#22
0
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一樣都是1.8的 怎馬力跟油耗差那麼多 😌 | ||||||||||||||||||||||
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回應 oneman8713 (ATM) 所寫cvt的關係.........
不過我老爸的四塊雞Premio卻很省油😞
常拿F1,船,神車在說嘴的，去查看看你家500萬內的市售車，於Nurburgring是跑出多好成績的！再來說嘴也不遲！
#23
0
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cvt的關係......... 不過我老爸的四塊雞Premio卻很省油😞 | ||||||||||||||||||||||||||||||||
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省油的定義在那邊?我頭貼那台的車主也說很省油.
凱迪拉克5.0v8😲
#24
0
於
2011/05/24 11:04:05
發文IP 91.81.*.*
[quote=cmv37 (Bob)][quote=uy (正牌小魚兒)][quote=singal303 (singal303)][quote=uy (正牌小魚兒)][quote=jko1003 (郭)]請問各位大大，nissan的cvtc連續可變氣門和toyota的vvt-i
不一樣在那，toyota一直強調他們的連續可變氣門是智能的。
有差嗎？
[/quote]
nissan cvtc
[url="http://classroom.u-car.com.tw/classroom-featuredetail.asp?cfsid=9"]http://classroom.u-car.com.tw/classroom-featuredetail.asp?cfsid=9[/url]
這是U-CAR自己介紹
[url="http://www.superstreetonline.com/techarticles/130_0512_variable_valve_timing/index.html"]http://www.superstreetonline.com/techarticles/130_0512_variable_valve_timing/index.html[/url]
這裡有vvt-i cvtc....
至於差異
其實就是改變位相去調整正時
她們的方法都是大同小異的
而目前來說
可變正時是最基本的
可變揚程才是主流
其中又以fiat multiair最強
[/quote]
剛好有問題要問朋友
請問三菱的mivec
可變汽門跟可變揚程 有放在排氣端嗎??
[/quote]
mivec沒有
都在進氣端
[/quote]
別這樣嘛[昏倒]
[url="http://www.google.com.tw/search?hl=zh-TW&lr=lang_zh-TW&cr=countryCN&safe=off&biw=1003&bih=597&as_qdr=all&tbs=ctr%3AcountryCN%2Clr%3Alang_1zh-TW&q=%E4%B8%89%E8%8F%B14B%E9%80%B2%E6%8E%92%E6%B0%A3%E9%9B%99MIVEC%E6%8A%80%E8%A1%93&btnG=%E6%90%9C%E5%B0%8B&oq=%E4%B8%89%E8%8F%B14B%E9%80%B2%E6%8E%92%E6%B0%A3%E9%9B%99MIVEC%E6%8A%80%E8%A1%93&aq=f&aqi=&aql=&gs_sm=s&gs_upl=3531l3531l0l1l1l0l0l0l0l922l922l6-1"]http://www.google.com.tw/search?hl=zh-TW&lr=lang_zh-TW&cr=countryCN&safe=off&biw=1003&bih=597&as_qdr=all&tbs=ctr%3AcountryCN%2Clr%3Alang_1zh-TW&q=%E4%B8%89%E8%8F%B14B%E9%80%B2%E6%8E%92%E6%B0%A3%E9%9B%99MIVEC%E6%8A%80%E8%A1%93&btnG=%E6%90%9C%E5%B0%8B&oq=%E4%B8%89%E8%8F%B14B%E9%80%B2%E6%8E%92%E6%B0%A3%E9%9B%99MIVEC%E6%8A%80%E8%A1%93&aq=f&aqi=&aql=&gs_sm=s&gs_upl=3531l3531l0l1l1l0l0l0l0l922l922l6-1[/url]
[img]http://attach.u-forum.com.tw/attach_414414.jpg[/img]
[/quote]
我是不知道死大陸阿
有沒有搞錯阿
[url="http://en.wikipedia.org/wiki/Mitsubishi_4B1_engine"]http://en.wikipedia.org/wiki/Mitsubishi_4B1_engine[/url]
Peak power and torque figures of 206 kW and 422 N·m are for Japanese market Lancer Evolution models[5] and figures of 217 kW and 407 N·m are for US market models.[6]
The 4B11T is the first engine in the Lancer Evolution series that uses a die-cast aluminium cylinder block versus the cast-iron block used in the previous turbocharged 4G63 engine that powered all previous models. The engine weight has been reduced by 12 kg (26 lb) compared to the 4G63, even with the addition of a timing chain instead of a belt and MIVEC continuous variable valve timing on both the intake and exhaust camshafts ([color="#FF0000"]the 4G63 had MIVEC valve timing & lift switching type on the intake only[/color]). A revised turbocharger offers up to 20-percent quicker response at lower engine speeds compared to previous 4G63. The 4B11T offers a broader torque curve, producing more torque than the 4G63 at all engine speeds, helped by the engine's square bore and stroke design (both measure 86.0 mm). Redline starts at 7,000 rpm, with a fuel cutout at 7,600 rpm to protect the engine.[6]
A semi-closed deck structure, an integrated ladder frame and four-bolt main bearing caps contribute to engine strength, durability and lower NVH levels. Unlike the 4G63, the 4B11T does not use a balancer shaft. The semi-floating pistons of the 4G63 have been replaced with a fully floating pistons for the 4B11T. Aluminium is also used for the timing chain case and cylinder head cover. The engine features an electronically controlled throttle, an isometric short port aluminium intake manifold and the stainless steel exhaust manifold is positioned at the rear of the engine. The use of a direct-acting valvetrain eliminates the need of the roller rocker arm configuration previously used in the 4G63. The 4B11T features built-up hollow camshafts and its valve stem seals are integrated with the spring seats. The internal components of the 4B11T engine have been reinforced to withstand high levels of boost.[6]
[edit] 4B12
而就我所知
目前再排氣門可變揚程的只有這具
2.0TFSI
[img]http://attach.u-forum.com.tw/attach_415148.jpg[/img]
一般來說可變揚程都是放在進氣門
這具比較特別
至於正時都是在進氣門
有的進氣排氣門都有
不過有一具比較特別
HUMMER H2 3.5L5這具
可變正時在排氣門
於
2011/05/24 11:06:46
發文IP 91.81.*.*
[quote=cmv37 (Bob)][quote=uy (正牌小魚兒)][quote=singal303 (singal303)][quote=uy (正牌小魚兒)][quote=jko1003 (郭)]請問各位大大，nissan的cvtc連續可變氣門和toyota的vvt-i
不一樣在那，toyota一直強調他們的連續可變氣門是智能的。
有差嗎？
[/quote]
nissan cvtc
[url="http://classroom.u-car.com.tw/classroom-featuredetail.asp?cfsid=9"]http://classroom.u-car.com.tw/classroom-featuredetail.asp?cfsid=9[/url]
這是U-CAR自己介紹
[url="http://www.superstreetonline.com/techarticles/130_0512_variable_valve_timing/index.html"]http://www.superstreetonline.com/techarticles/130_0512_variable_valve_timing/index.html[/url]
這裡有vvt-i cvtc....
至於差異
其實就是改變位相去調整正時
她們的方法都是大同小異的
而目前來說
可變正時是最基本的
可變揚程才是主流
其中又以fiat multiair最強
[/quote]
剛好有問題要問朋友
請問三菱的mivec
可變汽門跟可變揚程 有放在排氣端嗎??
[/quote]
mivec沒有
都在進氣端
[/quote]
別這樣嘛[昏倒]
[url="http://www.google.com.tw/search?hl=zh-TW&lr=lang_zh-TW&cr=countryCN&safe=off&biw=1003&bih=597&as_qdr=all&tbs=ctr%3AcountryCN%2Clr%3Alang_1zh-TW&q=%E4%B8%89%E8%8F%B14B%E9%80%B2%E6%8E%92%E6%B0%A3%E9%9B%99MIVEC%E6%8A%80%E8%A1%93&btnG=%E6%90%9C%E5%B0%8B&oq=%E4%B8%89%E8%8F%B14B%E9%80%B2%E6%8E%92%E6%B0%A3%E9%9B%99MIVEC%E6%8A%80%E8%A1%93&aq=f&aqi=&aql=&gs_sm=s&gs_upl=3531l3531l0l1l1l0l0l0l0l922l922l6-1"]http://www.google.com.tw/search?hl=zh-TW&lr=lang_zh-TW&cr=countryCN&safe=off&biw=1003&bih=597&as_qdr=all&tbs=ctr%3AcountryCN%2Clr%3Alang_1zh-TW&q=%E4%B8%89%E8%8F%B14B%E9%80%B2%E6%8E%92%E6%B0%A3%E9%9B%99MIVEC%E6%8A%80%E8%A1%93&btnG=%E6%90%9C%E5%B0%8B&oq=%E4%B8%89%E8%8F%B14B%E9%80%B2%E6%8E%92%E6%B0%A3%E9%9B%99MIVEC%E6%8A%80%E8%A1%93&aq=f&aqi=&aql=&gs_sm=s&gs_upl=3531l3531l0l1l1l0l0l0l0l922l922l6-1[/url]
[img]http://attach.u-forum.com.tw/attach_414414.jpg[/img]
[/quote]
[url="http://en.wikipedia.org/wiki/Mitsubishi_4B1_engine"]http://en.wikipedia.org/wiki/Mitsubishi_4B1_engine[/url]
Peak power and torque figures of 206 kW and 422 N·m are for Japanese market Lancer Evolution models[5] and figures of 217 kW and 407 N·m are for US market models.[6]
The 4B11T is the first engine in the Lancer Evolution series that uses a die-cast aluminium cylinder block versus the cast-iron block used in the previous turbocharged 4G63 engine that powered all previous models. The engine weight has been reduced by 12 kg (26 lb) compared to the 4G63, even with the addition of a timing chain instead of a belt and [color="#FF0000"]MIVEC continuous variable valve timing on both the intake and exhaust camshafts [/color](the 4G63 had MIVEC valve timing & lift switching type on the intake only). A revised turbocharger offers up to 20-percent quicker response at lower engine speeds compared to previous 4G63. The 4B11T offers a broader torque curve, producing more torque than the 4G63 at all engine speeds, helped by the engine's square bore and stroke design (both measure 86.0 mm). Redline starts at 7,000 rpm, with a fuel cutout at 7,600 rpm to protect the engine.[6]
A semi-closed deck structure, an integrated ladder frame and four-bolt main bearing caps contribute to engine strength, durability and lower NVH levels. Unlike the 4G63, the 4B11T does not use a balancer shaft. The semi-floating pistons of the 4G63 have been replaced with a fully floating pistons for the 4B11T. Aluminium is also used for the timing chain case and cylinder head cover. The engine features an electronically controlled throttle, an isometric short port aluminium intake manifold and the stainless steel exhaust manifold is positioned at the rear of the engine. The use of a direct-acting valvetrain eliminates the need of the roller rocker arm configuration previously used in the 4G63. The 4B11T features built-up hollow camshafts and its valve stem seals are integrated with the spring seats. The internal components of the 4B11T engine have been reinforced to withstand high levels of boost.[6]
[edit] 4B12
而就我所知
再排氣門應該是沒有可變揚程
應該是只有可變正時
目前再排氣門可變揚程的只有這具
2.0TFSI
[img]http://attach.u-forum.com.tw/attach_415148.jpg[/img]
一般來說可變揚程都是放在進氣門
這具比較特別
至於正時都是在進氣門
有的進氣排氣門都有
不過有一具比較特別
HUMMER H2 3.5L5這具
可變正時在排氣門
|
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別這樣嘛😩 http://www.google.com.tw/search?hl=zh-TW&lr=lang_zh-TW&cr=countryCN&safe=off&biw=1003&bih=597&as_qdr=all&tbs=ctr%3AcountryCN%2Clr%3Alang_1zh-TW&q=%E4%B8%89%E8%8F%B14B%E9%80%B2%E6%8E%92%E6%B0%A3%E9%9B%99MIVEC%E6%8A%80%E8%A1%93&btnG=%E6%90%9C%E5%B0%8B&oq=%E4%B8%89%E8%8F%B14B%E9%80%B2%E6%8E%92%E6%B0%A3%E9%9B%99MIVEC%E6%8A%80%E8%A1%93&aq=f&aqi=&aql=&gs_sm=s&gs_upl=3531l3531l0l1l1l0l0l0l0l922l922l6-1  | ||||||||||||||||||||||||||||||||||||||||||
| |
http://en.wikipedia.org/wiki/Mitsubishi_4B1_engine
Peak power and torque figures of 206 kW and 422 N·m are for Japanese market Lancer Evolution models[5] and figures of 217 kW and 407 N·m are for US market models.[6]
The 4B11T is the first engine in the Lancer Evolution series that uses a die-cast aluminium cylinder block versus the cast-iron block used in the previous turbocharged 4G63 engine that powered all previous models. The engine weight has been reduced by 12 kg (26 lb) compared to the 4G63, even with the addition of a timing chain instead of a belt and MIVEC continuous variable valve timing on both the intake and exhaust camshafts (the 4G63 had MIVEC valve timing & lift switching type on the intake only). A revised turbocharger offers up to 20-percent quicker response at lower engine speeds compared to previous 4G63. The 4B11T offers a broader torque curve, producing more torque than the 4G63 at all engine speeds, helped by the engine's square bore and stroke design (both measure 86.0 mm). Redline starts at 7,000 rpm, with a fuel cutout at 7,600 rpm to protect the engine.[6]
A semi-closed deck structure, an integrated ladder frame and four-bolt main bearing caps contribute to engine strength, durability and lower NVH levels. Unlike the 4G63, the 4B11T does not use a balancer shaft. The semi-floating pistons of the 4G63 have been replaced with a fully floating pistons for the 4B11T. Aluminium is also used for the timing chain case and cylinder head cover. The engine features an electronically controlled throttle, an isometric short port aluminium intake manifold and the stainless steel exhaust manifold is positioned at the rear of the engine. The use of a direct-acting valvetrain eliminates the need of the roller rocker arm configuration previously used in the 4G63. The 4B11T features built-up hollow camshafts and its valve stem seals are integrated with the spring seats. The internal components of the 4B11T engine have been reinforced to withstand high levels of boost.[6]
[edit] 4B12
而就我所知
再排氣門應該是沒有可變揚程
應該是只有可變正時
目前再排氣門可變揚程的只有這具
2.0TFSI
一般來說可變揚程都是放在進氣門
這具比較特別
至於正時都是在進氣門
有的進氣排氣門都有
不過有一具比較特別
HUMMER H2 3.5L5這具
可變正時在排氣門
小魚兒跟大家交朋友
msn:b5203049@yahoo.com.tw
#25
0
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| 而就我所知 再排氣門應該是沒有可變揚程 應該是只有可變正時 目前再排氣門可變揚程的只有這具 2.0TFSI 一般來說可變揚程都是放在進氣門 這具比較特別 至於正時都是在進氣門 有的進氣排氣門都有 不過有一具比較特別 HUMMER H2 3.5L5這具 可變正時在排氣門 | |||
| |
常拿F1,船,神車在說嘴的，去查看看你家500萬內的市售車，於Nurburgring是跑出多好成績的！再來說嘴也不遲！
#26
0
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這各式可變正時
不過mivec有的是可變正時跟揚程
這是比較舊款
新的我目前只有圖片
不過這可以說跟改良款的vtec
小魚兒跟大家交朋友
msn:b5203049@yahoo.com.tw
#27
0
於
2011/05/24 13:25:37
發文
於
2011/05/24 13:25:37
發文IP 193.49.*.*
哇哩勒........[昏倒]
跟你討論真的會暈倒內[昏倒]
乾脆我教你怎麼使用google好了
首先搜尋:揚程可變正時mivec
接下來點最上面那個
有關MIVEC的問題?? - Mobile01
[img]http://attach.u-forum.com.tw/attach_415241.jpg[/img]
[url="http://www.mobile01.com/topicdetail.php?f=262&t=1805860&last=23075968"]有關MIVEC的問題?? - Mobile01[/url]
於
2011/05/24 13:36:55
發文IP 193.49.*.*
[url="http://www.mobile01.com/topicdetail.php?f=262&t=1805860&last=23075968"]有關MIVEC的問題?? - Mobile01[/url]
常拿F1,船,神車在說嘴的，去查看看你家500萬內的市售車，於Nurburgring是跑出多好成績的！再來說嘴也不遲！
#28
0
於
2011/05/24 13:34:03
發文
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別生氣, 因為像制服車滿街一大把的RX350沒有VQ引擎也沒有CVT變速箱, 當然不用看啊...😆 ㄜ, 您的實力如此出眾, 擁有什麼好車能否現寶給大家知道一下? | ||||||||||||
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笑話,啥CVT啥VQ啥鬼關俺屁事,又不是德國百年賓士
買台貨卡就以為自己開的是啥絕世名駒啊,笑話😝
在美國不就是台入門nissan休旅,以為人家都不識貨啊
整天自比壞機源大David的德國車自慰,好笑😝
#29
0
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笑話,啥CVT啥VQ啥鬼關俺屁事,又不是德國百年賓士 買台貨卡就以為自己開的是啥絕世名駒啊,笑話😝 在美國不就是台入門nissan休旅,以為人家都不識貨啊 整天自比壞機源大David的德國車自慰,好笑😝 | |||
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😆😆😆😆😆😆😆😆
娶了個日本小老婆去義大利小島渡假~
#31
0
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| nissan 126@5200rpm vs toyota 1400@6400rpm 😆😆把toyota開到超過6000rpm肯定吃錯藥了😆 | |||
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有GOA，怕什麼!?😆
時速100之前是船，100之後就變飛船😆😆
還有什麼比這更划算的，陸海空全包耶😆😆😆
一輩子都是妳的私人司機
#32
0
於
2011/05/24 16:18:55
發文
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http://en.wikipedia.org/wiki/Mitsubishi_4B1_engine Peak power and torque figures of 206 kW and 422 N·m are for Japanese market Lancer Evolution models[5] and figures of 217 kW and 407 N·m are for US market models.[6] The 4B11T is the first engine in the Lancer Evolution series that uses a die-cast aluminium cylinder block versus the cast-iron block used in the previous turbocharged 4G63 engine that powered all previous models. The engine weight has been reduced by 12 kg (26 lb) compared to the 4G63, even with the addition of a timing chain instead of a belt and MIVEC continuous variable valve timing on both the intake and exhaust camshafts (the 4G63 had MIVEC valve timing & lift switching type on the intake only). A revised turbocharger offers up to 20-percent quicker response at lower engine speeds compared to previous 4G63. The 4B11T offers a broader torque curve, producing more torque than the 4G63 at all engine speeds, helped by the engine's square bore and stroke design (both measure 86.0 mm). Redline starts at 7,000 rpm, with a fuel cutout at 7,600 rpm to protect the engine.[6] A semi-closed deck structure, an integrated ladder frame and four-bolt main bearing caps contribute to engine strength, durability and lower NVH levels. Unlike the 4G63, the 4B11T does not use a balancer shaft. The semi-floating pistons of the 4G63 have been replaced with a fully floating pistons for the 4B11T. Aluminium is also used for the timing chain case and cylinder head cover. The engine features an electronically controlled throttle, an isometric short port aluminium intake manifold and the stainless steel exhaust manifold is positioned at the rear of the engine. The use of a direct-acting valvetrain eliminates the need of the roller rocker arm configuration previously used in the 4G63. The 4B11T features built-up hollow camshafts and its valve stem seals are integrated with the spring seats. The internal components of the 4B11T engine have been reinforced to withstand high levels of boost.[6] [edit] 4B12 而就我所知 再排氣門應該是沒有可變揚程 應該是只有可變正時 目前再排氣門可變揚程的只有這具 2.0TFSI 一般來說可變揚程都是放在進氣門 這具比較特別 至於正時都是在進氣門 有的進氣排氣門都有 不過有一具比較特別 HUMMER H2 3.5L5這具 可變正時在排氣門 | ||||||||||||||||||||||||||||||||||||||||||||||||||||
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朋友 謝謝
那歪h的Dual-CVVT雙連續可變汽門正時不就是三菱的mivec 進排可變汽門正時
我記的本田的紅頭引擎排氣端不是也有可變揚程???
我想再問一下 一具引擎如果僅進氣端有可變汽門跟可變揚程 而排氣端有或沒有可變汽門跟可變揚程
主要差別在哪 性能 ??油耗???
#33
0
於
2011/05/24 16:21:38
發文
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| 有關MIVEC的問題?? - Mobile01 | |||
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感謝 意思就是說三菱的fortis跟OUTLANDER 和altis的Dual-vvti
都是進排氣端連續可變汽門正時??
#34
0
於
2011/05/24 16:30:13
發文
於
2011/05/24 16:30:13
發文IP 193.49.*.*
現代,三菱,克萊斯勒都是使用GEMA引擎
歪h的Dual-CVVT跟4B mivec是同一顆引擎
現代有可變氣門正時與揚程但三菱沒有
這真是怡笑大方呀
原來以前到現在都是現代在研發引擎的所以三菱做不出來
那世界上第一台缸內直噴可變汽門柴油Mivec DI-D引擎汽車是誰先做出來的
[傻笑][傻笑][傻笑]
於
2011/05/24 16:31:48
發文IP 193.49.*.*
現代,三菱,克萊斯勒都是使用GEMA引擎
歪h的Dual-CVVT跟4B mivec是同一顆引擎
現代有可變氣門正時與揚程但三菱沒有
這真是怡笑大方呀
原來以前到現在都是現代在研發引擎給三菱用的
那世界上第一台缸內直噴可變汽門柴油Mivec DI-D引擎汽車是誰先做出來的
[傻笑][傻笑][傻笑]
歪h的Dual-CVVT跟4B mivec是同一顆引擎
現代有可變氣門正時與揚程但三菱沒有
這真是怡笑大方呀
原來以前到現在都是現代在研發引擎給三菱用的
那世界上第一台缸內直噴可變汽門柴油Mivec DI-D引擎汽車是誰先做出來的
😆😆😆
常拿F1,船,神車在說嘴的，去查看看你家500萬內的市售車，於Nurburgring是跑出多好成績的！再來說嘴也不遲！
#35
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| 現代,三菱,克萊斯勒都是使用GEMA引擎 歪h的Dual-CVVT跟4B mivec是同一顆引擎 現代有可變氣門正時與揚程但三菱沒有 這真是怡笑大方呀 原來以前到現在都是現代在研發引擎給三菱用的 那世界上第一台缸內直噴可變汽門柴油Mivec DI-D引擎汽車是誰先做出來的 😆😆😆 | |||
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偶只聽說過世界上的第一個XX, 第一種XX, 第一位XX, 第一項XX.....統統都是韓國的 😲
娶了個日本小老婆去義大利小島渡假~
#36
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那歪h的Dual-CVVT雙連續可變汽門正時不就是三菱的mivec 進排可變汽門正時 我記的本田的紅頭引擎排氣端不是也有可變揚程??? 我想再問一下 一具引擎如果僅進氣端有可變汽門跟可變揚程 而排氣端有或沒有可變汽門跟可變揚程 主要差別在哪 性能 ??油耗??? | |||
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本田紅頭在排氣端有沒有使用可變揚程
我比較不清楚
不過我推測是沒有的
至於audi 2.0TFSI會使用在排氣端是因為渦輪的關係
因為高轉時增大揚程讓廢氣更快速進入渦輪
valve timing & valve lift
這幾個技術
我這樣說好拉
所有的狀態都有一個最佳化狀態
而所有可變技術就是要讓引擎去達到那個最佳化設定
其實就是這樣子而已
以目前來說
1.缸內直噴
2.可變正時
3.可變揚程
4.渦輪
這些都是目前引擎技術最佳的
我個人認為BMW在這方面最強
5.可變壓縮比（目前有好幾種方法不過都沒有真正量產過）
小魚兒跟大家交朋友
msn:b5203049@yahoo.com.tw
#37
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| valve timing & valve lift 以目前來說 1.缸內直噴 2.可變正時 3.可變揚程 4.渦輪 這些都是目前引擎技術最佳的 我個人認為BMW在這方面最強 5.可變壓縮比（目前有好幾種方法不過都沒有真正量產過） | |||
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想請教一下魚兒大.......這些個機械知識, 什麼缸的什麼進氣的什麼揚程什麼正時什麼噴的.......對日常開車有啥助益呢? 小弟也不過就是啥都不懂, 買了車踩油門車子就會動.....就這樣而已啊 😇😇
娶了個日本小老婆去義大利小島渡假~
#38
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別生氣, 因為像制服車滿街一大把的RX350沒有VQ引擎也沒有CVT變速箱, 當然不用看啊...😆 ㄜ, 您的實力如此出眾, 擁有什麼好車能否現寶給大家知道一下? | ||||||||||||
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😆 😆 😌
#39
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想請教一下魚兒大.......這些個機械知識, 什麼缸的什麼進氣的什麼揚程什麼正時什麼噴的.......對日常開車有啥助益呢? 小弟也不過就是啥都不懂, 買了車踩油門車子就會動.....就這樣而已啊 😇😇 | ||||||||||||
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這些技術無非就是要增加效能
看看以前的引擎
2.0NA也許只有110hp
現在2.0NA一般款就有157hp(fortis)
這都可以說是一個引擎內燃機科技的進步
至於會日常開車有啥助益
就是同樣的油料
會變的更有力而且可以跑更遠
就這樣
最簡單的妳看這就知道拉
AMG的6.2 V8NA跟5.5V8biturbo
不但變的更有力
而且更省油
（主要是渦輪還有直噴技術的加入）
😀😀😀
小魚兒跟大家交朋友
msn:b5203049@yahoo.com.tw
#40
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這些技術無非就是要增加效能 看看以前的引擎 2.0NA也許只有110hp 現在2.0NA一般款就有157hp(fortis) 這都可以說是一個引擎內燃機科技的進步 至於會日常開車有啥助益 就是同樣的油料 會變的更有力而且可以跑更遠 就這樣 最簡單的妳看這就知道拉 http://news.u-car.com.tw/news-detail.asp?nid=11687 AMG的6.2 V8NA跟5.5V8biturbo 不但變的更有力 而且更省油 節能高達32％ （主要是渦輪還有直噴技術的加入） 😀😀😀 | ||||||||||||||||||||||
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小魚兒跟大家交朋友
msn:b5203049@yahoo.com.tw
#41
0
於
2011/05/24 23:21:33
發文
於
2011/05/24 23:21:33
發文IP 193.49.*.*
[youtube]http://www.youtube.com/watch?v=1dQVitxY-rs&playnext=1&list=PL0F9D0EA2D8E33C28[/youtube]
於
2011/05/24 23:23:49
發文IP 193.49.*.*
排氣量1.8升
[youtube]http://www.youtube.com/watch?v=1dQVitxY-rs&playnext=1&list=PL0F9D0EA2D8E33C28[/youtube]
於
2011/05/24 23:40:05
發文IP 245.19.*.*
[youtube]http://www.youtube.com/watch?v=1dQVitxY-rs&playnext=1&list=PL0F9D0EA2D8E33C28[/youtube]
常拿F1,船,神車在說嘴的，去查看看你家500萬內的市售車，於Nurburgring是跑出多好成績的！再來說嘴也不遲！
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