So, it seems that, for the time being, the dreams of having electric cars have faded into the distance. How could it have been possible?, when worldwide research in the field of battery development, given the maximum priority, has still not come up with a realistic solution. Indeed, this does not mean that the electric motor has no future in the automobile.
The hybrid-variation with the almost limitless possibilities of an electric motor, for between one and one hundred kilometers, is too tempting for the manufacturers. The legislation makes it possible. Therefore, one can already now, set the ceiling, after all, 100 kms mean: 0 g/km of CO2, at least it does when using the EU-interpretation.
Let us thus, pay attention to the combustion engine, which we will surely still be needing for a long time still, to cope with the other kilometers. On the page about the VW-MQB-platform we have described the new arrangement of all engines having a 12° slant to the rear and the increased wheelbase. Now we'll deal with the two engines themselves (1,6 liter and 2,0 liter).
Because Diesel engines, due to the lower RPM level, manage without, among other things, a camshaft adjustment, the fundamental distribution of the valves over the two camshafts is possible. There is no longer an inlet- and an exhaust valve, rather each camshaft serves both types of valves.
You may be thinking, what is the advantage? 'Swirl' in the inlet area would be the keyword here. Earlier, one turned the valves much less, to reduce the amount of swirl created and applied more effort to the drive from the cams. Now one has opted for the, technically seen, simpler solution, which nevertheless achieves more for the mixture formation during the injection and the combustion.
In addition, one further example: the return of the solenoid injectors, which, when compared with the Piezo-technology, have caught up considerably. In the foreground is probably the savings-advantage, without significant disadvantages as far as noise, consumption and the exhaust gas values are concerned.
The sticking to, presumably, even thinner-walled grey cast-iron engine blocks, falls roughly into the same category, whereby in this case, the problems are basically solved by specially treating the cylinder-walls and heat-transfer points. An interesting point is, that the compression is only very moderately further reduced. One had calculated, in this development-step, with a ratio of 15 or even 14 : 1.
From now onwards at VW, all the exhaust gases are directed to the rear. The oxidation-catalytic-converter and the particle-filter have been moved one above the other, directly to the cylinder wall. Above, next to the catalytic-converter, there is just enough space for the turbo-charger, very practical for maintaining the exhaust gas temperature. In the petrol engine the intercooler is brought from the other side, very near to the engine, of course it is liquid cooled with its own cooling circuit.
The renewed dominance of the timing belt is well known, in the meantime, with the same lifespan as the engine. Even newer, is it's possible combination with the motor-oil, to drive components like e.g, the oil-pump which is mounted below the crankshaft. No, the compensation shafts don't necessarily belong here. They may possibly be moved back to their original positions next to the cylinder block.
Please don't ask about the fuel-saving caused by all these measures. It is of course existent, but not always realistically specified. At least, an even higher performance development is possible with these engines and the Euro-6 classification can be achieved without any acrobatics when servicing. The only question remaining unanswered is, what weight would the vehicle have. 05/12
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