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Charging Effects
How to deal with the enormous possible charging pressures? Here the more modern version of a gasoline engine from the VW group above against its predecessor below. Provisional response: High pressures are
generated at a speed as low as possible, but afterwards everything will be done to get them somehow under control. First effect: The geometric compression is reduced.
From the information above in lines 4 and 5 of the data you can almost draw the complete diagram. The constant torque of 380 Nm from 1,800 to 5,500 rpm and the power calculated according to the formula:
| M · n | | P = |  | | 9.550
|
| 1.800 rpm | 72 kW |
| 2.500 rpm | 100 kW |
| 3.000 rpm | 120 kW |
| 3.500 rpm | 140 kW |
| 4.000 rpm | 160 kW |
| 4.500 rpm | 180 kW |
| 5.000 rpm | 200 kW |
| 5.500 rpm | 220 kW* |
| P · 9.550 | | M = |  | | n
|
| 5.500 rpm | 383 Nm* |
| 5.850 rpm | 361 Nm |
| 6.200 rpm | 340 Nm |
| *If the engine speed ranges of the highest torque and the highest
performance merge without interruption, the upper value must approximately correspond to the highest power and the lower value to the highest torque. |
If the torque curve remains at the same level, the performance curve increases linearly.
If the
performance curve remains at the same level, the torque curve decreases linearly. |
Decisive is the timely throttling as protection from the high pressures calculated on the previous page. And why do they do
that? They want to get more power and even more torque from the engine, the latter much more helpful in normal road traffic. And with the lowest possible CO2 emission.
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