Noutati VAG ( Volkswagen,Audi,Seat,Skoda,Porsche etc.)

[CristiALF]

Si cum era de asteptat, Polo va disparea si el din portofoliu:

 

https://www.promotor.ro/stiri-auto/polo-unul-dintre-cele-mai-populare-modele-volkswagen-va-disparea-de-pe-piata-18789878

 

 

[Doc Morelli]

Nu e problema, preia Skoda vanzarile prin noua Fabia. Cred ca si noul Sandero va beneficia de retragerea Polo-Nicului.

 

https://www.automarket.ro/stiri/viitoarea-generatie-skoda-fabia-va-continua-sa-aiba-versiune-break-modelul-101519.html

 

Modificat 4 Decembrie, 2020 de Doc Morelli

[voinea]

Ciudata strategie la VW. O sa avem ID1,2,3,4,5 si eventual ID.BUZZ. Restul de modele care erau apreciate de noi astia ce am trait cu 3-4-5 generatii ale lor o sa ne amintim de ele cu parere de rau.

[ct_act]

Probabil ca trebuie retrase unele modele ca sa aiba loc electricele pe linia de fabricație. Progresul/cererea de electrice (discutabil) aduce si eliminări de modele clasice.

Pe langa asta, apetitul poporului pentru "mai mare" fie suv sau berline mai mari implica renunțarea la modelele mai mici. Cine vroia polo va lua golf și astfel vor forța sa dea lumea mai mult pe o mașină sau reorientare in grup, modelele mici erau full de plastic, deci skoda sau vw tot aia.

[Doc Morelli]

Tot Skoda se gandeste la "babacii" care vor in continuare sedanuri. Vom avea Octavia MEB.

 

https://www.autocar.co.uk/car-news/new-cars/new-skoda-boss-small-car-and-saloon-are-next-ev-priorities

[voinea]

The compact all-rounder:
TSI evo engine with a capacity of 1.0 and 1.5 litres

 

It is THE petrol engine at Volkswagen: the TSI evo with a capacity of 1.0 and 1.5 litres is available for almost all product lines from the up! GTI to Passat, from T-Cross to Tiguan. Whether with three or four cylinders – a package full of high-tech solutions makes the engine both efficient and powerful.

 

“The acronym TSI stands for turbocharged stratified injection, denoting the combination of turbocharging and direct injection,” explains Dr Frank Welsch, Member of the Board of Management responsible for Technical Development at Volkswagen. “We already have 15 years of experience in building compact TSI engines, and we are consistently enhancing them with new technologies. The 1.0 TSI and 1.5 TSI are highly efficient, high-tech engines that have moved us well to the front in today’s competition.”

 

 

Power meets efficiency. Whether the three or the four-cylinder variant, with 90 or 150 PS – the compact TSI evo engines combine powerful performance and high efficiency. In the Golf family, for example, the 1.0 eTSI is available in conjunction with a mild hybrid system. It generates 81 kW (110 PS) and constantly delivers 200 Nm of torque between 2,000 and 3,000 rpm. The three-cylinder engine propels the Golf to a top speed of 202 km/h, yet it only consumes an average of 4.5 to 4.3 litres of petrol per 100 km (depending on the equipment) in the NEDC cycle. This corresponds to between 102 to 98 grams of CO2 per km.

 

From EA 211 to EA 211 evo. The 1.5 TSI and 1.0 TSI originate from the EA 211 engine family, which launched in the Golf 7 in 2012. In 2016/17, the four-cylinder units were completely revamped. At the same time, their previous capacities of 1.4 and 1.2 litres were standardised at 1.5 litres. The improvements were integrated into the 1.0-litre three-cylinder engine in 2019. Both power units have had the designation EA 211 TSI evo since the technology updates.

With only two capacity variants – 999 and 1,498 cc – both base engines offer an wide power range. The 1.0 TSI covers the range from 66 kW (90 PS) to 85 kW (115 PS), while the 1.5 TSI generates 96 kW (130 PS) or 110 kW (150 PS). In Polo and Golf, the three and four-cylinder units are also designed for operation with natural gas as TGI engines. Within the Golf family, both engines operate together with a 48-volt mild hybrid system. This reduces consumption, boosts the tractive power and improves spontaneous power development.

Enhanced Miller combustion process. Depending on the number of cylinders and their power class, the compact TSI evo engines integrate different technological components. The four-cylinder with 96 kW (130 PS) and the three-cylinder variant use a combustion process based on the so-called Miller cycle. This reduces consumption in the part load range in particular, that is to say when operated in realistic customer conditions. This is achieved by early closing of the inlet valves, thus reducing throttling losses and enabling a high compression ratio – 12.5:1 in the four-cylinder and 11.5:1 in the three-cylinder engine.

However, the lower fresh gas volume must not reduce the output and torque, which is why two sophisticated technologies are on board. Using an extremely fast and precise hydraulic system, the inlet camshaft can be continuously adjusted to increase filling during acceleration. The exhaust camshaft is also adjustable.

The turbocharger features variable turbocharger geometry (VTG) – for the first time in petrol engines for the high-volume segment. This permits absolute charge pressures up to 2.3 bar in the four-cylinder engine with 96 kW (130 PS) and even 2.8 bar in the three-cylinder variant. As a result, the engines can spontaneously build up their maximum torque already at very low rpm. In the 1.0 TSI, the turbocharger can withstand exhaust gas temperatures of up to 950 degrees Celsius, and it achieves a maximum speed of 289,000 rpm.

Active Cylinder Management ACT. Active Cylinder Management (ACT) is a further highlight to reduce fuel consumption of the 1.5 TSI. The system shuts down the second and third cylinders at low to medium loads and engine speeds by deactivating injection, ignition and the valve gear. Switchover takes place very quickly and practically unnoticed. The efficiency increases in the active cylinders, while the middle cylinders simply follow with practically no losses – they are reactivated when the accelerator is pressed.

350 bar injection pressure. The common rail injection system in all TSI evo petrol engines operates at a maximum pressure of 350 bar and is capable of delivering up to five injections per combustion cycle. The fuel is atomised into very fine droplets, mixture formation is precise, and raw emissions are kept at low levels. A particulate filter is located directly downstream of the engine which filters almost all remaining soot particles from the exhaust gas.

Aluminium crankcase with coated cylinder walls. The aluminium crankcase makes TSI evo engines very lightweight – the three-cylinder variant weighs just 88 kilograms. Both the three-cylinder and the four-cylinder engines with an output of 110 kW (150 PS) benefit from sophisticated manufacturing technology to reduce friction in the crankshaft group: the cylinder walls consist of a 100-micrometre thick iron coating that is applied by plasma spraying. A map-controlled cooling module guarantees efficient thermal management in the 1.5 TSI and 1.0 TSI. An important component here is the exhaust manifold, which is integrated in the cylinder head: this contributes to the engine heating up quickly so that exhaust gas treatment starts early on.

[mandelu]

On 11/29/2020 at 11:24 PM, dercos said:

Forma unui sedan asigura mai multa stabilitate in linie dreapta si/sau la viteze mari, iar centrul de greutate la un break poate fi o idee mai inalt, corect, dar partea de manevrabilitate o poti ajusta cu o suspensie putin diferita pe spate. Cu toate acestea nu inteleg de ce renunta la sedan si diminueaza astfel alegerile clientilor. SUV-urile si masinile inalte necesita sisteme complicate de management al suspensiei si motoare mai mari pentru a avea performante similare, totul pentru mai multi bani. De fapt, aici cred ca e cheia, sa vinzi masini mai scumpe si sa castigi mai mult.

pentru simplul motiv ca se vinde slab. era o stire ca de la aproape 300k au ajuns la sub 100k de exemplare. scadere drastica. in conditiile astea ii inteleg perfect.

[Andrei1980]

On 11/29/2020 at 11:24 PM, dercos said:

Forma unui sedan asigura mai multa stabilitate in linie dreapta si/sau la viteze mari, iar centrul de greutate la un break poate fi o idee mai inalt, corect, dar partea de manevrabilitate o poti ajusta cu o suspensie putin diferita pe spate. Cu toate acestea nu inteleg de ce renunta la sedan si diminueaza astfel alegerile clientilor. SUV-urile si masinile inalte necesita sisteme complicate de management al suspensiei si motoare mai mari pentru a avea performante similare, totul pentru mai multi bani. De fapt, aici cred ca e cheia, sa vinzi masini mai scumpe si sa castigi mai mult.

Si nu numai pretul de vanzare sa fie mai scump(si producerea unor modele cat mai ieftine cu putinta - motivul real al digitalizarii consolelor de bord la modelele low end), cat si mentenanta, din care castiga mult si pe termen mai lung multe ramuri ale industriei auto. Pe asta se merge totul acum: cum sa storci si mai multi bani cu povesti super/mega frumos alcatuite de catre mai marii ale marketingului din conturile clientilor actuali si al viitorilor clienti. 

[razvan.ac]

 

[dercos]

2.1 tone, tractiune spate si frane pe puntea spate cu tambure. Toyota Yaris Hybrid are discuri spate la acelasi sistem de franare regenerativ. Ma gandesc cum arata rotile de 21'' cu tambure pe spate. Macar nu fac nota discordanta cu interiorul.

Modificat 11 Decembrie, 2020 de dercos
gramatica.

[Silviu_7]

Macar te-ai interesat de ce au tambur pe spate? Sau ai urmarit problemele aparute la masinile electrice cu discurile de pe spate din cauza nefolosintei?

Ma indoiesc ca Yaris Hybrid regenereaza cu 50+ KWh...

 

[dercos]

Nu stiu, ma uit la Tesla, probabil nici ei nu stiu.

Pe de alta parte am aceeasi problema la o masina conventionala care merge putin si la care ruginesc discurile spate. Problema e de la stilul de mers, nu de la discuri.

Modificat 11 Decembrie, 2020 de dercos

[Silviu_7]

M-am ferit sa dau exemplul Tesla, dar daca ai adus in discutie, cauta pe YT la Bjorn ce probleme a avut cu discurile pe M3P.

[Alextz]

Yaris hibrid regeneraza ~15KWh. Lexus CT200h din semnatura aproape 22KWh la maxim si are discuri de 280mm pe spate.

 

Reducere de costuri la maxim. 

Modificat 11 Decembrie, 2020 de Alextz

[voinea]

Clean and cultivated: the 2.0 TDI engine with new Euro 6d emission standard

 

 

 

Clean and smooth-running – the 2.0 TDI, Volkswagen’s most important diesel engine is now in new top form. Thanks to sophisticated twin dosing technology in the exhaust gas system, it undercuts the Euro 6d emission standard limits while also running quietly and smoothly.

 

“The two-litre TDI engine remains one of our most important engines,” says Dr Frank Welsch, Member of the Board of Management responsible for Technical Development at Volkswagen. “It can be found in most of the brand’s models and in many of the Group’s models. For this reason, we spare no effort in consistently updating our successful diesel engine. In the version for the Euro 6d emission standard, it is now ready for the coming years.”

From EA 288 to EA 288 evo. The four-cylinder TDI engine with the internal designation EA 288 made its debut in 2012. Six years later, it took an enormous development step forwards, and was therefore given the suffix “evo”. Practically speaking, this meant reduced consumption, lower emissions, quieter acoustics, more spontaneous response and significantly more output and torque. The engine was also prepared for integration into a mild hybrid system.

New technology status for the Golf 8. In summer 2019, the two-litre diesel engine’s technology was further updated for the new Golf. For this, a variant with lower output replaced the previous 1.6 TDI. The specifications stipulated that the engine had to comply with Euro 6 AP emission standard while at the same time also running more smoothly. Volkswagen opted for a dual strategy: detailed measures optimise the combustion process and reduced raw emissions, whiletwin dosing technology in the exhaust gas system converts the majority of nitrogen oxides into harmless substances.

The performance of the radiator for the low-pressure exhaust gas recirculation system has been increased by 25 percent – thus reducing the formation of nitrogen oxides in the combustion chamber in high-load phases when drivers put their foot down. The injectors, which inject the fuel into the combustion chambers, operate with constantly high precision because a sensor monitors needle closing. The injectors can deliver up to nine injections per combustion cycle, whereby some injected quantities are smaller than a pinhead. The maximum injection pressure is up to 2,200 bar – almost as much as the weight of two standard Golf cars on one square centimetre. Foam insulation under the engine cover panel and a new silencer improve acoustics. As previously, the 2.0 TDI in the output stages from 110 kW (150 PS)0102 features two balance shafts to eliminate unwanted vibrations.

Two SCR catalytic converters for clean exhaust gas. Volkswagen developed twin dosing technology for exhaust gas treatment. Here, two SCR catalytic converters work together to split nitrogen oxides into water and nitrogen using AdBlue urea solution. Thanks to twin dosing, the emissions of both output variants of the new Golf 2.0 TDI0102, for example, are well below the limits of the Euro 6d ISC-FCM AP emission standard, which now permits only 80 milligrams of NOx per kilometre. Volkswagen set itself this low value as its target in the real driving emissions (RDE) test – this is equivalent to a 50 percent reduction in nitrogen oxides compared with the predecessor standard Euro 6d-temp.

The first SCR catalytic converter is installed directly downstream of the engine. This has a volume of 3.4 litres and simultaneously acts as a particulate filter. Its task is to convert more than 90 percent of the nitrogen oxides when the exhaust gas temperature is between 220 and 350 degrees Celsius and the vehicle is being driven normally. Thanks to its close proximity to the engine, it already lights off shortly after a cold start. The second SCR catalytic converter is installed in the vehicle floor. It features a two-part design and, depending on the vehicle concept, has a volume of 2.5 to 3.0 litres. The catalytic converter installed further away from the engine performs the main share of nitrogen oxide conversion specifically at high loads and correspondingly high exhaust gas temperatures. The exhaust gas, which can have a temperature of over 500 degrees Celsius when leaving the engine, has cooled down to approximately 350 degrees Celsius when it reaches this component – and this once again permits high conversion rates.

Widespread use at Volkswagen. The 2.0 TDI with clean twin dosing technology already powers many of the brand’s models, including in the Golf, Tiguan, Passat and Arteon model series. It is also widely used at other Group brands, with both transverse and longitudinal installation. Volkswagen is continuing to work intensively on further development of its successful diesel engine: one goal is operation in combination with a 48-volt mild hybrid system.

[CristiM]

 

[CristiM]

A apărut noul configurator VW România, ca include și noul Golf 8 AllTrack.

 

[ToniM]

Pentru eventuali doritori, se poate configura pe vw.ro Tiguan R

[laduncaag]

L-am vazut pe sosea, arata bine de tot, perfect sleeper.

[cristi511]

La pretul ala ( din deget am ajuns la 61k euro) o sa fie o masina tare exclusivista.

 

[voinea]

75 years ago in Wolfsburg: Start of series production of the Volkswagen Beetle
 

 

On December 27, 1945 the serial production of the Volkswagen Limousine (Type 1) got started. This was the real beginning of the success story of the Volkswagen. The model had originally been planned as a prestige project of the National Socialists. But from 1939 onwards the Wolfsburg plant had produced armaments instead of vehicles. Up to the end of World War II, only 630 units of the model, which had been renamed “KdF-Wagen” in 1938, left the Volkswagen plant. It was only under British trusteeship that the unique success story of the VW Beetle began at Wolfsburg thanks to the strategic vision of Major Ivan Hirst.

 

Series production of the civilian Volkswagen, referred to internally as “Type 1”, which later became world-famous as the “Beetle”, only started following the end of World War II on December 27, 1945 under the trusteeship over Volkswagenwerk GmbH which had been assumed by the British Military Government in June 1945. The British intended to use the Volkswagen Type 1 to perform urgently needed transport tasks within their occupation zone. It was this British pragmatism that finally protected the plant against impending demolition. Senior Resident Officer Major Ivan Hirst played a key role in this development. It was his farsightedness and talent for improvisation that made it possible to start automobile production in the years of rationing under conditions dominated by shortages. With his enthusiasm for technology and cars, his purposefulness and distinct attitude, he succeeded in transforming a former armaments plant into a civilian industrial company in an impressively short space of time.

The British Military Government had already issued an order for 20,000 vehicles in August 1945. The start of production was a visible sign of a new beginning and hope at the factory which had been largely destroyed by the end of World War II. This solution was in line with later British policy for Germany, which saw financial security and future prospects for the population as key elements in the development of democratic structures. Finally, democracy finds its way into the Volkswagenwerk: on November 27, 1945 the the Works Council elected in a democratic ballot held its constituent meeting.

Nevertheless, there were considerable problems in supplying the workforce with food and living space and production was hampered by raw material and energy supply bottlenecks. Despite these difficult conditions, the first Volkswagen sedan left the production line shortly after Christmas. Wolfsburg and Volkswagenwerk GmbH received a belated Christmas present only eight months after the end of the war. By the end of 1945, 55 vehicles had been produced.

From 1946 up to the currency reform, about 1,000 vehicles were produced per month. It was not possible to produce more vehicles in view of material shortages and rationing as well as a lack of personnel. The trustees responsible laid the foundations for further growth of the company by the fall of 1949. They established a sales and after-sales service system and began to export the Volkswagen sedan in 1947

 

The decision to develop a civilian factory and to start series production of the Volkswagen Type 1 was the starting point of a unique success story. Thanks to the early restart, the Volkswagenwerk GmbH got an excellent initial position for the economic upswing after the introduction of the D-Mark. Under the unofficial designation of “VW Beetle”, the car became more popular than almost any other automobile model throughout the world. It was also a record breaker in terms of production duration and volume. Volkswagen only discontinued production of the VW Beetle in Mexico in 2003, after 21,529,464 vehicles had been manufactured, including about 15.8 million in Germany.

 

[voinea]

Phasing out the e-Golf: Volkswagen prepares to launch the ID.3 at the Transparent Factory in Dresden

 

The Volkswagen e-Golf is history: Today the last vehicle rolls off the production line at the Transparent Factory in Dresden. With the e-Golf in Uranogrey, a total of 50,401 vehicles have been manufactured in Dresden since March 2017. At the beginning of the new year 2021, the production area of the Transparent Factory will be reconstructed for three weeks before the first ID.3 series vehicles roll off the assembly lines in Dresden at the end of January.

 

Danny Auerswald, head of plant of the Transparent Factory: "The end of the e-Golf is also the start of the final preparations for the ID.3. In just a few weeks, we will be opening the next chapter for the Transparent Factory. After Zwickau, we are the second location in Europe to manufacture vehicles based on the new modular e-drive system. Volkswagen is thus underlining the importance of the Saxon plants in the group-wide E-offensive."

Thomas Aehlig, Chairman of the Works Council of the Transparent Factory: "The start of assembly of the ID.3 is very good news for the workforce and the reward for the many efforts made in the transformation of the site since 2016. We have thus achieved sustainable job security for the core workforce and a positive future perspective for the site."

Dresden site: Technical equipment for the ID.3 in two waves

At the beginning of 2021, the production area of the Transparent Factory will be converted to meet the requirements of the Modular Electric Drive Kit (MEB). The first conversions for the ID.3 already took place in summer 2020. As one of seven stations, the "marriage", where the body and chassis are bolted together, was adapted. The conversion measures in winter include, for example, the installation of a system on which the panoramic roof is fitted and the adaptation of the gripping devices for the installation of the cockpit and seat system.

 

e-Golf: One of the most popular e-vehicles in Europe

The e-Golf was launched in 2014 and was produced in Wolfsburg until summer 2020. In 2017, the Transparent Factory started production in parallel to meet the high demand. In total, 145,561 left the two German production facilities in more than seven years. Measured by sales figures, the e-Golf is one of the most popular e-cars in Europe - especially with customers in Norway and the German home market.

 

Transparent Factory Dresden: E-location and showcase for e-mobility since 2017

 

Since opening in 2001, the upper-class saloon Phaeton (84,235 units, 2001-2016), the Bentley Flying Spur (2,186 units, 2005/2006 and 2013/2014) and, since 2017, the e-Golf (50,401 units) have rolled off the production line in the Transparent Factory.

The launch of the e-Golf also marked the strategic realignment of the company into a "Centre of Future Mobility". Innovative business areas such as the "Future Mobility Incubator", Volkswagen's start-up programme, and the "Future Mobility Campus", a learning laboratory for training and further education, the expansion of vehicle delivery and as a test field for Production 4.0, have made the location fit for the future. This successful transformation will continue apace with the imminent series production of the ID.3 from the end of January 2021.

 

MEB makes electric cars suitable for the masses

The ID.3 is the first vehicle to be based on Volkswagen's Modular Electric Drive Kit (MEB). The platform was developed specifically for e-cars and makes the best possible use of the possibilities of electric mobility. For example, the ID.3 has a long range, plenty of interior space and dynamic handling. More than 28,000 cars have been handed over to customers since the Europe-wide market launch in September. The basic version of the ID.3 will cost less than 30,000 euros (without state subsidies) and will be available to order in early 2021

 

Strong e-car cluster at the location Germany

With its determined entry into e-mobility, Volkswagen is making an important contribution to climate protection and thus creating long-term prospects for its approximately 100,000 employees at its German plants. In addition to production at the Zwickau plant and, in future, Dresden, the component plants in Brunswick, Kassel, Salzgitter and Wolfsburg are also involved. They manufacture important components such as the electric motor or the battery system. The Emden and Hanover vehicle plants are also scheduled to start producing e-cars from 2022. In the medium term, the Group headquarters in Wolfsburg is to become the pioneering factory for the highly automated manufacture of electric vehicles.

[Doc Morelli]

Nu stiu daca sa plang sau sa rad. "Regele" SUV-urilor, noul Kushaq !

 

https://www.autocarindia.com/car-news/skoda-vision-in-suv-christened-kushaq-419588

Modificat 7 Ianuarie, 2021 de Doc Morelli

[cristi511]

Ce x5/x7 low cost frumos.

 

[Rave]

E pe platforma A0 deci e un fel de T-Cross...