4門跑車

似乎插件混合模型也被考慮在內。

新款fuga採用了這款概念車型“英菲尼迪Q80”的概念,並重新設計了外觀。

Infiniti_Q80

Infiniti_Q80

Infiniti_Q80

菲尼迪-Q-靈感

Infiniti_Q80

 

Infiniti_Q80

Infiniti_Q80

Infiniti_Q80

 

Infiniti_Q80

Infiniti_Q80

Infiniti_Q80

 

關於第三代Y52型新型fuga

這是使用戴姆勒和雷諾日產的合作關係開發的模型。
首先,採用鋁合金混合結構的輕質結構MRA作為梅賽德斯·奔馳的新E級使平台大幅減輕重量。

關於第三代Y 52型fuga發動機

該發動機配備了混合動力的新型2.0L 4缸渦輪汽油發動機“VC-T”,3.5LV 6缸發動機底座+電動機以及電流。

  • 2.0L直列4缸渦輪增壓發動機(VC-Turbo)
  • 最大輸出功率:200 kW(268 HP)/ 5,600 rpm
  • 最大扭矩:380 Nm(280 lb - ft)/ 4,400-4,800 rpm
  • 變速箱:CVT(XTRONIC)
  • 最高時速:230公里/小時
  • 駕駛方式:FF / 4WD

HYBRID

  • 3.5 LV型6缸發動機底座+電機混合動力
  • 最大輸出306 ps / 6800 rpm
  • 最大扭矩35.7 kgm / 5000 rpm
  • 電機最大輸出68 ps
  • 電機最大扭矩29.6 kgm
  • 傳動:7速AT

Q靈感概念外部內部

菲尼迪-Q-靈感

菲尼迪-Q-靈感

菲尼迪-Q-靈感

 

菲尼迪-Q-靈感

菲尼迪-Q-靈感

菲尼迪-Q-靈感

 

菲尼迪-Q-靈感

菲尼迪-Q-靈感

菲尼迪-Q-靈感

 

菲尼迪-Q-靈感

菲尼迪-Q-靈感

 

關於Fuga

Y50型2004年10月
第一款Y50型fuga作為Cedric和Gloria的繼承者發布,該公司已有40多年的歷史。
鍵入塞德里克後的6代,但在相同的方式,7代以後格洛麗亞“Y”已經通過,車名稱更改為新的名稱“神遊”,以改變最多的是塞德里克/格洛麗亞的圖像它完成了。

Y51型號2009年11月第二代
日本規格車型在2009東京車展上公佈。
2009年11月開始銷售。
2.5 LVQ 25 HR型
3.7 L VQ 37 VHR型發動機

2010年11月,增加了配備3.5L發動機的fuga混合動力車。
2015年2月進行了一次小的改動。
特別是外觀設計經過翻新,英菲尼迪標誌就像V37型天際線一樣安裝。

這將是2019年10月的全面型號變更,距離目前的型號銷售將是整整10年。


換輪胎貨比三家不吃虧,以215/55R17為例

Super(eric.huang.1968)

2018/12/12 15:05:57

發文

#6056131 IP 39.10.*.* 修改過2 次 (顯示最近筆修改紀錄) 檢舉這篇文章

2018/12/12 15:16:40

發文IP 39.10.*.*

現在有比價網,換輪胎貨比三家不吃虧,以Dunlop VE303 215/55R17為例,有找到下面4種價錢;

$3,600一輪

$3409一輪

$3388一輪

$3200一輪

網路上的價錢可以參考,至少心裡有個底,可以去熟悉的店家,再去確認一下;滿意的話,就準備KoKo換胎吧。

 

2018/12/12 15:17:02

發文IP 39.10.*.*

現在有比價網,換輪胎貨比三家不吃虧,以Dunlop VE303 215/55R17為例,有找到下面4種價錢;

$3,600一輪

$3,409一輪

$3,388一輪

$3,200一輪

$3,000一輪

網路上的價錢可以參考,至少心裡有個底,可以去熟悉的店家,再去確認一下;滿意的話,就準備KoKo換胎吧。

 

現在有比價網,換輪胎貨比三家不吃虧,以Dunlop VE303 215/55R17為例,有找到下面5種價錢;

$3,600一輪

$3,409一輪

$3,388一輪

$3,200一輪

$3,000一輪

網路上的價錢可以參考,至少心裡有個底,可以去熟悉的店家,再去確認一下;滿意的話,就準備KoKo換胎吧。

 


[轉貼]Honda Civic Type-R的雙軸支柱懸架

Super(eric.huang.1968)

2018/12/11 12:34:45

發文

#6056075 IP 110.28.*.* 無任何修改 檢舉這篇文章

汽車技術 雙軸支柱懸架 支持世界上最快的前輪驅動

https://global.honda/innovation/technology/automobile/Dual-axis-strut-suspension-picturebook.html

雙軸支柱懸架

轉向感,轉彎限制性能,直線穩定性。
雙軸支柱懸架在紐伯格林實現了
世界上最快的* 1前輪驅動

前輪驅動汽車的前懸架有兩個作用:支撐驅動輪和轉向汽車。對於高扭矩前輪驅動汽車,傾向於發生意外的扭矩轉向,並且傳統的支柱懸架在轉彎時不能提供足夠的輪胎抓地力。本田的雙軸支柱懸架將關節和減震器分開,增加了轉向軸的靈活性,從而解決了傳統支柱懸架的問題。

雙軸支柱懸架

雙軸支柱懸架
(思域R型/左手驅動)

為什麼高扭矩前輪驅動汽車會發生扭矩轉向

無論駕駛員的意願如何,扭矩轉向,汽車轉向,對於具有高扭矩發動機的前輪驅動汽車來說是獨一無二的,並且主要發生在轉彎時的加速期間。

轉彎時,汽車在加速期間的駕駛比預期更多

對於配備寬輪胎的支柱懸架前輪驅動汽車,中心偏移(車輪中心距離(發動機扭矩輸入點)和轉向軸)很大,因此突然的扭矩輸入迫使輪胎改變方向(扭矩轉向) )。結果是在操作汽車時突然轉向方向盤,例如加速。對於傳統的支柱懸架,中心偏移在結構上難以減少,並且多年來一直是個問題。

添加阻尼叉
顯著減少中心偏移

如果在高G旋轉賽道期間左輪胎和右輪胎之間的驅動力存在差異,則由於在轉向軸周圍施加的力的不平衡而發生扭矩轉向。這種行為導致駕駛員試圖在紐博格林設置新的前輪驅動記錄時產生懷疑,因此需要最小化扭矩轉向。通過增加一個減震叉,本田設法將轉向節與先前為一個單元的減震器分開,並實現單獨運動。通過將轉向軸定位成更靠近車輪中心,扭矩轉向的主要原因 - 中心偏移量 - 大幅減少。

傳統的支柱懸架具有長的中心偏移

傳統的支柱懸架具有長的中心偏移

雙軸支柱懸架增加了一個減震叉,大大減少了中心偏移

雙軸支柱懸架增加了一個減震叉,大大減少了中心偏移

大幅減少扭矩轉向實現了卓越的行駛穩定性

結果是在突然起飛或加速期間發生的扭矩轉向急劇減少,並且即使在車削期間加速,通過出色的駕駛穩定性和轉向感獲得了極好的操控性。

懸架結構

懸架結構

傳統的支柱懸架
在高速轉彎時失去了抓地性能

由於在轉彎時施加較大的離心力,轉彎外側的汽車輪胎往往會向外滾動,從而降低了輪胎的抓地性能。為了防止這種情況,最好的方法是靠在懸架上並改變外傾角以保持輪胎垂直於道路。傳統的支柱懸架的問題在於外傾角的變化量很小,這限制了可以達到的道路保持性能的程度。

根據道路控制的轉彎性能的差異

根據道路控制的轉彎性能的差異

添加阻尼叉,優化後傾角

對於傳統的支柱懸架,由於其結構,阻尼軸和轉向軸是相同的角度。通過雙軸支柱懸架,增加的阻尼叉將兩個軸分開,從而可以更自由地設定轉向軸。通過使轉向軸比常規懸架更向後傾斜,可以設定更大的後傾角。

img_06

傳統的支柱懸架具有相同的阻尼軸和轉向軸角度

img_07

對於雙軸支柱懸架,轉向軸比阻尼軸更向後傾斜,從而實現更大的後傾角

更好的道路操控性極大地改善了
轉彎限制性能和高速直線穩定性

通過在轉彎時增加彎度的變化,改善轉向時的道路保持,並通過最佳的減振器軸角設定,實現理想的收縮特性。這大大提高了轉彎限制性能,並且還大大提高了高速直線穩定性。

為實現重大任務做出貢獻

成為最快的* 1前輪驅動

在開發性能更高的前輪驅動跑車時,扭矩轉向和轉彎期間的抓地性能是很長一段時間的問題。

由於本田的雙軸支柱懸架,這些問題已經被克服。

通過分離和優化轉向軸並保持汽車的離地間隙,扭矩轉向得到了顯著降低,並且轉彎性能得到了顯著改善。這些優點是雙軸支柱懸架的獨特特徵。

2015 Civic Type R(FK2)和2017 Civic Type R(FK8)配備雙軸支柱懸架, 在Nurburgring的前輪驅動車上實現最快* 1  圈時間* 2。

思域類型R.

  • * 1本田研究。截至2015年9月的2015年型號,2017年4月的2017年型號。
  • * 22015款單圈時間:7分50.63秒(2014年5月定時)。2017款單圈時間:7分鐘43.80秒(2017年4月定時)。本田兩次都採用預生產開發模式。

為何三菱的EC's S-AWC 比 Outlander's AWC 好!

Super(eric.huang.1968)

2018/12/11 08:56:02

發文

#6056064 IP 110.28.*.* 無任何修改 檢舉這篇文章


[轉貼]馬自達MX-5跑山 時速破百過彎撞電桿GG了

Super(eric.huang.1968)

2018/12/10 13:15:37

發文

#6056011 IP 27.52.*.* 無任何修改 檢舉這篇文章

馬自達MX-5跑山 時速破百過彎撞電桿GG了

出版時間:2018/12/10 12:52 https://tw.news.appledaily.com/local/realtime/20181210/1481070/

 

馬自達MX-5撞擊力道猛烈,車頭凹陷變形,電線杆水泥也噴飛、內部鋼筋扭曲變形。民眾提供

馬自達MX-5撞擊力道猛烈,車頭凹陷變形,電線杆水泥也噴飛、內部鋼筋扭曲變形。民眾提供

昨下午3時許,34歲林姓男子駕駛馬自達MX-5紅色敞篷跑車,載著50歲廖姓女子行經投139乙縣道3.2公里路段,疑以破百時速過彎超車,失速打滑衝往對向車道,撞斷路邊兩根電線杆後才停止,警消到場發現因撞擊力道猛烈車頭凹陷變形,電線杆水泥也噴飛、內部鋼筋扭曲變形,林男左小腿、右手擦傷,自行走出車外,廖女骨折無法移動,救護人員費時5、6分鐘才將她抬上擔架送醫。
 
南投縣警局交通隊表示,139乙縣道北起南投市橫山、南至名間鄉水圳,全長約16.5公里,沿途穿越綠色隧道、茶園、鳳梨園,成為自行車族喜愛路線之一;該路段速限40公里,肇事駕駛儀表板顯示為110公里,嚴重超速,違反《道路交通管理處罰條例》處6千元以上2萬4千元罰鍰、違規記3點,並吊銷駕照,及吊扣該汽車牌照3個月。(楊靜茹/南投報導)
 

林姓男子駕駛馬自達MX-5以破百時速過彎超車,失速撞電線杆。民眾提供

林姓男子駕駛馬自達MX-5以破百時速過彎超車,失速撞電線杆。民眾提供

錶板顯示車速高達110公里,駕駛嚴重超速。民眾提供

錶板顯示車速高達110公里,駕駛嚴重超速。民眾提供

馬自達MX-5車頭凹陷變形。民眾提供

馬自達MX-5車頭凹陷變形。民眾提供

馬自達MX-5車頭凹陷變形,駕駛僅擦傷,乘客左腳骨折送醫。民眾提供

馬自達MX-5車頭凹陷變形,駕駛僅擦傷,乘客左腳骨折送醫。民眾提供

馬自達MX-5以破百時速過彎超車,失速撞斷電線杆。民眾提供

馬自達MX-5以破百時速過彎超車,失速撞斷電線杆。民眾提供


美國女生5年開了999,999英里,Elantra

Super(eric.huang.1968)

2018/12/09 18:30:47

發文

#6055971 IP 27.52.*.* 修改過1 次 (顯示最近筆修改紀錄) 檢舉這篇文章

2018/12/09 21:53:46

發文IP 27.52.*.*

美國女生,Elantra 5年開了999,999英里,廠商免費換一組全新的儀表板。

美國女生,Elantra 5年開了999,999英里,廠商免費換一組全新的儀表板。

http://www.thedrive.com/news/25346/this-2013-hyundai-elantra-has-traveled-more-than-1-million-miles

Farrah Haines is the owner of this 2013 Hyundai Elantra that, for the most part, looks like every other carbon-copy that rolled off the company's assembly line just five years ago. However, it's very likely the most well-traveled example of them all with more than 1,000,000 miles accumulated—all on the original powertrain.

Despite eclipsing the seven-figure mile mark, the Elantra is extremely clean and obviously well cared for. Farrah added a few things, like a grille guard, to help protect her car through the many hours of driving. 

Thanks to her job as a delivery driver, Haines was able to rack up that many miles in less than half-a-decade. In all, she travels about 200,000 miles a year, which is fine by her as she only took up the job as she loved to be behind the wheel and figured she might as well make money in the process.

When her car reached the milestone, Haines was, understandably, a little disheartened that there wouldn’t be a way for her to show the achievement—digital odometers just don't have the space for so many digits. It was then that Hyundai stepped in to create an exclusive badge, recognizing her achievement. Dubbed "The Million Mile Emblem," Hyundai created it as a genuine part that it will award other drivers with should they achieve the astounding feat. 


Goodyear 發表 Eagle F1 Asymmetric 5 (F1A5)

Super(eric.huang.1968)

2018/12/08 07:35:30

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Super兩年多前才裝F1A3,明年F1A5就要出了!!

http://news.goodyear.eu/LATEST-NEWS/goodyear-s-ultimate-all-rounder--new-eagle-f1-asymmetric-5-combines-luxurious-comfort-with-superior-/s/56fa4e38-abcd-4074-9a78-4a0133ce5a75

Goodyear has announced its next-generation Ultra High Performance (UHP) road tire, the Eagle F1 Asymmetric 5. Conceived as the ultimate all-round summer tire, Goodyear has utilized innovative technologies to unlock significant improvements in wet braking and dry handling without compromising ride comfort or road noise.

 

Key to the tire’s breadth of ability is Goodyear’s development of a highly-refined compound that combines wet weather capabilities without sacrificing endurance or dry handling performance. Thanks to a contact patch designed to extend when braking, the tire’s contact with the road increases to a level more usually associated with a track tire, resulting in wet stopping distances which are a significant 4 percent shorter compared to the Eagle F1 Asymmetric 3. [1]

 

Goodyear’s efforts to optimize performance focused on reducing flex in the tread pattern as lateral forces are transmitted. The resultant crisp, precise turn-in, higher grip levels and efficient, clean acceleration facilitate an improvement in dry handling. Feedback through the steering is also enhanced, providing a more communicative and confidence-inspiring driving experience.

 

Goodyear will introduce 51 SKUs between February and May 2019, with a further 10 arriving between June and December 2019. Goodyear will offer 17” to 22” diameters, 205 to 315 mm widths, and 50 to 25 side profiles, with intended fitments ranging from cars such as the Volkswagen Golf, through more luxurious cars such as the Mercedes C-Class and the BMW 3 series to the standard versions of the Porsche 911.

 

This will strongly position Goodyear to exploit the robust 8.3 percent year-on-year growth experienced by the 17” and above UHP tire segment since 2012, now accounting for 22 percent of overall summer volume. [2] Upper segment vehicle sales are also forecast to increase from 17.5 to 18.2 percent by 2023 [3], while UHP demand from north-east and south-east Europe expanding 18 and 25 percent year-on-year since 2012 further increases the Eagle F1 Asymmetric 5’s relevance to the market. [4]