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Iulian HondaFan

Audi A3 2.0TFSI DSG 2006

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razdan

B&B AUDI A3 2.0 TFSI

Interesant pare stagiul 5 cu 350 CP si 450 Nm ...

"To achieve this maximum power increase, B&B technicians rebuild the entire engine, which includes changing the crankshaft, forged pistons, the cylinder head and the turbocharger and round off the resulting power increase by modifying the injection and air intake systems. In addition, a special charge air cooler and a sport exhaust system with a special downpipe and a high-performance racing catalyst are installed. To keep oil temperatures at optimal operating levels in this "hot" engine B&B also installs a special Slim-Line oil cooler system."

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Iulian HondaFan

am vazut si io asta. merita insa numai daca ai AWD ( si mai bine pe un A4 quattro ca are Torsen). pentru FWD as face primul pas pana la 230CP, mai mult cred ca strica. masina este perfecta asa cum este. 200 de ponei sunt arhi-suficienti pentru FWD.

jurnal de bord:

am sarit de 9300 mile ( =15000km). fara probleme. consumul a ramasa acelasi la 8-10l%. se vede diferenta intre cauciucurile 225 originale si cele 205 de iarna. stabilitate + si consum - la cele de vara.

poze:

Edited by Iulian HondaFan

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R4z

super frumos A3-ul ... si motorul ala de 200 CP pe el, nebunie curata ... :P

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oaspetele

mai baieti, vreau sa-mi scot pala ria in fata lui iulian.

desi membru activ si cu state vechi pe hondafan.ro/forum, n-a ezitat sa-mi sara in aparare atunci cand am incercat si eu, tiptil, sa mai spal onoarea VAG-ului, extrem de hulit pe forumul hondatilor.

de fapt, nu sa-mi sara mie personal in aparare (din pacate n-am actiuni la VW), ci evidentei.

este un tip onest si corect, pentru care tre sa ne bucuram ca impartaseste entuziasmul vizavi de produsele VAG.

ma rog, unele dintre ele.

cu atat mai faina apare masinuta lui.

:P

acuma, sa nu credeti ca dezertez. am intrat pe forumul hondatilor pentru a afla ce motorizare de la noul Honda Accord prezinta evacuare dubla. am tinut mai bine de 40 km asa ceva in spate, iar cand am vazut la "despartire" (eu am luat-o spre Bistrita, tipul respectiv spre Baia Mare din Dej) evacuarea dublu, un fior mi-a strabatut sira spinarii : dupa cate stiu eu, doua are doar modelul de 2400 cm3 si 190 cp !!

:P

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Iulian HondaFan

corect cu varianta de Accord cu evacuare dubla. celelalte au evacuare normala.

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Vlad MHL

Dupa cum spuneam pe un topic sau chiar pe acesta, Accord 2.4 190 CP m-a dezamagit complet, mai ales ca prin caroseria break pierde o secunda intreaga la demarajul 0-100 km/h. Insa o masina de admirat este Honda S2000. Asta da. O superbitate de masina si un monstru de motor. 2.0 240 CP 9000 rpm. Incredibil.

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Iulian HondaFan

americanii sunt si mai drastici:

http://www.caranddriver.com/article.asp?se...0&page_number=6

dar asta era situatia inainte de 2005. acum cu 2.0TFSI si cu spatiul pe bancheta din spate corectate A4 sta mai bine.

Edited by Iulian HondaFan

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Iulian HondaFan

un review super pentru A3 2.0TFSI aici:

http://www.automotive.com/2006/12/audi/a3/reviews/index.html

This is the first production car engine to combine turbocharging with FSI, a version of which was used with great success in Audi's all-conquering R8 Le Mans race cars. Here's a quick primer: In contrast to conventional intake systems, where fuel is injected through an intake manifold, FSI delivers the fuel directly into the combustion chamber. The injector, located on the intake side in the cylinder head, is served by a high-pressure pump driven by the camshaft and a pressure reservoir shared by all cylinders: thus, the "common rail" system. Injection times are controlled to within .001 second at injection pressures of up to 110 bar (to compare, a manifold injection system operates at a maximum of 4 bar). The result is more power with greater efficiency, and an engine that climbs smoothly yet quickly through its powerband. Turbo lag is nonexistent. Just push your right foot down and let the 2.0T deliver.

Audi says the A3 2.0 T Sportback sprints from 0 to 60 mph in 7.0 seconds, a modest figure by some standards, but the raw number doesn't begin to do justice to the engine's throttle response and the chassis' willingness to get from here to there. Torque is ever ready, and the engine is quite happy to reach 6000 rpm over and over again.

The transmission choices illustrate Audi's industry-leading technology in transferring engine torque into rolling power. You can't go wrong with either the standard six-speed manual or the paddle/lever-shifted DSG automatic. The swiftness of choosing the correct gear with either gearbox is more than matched by the car's quickness on its feet.

Surefooted agility, even with only the two front wheels driving the car, comes easily to the Sportback, thanks in large measure to a new four-link rear suspension. Compactness, low weight and superior handling are all expected benefits of such a complex suspension, but there's also a lot cost and effort to add it to a platform and market segment that has traditionally been unused to such superior technology. Was it worth it? You betcha. The multiple links provide a functional separation between the longitudinal and transverse forces, resulting in better lateral rigidity for crisper handling (and a safer car) and relatively soft lengthwise control for a comfortable ride. It's simply exceptional and is one hallmark of an engineering department at full strength. Think BMW when imagining the A3's road manners.

The suspension is worth a few more words, as its sophistication demonstrates Audi's overall investment in technology and materials. First, at the rear, the multiple links are formed by a wheel carrier with a wheel bearing unit, two lower wishbones (spring link and tie rod), one upper wishbone and a trailing arm. The three wishbones are connected to the body by a subframe, built of extra-strong steel tubes and plates, which is bolted to the body to form a complete unit, to save weight while also strengthening the rear of the chassis. On the Quattro, the rear axle subframe also serves to accommodate the final drive and is made of aluminum for further weight savings. The springs and twin-tube gas-filled shock absorbers are mounted separately, the shock outside the spring, allowing the shocks to be fitted close to the wheels for additional cargo room. An anti-roll bar, mounted on extra-firm rubber/metal mounts, is standard.

The front suspension is a MacPherson-type design with triangular lower wishbones. The subframe is bolted to the forward structure, and the anti-roll bar is mounted directly on the spring strut for quicker, more dynamic responses to road conditions. This also allows a smaller anti-roll bar, reducing front suspension weight by 3.5 pounds. The front wishbone mount is extra firm for enhanced lateral control, while the rear wishbone mount, in contrast, was engineered with non-linear characteristics, assuring good ride comfort under minor loads and controlled self-steering dynamics as forces increase.

The A3's premium-level technology even extends into the steering box, which is now electromagnetically adjusted in response to steering wheel angle and vehicle speed. Servotronic steering is found in many cars, but the feel comes down to the software that determines the levels of assistance, and the A3 felt just fine.

Braking is more than fine. The four-wheel discs are big enough to handle repeated pedal stabs without overheating, and high-tech electronics ensure optimum braking in all conditions. The latest-generation ABS features, for the first time in an Audi, a dual-rate servo, which amplifies brake force when it senses the driver's right-footed demand for emergency stopping power. The newest available Electronic Stabilization Program guides the car's dynamics with astonishing computer power, incorporating the ABS, EBD (electronic brake-force distribution), ASR (traction control system), MSR (engine drag torque control system), EDL (electronic differential lock), hydraulic brake assist and the ESBS (extended stability braking system).

What that all means is that you'll not find a better-balanced front-drive car anywhere. Nor will you find many compacts that make such a convincing sports car when the road is right.

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andREI

Legat indirect de LeMans, Audi, seria R si tehnologii noi de succes in motorsport (cum este si TFSI-ul), ai vazut R10-le cu V12 TDI la Sebring?

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Iulian HondaFan

am vazut stirea de pe prima magina a vwforum.ro :P. Sebring e parte a circuitului LeMans care e specialitatea Audi. anul trecut la Sebring au castigat tot ei cu un benzinar... mi-ar placea insa sa-i vad in F1, acolo unde sunt cei mai multi producatori in arena.

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andREI

...TFSI mai exact. In F1 e prea devreme.. zic eu.

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Iulian HondaFan

"neste poze"

Edited by Iulian HondaFan

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Iulian HondaFan

am schimbat A3-ul in septembrie pentru aceasta Acura...

am fost absolut multumit de acea masina. am facut in total aprox. 32k km fara probleme si in conditii de comfort si, zic eu, rafinament. o recomand oricui. motorul este unul deosebit ( pacat ca blocul motor fiind din otel cam vibreaza la relanti), transmisia DSG este superba ( desi cui ii place manuala nu e acelasi lucru), comportamentul dinamic in curbe excelent ( pacat numai ca e oleaca cam prea grea pentru o compacta), consumul de carburant remarcabil pentru puterea si sprinteneala masinii. devalorizarea dupa 1 an a fost decenta - aproape 8000$ la o valoare initiala de 31000$.

regret ca nu am batut-o mai mult pe nevasta-mea la cap sa isi predea Civicul si sa tinem A3-ul... dar asta a fost decizia ei.

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stefison

vad ca la tine nevasta e cu deciziile importante in casa... :offtopic:

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Iulian HondaFan

vroiai sa-i dau una la ochi :lol: si sa o oblig sa conduca A3 cand ea vrea Civic? :D

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stefison

fara violenta mosule, fara violenta. sunt argumente mult mai puternice in favoarea A3

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Iulian HondaFan

ea nu are absolut nici un interes in masini... a tinut Civicul pt. ca face 30k km pe an si consuma mai putin ( desi nu e chiar o avere, dar ea e "ecologista", nu mananca nici carne si e convinsa ca e mai bine sa consume putin; cred ca va schimba Civicul pe un hibrid). apoi prefera manuala, desi sunt sigur ca s-ar fi invatat cu DSG-ul. nu o intereseaza acceleratia si nici slalomul. si zo deranjau marginile ridicate ale scaunelor sport ale A3 , zicea ca iese greu din masina... a apreciat insa designul exterior si interiorul mai dichisit.

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NetFlow

Face parte din 0.001% din femei care prefera manuala? :lol: Mare lucru. mai ales ca nu prefera cutia manuala pt sportivitate... Chiar. de ce o prefera? :D

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stefison

devine splendid postul despre sotia ta Iuliane. oricum, nu ii stiu nationalitatea, dar se incadreaza bine in spiritul pragmatic al americanilor.

oricum am inteles acum de ce ai renuntat TU la A3 si nu sotia ta (pentru ea era un back up plan, si a zis no thanks). Honda a castigat in sufletul tau (sau Acura cum o cheama in SUA)

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Iulian HondaFan

cred ca prefera manuala din obisnuinta. A3-ul il conducea numai pe mod automat si o enerva la pornire. asta pentru ca nu vrea nici s-o calce si Civicul il conduce mai mult pana in 3000rpm, doar intr-a 1-a mai ajunge spre 4500rpm. :D oricat m-am straduit nu am putut-o convinge sa foloseasca padelele de pe volan sau modul manual :) . oricum a evitat sa o conduca. in anul in care am tinut A3-ul cred ca nu l-a condus mai mult de 10 ori.

eu am facut schimbarea pentru ca a fost convenabil. TL este un Accord american de lux. in segmentul asta premium este numarul 2 ca vanzari dupa serie3 in America ( cam 60% din volumul de vanzari al bavarezei) si de vreo 3 ori mai bine vandut decat A4.

avantaje:

- mai mare (habitaclu cam cat serie 5), comfortabil, interior finisat la nivel A3 ( as zice ca A4 si serie3 sunt o idee mai dichisite echipate cu piele)

- sistem audio Panasonic cu DVD audio si surround 5+1, mai bun decat Concertul de pe Audi;

- 258CP cu diferential cu patinare limitata, sprint 0-100km/h de 6-6.5 sec, la acelasi nivel cu un 330i sau A4 3.2 quattro;

- reprize mai bune ( putere si cuplu cu 25% peste A3 la o greutate cu numai vreo 70 de kile mai mare);

- distante de franare chiar oleaca mai bune decat cele 2 germane; 4 discuri ventilate cu etriere Brembo;

- suspensia mai putin rigida decat A3-ul dar capabila sa mentina viteze de slalom mai bune decat A4 3.2l si egale cu cele ale 330i.

- mai silentioasa decat A3-ul; motorul se simte si vibreaza mult mai putin decat 2.0TFSI;

- pret 32500$ numai 1500 mai mult fata de cat a costat A3-ul; in fapt am dat A3-ul si 10k ( inclusiv taxe si inmatriculare); nemtoaicele similar echipate erau in jur de 38-39000$;

- valoare de revanzare foarte buna, cost de exploatare sub cele 2 germane;

dezavantaje:

- torque steer fiind FWD ( problema neintalnita la 330i si A4 3.2);

- nu e disponibila in AWD;

- desi vitezele de slalom sunt egale fata de 330i, comportamentul in viraje este mai putin neutru;

- consum un pic mai mare decat A3-ul ( media 8.5-9l% fata de aprox 8% cat scoteam cu A3-ul).

- imi place mai mult designul A4, nu e Audi si nici BMW... dar e o Honda de mare clasa :rolleyes:

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