Flat engine – NEWAC http://newac.eu/ Sun, 05 Dec 2021 09:23:22 +0000 en-US hourly 1 https://wordpress.org/?v=5.8 https://newac.eu/wp-content/uploads/2021/10/icon-46-120x120.png Flat engine – NEWAC http://newac.eu/ 32 32 How Koenigsegg built the fastest engine in history https://newac.eu/how-koenigsegg-built-the-fastest-engine-in-history/ Thu, 02 Dec 2021 20:34:27 +0000 https://newac.eu/how-koenigsegg-built-the-fastest-engine-in-history/ Koenigsegg The 5.1-liter twin-turbo V8 that powers the Koenigsegg Jesko might just be the fastest engine ever installed in a production car. But according to founder Christian von Koenigsegg, that wasn’t even a goal the engineers had in mind when they made this engine. The “engine pickup speed” is the speed at which an unloaded […]]]>

Koenigsegg

The 5.1-liter twin-turbo V8 that powers the Koenigsegg Jesko might just be the fastest engine ever installed in a production car. But according to founder Christian von Koenigsegg, that wasn’t even a goal the engineers had in mind when they made this engine.

The “engine pickup speed” is the speed at which an unloaded internal combustion engine can gain in rpm. It’s a statistic that most automakers don’t bother to release. The last time the topic was brought up was over a decade ago, with the glorious Yamaha-built V-10 powering the Lexus LFA, a car that required a digital tachometer to keep up with its free-revving engine. , which could go from idle to 9,000 rpm in 0.6 seconds, a pickup speed of 15,000 rpm per second.

Today, data from Koenigsegg shows the company’s latest V-8 has an average pickup speed of 31,700 rpm per second, with the pickup spike registering at an almost unbelievable level. 46,000 rpm per second in the middle of the engine speed range. It’s wild, and as far as we can judge, an all-time record for road car engines.

jesko engine

Koenigsegg

The funny thing is that the company didn’t even consider the pickup speed capability of its new engine until Gordon Murray Automotive started talking about the statistic in August 2020. The British supercar startup , founded by (and named after) the man behind the McLaren F1, claimed that its naturally aspirated 4.0-liter V-12, built by Cosworth, has a recovery speed of 28,400 rpm per second, from idle to red line in 0.3 seconds.

But when Koenigsegg’s engineers examined their own engine’s revving capability, they found the Jesko powertrain was beating GMA’s Cosworth V-12. “Gordon Murray’s car is the only benchmark we’ve heard of,” said Christian von Koenigsegg Road & Track. “As they were very proud of it, an engineer came to me and said, ‘Christian, you know we’re much better than this.’ I said, really? If it’s such an important thing, maybe we should mention it.

According to von Koenigsegg, the deciding factor that allows the Jesko engine to run faster than the GMA is not in the engine is the transmission. Murray’s car uses a custom six-speed manual transmission built by Xtrac, with a thin titanium disc in place of a conventional flywheel and a triple-disc clutch. This setup allows for such rapid engine response that GMA had to install complex RPM matching software to allow smoother driving.

jesko engine

Koenigsegg

But the Jesko has no flywheel, no clutch, and no synchronizer in its transmission. The gearbox, called Lightspeed, has nine forward gears; it is integrated into the engine block, weighs 198 pounds and can withstand over 1,100 lb-ft of torque. Instead of a conventional clutch mechanism between engine and transmission, the Lightspeed gearbox has seven wet clutches inside its aluminum housing, plus an eighth for the electronically controlled differential.

The highly unconventional drivetrain design allows for capabilities never seen before in road cars. In the Jesko, you can switch from any gear directly to any other gear, almost instantly. Double pressing the gear selector automatically shifts you down to the lowest possible gear, regardless of your speed, for maximum acceleration.

Due to the way the gearbox works, it is also not necessary to match the speed. “We can use the gearbox to force the engine to shift faster, which you can’t do with the synchros,” says von Koenigsegg. “On top of that, with nine gears you have super short gears. It’s really cool, a tight gear like a motorcycle. I had high expectations, but it really blew me away in terms of the level of engagement and response, how well he does exactly what you want immediately.

This content is imported from YouTube. You may be able to find the same content in another format, or you may be able to find more information, on their website.

Von Koenigsegg says his team never focused on the pickup speed of the engine. Removing the flywheel and clutch helped make the transmission lighter and more compact – the insane ability to crank up the revs was a marginal benefit. “It’s pretty wild,” says von Koenigsegg. “I have never seen an engine without a flywheel, but it worked perfectly, first in simulation, but also in reality. “

The GMA T.50 is known to be one of the last naturally aspirated supercars available today. Murray is fiercely against turbochargers – he’s once likened the responsiveness of turbo engines to “watching the paint dry.” The Koenigsegg twin-turbo V8 clearly doesn’t suffer from this characteristic, and the man behind the brand was quick to explain why.

“Turbos have no impact on the responsiveness of an engine itself,” said von Koenigsegg. “It’s more that turbo engines tend to have heavier components inside. Of course, if you have huge turbos, you have a lag in your boost, which is different from the pickup speed of the engine.

jesko engine

Mate Petrány

Von Koenigsegg admits that under very specific driving conditions you might experience a gradual build-up of boost in the Jesko. Cruising in ninth gear at 1700 rpm? Yes, if you put it on the ground you won’t feel most of the momentum until around 3000 RPM. “But if you use the shifter instead and go from 1,700 RPM to 7,000 RPM in an instant, there’s no delay. You can certainly drive it with the feeling of not having any turbo at all, at full power all the time. “

The result seems to have surprised the founder of the Swedish supercar company. “We expected a superb response, with no flywheel or clutch, and it looks like it’s faster than anything we’ve seen before. The sensation is electrifyingly rapid. I continue to use the word “synaptic”. It’s like, you think about the diet, you got it. There is no lag. It’s right there, immediately. It’s really cool.”

In neutral, the Jesko V-8 is limited to 7,800 rpm, which drops to 8,500 rpm in gear. To ensure maximum punch at all times, Koenigsegg added a patent-pending air injection system, using a small electric compressor to fire precisely timed 290 psi bursts of air directly into the turbochargers, the pre -winding to eliminate the lag.

jesko engine

Koenigsegg

The engine that powers the Jesko is actually an evolution of the Agera RS’s V-8. Displacing just under 5.1 liters, it’s a flat crank design with dry-sump lubrication. Being a long-stroke engine, the Koenigsegg team had to give some serious thought to the vibrations while hitting that 8,500rpm redline. The connecting rods are Swedish alloy steel, not the titanium found in the Agera RS, but weighing just 1.19 pounds each, the new material offered increased strength without a weight penalty. The pistons weigh 0.63 pounds each, with a ceramic coating that prevents the development of hot spots under heavy engine loads. Each cylinder receives a pressure sensor and two fuel injectors; a third injector is located in the intake plenum above each cylinder. On gasoline, the Jesko V-8 develops 1280 horsepower; go to E85, and that number goes to 1600.

Koenigsegg is one of the most extreme examples of an automobile manufacturer on the planet. The multi-million dollar hypercars leaving the brand’s facilities have outrageous engineering solutions not seen in any other vehicle. This was only the first part of our long conversation with von Koenigsegg – stay tuned for more in the days to come.

jesko engine

Koenigsegg


Source link

]]>
Porsche Cayman GT4 RS goes ballistic with 493 hp engine https://newac.eu/porsche-cayman-gt4-rs-goes-ballistic-with-493-hp-engine/ Thu, 02 Dec 2021 16:00:05 +0000 https://newac.eu/porsche-cayman-gt4-rs-goes-ballistic-with-493-hp-engine/ For about 16 years, Porsche decided it was best to keep the mid-engined Cayman and rear-engined 911 as far apart as possible. This is why the Cayman was never available in a track-oriented RS version. This is also why Porsche found ways to sterilize the Cayman even when it was using parts from the 911. […]]]>

For about 16 years, Porsche decided it was best to keep the mid-engined Cayman and rear-engined 911 as far apart as possible. This is why the Cayman was never available in a track-oriented RS version. This is also why Porsche found ways to sterilize the Cayman even when it was using parts from the 911. With the death of the internal combustion engine on the horizon, Porsche decided to change that. On the eve of the Los Angeles Auto Show, Porsche unveiled the 2022 718 Cayman GT4 RS. It’s a hardcore 493 horsepower Cayman intended for track rats.

Related Guides

While one would assume that Porsche would have used the 4.0-liter flat-six engine in the Cayman GT4, the GT4 RS actually uses the 4.0-liter flat-six in the current 911 GT3. This means that the GT4 RS develops 493 horsepower and 331 pound-feet of torque, which is an increase of 79 horsepower and 14 pound-feet of torque over the regular GT4. While the GT4 RS uses the same engine as the 911 GT3, it produces less horsepower. The reason for this is due to the longer tailpipes of the GT4 RS.

Porsche was ultimately able to fit the Cayman with the same engine as the 911 GT3 because the automaker designed the dry-sump lubrication system in both engines to make them compatible.

As in other Porsche RS cars, the GT4 RS will be an automatic transmission only affair. Before writing your hate mail to Porsche, the automaker claims it didn’t have a manual transmission that would work with the Cayman’s mid-engine setup and that kind of horsepower. Plus this is a track driven vehicle and all, if you want the fastest lap times automatic transmissions are faster than manual ones.

Thus, the track car is only available with a 7-speed PDK dual-clutch automatic transmission. The gear ratios have been shortened, which improves acceleration. This could explain why Porsche claims a 0-100 km / h time of 3.2 seconds, which is about half a second faster than the regular GT4. Thoroughly, the GT4 RS will hit 196 mph, 9 mph faster than the GT4.

Side profile of the Porsche 718 Cayman GT4 RS with track in the background.

As you might expect, Porsche didn’t just put a massive engine in the GT4 RS and called it a day. The automaker also reworked the suspension, adding better Bilstein shocks, stiffer springs and ball joints instead of rubber bushings. Owners who take the GT4 RS to the track will appreciate the greater range of camber and toe adjustment, allowing them to tailor the vehicle to their preferences. Porsche will offer the GT4 RS with super-sticky Michelin Pilot Sport Cup 2 R tires, which it used to establish a 7: 04.5 weather around the Nürburging.

There is also the GT4 RS full body kit which provides 25% more downforce than the GT4. With a lightweight glass rear window, reduced soundproofing, lighter mat, fiberglass-reinforced plastic fenders and other weight-saving measures, Porsche was able to reduce the GT4 RS’s weight by 50 pounds. compared to the GT4. The available Weissach pack brings things like exposed carbon fiber parts, titanium tailpipes and forged wheels for maximum weight reduction.

Porsche RS cars have never been cheap and all of these extras make the GT4 RS the most expensive Cayman in the lineup, starting at $ 143,050 with destination. There is good news, however, as Porsche will be selling the GT4 RS until the 718 Cayman is no longer produced. Our advice? Start saving for the model now. Porsche fans have long been waiting for a Cayman with the RS badge, but it seems like the wait was worth the wait for consumers who have the funds to afford the purchase.

Editor’s recommendations







Source link

]]>
427 cid LS7 supercharged drift motor https://newac.eu/427-cid-ls7-supercharged-drift-motor/ Tue, 30 Nov 2021 12:48:43 +0000 https://newac.eu/427-cid-ls7-supercharged-drift-motor/ Engine of the week is presented by As with any addiction, many people are sucked in at a young age. However, unlike these other unhealthy addictions, Yufeng Luo has a speed addiction. Luo is a former racing driver and owner of Y Motorsport, a store based in Whittier, California, which builds luxury racing cars, drift […]]]>

Engine of the week is presented by

As with any addiction, many people are sucked in at a young age. However, unlike these other unhealthy addictions, Yufeng Luo has a speed addiction. Luo is a former racing driver and owner of Y Motorsport, a store based in Whittier, California, which builds luxury racing cars, drift cars and off-road vehicles.

Yufeng’s addiction to speed began when he was 13 years old. He has since become the youngest national champion of the Sports Car Club of America (SCCA) at the age of 16 and is a winner of Lamborghini Super Trofeo, Road to Indy and FIA Formula 4.

Teaming up with Ricardo Divila, a two-time Formula 1 world champion racing engineer, Yufeng uses the experience gained over years in professional motorsport to set up a custom racing car building company in Y Motorsport with an emphasis on drift cars, road racing cars and off-road vehicles.

The California-based company operates on 6,000 square feet of land. facility specializing in metal fabrication, engineering, CAD design and precision machining. Y Motorsport’s first project was to build a professional Nissan Skyline R34 drift car. The Nissan Skyline R34 is arguably one of the most sought-after sports cars in the world with less than 200 copies in the United States.

The Nissan Skyline R34 stripped of the bare frame

To begin the custom build, Yufeng took the car apart down to the bare chassis and built a professional drift car with technology and performance that is only matched by the world’s best racing cars built by OEMs. Yufeng and his team will eventually take the Nissan Skyline R34 to different cities and countries to demonstrate precision driving on the world’s most difficult roads.

Yufeng also promotes safe driving and advances motor racing by making the sport more accessible to car enthusiasts. His company is working with Formula 1 circuit designer Tilke Engineering to build a racing complex that includes a world-class racing track – not only suitable for professional drivers – but also avid drivers and vehicles of all. levels. The project will have the world’s first racetrack surrounded by luxury high-rise apartments with elevators that can bring cars to each individual apartment lounge. Yufeng plans to open the racing station in 2023, but that’s another story.

Let’s get back to the Nissan Skyline R34 – the drift car’s build has a ton of custom elements, but the real secret sauce is in the engine – a 427 cubic inch LS7 built by Ken Duttweiler of Duttweiler Performance and refreshed by Bruce Nogrady of Nogrady Racing Engines.

Engine construction includes an RHS high deck block machined to 427 cid. The rotating assembly includes a forged crankshaft, forged connecting rods, and JE pistons and rings. The upper end and valve actuator of the engine is made up of a set of Brodix cylinder heads that incorporate a Crower camshaft, Crower roller lifters and Crower rocker arms.

Other essential components of the LS7 are a Holley Hi-Ram intake, Holley billet throttle body, Dailey Engineering dry sump grease system, Vortech YSI supercharger, nitrous direct port, racing alternator, manifolds in Stainless steel Hooker and a Power Turn 1 steering pump.

Everything in the engine is controlled via a MoTec M150 ECU and a MoTec PDM 30, which power the MoTec C125 display. The LS7 runs on C16 racing gas, and without nitrogen, it produces a whopping 1,135 horsepower at a redline of 8,500 rpm.

The Nissan Skyline R34 also comes equipped with a Holinger RD6 sequential drivetrain with flat gearshift, Driveshaft Shop carbon fiber driveshaft, Winters 35-spline quick-change, and specific axles. Wisefab drift. It all ends with a totally awesome drift car!

Engine of the week is sponsored by PennGrade Engine Oil, Elring – Das Original and Scat crankshafts. If you have an engine you would like to feature in this series, please email Greg Jones, Editor-in-Chief of Engine Builder at [email protected]



Source link

]]>
Best of the Web: Engine Failure and Flashback to the Real World https://newac.eu/best-of-the-web-engine-failure-and-flashback-to-the-real-world/ Sun, 28 Nov 2021 13:06:58 +0000 https://newac.eu/best-of-the-web-engine-failure-and-flashback-to-the-real-world/ From the One-More-Time-But-With-Pictures file comes this week’s Best of the Web video. It was posted by Edward Frye, owner of Cessna Centurion, earlier this week. It depicts a successful return from the runway after a catastrophic engine failure. Total time in the air: one minute, 12 seconds. Frye does a good job of analyzing the […]]]>

From the One-More-Time-But-With-Pictures file comes this week’s Best of the Web video. It was posted by Edward Frye, owner of Cessna Centurion, earlier this week. It depicts a successful return from the runway after a catastrophic engine failure. Total time in the air: one minute, 12 seconds. Frye does a good job of analyzing the incident, including shedding light on his own oversights, with views from inside and outside the cockpit. We should all cope well with a similar emergency.

As I have observed before, I am agnostic about the U-turn maneuver. Sometimes it’s a good choice and sometimes not. As the video shows, Frye’s decision worked and he even managed a Scott Crossfield style cab off the runway, without the hangar wall. The incident took place at Tracy Municipal Airport in California, located in a relatively flat area near Stockton. It left runway 30 and, after the engine failed, returned to runway 8, a turn of about 220 degrees and almost ideal geometry for an attempted U-turn.

There is a dense commercial industrial zone at the end of 30 and to the west of it, a large open field that could have been accessible as well. I would not question the decision because I was not in the seat and why argue successfully? Frye explains the circumstances that led to his predicament. The 210’s engine had just been overhauled but had not run on a test bench. After reading articles on cylinder glazing, Frye found recommendations for running the engine as little as possible before setting full power to seat the reservoirless piston rings against the cylinder walls. He said he had only run for a few minutes and rushed to the runway to take off against a setting sun for a few minutes of high power flight.

Personally, I’m not a fan of the initial break-in while driving an engine. All of the half-dozen overhauls I have handled were properly performed on a test bench and the resulting data was recorded in the engine documents. And even that, on the first flight I did some high power ground throttles and returned to the ramp for the stripping and pre-flight inspection. This is what I did when we overhauled the Cub engine, which had been performed on the stand, albeit rudimentary. After a year, I do a similar inspection and do at least one high speed road test.

This is not from catastrophic personal experience, but from reading dozens of accident reports following maintenance and overhauls. The failure of a freshly overhauled engine is not a daily thing, but it is not uncommon either. The same scenario described in the video happened to a friend of mine, but before take off during a high power run-up. I prefer to detonate it on the test bench or on the ground rather than after take-off. In Frye’s engine, a rod peeled off and made a hole in the crankcase, suggesting under-torque which is a common failure scenario.

The advice to use high horsepower for the initial break-in is accepted wisdom, but having never seen any data on the impact of cylinder glazing, I wonder if the risk is worth it to run through a point. fixed or even tow the aircraft to the runway and start it for immediate take-off. I saw that too. As Frye points out, rushing through it all caused him to forget about his harness, which I suspect we’ve all done.

If I had anything to add on Frye’s technique, it would be to hold the landing gear. He stretched it pretty quickly after the failure and although he got to runway 8—3438 feet long — he didn’t have a lot of elevation in the bag. Better to save the drag all the way when you’ve done the runway (and then some) rather than deploying too early and landing short because of it. This kind of defeat snatched from the jaws of victory is also an occasional accident story.

As for turning back versus not turning back, the debate will rage, I’m sure. Frye’s video is a shining example of how he can work, without suggesting that it always will.


Source link

]]>
Porsche engine designer Hans Mezger’s 911 restored https://newac.eu/porsche-engine-designer-hans-mezgers-911-restored/ Sat, 27 Nov 2021 11:00:00 +0000 https://newac.eu/porsche-engine-designer-hans-mezgers-911-restored/ A Porsche 911 Carrera 3.0 once owned by the late Hans Mezger, designer of some of the automaker’s greatest engines, is back on the road thanks to Mezger’s son. Mezger is credited with the original air-cooled flat-6 from the 911, the flat-12 engine used in the 917 race car, and the TAG Turbo engine used […]]]>

A Porsche 911 Carrera 3.0 once owned by the late Hans Mezger, designer of some of the automaker’s greatest engines, is back on the road thanks to Mezger’s son.

Mezger is credited with the original air-cooled flat-6 from the 911, the flat-12 engine used in the 917 race car, and the TAG Turbo engine used by McLaren in Formula 1. He was working to get his 911 back on the road. before his death in 2020, and his son Oliver finally finished the job.

Mezger bought the Grand Prix White 911 in October 1979 and kept it for the rest of his life. The car started out as a test vehicle because it was standard practice to sell these vehicles once they had served their purpose, according to Porsche. Under the engine hood is a 3.0-liter flat-6 producing 197 hp.

Hans Mezger’s Porsche 911 Carrera 3.0

The 911 was first driven on public roads in April 1977 and traveled 17,112 miles in testing. Mezger added 6,587 miles over approximately 40 years of ownership. In October 2008, Mezger requested a vintage plate for the 911, a process complicated by its history as a test car. The director of the Porsche Museum had to intervene to clear things up.

However, the car was eventually taken off the road, and a few minor issues had to be fixed before it could be driven again. Mezger was unable to complete the job until he died at the age of 90, but Oliver Mezger operated 911 on the first anniversary of his father’s death.

“The car will remain in the hands of the family and will be driven on special occasions,” Oliver Mezger said in a statement. “I will be visiting my father at the cemetery and will definitely make a trip to the Porsche Museum in his honor.”


Source link

]]>
JDM Subaru Levorg gets WRX’s 275hp turbo engine https://newac.eu/jdm-subaru-levorg-gets-wrxs-275hp-turbo-engine/ Thu, 25 Nov 2021 04:41:22 +0000 https://newac.eu/jdm-subaru-levorg-gets-wrxs-275hp-turbo-engine/ When Subaru introduced the new Levorg last year, most expected it to use the turbocharged engine from the previous generation WRX. However, this was not the case. Instead, Subaru launched the model with a smaller 1.8-liter turbocharged engine. But it looks like Subaru isn’t done with the Levorg yet. Earlier this year, the automaker brought […]]]>

When Subaru introduced the new Levorg last year, most expected it to use the turbocharged engine from the previous generation WRX. However, this was not the case. Instead, Subaru launched the model with a smaller 1.8-liter turbocharged engine. But it looks like Subaru isn’t done with the Levorg yet.

Earlier this year, the automaker brought back the WRX Wagon, an Australia-exclusive model based on the Levorg. Like the new WRX, it used the new 2.4-liter turbocharged flat-four producing 275 horsepower and 376 Nm of torque. Now that the WRX Wagon has been revealed, it looks like the same engine has made its way into the world. Levorg to Japanese specifications.

JDM Subaru Levorg gets WRX

Along with the launch of the WRX in Japan (called WRX S4), Subaru also introduced the new Levorg STI Sport R variant. Unlike the other Levorg variants, this one uses the WRX turbo 2.4-liter engine and has the same horsepower. Release. Unfortunately, there is no manual gearbox available, like the WRX Wagon in Australia. Instead, the only transmission option is an 8-speed Subaru Performance CVT.

JDM Subaru Levorg gets WRX

On the outside, the WRX-powered Levorg looks a lot like the standard Levorg STI Sport we saw last year. It features sportier bumpers, STI badges, and 18-inch wheels. The main exterior difference would be the new larger STI exhaust with the STI logo. Inside, it’s the same story as the standard Levorg with a digital instrument cluster and tablet-style infotainment display. STI Sport models also benefit from the red-black interior color scheme for a sportier vibe.

JDM Subaru Levorg gets WRX

Since the Levorg with a 2.4-liter engine is now available in Japan, one can’t help but wonder if Motor Image Pilipinas will offer it locally. The Subaru dealer has yet to launch the Levorg in the Philippines and remains silent on the model. But if their schedule remains unchanged, it will arrive in the first half of 2022.

Want Motor Image Pilipinas to offer the Levorg with the 2.4 liter engine? Say that in the comments section, and they might just hear us.


Source link

]]>
Mercedes promises Lewis Hamilton a ‘spicy’ engine for Saudi Arabian GP https://newac.eu/mercedes-promises-lewis-hamilton-a-spicy-engine-for-saudi-arabian-gp/ Mon, 22 Nov 2021 22:52:00 +0000 https://newac.eu/mercedes-promises-lewis-hamilton-a-spicy-engine-for-saudi-arabian-gp/ Pool / Getty Images Max Verstappen, left, and Lewis Hamilton put their F1 rivalry on edge in 2021. Mercedes has promised to provide Lewis Hamilton with a ‘spicy’ engine to fight Max Verstappen in the penultimate race of their riveting Formula 1 championship rivalry. The Saudi Arabian GP will be held in Jeddah on December […]]]>
Max Verstappen, left, and Lewis Hamilton put their F1 rivalry on edge in 2021.

Pool / Getty Images

Max Verstappen, left, and Lewis Hamilton put their F1 rivalry on edge in 2021.

Mercedes has promised to provide Lewis Hamilton with a ‘spicy’ engine to fight Max Verstappen in the penultimate race of their riveting Formula 1 championship rivalry.

The Saudi Arabian GP will be held in Jeddah on December 6 and the season-ending Abu Dhabi GP will take place the following weekend.

A Hamilton under pressure bounced back to win the last two races and narrow the gap with Verstappen to just eight points. There are 52 points available from the remaining two games and all to play for.

SPARK SPORT

The race for the F1 title is about to go on the wire.

Hamilton sparked his resurgence with a brilliant run in Brazil a fortnight ago, ignoring penalties for using a new engine to move from 10th to first place.

READ MORE:
* Lewis Hamilton wins Qatar as Formula 1 title race tightens
* Bad blood simmers as Mercedes wants Max Verstappen investigated for Brazilian GP incident
* Will McLaren and Audi team up instead?

He resisted the urge to use that engine again last weekend, but still managed a comfortable victory in Qatar to increase the pressure on his Dutch rival.

Now Mercedes will release the “new” engine again in Saudi Arabia, believing it to be suitable for the first track where rock-solid speed should be rewarded.

“These are long straights and we are going to bring out our spicy gear,” said Mercedes team principal Toto Wolff.

“Saudi Arabia should be a good lead for us. But we know this year, when you think it’s a good year, it might change the other way around, but it’s a long straight line.

Lewis Hamilton's new engine saw him have too much pace for Max Verstappen as the British rider stormed the field to victory.

Buda Mendes / Getty Images

Lewis Hamilton’s new engine saw him have too much pace for Max Verstappen as the British rider stormed the field to victory.

Andrew Shovlin, Mercedes’ track engineering director, supported this theory.

“We have seen some pretty significant performance changes over the last few races, [but] if we look at the track in arabia i think that should be fine for us, ”he said. The temperature.

“For Lewis, we have the most powerful engine to go in the car, so that’s going to give him a useful engine.

“We are always careful before going to a race, thinking that everything will go our way. What we do know, however, are the things we need to tune well about the settings, what we need to properly tune the tires and how they work.

“That’s what we’re going to be busy doing over the next few days, making sure we take every opportunity we can to get there in good shape. “

The drivers’ championship lead has changed hands between Hamilton and Verstappen five times this season, and there could be yet another twist in this formidable story if it is confined to the last race.

But Verstappen could make this academic to Saudi Arabia where he has a chance to claim the title without a decision maker required in the Abu Dhabi final. Calculators will be busy.

With nine race wins compared to Hamilton’s seven so far this season, Verstappen will be the champion if he wins and sets the fastest lap in Jeddah and Hamilton finishes sixth or less, or if he wins and Hamilton finishes less than seventh.


Source link

]]>
New mid-engined Ferrari Daytona SP3 Icona supercar unveiled https://newac.eu/new-mid-engined-ferrari-daytona-sp3-icona-supercar-unveiled/ Sun, 21 Nov 2021 07:45:00 +0000 https://newac.eu/new-mid-engined-ferrari-daytona-sp3-icona-supercar-unveiled/ Posted on Nov 21, 2021 1:15:00 PM Ferrari has relaunched the iconic Daytona nameplate for its most powerful pure combustion car to date. The last entry in Ferrari‘s The ultra-exclusive Icona model series is the Daytona SP3, a limited-series mid-engined V12 roadster that pays homage to one of the company’s most famous victories in motorsport. […]]]>

Posted on Nov 21, 2021 1:15:00 PM

Ferrari has relaunched the iconic Daytona nameplate for its most powerful pure combustion car to date.

The last entry in Ferrari‘s The ultra-exclusive Icona model series is the Daytona SP3, a limited-series mid-engined V12 roadster that pays homage to one of the company’s most famous victories in motorsport.

  • Daytona SP3 pays homage to 330 P3, 330 P4 and 512 S racing cars
  • Only 599 units will be built
  • Uses an 840 hp 6.5-liter naturally aspirated V12 engine

Ferrari Daytona SP3: what is it?

Its name refers to the 1967 24 Hours of Daytona, in which Ferrari achieved a double with its legendary 330 P3, 330 P4 and 512 S – a highlight of what Ferrari calls “the golden age of wheel racing. closed. and a lasting point of reference for generations of engineers and designers ”.

Ferrari will build 599 units – 100 units more than the Monza duo – at a price of 2 million euros (around Rs 16.77 crore). Priority will go to owners of SP1 and SP2, with deliveries underway at the end of 2022, and unlike these two speedster models – which aren’t allowed on the road in some areas due to the lack of windshields – Ferrari says the SP3 is everywhere legal for the street.

Ferrari Daytona SP3: design

The references to racing cars of the 1960s extend beyond mechanics, with the Daytona SP3 having a characteristic aerodynamically optimized design that blends elements of historic Ferrari styling with elements of current models.

The low wrap-around windshield, for example, makes an obvious connection to the P3 / 4, while the “double-crested” front fenders are reminiscent of sports prototypes like the 512 S, 712 Can-Am and 312 P.

Meanwhile, a movable panel in the center of the front bumper is a tribute to the retractable headlights that were once popular on supercars.

The side mirrors sit at the top of the front fenders in another retro-inspired decoration that improves both airflow and visibility, while air boxes integrated into the gullwing doors channel air to the radiators. lateral.

The driver and passenger sit lower and more inclined than in any other road Ferrari (the company even compares the position to that of a single-seater), which means the car is only 1,142mm, thus reducing drag.

Ferrari Daytona SP3: engine and mechanics

The Daytona SP3 is the first road Ferrari to be equipped with a mid-mounted 12-cylinder engine since the LaFerrari hybrid hypercar, which bowed out in 2018. In addition, with the power of the naturally aspirated 6.5-liter V12 increased to 840 hp and 697 Nm, it is the most powerful non-electrified model ever produced by Maranello.

Engine upgrades during the 812 Competition extend to a modified intake and exhaust, lightweight titanium connecting rods, low friction piston pins, and a lighter, rebalanced crankshaft.

Coupled with a faster version of the 812 Competizione’s 7-speed automatic gearbox, the V12 promises a “fast-rising torque curve” to its redline of 9500 rpm, giving a time of 0 at 100 km / h of 2.85 seconds and a top speed of 340 km / h, making the Daytona SP3 the fastest Ferrari road car to date.

With lightweight composite materials used for the hull, chassis and some body components, the Daytona SP3 weighs just 1,485 kg dry, giving it a power-to-weight ratio of 566 hp per tonne, while the full-size configuration central motor allows an optimized distribution of the weight between the axles.

A set of Pirelli P Zero Corsa tires developed specifically for the Daytona SP3 improves stability in low-grip situations and, to optimize the yaw angle, Ferrari’s new Dynamic Enhancer feature controls the pressure on the brake calipers in low-grip situations. tight turns.

Ferrari Daytona SP3: inspirations

330 P3 (1966)

A defining racer of its time, the P3 wrapped its fiberglass tub around a new tubular chassis and ushered in fuel injection. No example survives in its original configuration.

330 P4 (1967)

An evolution of the P3, this successful racer received a heavily revamped V12, shorter chassis and improved suspension to take on Ford’s Le Mans-winning GT40.

512S (1969)

Funded by Fiat’s purchase of a 50 percent stake in Ferrari, the 512 S was developed in just three months to enter the new Group 5 category of the World Sports Car Championship.

Also see:

Ferrari Daytona SP3 image gallery

Unique Ferrari BR20 unveiled

Ferrari Portofino M India review: Dark Horse

New Ferrari 296 GTB breaks cover

Ferrari Roma launched in India at Rs 3.76 crore

Copyright (c) Autocar France. All rights reserved.


Source link

]]>
How to replace engine and passenger compartment air filters https://newac.eu/how-to-replace-engine-and-passenger-compartment-air-filters/ Wed, 17 Nov 2021 18:50:00 +0000 https://newac.eu/how-to-replace-engine-and-passenger-compartment-air-filters/ Maintenance is still factored into the sharp depreciation affecting the luxury car market. Fear of breaking expensive parts, sky-high mechanic bills, and overly complex electronics can certainly explain why I recently managed to buy a 2006 Porsche Cayenne Turbo for less than a tenth of its original price ( hopefully on Craigslist, too). My Porsche […]]]>

Maintenance is still factored into the sharp depreciation affecting the luxury car market. Fear of breaking expensive parts, sky-high mechanic bills, and overly complex electronics can certainly explain why I recently managed to buy a 2006 Porsche Cayenne Turbo for less than a tenth of its original price ( hopefully on Craigslist, too).

My Porsche SUV came with records dating back to 2008 that covered major known issues with the model, including replacing the driveshaft assembly, rebuilding the air suspension system, and recalling the fluid pipe. cooling metal. But I still have a few outstanding maintenance items that aren’t covered on the to-do list – or at least to check, in case they’ve been dealt with as part of a major service along the way.

Near the top of the list, replacing dual engine, single cabin air filters has proven to be a relatively inexpensive endeavor, totaling just over $ 50 FCP Euro, with free shipping and hopefully. the, This aligned lifetime replacement warranty for the next time. But in classic Cayenne style, the actual job ended up taking a lot longer than you expected, so follow here for a quick primer before you get your hands dirty.

Go to air filters

Porsche Cayenne 2 air filters

via Michael Van Runkle / HotCars

The short list of simple tools should be limited to a flathead screwdriver, a Phillips screwdriver, T20 and T30 Torx bits, and an eight millimeter socket. But of course, if someone has played with any of this stuff before, the random fasteners might require more tools, so my advice would be to bring the whole box just in case.

The Cayenne’s big 4.5-liter twin-turbo V8 is known to fit snugly in the engine bay, which manages to look pretty tidy thanks to a bunch of different trim panels. But those panels have to come off to do just about any maintenance job, so remove the passenger side part first. First, remove the wiper fluid cap, then turn the plastic screws quarter-turn until they pop out. A T20 Torx screw under the wiper fluid reservoir will also need to come off.

FOLLOW HERE: Official HotCars on Twitter

A better view of the engine compartment

Porsche Cayenne 3 air filters

via Michael Van Runkle / HotCars

The other side is a bit easier, just remove the quarter-turn plastic screws to reveal the brake fluid reservoir and starter connections. No Torx is required here to give a much better view of the engine compartment and accessories.

RELATED: Project Porsche Cayenne: How to Replace the Rear Tailgate and Glass Shocks

German engineering at its best

Porsche Cayenne 4 air filters

via Michael Van Runkle / HotCars

To access the air boxes and filters, Porsche and Volkswagen engineers brought out what looks like a classic MacGyver and used some very weird plastic bolts. Rotate the Torx T30 tops until a small notch on the plastic lines up somewhat with a matching piece on the airbox – some movement will be needed here until they can lift and go out.

RELATED: Here’s How the Porsche Cayenne Evolved Over the Ages

Remove more trim panels

Porsche Cayenne 7 air filters

via Michael Van Runkle / HotCars

At this point, I decided to remove the front-most trim pieces as well. The whole job might be possible without doing it, but taking a few seconds to remove a few more quarter-turn screws allows for slightly easier access and a little more leeway.

RELATED: This is the 2022 Porsche Cayenne Turbo GT’s Best Feature

Air-Lift Cayennes Get A Special Bonus

Porsche Cayenne 6 air filters

via Michael Van Runkle / HotCars

For Cayennes equipped with the famous air suspension system, a super cool feature that definitely attracted me to buy this truck, the added complexity appears even when replacing the air filter. On the passenger side airbox, a hose carries clean air through the engine compartment to the air compressor – this hose connects at the bottom, as seen above.

To disconnect the hose, first use a flat head to gently push the green plastic clip toward the air box. Then press down on the right angle neck of the pipe with one hand and use the flat head to push the plastic tab closer to the box towards your hand.

This step required a bit of finesse, but now that I’ve done it once, it will of course be infinitely easier the next time. Be careful not to break the brittle plastic, which suffers from endless thermal cycles from being located so close to the cylinder heads. Some Cayenne owners even broke the airbox struggling with this part of the job, don’t be like them.

RELATED: Auction Dilemma: Porsche Cayenne GTS vs. Porsche Cayenne Turbo

Now for the easy parts

Porsche Cayenne 5 air filters

via Michael Van Runkle / HotCars

With the plastic bolts out and the air compressor hose disconnected, simply unclip the metal retainers upwards, then lift the airbox part up, while pushing slightly towards the top. rear to release the intake bellows. Replace the new air filters or check if the old ones are dirty. Mine were quite dirty but not too terrible, but I still replaced them with an optional heavyweight set Mann filter units i bought because i plan to take this thing off road.

Reinstall everything in reverse order – don’t forget the air compressor hose – and the engine compartment job is done!

RELATED: These Super Cars Can Act As Ideal Family Vehicles

The often overlooked cabin air filter

Porsche Cayenne 8 air filters

via Michael Van Runkle / HotCars

While even the most careless professional and home mechanics will eventually remember to replace engine air filters, many never bother to replace the cabin air filter. But this crucial filter helps keep the air conditioning system running smoothly, so taking a few minutes or so for this every time you do engine air filter work is probably a good idea to avoid potentially expensive repairs down the road.

I learned how crucial cabin air filters are over the past year or so when the air conditioning in an all-new Jeep Gladiator completely stopped working after a week of fighting forest fires in the Californian desert. My 1998 Mitsubishi Montero, on the other hand, doesn’t even have a replaceable cabin air filter, which is probably why it makes a terrible fan noise every time the air conditioning is turned on. For the Cayenne, open the glove box and locate a small screw just below. It should be a T20 Torx or Phillips screw, even though mine turned out to have nothing at all.

RELATED: Here’s What You Need To Know Before Buying a Used Porsche Cayenne

Porsche Cayenne 9 air filters

via Michael Van Runkle / HotCars

The plastic panel under the glove box then opens downward with metal clips that hold it in place. One of my clips was also broken, so the panel was only held by a single metal clip – I will at least replace the missing screw, but the fact that my Cayenne’s panel doesn’t sag at all shows that all three fasteners are probably a bit overkill.

Gently lower the panel to avoid straining the electrical wires and revealing the cabin air filter housing. Use the 8 millimeter socket to remove the two screws.

RELATED: 10 Cheapest 4×4 SUVs You Can Buy Used

Probably the original cabin air filter

Porsche Cayenne 10 air filters

via Michael Van Runkle / HotCars

As suspected, my cabin air filter was completely disgusting. I would recommend having a vacuum on hand and plenty of paper towels if you think it’s been a while since nobody got in there. I wiped everything down, including as high as possible in the housing, before installing the new filter. Pay attention to the direction of the air flow (the Mann Filter came with instructions, something I’ve never seen for a cabin air filter before).

Reinstall the case cover and screws, put the panel under the dash back in place, and replace this last screw (if you have one). And that’s all the job – the engine part took about an hour and should take less next time, but just doing the cabin air filter could take as little as five minutes.

My Cayenne’s air conditioning and heater vents now circulate much easier and faster, although the system seemed a bit muddled at first. Hopefully the new cabin air filter will help remove the dust and sand that has settled in the truck despite my repeated cleaning efforts. And (just like, if not more), hopefully the engine and air compressor will feel a little happier now with the engine’s two new air filters.

Sources: fcpeuro.com, mann-filter.com, porsche.com and pelicanparts.com.


toyota 4runner
6 best used SUVs to buy (4 you should only buy new)

Depending on factors such as reliability, depreciation, and features, some SUVs offer much better value when bought used rather than new.

Read more


About the Author



Source link

]]>
2022 Nissan Rogue First Test https://newac.eu/2022-nissan-rogue-first-test/ Wed, 17 Nov 2021 14:00:00 +0000 https://newac.eu/2022-nissan-rogue-first-test/ Usually when a brand new model is released it will take a few years before it sees any further updates. After all, if you just changed everything, why would you want to deal with it even more right now? But sometimes the development of cars and their engines don’t line up, which is why last […]]]>

Usually when a brand new model is released it will take a few years before it sees any further updates. After all, if you just changed everything, why would you want to deal with it even more right now? But sometimes the development of cars and their engines don’t line up, which is why last year’s all-new Rogue debuted with only a slightly updated version of the last-gen engine. This is also why the Nissan Rogue 2022, which remains unchanged, welcomes an all-new production engine under its hood. And yes, Standard engine, not another option. The good news is, it’s a good engine and makes the Rogue even better than before.

So what is this new engine? Instead of the naturally aspirated 2.5-liter four-cylinder, the 2022 Rogue gets a turbocharged, variable-compression 1.5-liter three-cylinder. It has the same compression ratio adjustment system used on the turbo four-cylinder introduced in the Infiniti QX50 and offered in the Nissan Altima. In fact, it is essentially this engine, but with one cylinder less. It also benefits from some detail improvements such as roller bearing camshafts and textured valve lifters for reduced friction in the engine (the textured surface holds more oil), as well as an updated CVT. with lower and higher ratios, and various friction improvements.

Nissan Rogue 2022

The result of all these changes is a more powerful and efficient SUV. The new model puts out 20 more horsepower at 201 and 44 more pound-feet of torque at 225 – sweeping upgrades that take the Rogue from one of the weaker entries in its segment to one of the most powerful. Fuel economy will also improve. Final figures are not available, but Nissan estimates 33 mpg combined compared to the current model’s best of 30 mpg. It’s a win-win.

And the good news is that the improvements are noticeable behind the wheel, not just on paper. One of the big surprises is that the engine actually sounds softer than the four-cylinder it is derived from. Power delivery is also very smooth. The turbo coils up quickly and gives you easy-to-use low-low torque. As such, it will go from light to light confidently and at low revs for a quiet experience.

Like many other small turbo engines, the trade-off is that the Rogue’s three-cylinder feels like it’s falling flat when accelerating. When you go up a ramp it starts out strong, but loses some steam towards the top once you get past the huge chunk of initial torque. It’s ironic considering that peak horsepower is approaching the red line of 6,000 rpm. When you push the motor hard, it gets a little noisy, but not rougher.

As for the CVT, it’s still not particularly impressive, but does the job well. It’s programmed to act like a conventional automatic transmission, and the gear changes are silky smooth. However, it doesn’t react quickly, like when you ask for a kick to pass or hit a ramp.

Nissan Rogue 2022

The rest of the 2022 Nissan Rogue is unchanged, since again it was completely new last year. You can get more details on the interior, ride and handling in our full Rogue review. But to sum up, the Rogue has a significantly improved interior which is very upscale on the higher trims. It’s smaller on the outside, but bigger on the inside, and it has very comfortable seats. It’s not particularly fun to drive, but it’s a huge dynamic improvement over its depressing predecessor and also comfortable enough to navigate.

Another advantage of the Rogue 2022 is that the price barely increases compared to last year. The base price of the front-wheel drive Rogue S is $ 27,875, an increase of $ 650. Add all-wheel drive and the base price is $ 29,375. That’s $ 750 more than the outgoing one.

So after significantly improving the Nissan Rogue with last year’s redesign, Nissan has made it even better for its second year on the market. We’re not quite ready to call it a segment leader, but it’s definitely worth considering for its bold engine, impressive fuel economy, and sleek interior.

Related video:


Source link

]]>