Despues de años y años de prehistoria, VW implementa 16v en la gama baja

[Matias_16s]

Re: Despues de años y años de prehistoria, VW implementa 16v en la gama baja

Gol AP 1600:
Aceleración de 0 a 100km/h - 12,8s
Velocidad Máxima - 163 km/h

Clio 1.2 16v:
Aceleración de 0 a 100km/h - 13,3 seg
Velocidad máxima - 157 km/h

Sportway 1.6 16v hay hasta 2010.

Iba a poner los datos comparativos con el Gol Power 1.4 pero oh casualidad que no existen esos datos y leí por ahí que VW no presta ninguna unidad de esas para hacer un test.
Qué quiero decir con esto? Tanto no se arrastra el 1.2 16v para la cilindrada que tiene. Y ni hablemos en consumo que le pasa el trapo a varios.

Bien por el Fox, supo ganar el mercado que no supo ganar el Polo en Brasil.
Pero dudo bastante que acá traigan el 16v

[El Negro 2007]

Re: Despues de años y años de prehistoria, VW implementa 16v en la gama baja

Basta de charla de putas de peluqueria



Un poco de aporte.....
La serie EA211 tiene varias cilindradas y configuraciones, la de Argentina seria quizas la mas pedorra y poco potente de todas
Era de esperar, aca lo compran igual


We Sample the EA211, Volkswagen’s Next Global Four-Cylinder Engine Series



Volkswagen’s various platforms, including the new MQB architecture, can enlist many different engines, but those engines will start to look a lot more similar. As it stands now, VW engines worldwide vary quite a bit. U.S. four-cylinders are fairly similar to the diesel variants—their intake valves are fore of the exhaust valves and the engine is canted forward. But in Europe, the EA111-series engines breathe the other way around and are canted backward.
To complement the MQB platform’s modularity and keep things more consistent, VW is developing the EA211 gasoline engine series, which will replace the EA111 series. The new engine group has a displacement range from 1.0 liter (a port-injected engine) up to 1.6. It’s the 1.4-liter turbo engine, however, that really sparks our interest. (For reference, VW’s ubiquitous 2.0-liter direct-injection turbocharged four-banger—dubbed EA888—that powers the GTI, A4, A5, et al., is actually managed by Audi.)
With 16 valves, direct injection, and a turbocharger, the basics are comparable to what we’ve seen from VW four-cylinders before. But the differences are vast and, aside from sharing an 82-mm bore spacing, little carries over. The 1.4 is the only EA211 variant we expect to get in the U.S. It will arrive first in the Jetta hybrid (more on that later), and there’s a good chance the 1.4 could replace the naturally aspirated 2.5-liter five-cylinder as the base engine for U.S.-bound Golfs. The 1.4 turbo has a slightly lower power rating than the 2.5 (140 hp versus 170) but a little more torque (184 lb-ft compared to the five’s 177), which peaks at 1400 rpm. The decision to use it more widely here hinges in part on the little bit of turbo lag the engine exhibits; Volkswagen planners fear it could be off-putting to American buyers.

Saving Weight, Wonders of the Headifold
Instead of being cast entirely from iron, the 1.4-liter block is made of aluminum with iron liners, which saves 42 pounds. Each connecting rod is about a third of a pound lighter. By lightening this reciprocating mass, the crankshaft’s mass, with better-optimized counterweights, drops from 25 pounds to 20. All told, the engine is 49 pounds lighter and delivers up to 20-percent-better fuel economy, according to VW.
The fuel-economy improvement comes from a combination of many innovations. For one, the exhaust manifold is integrated into the head. This setup reduces the distance exhaust gases have to travel before entering the turbocharger, helping fire the catalyst faster—it’s located right next to the turbo, adjacent to the cylinder head. The headifold (we just made that up, let’s see if it sticks) features its own cooling circuit. Valves in the coolant paths control this circuit’s flow. By isolating and collecting the heat in the head, this engine comes up to temperature quicker, reducing the fuel-rich environment of a cold engine and heating the cabin quicker. Conversely, when the engine is up to temp, this circuit can cool the exhaust gas about 212 degrees Fahrenheit under full load, which is a boon for emissions.
Cam Belts and Suspenders
In complete defiance of the norm, the EA211’s camshafts are driven by a belt. Yes, a belt. The advantage is less friction loss than with a chain system. The kicker: VW says the EA211’s belts are good for the lifetime of the engine. No mileage was quoted, but we expect “lifetime” to mean at least 100,000 miles. Cam phasers inside the belt-driven cogs produce variable valve timing on both the intake and exhaust for more high-end torque and improved response at low revs.
Gone is the air-to-air intercooler. In its place is an air-to-water heat exchanger that has been integrated into the intake manifold. This tightens up the packaging and, like the headifold (we’re not giving up on that name!), reduces the distance air travels between the turbo’s compressor wheel and the cylinders.

The really cool part: In some applications, the 1.4-liter EA211 will feature cylinder deactivation (called ACT in VW jargon, which translates to active cylinder management) that reduces the firing cylinders by half. This is a feature normally reserved for larger-displacement engines. This system is very similar to what is found on the new 4.0-liter V-8 powering Bentley Continentals and the Audi S8, among others. The camshafts are not honed from a solid piece of steel; instead, a splined shaft is fitted with cam profiles. The profiles for cylinders one and four are fixed with a pin, while the other two actually slide and feature two distinct shapes: one for normal operation, and a second with no profile. When the engine computer deems the middle cylinders superfluous, a tiny actuator atop the head drops a pin into a guide path, which swaps it to the blank profile. The whole process takes no more than 36 milliseconds (it’s a little quicker when engine rpm is higher).
The 1.4 can operate on two cylinders between 1400 and 4000 rpm. Engineers opted not to have the four go twin at idle because the vibrations would not be well received by passengers. If you’ve ever seen a Harley shake at a stoplight, you’ll understand what they’re avoiding—and why


Playing EA211 Polo
We briefly drove a Polo with ACT and found the system impressive. All four cylinders pitch in for meaningful acceleration, but once you’re up to speed, two shut down. We did detect a change in the exhaust note during the switchover, but were told this car wasn’t finally calibrated. Other than that, there was no detectable change in the powertrain downsizing.
Besides the rpm stipulation, two-cylinder mode is active when the engine is asked to make no more than about 74 lb-ft of torque. Surprisingly, this amount of torque is sufficient to make moderate speed changes. Slight grades are even maintained without kicking the other combustion tubes back on.
When switching back to four-cylinder mode, there is a clear hesitation before the middle cams are realigned. The sensation does not feel like turbo lag, but more like a hybrid system restarting its gas engine. You can feel the step in power development because all of a sudden the engine is using twice as many cylinders. This is not a bad thing and it will never cause a heart palpitation when trying to thread the needle in an intersection; remember, all four cylinders are firing at idle. Again, this was an early car, so the reactivation could get massaged one final time, but in our opinion the system worked well.
Interesting too is the shift strategy that’ll be employed along with ACT. In some cases, running on two cylinders at a higher rpm in a lower gear will be more efficient than four cylinders at a lower rpm in a higher gear. Dual-clutch automatics will choose the most efficient option automatically, but manual-transmission drivers will have to pay attention to a gauge display that indicates the most efficient gear

[kanshiv]

Re: Despues de años y años de prehistoria, VW implementa 16v en la gama baja

Gol AP 1600:
Aceleración de 0 a 100km/h - 12,8s
Velocidad Máxima - 163 km/h

Clio 1.2 16v:
Aceleración de 0 a 100km/h - 13,3 seg
Velocidad máxima - 157 km/h

Sportway 1.6 16v hay hasta 2010.

Iba a poner los datos comparativos con el Gol Power 1.4 pero oh casualidad que no existen esos datos y leí por ahí que VW no presta ninguna unidad de esas para hacer un test.
Qué quiero decir con esto? Tanto no se arrastra el 1.2 16v para la cilindrada que tiene. Y ni hablemos en consumo que le pasa el trapo a varios.

Bien por el Fox, supo ganar el mercado que no supo ganar el Polo en Brasil.
Pero dudo bastante que acá traigan el 16v

Mira te comento que maneje ambos autos (Gol y Clio) y el Clio no tiene ni para empezar al lado del Gol (en cuanto a potencia/reacción).. el Clio en segunda vos mandas el pedal al fondo y no sale el auto, tiene un delay gigante. Por otro lado la velocidad máxima del Gol no es 163 pero ni en joda.. llega a 180 tranquilo. Y el consumo del Clio te digo que es bastante elevado para ser un 1.2 eh..

[Metalix]

Re: Despues de años y años de prehistoria, VW implementa 16v en la gama baja

Vos conseguite una novia por que andas re pelotudo.. Aver si asi dejas de clavar vistos como una nena de 15 menstruando.

Gol AP 1600:
Aceleración de 0 a 100km/h - 12,8s
Velocidad Máxima - 163 km/h

Clio 1.2 16v:
Aceleración de 0 a 100km/h - 13,3 seg
Velocidad máxima - 157 km/h

Sportway 1.6 16v hay hasta 2010.

Iba a poner los datos comparativos con el Gol Power 1.4 pero oh casualidad que no existen esos datos y leí por ahí que VW no presta ninguna unidad de esas para hacer un test.
Qué quiero decir con esto? Tanto no se arrastra el 1.2 16v para la cilindrada que tiene. Y ni hablemos en consumo que le pasa el trapo a varios.

Bien por el Fox, supo ganar el mercado que no supo ganar el Polo en Brasil.
Pero dudo bastante que acá traigan el 16v

Alejo.. La plataforma del ap es del año del pedo , del 80 ? , el motor del clio cuantos años tiene? Obvio que con la tecnologia de ahora los coches andan mas con menor cilindrada.. Ademas no entiendo , quien nombro al AP? que por que tengo un gol en el avatar? quiero que sepas que mi auto me chupa un huevo y la mitad del otro , y me chupa mas lo que anda el triste ap. No solo que no me importa el ap , sino que la comparacion es media boluda.. comparar un 16v con un 8v , con años y años de tecnologia diferentes.. Es lo mismo que comparar un v8 flathead del 52 con un v8 del dia de hoy o no irme tanto.. sino un v8 del año 75.. son dos mundos totalmente diferentes..
Sin contar que el clio a 157? JAJAJA si .. tirandolo de un barranco con dios apoyandole un dedo en el baul .. Y no lo digo de rambo nomas , un amigo tenia una de esas batatas , muy triste lo que anda..

[-Gordon.Freeman-]

Re: Despues de años y años de prehistoria, VW implementa 16v en la gama baja

Anda al foro de Utilisima entonces. LENTO

Para hablar de reposteria y tortas me quedo aca a hablar del clio 1.2

Gol AP 1600:
Aceleración de 0 a 100km/h - 12,8s
Velocidad Máxima - 163 km/h

Clio 1.2 16v:
Aceleración de 0 a 100km/h - 13,3 seg
Velocidad máxima - 157 km/h

Sportway 1.6 16v hay hasta 2010.

Iba a poner los datos comparativos con el Gol Power 1.4 pero oh casualidad que no existen esos datos y leí por ahí que VW no presta ninguna unidad de esas para hacer un test.
Qué quiero decir con esto? Tanto no se arrastra el 1.2 16v para la cilindrada que tiene. Y ni hablemos en consumo que le pasa el trapo a varios.

Bien por el Fox, supo ganar el mercado que no supo ganar el Polo en Brasil.
Pero dudo bastante que acá traigan el 16v

comparar un motor de los años 70 contra uno del 2000 y 16v adicionales me parece medio absurdo (para colmo el AP1.6 std anda mas que la licuadora del D4F de Renault y ni hablar de lo exprimible que es)
ah y si comparas motores licuadoras, el 1.0 del gol trend (brasil) tiene mejor consumo y anda mas que el D4F

Gol trend 1.0 16v
Velocidade máxima163 km/h
Aceleração de 0 a 100 km/h13,4 s

Clio 1.2 16v:
Aceleración de 0 a 100km/h - 13,3 seg
Velocidad máxima - 157 km/h

Conclusion: el clio con 200cc a favor que el gol 1.0 16v anda igual y gasta mas.

[Fenomenoidemza]

Re: Despues de años y años de prehistoria, VW implementa 16v en la gama baja

Bien por VW por tratar de mejorar un poco con las 16v, lo malo es que al llegar a Arg, (si es que llega) te lo van a vender como un super auto, y el que lo tenga seguro le agarra el sindrome de cuello torcido cuasi bora boy.

Felices los quinesiologos y masajistas por la nueva ola de clientes de la mano del 16v.