Alfa Romeo Giulia

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da li je neko upalio ovaj auto , bila neka probna vožnja za novinare ili samo štampa press materijal.

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Pa upaljena je QV, kako nije. One i ide prva u prodaju. Tek kasnije ovi modeli ispod. Činjenica je da predstavljanje bilo specijalno za 105 godina Alfe, a dok će prodaja dosta kasnije. Slično je Aegea za Tursku požurena da se tamo prikaže, ali samo prikaže. Vjerujem da prve vožnje neće prije 9. ili 10. mjeseca.

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Seven surprises on new Alfa Romeo Giulia revealed by chief engineer

 

 

 

Judging by the reaction online, it’s difficult not to conclude that Alfa Romeo has wowed the world with its new Giulia saloon. While not everybody was smitten with its looks, unveiled to the world at an event in Milan on 24 June 2015, the whole motoring fraternity certainly sat up and took notice. Alfa is continuing to fettle the new compact exec ahead of sales starting in spring 2016. Hence our spies caught still-disguised Giulias on test near the Nurburgring in Germany this week, as the development programme moves into the final validation testing phase. Before more details are announced at the Frankfurt motor show, CAR magazine caught up with the programme’s chief engineer Philippe Krief for an exclusive one-to-one interview to hear the Giulia’s full technical background. We asked him what the knock-out features on the new car are. Read on for seven pearls of insight we learned.

 

 

1) The Alfa Romeo Giulia was developed in just two-and-a-half years

This 159 successor has been a long-time coming after numerous delays: the earlier front-wheel drive programme was canned in its entirety, deemed untrue to the brand after Fiat CEO Sergio Marchionne ordered a more radical replacement. ‘You ask every car maker: doing a car in two years, everyone will tell you it’s not possible,’ says Krief. ‘The industry standard says four, the longest say five years, everywhere in the world. We had to do it in two and a half years. Marchionne said – and he’s right – the only way to achieve that is to be different.’ Click here to read Sergio Marchionne on the Giulia.

 

2) The skunkworks mentality and the team of 10

Marchionne authorised a crack skunkworks team to lead the Giulia project. Krief remembers the call-up well. ‘It was 29 April 2013. I was working at Ferrari and received a phone call saying “You have to come and do the new Alfa, we have to do something totally different. So please take a bunch of guys, go somewhere and think about that. You have two years and two months!”’ He appointed a team of 10 specialists in different departments to set the parameters for the programme and they installed themselves away from the usual R&D centre. ‘We were together always, so we had a huge amount of ideas and a quick decision-making process that you can’t have in a big company.’

 

3) Why the Giulia uses plenty of aluminium and carbonfibre

‘We had two targets: first, weight-to-power ratio,’ says Krief, who’s internally dubbed head skunk (now that’s a business card!). ‘We knew that we wanted to have a car around 1500kg for the Cloverleaf. Then we needed to do the optimisation, to decide where we wanted to save weight, where we could afford to have normal steel. We also decided on the cost criteria: you have to save weight where it’s efficient, but to save weight you always have to pay. On the door it’s efficient, if I pay X I can save a lot of weight; in other areas it’s not that efficient because you only save a little weight and you pay a lot. Suspension arms are mostly aluminium, front and rear, the engines are aluminium, the doors and fenders are all in aluminium, the boot on this one [the Cloverleaf] is carbonfibre, the roof also, we have also the propshaft in carbonfibre and structure of the seats.’

 

 

4) There’s a little bit of Ferrari sparkle in the handling

Krief was a senior engineer at Ferrari and promises there’s a little bit of Maranello magic in the new Giulia’s chassis dynamics. ‘I worked on the 458, the Speciale especially,’ he tells CAR. ‘Ferrari had a big advantage of having rear-wheel drive, so it’s exactly the same kind of stuff we wanted to put on the Giulia, this kind of feeling… It has to be precise, very quick, very agile, very stable. It drives fantastically really.’ We reported live from the world debut

 

5) The Cloverleaf can send all its torque to a single rear wheel

Over to the chief engineer to explain the torque vectoring available on the new Giulia. ‘You have a differential, two clutches, there’s always torque coming, even if you’re not on the throttle. Thanks to the torque vectoring, this torque can be split front and rear, left and right. It can create whatever you want: to start stable, have oversteer, then stable, understeer, you can do what you want because this clutch is very fast, the control is very fast… Today the limit of the car is given by the tyres but here you have to think that once you are at the tyre’s limit, it’s like you have a hand above that can add an extra element. You can send 100% to one wheel, it can send everything to one wheel, or another.’

 

6) The V6 engine is an Alfa classic

‘The V6 is a ground-up build,’ Krief vows. ‘Twin turbos, 90 degree bank, what was important for us was the feeling, it’s not necessarily the amount of torque. When you drive the car, when you accelerate, you can have all the torque suddenly then nothing, or you can have torque which is increasing, increasing, increasing: we use the amount of torque and we tune it to always have this situation, this feeling. Torque is dependent on gear choice: on first and second gear, you can have a huge amount of torque, here we are very progressive, on third and fourth, we are still progressive, but on fifth and sixth gear you have less torque because here you are looking for power. So we give more torque on the lower revs. Yet even in sixth gear, you accelerate and then vooom! There will be other engines of course. We will show these engines in Frankfurt.’ Will there be a four-cylinder Giulia? ‘Probably. And we are package-protected for V6 diesel, we can install it in the car and after we can decide whether to put it in or not.’

 

7) The Giulia’s active aero changes shape as you drive

‘We wanted the maximum of everything, best engine, weight, suspension, tyres and torque vectoring, and best possible aerodynamics,' says Krief. 'You have to create downforce, it increases the performance of your tyres. So we’ve developed this device to increase downforce in corners. We start from the basis where the car has natural downforce, but then we increase it in a bend: so in curves, the splitter is working to give you more downforce; go back to a straight line and we want low Cx, low drag. The Giulia has two electric actuators linked to the ECU that understands if you’re in a corner or a straight line, whether you’re in an understeer or oversteer situation, and in respect of that decides how to move the splitter.’

 

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^ Odličan intervju.

Maserati V6:
 

 
Maserati V8 iz kojeg je Alfin V6 izveden:
 

 
Alfa Romeo V6 QV, nažalost jako loša kvaliteta:
 

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Škrti do zla boga s bilo kakvim detaljima slikama .........

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Razvoj V6 i V8 turbo motora je vodio veliki Paolo Martinelli, negdašnji Ferrari šef F1 motora.
 
Ranije je u Areseu radio i skoro do kraja doveo razvoj Alfinih 2.7 i 3.3 V6 turbo i bi-turbo motora za korištenje u Alfa Romeo i Maserati modelima. Ima priča da je 3.3 V6 bi-turbo razvijao nekih 550 KS. 2009. nakon ulaska u Chrysler je taj razvoj poništen.
 
Poradi potrebe prelaska i Ferraria na turbo motore ide razvoj V8 i V6 turbaka. Kako je V8 za specijalne tj. ograničene primjene kao top motorizacija Maserati modela te za Ferrari modele tako je logično da se idu na kompaktni (i skupi) sand cast blok za taj motor. Za V6 kako već ima osnova od Chryslera u vidu V6 bloka i kako je die cast odličan za veće količine koje će tu biti potrebne. Za sve je odabran provrt 86.5 mm da bi se moglo dijeliti više dijelova i da kraći razvoj kako se dijeli hidromehanika. 
 
Chrysler blok ima problem što je open deck tipa i onda je morao ići derivat V8 motora za top verziju Giulie. Hoće li biti taj blok korišten za što više toga je pitanje, koliko znam hoće.
 
Evo i PR djela za Maserove V6 i V8 motore, a vjerujem da dosta vrijedi za Alfin V6:
It uses high-tumble cylinder heads with four cam phasers, (doubling the number of the naturally aspirated V8), in a concept refined by Maserati Powertrain for optimal combustion control to deliver high performance and low consumption.
With hydraulically adjusted roller finger followers and two continuous cam phasers for each cylinder head, it can advance or retard the inlet and exhaust valve timing independently in real time andit also reduces friction losses compared to old valvetrain systems.
Another characteristic feature of the new Maserati engine family is the 200 bar direct fuel-injection system. This very high pressure, coupled with seven holes laser drilled oriented holes injectors and multiple injection, helps atomising the fuel directly in the combustion chamber, thus improving the fuel-air mixture and the combustion process at any engine speed.
The new V8 engine is boosted by two small parallel twin-scroll turbines, (one for each bank of four cylinders), which provide the high performance expected of a Maserati engine while reducing inertia. Maserati Powertrain focused on integrating the turbine housing into the exhaust manifold for a compact, light-weight solution.
Each turbocharger is fed by its own air-to-air intercooler. The Quattroporte has two intercoolers, each mounted low and wide of the main radiators to catch a constant supply of fresh, cool air.
The engine also uses a state-of-the-art ECU, with integral high-speed processors, which handle an array of shifting functions in real time.
Maserati Powertrain has also switched to on-demand ancillaries, with a variable displacement oil pump that works under electrical control for improved consumption and performance.
It also uses an innovative, computer-controlled alternator, which monitors the vehicle's electricity consumption and manages the alternator's workload to suit.
The engine also operates in both Normal and Sport modes, along with Manual versions of either mode, operated by elongated shift paddles fixed to the steering column.
The new Quattroporte also introduces the I.C.E. (Increased Control and Efficiency) strategy, a function aimed at reducing consumption, emissions and noise.
It is a user-select strategy and delivers a softer throttle pedal response for smooth driving, cancels the turbocharger's overboost function and keeps the exhaust's Sport flaps closed until 5000 rpm.It also adjusts the gearshifts to make them softer and slower and reduces torque at each gear's take-up point.
Besides delivering the Maserati Quattroporte's peak fuel efficiency figure, the I.C.E. mode is also very useful for driving on low-grip surfaces.
 
 
Kako Maserati V8 ima crossplane radilicu, a ispuh je bočno, ima jako specifično rješenje za turbine. Kod takvih V8 motora nove generacije i BMW i Mercedes imaju turbine unutar bankina motora. I meni je to bilo prvo logično rješenje.
 

 
 
 
Samo što BMW i Mercedes rješenja 'pate' za dobit više snage jer se ispušni plinovi tako i više griju, a za Ferrari aplikacije to nikako nije bilo poželjno pa su turbine sa strane i to se odnosi i na Maserati crossplane i na Ferrari flatplane rješenja gdje je to tako lakše riješiti nego kod Masera.
 
Prednost BMW i Mercedes riješena je kod gradske vožnje jer se motor prije zagrije.

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Klasična gradnja V8 biturbo ide da izduvni kolektori i turbine budu sa spoljne strane a usis po sredini motora između dva reda cilindara. Jedan od možda više njih koji odstupa od te filozofije je Bentley Continental 4,0 twin turbo.

 

Mercedes V8 twin turbo

 

Ovaj Maserati koliko vidim a i piše ima integralno napravljenu izduvnu granu i kućište turbo kompresora.

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Ovaj Maserati koliko vidim a i piše ima integralno napravljenu izduvnu granu i kućište turbo kompresora.

Da, al to je FPT već ranije krenuo sa tim. Zanimljivo da je u biti većinu tehnologija preuzeo od 1.75 TBi. Ovo je vjerojatno jedina linija motora iz njega i Renault 1.2 TcE koji jako puno koriste scavening. Zbog toga je GDI sustav od Boscha, a ne od Magneti Marellia sa kojim FCA opskrbljuje npr. Porsche.

It uses high-tumble cylinder heads with four cam phasers. To je rečenica koja u biti potkrepljuje da se koristi u velikoj mjeri scavening mada naravno marketinški nije lijepo da se ovi skupi motori povežu sa 1.75 TBi.

Gdje je trik sa V8 i crossplane radilicom, a da imaju 2 turbine? Pa ako su one twin-scroll tipa. Stoga da lakše riješi problem je prvi BMW išao sa ispuhom između bankina kod S63 motora za aktualni M5 F10, a onda ih je Mercedes 'kopirao' sa 4 litarskim V8 za novi AMG GT. Taj motor je iznimno kompaktan i on dobijen sand cast metodom za male serije kao i Ferrari/Maserati V8 te Alfin V6 ili npr. kako se rade motori za F1.

 

Ovaj Bentley motor tj. u biti Audi ima klasične mono-scroll turbine pa nije toliko interesantan u priči. Za Mercedes ne znam ali to je primjer onoga AMG-ovog 5.5 litarskog odnosno za 'civilne' oznake je 4.7 litarski ako se ne varam.

 

Kod V6 ako su 2 turbine twin-scroll naravno ne igra.

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Crossplane radilica
 

 
Inline radilica
 

 

cross vs inline
 
 
 
Crossplane Crankshaft Advantages: Smooth, vibration-free performance; distinctive American muscle car burble.
Crossplane Crankshaft Disadvantages: Heavier (harder to rev), requires larger crankcase.
 
Flat Plane Crankshaft Advantages: Lighter, more compact, more responsive (high-revving), better exhaust scavenging.
Flat Plane Crankshaft Disadvantages: Prone to vibration, lower torque levels.

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Alfa Romeo Giulia na sajam u Frankfurtu stiže u više verzija

 

 
Alfa Romeo je prilikom predstavljanja novog Giulia modela prikazao ovaj sedan u vrhunskoj QV varijanti, ali za sajam automobila u Frankfurtu italijanski proizvođač priprema i osnovni model.
Philippe Krief, vodeći inženjer Alfa Rome kompanije potvrdio je da će u toku održavanja sajma automobila u Frankfurtu biti predstavljena bogata ponuda Giulia modela sa različitim motorima, što podrazumjeva četvorocilindarske i dizel V6 motore. Kada je reč o Giulia QV varijanti, twin-turbo V6 motor razvija 510KS, što je znatno više snage od konkurentskih motora koji pokreću BMW M3 i Mercedes AMG C63 S. Zahvaljujući snazi motora ovaj model ima ubrzanje od 0 do 100 km/h za 3.9 sekundi.
 
preuzeto sa - Auto Blog

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Kada je reč o Giulia QV varijanti, twin-turbo V6 motor razvija 510KS, što je znatno više snage od konkurentskih motora koji pokreću BMW M3 i Mercedes AMG C63 S. Zahvaljujući snazi motora ovaj model ima ubrzanje od 0 do 100 km/h za 3.9 sekundi.

 

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Gledam ja sad ove slike i citam komentare i dolazi moj svrca koji ima 4 godine i cuje se ovako nest

 

WAUUUUUU kako lepa ALFA!!!!

Inace za njega je to najbolji auto,jer se odusevljavao zvukom kad se potera 1,8.

Zamislite kakav bi bio kad bi cuo ovu zver!

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Samo nemoj da pokvaris dete ,na pravom je putu

Edited July 21, 2015 by Dante Bg
citat iznad posta

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Sad ga kvarimo definitivno

 

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2.2 dizelka u vožnji.
 

   

 

   

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Pa šta ga više kriju. 

Dve čađave jednocevke.

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Baš vala, kao da je lek za sidu...

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Normalno da će kriti kada to otkrivanje 'civilke' čuvaju za Frankfurt, a tada će valjda i Aegea službeno skupa sa moguće hatch verzijom.

Na QV su 285/30 19, a ovdje 225/50 17 što ovdje daje 3.2 mm veći promjer. Eto, rupa je ispunjenija, a udobnost viša.

Edited July 27, 2015 by N.N.

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Nek bude

 

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Pogotovo kad se na kraju godine svode bilansi.

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V6

 

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Nisam sada na računalu. Imaju slike i video sa snimanja reklame za Giuliu QV u Barceloni.

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https://www.youtube.com/watch?v=MFJQBS7bN_E

 

"bolno limitiran klirens" : http://www.autoevolution.com/news/alfa-romeo-giulia-qv-shows-up-in-valencia-ground-clearance-looks-painfully-limited-video-98454.html