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Mazda 1,5-l-Dieselmotor Skyactiv-D 105
77 kW (105 PS) - 4000/min
270 Nm - 1600 ... 2500/min
CO2 - 99 g/km
Mazda 3, Mazda 2, Mazda CX-3
3,8 L/100
Automatik 4,4 L/100, CO2-114 g/km комбиниран тест цикъл.

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MTZ Worldwide 2/2016
http://emag.springerprofessional.de/pub ... 599793#p=1

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....преди да се монтира филтъра, се препоръчва горещо това...

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ATZelektronik worldwide
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Automotive Testing Technology International 6.2016
http://viewer.zmags.com/publication/0a2 ... 0a249828/1
Electric & Hybrid Vehicle Technology International 1.2016
http://viewer.zmags.com/publication/474 ... 4747abac/1
Engine Technology International 6.2016
http://viewer.zmags.com/publication/6d1 ... 6d1d3a22/1
Industrial Vehicle Technology International 3.2016
http://viewer.zmags.com/publication/454 ... 454302a7/1
Professional Motorsport Circuit 6.2016
http://viewer.zmags.com/publication/5d0 ... 5d0a2322/1
Tire Technology International 3.2016
http://viewer.zmags.com/publication/34a ... 34a41062/1
Vehicle Dynamics International

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Volkswagen turns to the Miller Cycle for improved efficiency.
Рeak torque from just 1,300 rpm, while also improving fuel economy by 1 l/100 km (235 US MPG) compared to the current 1.5-liter TSI engine.
The new four-cylinder engine will find its way into showrooms later this year in 96 kW (129 hp) and 110 kW (148 hp) guises.

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Machinery Lubrication:
ноември-декември 2015
http://www.e-digitaleditions.com/i/6018 ... ember-2015
януари-февруари 2016
http://www.e-digitaleditions.com/i/6297 ... -feb-2016/
март-април 2016
http://www.e-digitaleditions.com/i/6558 ... april-2016

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Полезна правна помощ, при най-срещаните проблеми със застрахователите.
https://www.advokatami.bg/problemi-zast ... -313773861

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Dyson plots electric car with breakthrough battery:
Tech firm Dyson is secretly working on an electric car, which would give Britain an answer to the EVs in development from heavyweight Silicon Valley giants, Google and Apple. And the Dyson car could have double the energy density and range of today’s EVs, thanks to a breakthrough solid-state battery.

News of Dyson’s EV was accidentally leaked in the government’s recent National Infrastructure Delivery Plan 2016-2021 which stated: ‘Dyson [is] to develop a new battery electric vehicle at their headquarters in Malmesbury, Wiltshire… This will secure £174m of investment in the area, creating over 500 jobs, mostly in engineering.’

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Един приятен сайт за авточасти на много езици с чести отстъпки:
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Доставка - Bulgarien 9,84 €
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Абонаментът за гуми на автомобила
Нов вид използване на гумите представя ZTyre GmbH. Шофьорите вече не трябва да купуват гуми, те могат да се абонират срещу месечна такса. Концепцията ще бъде представена на изложението за автомобилни гуми в град Есен, Германия.
Шофьорите с такъв абонамент не трябва да купуват техните гуми, но те могат да направят абонамент срещу месечна такса от 4,99 €. Тази нова форма на използване на гумите може да се сравни с предплатената услуга на мобилните оператори. Клиентът избягва високата цена и ползва застраховка за гумите в случай на повреда.

"Но също така и за търговеца на дребно, системата предлага предимства," обещава Stephan Nungess, главен изпълнителен директор на Z-Tyre GmbH. Операторите на абонаменти за автомобилни гуми Alzura GmbH и Z-Tyre GmbH, гарантират търговски марж от 25 на сто. В допълнение така се преодолява проблемът със сезонната индустрия. Моделът с абонамент за автомобилни гуми също изгражда силна връзка м/у търговеца и клиента - това е карта на клиента, от който може да се генерира допълнителен бизнес.
"Концепцията е много добре приета на пазара", обяснява Stephan Nungess. За да се обясни действието на модела, екипът на Alzura GmbH и Z-Tyre GmbH организират от 24 до 27 май в зала 3, щанд 3C10, лични интервюта.

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Daimler presented in the four-cylinder diesel models of the new E-Class, a new type of exhaust gas purification. It summarizes the previously individually installed components together in an assembly. The approach could become standard in order to solve the problems of exhaust diesel.
Nox: The problems of the diesel engine today weigh themselves driver questionable with his head, which the operations under the hood are more shooting. But they know that D models are still the more economical. "In our view, diesel engines in passenger and truck indispensable if the transport-related carbon dioxide emissions to be reduced further," affirms about Prof. Thomas Weber, head of research and development at Daimler, together with colleagues from the other producers. The future, keywords "Worldwide harmonized Light vehicles Test Procedures" or WLTP and "Real Driving Emissions" or RDE will be even far more severe.
The task of increasing the high efficiency of diesel engines again and at the same time to ensure cleanliness to meet strict standards, requires the whole ingenuity of the designers. Ultimate purity bids can possibly meet even only in combination with hybrid technology. This is cheaper by larger series and advances in batteries, the cost of exhaust aftertreatment expensive diesel engines: The power source in automobiles because all developers are unanimous will, by 2020 change more than in the past 50 years.
The individually installed previously in the engine compartment and under the car floor parts are combined with the new diesel OM 654 in a single assembly.
Diesel operate at a higher compression ratio than gasoline engines. Their combustion in higher temperatures. Both are - in addition to the fact that their fuel contains 13 percent more energy than gasoline - the main reason for their lower consumption. Higher temperatures but cause the normally inactive nitrogen - combines with oxygen in the air to form nitrogen oxide - with almost 80 percent of the main constituent of the air. From it, there are several forms, the chemical shorthand NOx summarize.
Nitrogen oxides are toxic, they cause respiratory irritation, cause smog and acid rain. For good reason, new cars must always emit less of it. The Euro 6 Norm valid permits a maximum of 80 micrograms of NOx per kilometer. In the US only 50 millionths of a gram per mile are allowed, converted 31 per kilometer. The until August 31, 2015 valid norm Euro 5 allowed 180 micrograms.
Long before the current NOx discussion SanitarySolutions for diesel engines has been adopted. Hydrocarbons (HC) and carbon monoxide (CO) can be combusted in an oxidation catalyst, also called diesel oxidation Catayst (DOC). Today all fitted as standard particulate filter (DPF) could disappear sooner frequent clouds of soot from the exhaust. Visible smoke in a passenger car today reveals a neglected in the maintenance motor or (usually) little professional tuning measures.
Last (and biggest) problem with diesel engines is their nitrogen oxide emissions. First approach to avoid it if possible, are small "raw emissions". Today's engines have to over exhaust gas recirculation (EGR). A part of the exhaust gases returns into the combustion chamber. The charge is diluted, the temperatures remain low, there are fewer nitrogen oxides. In the latest engines this EGR is adjusted very accurately with cooled high and low pressure systems to the prevailing conditions in speed and load. You can significantly reduce the emissions from the corresponding effort, which even the motor efficiency benefits. , It is true, however, to avoid deposits from the exhaust gases especially on movable flaps and valves. You can make especially for frequent short trips for grief.
AGR certainly not alone creates the sharpest today limits. The nitrogen oxides formed during combustion must be resolved outside of the engine. First way to do this is a so-called DeNOx catalyst. It stores the nitrogen oxides a certain time. If the capacity is exhausted, notify appropriate sensors at the injection electronics. You can then inject an increased amount of fuel for a short time. This does not burn completely, but reaches as partially combusted and thus highly reactive load in the catalyst. Here she snatches, figuratively speaking, the stored nitrogen oxides to oxygen. They are reduced to pure nitrogen and discharged.
The DeNOx catalytic converter - English called "Passive NOx adsorber" PNA - is the simpler and cheaper solution. Immediately located on the exhaust manifold or turbocharger, it heats up quickly after a cold start, the effect is correspondingly quickly. However, the depending on driving style after longer or shorter journeys necessary cleaning by injecting additional fuel increases consumption - especially when the storage catalyst for space and cost reasons, it is small-sized and must be correspondingly cleaned frequently. Main disadvantage however is the limited effectiveness. Do the rules of Euro 6 are complied with (and even more so the more stringent American limits), PNA is sufficient only for compact and lightweight vehicles. Your small motors consume little and thus generate only small amounts of nitrogen oxides.
For heavier vehicles and larger engines is mainly SCR in question, the selective catalytic reduction. Here diluted uric acid is injected into the hot exhaust gases. It disintegrates in the heat ammonia that splits the nitric oxides into nitrogen and water.
SCR works, but requires little effort: The 32.5-percent urea solution used (mainly known as Adblue) must conveyed by a pump and pipes to a nozzle in the exhaust system. The tank - are consumed in cars one to three liters per 1000 km - must be large at least by American standards, that it extends until the next inspection, it is accordingly voluminous. The whole thing must electronically controlled - and are heated, not least in the winter, from minus 11.5 degrees Celsius freezes the solution.
The complicated technique, the size of the AdBlue tank and the cost cause problems. A "defeat device", a clever electronics that detects a test run, thereby activating the cleaning system, during normal road travel but mostly off, can help to keep costs low and difficulties. Particularly tempting appeared this (of course illegal) way years ago, when the SCR technology was still at the beginning, with the strict American rules but were already in force. Even today disturbs that SCR long does in city traffic and especially at low outdoor temperatures to be active after a cold start: Only the exhaust gases have the - arranged usually under the car floor and so far away from the engine - heat system enough.
For Euro 6 and future more stringent emission standards will only help to use both systems together - PNA for quick insertion of the cleaning effect after a cold start, SCR high effect in rapidly changing operating conditions in real traffic. Storage Catalyst plus selective catalytic reduction, to as far oxidation catalyst, particulate filter and EGR embody a veritable small chemical plant alone for cleaning of exhaust gases whose costs will soon be as high as that for the actual engine. The combination is not new: BMW about equipping some models designed for a long time like this with good results at the various emission tests of recent times.
New Idea at Daimler is to unite oxidation and storage catalyst and particulate filter and SCR catalyst in each case a common component. In between, the dosing for the urea injection is arranged. The combined oxidation and NOx storage catalytic converter converts thanks to its special coating accumulated NOx already at comparatively low temperature (from about 250 degrees Celsius) to - without injecting additional fuel. This progress provides solely for a reduction in fuel consumption in the New European Driving Cycle (NEDC) by nearly five percent. Additional cleaning effect in conjunction with urea injection with his coating effective as SCR catalytic particulate filter - name, SDPF - and the final SCR catalyst. The new combined system also avoids heat loss while driving with a light load. The overall system is always, so the developers in Stuttgart, so powerful that do not result in abrupt load changes in an undesirable increase of pollutants.
Planned new emission standards Euro 6 mean more expense for passenger cars with diesel engines. New ideas such as the Mercedes-Benz could help to keep cost increases in check. Small cars are already no longer available because of this cost by many manufacturers as a diesel model. Skeptics even foresee that medium hybrids and plug-in hybrid models assume the role of fuel-efficient diesel. These are larger series and rapidly falling prices for batteries always competitive. Today already seems clear that the combination of diesel and hybrid is not a solution for the future: Volvo has recently stopped production of until 2012 featured V60 plug-in diesel and electric motor again and PSA, as a company that was once the diesel hybrid favors, has just announced to abandon this strategy and to replace the Diesek by gasoline hybrid.

Изображение
Стоманено бутало от ново поколение (в ляво) до старо от алуминий
Изображение
Общ изглед на двигателя

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Bosch develops electric drive for motorsport Kart study.
Bosch has developed an electric drive for a motorsport Kart study. As part of the formula E in Berlin Bosch has introduced together with FIA, DMSB and Mach1 a first prototype.
As part of the FIA ​​Formula E, the FIA ​​Electric and New Energy Commission and the German Motorsport Federation have DMSB) presented the E-Kart in Berlin on 21 May 2016, the study of a purely electrical energy powered sports racing karts. When driving FIA and DMSB rely on Bosch. The company has developed it with the associations and Germany's biggest kart manufacturer Mach1 Kart and presented together with all parties in Berlin a first prototype.

The karting is considered a basic series in professional motorsport. Driving source of today's sports racing karts is mainly an internal combustion engine. The electric drive for professional karting have FIA, DMSB, Mach1 Kart and Bosch developed from scratch. The idea: all-electric Motorsport who gives no compromise on power and performance.

From the road to racing
The solution found the motorsport developers of Bosch in the new Boost Recuperation System (BRS), the first generation, the company brings in series from 2017th The BRS supports the combustion engine of vehicles in the compact class with its electrical components. Thus, it provides up to ten kilowatts extra performance and saves on the road up to 15 percent less fuel and CO2. It also supports the combustion engine during acceleration with an additional 150 Nm of torque. "We have modified this system for karting and thus electrify the prototype of the E-karts," says Dr. Klaus Böttcher, director Bosch Motorsport. "The combination of automobile mass production technology from Bosch with specially designed components and software for controlling the drive comes to us as a complete system from a single source."

Basis of the new drive are two starter generators with a total of 20 kW, which provide 300 Nm (ЕГАТИ ПАУЪРА :rofl: ) of torque at the rear axle. Energy storage is a 48-volt lithium battery. In addition, the starter-generators can recover energy by recuperation and use this to accelerate. Nerve center of the drive is a specially designed control unit, which controls the energy flows in the kart. Completing the overall system with sensors and a wire harness. "Already in the first drive of the electric karts it took less than five seconds from 0 to 100 and drove more than 130 Km / h. In the coming weeks and months we will continue to try to see what the new E- Kart everything is still possible, "said Boettcher.

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Machinery Lubrication май-юни 2016
http://www.e-digitaleditions.com/i/6805 ... -june-2016

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