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Benzinci T tipa - šta izabrati? / TJet, TSI i ostali turbo-benzinci / motori male kubikaže

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Ima tu mali milion stvari da se odradi, od druge struje, pumpe goriva, visokog pritiska interkulera, kvacila, zamajca itd. ali moze, motor kao motor on trpi :)

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Da, na to sam mislio. Dobitak od 20% sa stage1 je kulturno. Za dalje vec stage2, a dobitak 30% i jos 2 puta para koliko kosta stage1.
Za 40% vise snage, sve sto si ulozio, pa jos 1.5-2 puta toliko.
 

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13 hours ago, dellas said:

Uzdam se u Svicu, moja delta je bila na 200k iz Svice dosta bolje utegnuta nego Audi na 160k u Srbiji, a znamo otpornost jednog i drugog....ali ova Cupra je nesto drugo, treba je videti. Kazu da je taj motor kovan navodno i da se cipuje i na 400hp, ali ne znam koliko je istina...ja nisam znao ni da postoji. 

Sta kazu ovi sa “retkim bolestima” npr @PremieRacing :)

 

Znaš kako, nikad, ali nikad ja nisam gledao šta se priča i piše o motorima, menjačima, potrošnji, i generalno o nekim modelima automobila... Ako se meni sviđa, to je to, ja kupujem najbolji primerak koji mogu da nađem. 

 

Leon mi je u svim tim sportskim verzijama predrkan naduvani balon i vrlo rado bi ga posedovao. Samo ne u crnoj boji.

Ništa nikada više u crnoj boji. U stvari, folija je mama  :D

Edited by PremieRacing

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@dellas jeste kovan motor.

To je 2.0tsi koji se i danas ugradjuje. Vozio sam novijeg Leona sa tim motorom i bolesno ide.

 

Na stazi je brzi od Golfa 7 GTI, dok ga Golf dobija 0-100 debelo posto Leon nema vucu na 4 tocka.

 

E sad ja bih mu zamerio manuelni menjac, ali tu vec moze @nidza da ti kaze kako ide 2.0tsi sa manuelnim menjacem.


A potencijal je ogroman za cipovanje. Ima i kod nas tih motora sa 400 konjica.

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Mislio sam na GTI, ali ne znaci da sam u pravu :D

 

Cini mi se da sam davno gledao review da 300hp GTI ima 4x4.

Tadasnji pandan Leon je imao 290ks ako me secanje sluzi.

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Golf sa 300 ks i 4x4 se zove "R"... On je 'spiritualni' naslednik onog R32 sto je imao VR6 motor, i otuda to "R"... To je top-line Golf, nema jaci/skuplji. Po njemu je i R-Line paket opreme (pandan M, S-line itd) dobio ime... 

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Ali u pravu si, imaju iste motore i snaga im na valjcima zapravo bude slicna ili ista.
Ono sto izgubi na pocetku od 4x4 pogona, nadoknadi posle na vecim brzinama zbog manjeg gubitka snage i manje tezine. 

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Tih EA888 ima brdo generacija i verzija, meni je bas tesko propratiti te vag motore, sta kod kojeg valja il ne valja... a nisu male razlike... 
Ima 3 generacije. Nije baš toliko teško ispratiti.
[mention=2753]dellas[/mention] jeste kovan motor.
To je 2.0tsi koji se i danas ugradjuje. Vozio sam novijeg Leona sa tim motorom i bolesno ide.
 
Na stazi je brzi od Golfa 7 GTI, dok ga Golf dobija 0-100 debelo posto Leon nema vucu na 4 tocka.
 
E sad ja bih mu zamerio manuelni menjac, ali tu vec moze [mention=61]nidza[/mention] da ti kaze kako ide 2.0tsi sa manuelnim menjacem.

A potencijal je ogroman za cipovanje. Ima i kod nas tih motora sa 400 konjica.
Nije to isti 2.0 TSI. Nisu me zanimale Cupre tog godišta, ali ovo može biti Gen 1 ili 2.
Nije da mi se ne dopada, rado ih vozim.
Ali mi licno VW-ov manuelni menjac vise lezi.
 
A novi DSG je toliko bolji od manuelnog po performansama da bas ne vredi porediti. Opet licni utisak.
Ne bih se složio. DSG6 je duži od manuelca 22%, tako da u principu lošije ubrzava, iako brže menja brzine. Međutim, bolji je za ekstremni tjuning, jer ta vozila lagano prebacuju 300km/h, dok je manuelcu kraj oko 270-280, ne znam tačno.

Ja bih uvek odabrao manuelan menjač za ovaj segment vozila. Ne moraš da juriš i ložiš se, prosto si intimniji sa vozilom i veći je merak. Ja sam davno naučio da kočim sa obe noge i pritiskam po dve papuče jednom nogom, tako da ću voziti šaltung dokle god je to moguće, pa neka je sporije od ovih menjača za devojčice.

Sent from my POCOPHONE F1 using Tapatalk

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15 hours ago, horvat said:

Tih EA888 ima brdo generacija i verzija, meni je bas tesko propratiti te vag motore, sta kod kojeg valja il ne valja... a nisu male razlike... 

 

27 minutes ago, nidza said:

Ima 3 generacije. Nije baš toliko teško ispratiti. 

 

 

A koliko ima verzija po generaciji? 

 

Podeli ako si ispratio... :)  

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3 hours ago, horvat said:

 

 

 

A koliko ima verzija po generaciji? 

 

Podeli ako si ispratio... :)  

 

https://en.wikipedia.org/wiki/List_of_Volkswagen_Group_petrol_engines#EA888

 

Recimo, kod mene u autu je dual injection motor. Uz FL ga ne više ne nude.

 

https://en.wikipedia.org/wiki/List_of_Volkswagen_Group_petrol_engines#Four-cylinder_EA888_petrols

 

Nije ništa čudno da motor ima mnoštvo podvarijanti, tako je i kod drugih proizvođača. Slabije verzije imaju manje injektore, manji turbo, jeftinije delove, jači imaju sve pojačano, itd.

 

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https://www.motorreviewer.com/engine.php?engine_id=119

 

2.0 TSI EA888 Gen 1
The 2.0TSI EA888/1 is known by following codes: CAWA, CAWB, CBFA, CCTA, and CCTB. Just like 1.8TSI, the 2.0l engine has a cast-iron cylinder block with the 88 mm (3.46 in) cylinder spacing and 220 mm height. The displacement growing was achieved by the new forged steel crankshaft with 92.8 mm (3.65 in) stroke while the bore size was kept the same. Also, the engine has the short connecting rods (144 mm) and other pistons lower the compression ratio to 9.6:1. The engine block is equipped with two chain-driven counter-rotating balance shafts.

The aluminum 16-valve cylinder head of 2.0TSI is similar to the 1.8TSI head. There are two intake and two exhaust valves per each cylinder. The intake valve diameter is 34.0 mm; the exhaust valve diameter is 28.0 mm; stem diameter for both valves is 6 mm. The valvetrain has low-friction roller finger cam followers and hydraulic tappets, for valve clearance compensation. The intake and exhaust camshafts are on top of the head and they are driven by the timing chain. The intake camshaft is equipped with the variable intake valve timing system. The 2.0 TSI Gen1 has direct fuel injection with homogeneous mixing. The low-pressure fuel pump mounted in a tank delivers fuel to the high-pressure pump supplying up to 190 bars (2,760 psi) of fuel pressure for the six-hole fuel injectors. The high-pressure injection pump is driven by a four-lobe cam on the exhaust camshaft. The engine also has the electronically controlled ignition with long-life spark plugs and four individual single spark coils.

The engine is turbocharged by the water-cooled and integrated into cast iron exhaust manifold turbocharger KKK K03 with the max boost pressure of 0.6 bar (8.7 psi). The compressed intake air goes through the plastic variable geometry intake manifold. The whole operation is controlled by ECU Bosch Motronic MED 17.5. The 2.0 TSI Gen1 with 2 lambda probe sensors meets the European emission standard Euro 4 (CAWB, CAWA engines) and ULEV 2 (CCTA, CCTB engines); CCTA version has 3 lambda probe sensors and meets the Californian SULEV standard.

2.0 TSI EA888 Gen 2
The 2.0TSI EA888/2 has appeared also in 2008 and had the same bunch of modifications as the 1.8 TSI Gen2. The main target was the friction reduction and efficient increasing. For this purpose, the diameter of the main journals was reduced by 6 mm (58 mm to 52 mm). Also, the low-friction thin pistons rings, new pistons and a new method for cylinder wall surface manufacturing were applied. This generation has a variable oil pump. In addition to that, the 2.0TFSI engines for Audi applications were equipped with AVS system (CCZA, CCZB, CCZC, and CCZD engines). It is a two-stage intake valve-lift control. The system varies the valve lift in two stages: 6.35 mm and 10 mm after 3,100 rpm.

The 2.0 EA888/2 meets the higher emission standards comparing to EA888/1 - Euro5 (CDNC engine) and ULEV 2 (CAEB engine). The production of these engines continued until 2015.

2.0 TSI EA888 Gen 3
The 2.0TSI EA888/3 or Gen3 was designed to be lighter and more efficient. First of all, the engine got a new cast iron cylinder block with thinner walls by 0.5 mm (3 mm instead of 3.5). There are new steel crankshaft, pistons and rings, oil pump and light-weight balancing shafts. The new engine design incorporates an entirely redeveloped cylinder head. It is a 16-valve aluminum DOHC cylinder head with an integrated and water-cooled exhaust manifold. Like before, the camshafts are driven by the timing chain and AVS system is applied for the intake valves only. But the variable valve timing system is available for both camshafts.

The 2.0TSI EA888/3 is equipped with dual injectors. One set is mounted in the port (MPI) and another set is inside the cylinders (direct injection), for that extra efficient power when needed. The max boost was increased up to 1.3 bar (18.8 psi). It became possible by installing the new turbocharger (IHI IS20) with a new electronic wastegate, which adjusted the boost pressure. The CULA, CULB, CULC, CPLA, and CPPA versions are equipped with a smaller and less powerful turbocharger - Garrett MGT 1752S.

For high-performance vehicles, the engineers did some improvements in the design. The engines with code CJX have slightly different cylinder head shape, performance intake camshaft, bigger exhaust valves, reduced compression ration to 9.3:1, new pistons, more productive injectors, and high-pressure fuel pump. The engines are turbocharged by IHI IS38 with the max boost of 1.2 bar (17.4 psi). More powerful versions come with a big air-to-air intercooler.

The Gen3 engines are equipped with Siemens Simos 18.1 electronic engine control unit (ECU). The upgraded 2.0 TSI EA888/3 corresponds to the latest emissions regulations such as Euro 6 for the European market.

 

Modifications
CAWA - 125 kW (170 hp) at 4,300-6,000 rpm, 207 lb-ft (280Nm) at 1,700-5,000 rpm. This is engine for the VW Tiguan.
CCZC - 125 kW (170 hp) at 4,300-6,200 rpm, 207 lb-ft (280Nm) at 1,500-4,200 rpm. Application: VW Tiguan, Audi Q3.
CCZD - 132 kW (178 hp) at 4,500-6,200 rpm, 207 lb-ft (280Nm) at 1,700-4,500 rpm - another engine for the VW Tiguan.
CCTA/CBFA - 147 kW (200 hp) at 5,100-6,000 rpm, 207 lb-ft (280Nm) at 1,800-5,000 rpm. Application: VW Golf Mk5 GTI (for US market only), VW Golf Mk6 GTI (for US market only), Audi Q3 (for US market only), VW Jetta Mk5/Mk6, VW Passat B6, VW CC, Audi A3 (8P).
CAWB/CCZA - 147 kW (200 hp) at 5,100-6,000 rpm, 207 lb-ft (280Nm) at 1,700-5,000 rpm. Application: Audi A3 Cabriolet, VW Scirocco, VW Tiguan, Audi TT, Skoda Superb Mk2 (3T), Skoda Octavia.
CPSA - 155 kW (211 hp) at 5,000-6,200 rpm, 221 lb-ft (300Nm) at 1,800-4,900 rpm. The engine version is for Audi Q3.
CCZB - 155 kW (211 hp) at 5,300-6,200 rpm, 207 lb-ft (280Nm) at 1,700-5,200 rpm. The engine was installed in VW Golf Mk6 GTI, VW Scirocco, VW Passat B6, VW CC, VW Tiguan, SEAT Altea Freetrack, SEAT Leon FR.
CAEA/CDNB - 132 kW (179 hp) at 4,200-6,000 rpm, 236 lb-ft (320Nm) at 1,500-4,000 rpm. Application: Audi A4 (B8), Audi Q5, Skoda Kodiaq.
CAEA/CAEB/CDNC - 155 kW (211 hp) at 4,300-6,000 rpm, 260 lb-ft (350Nm) at 1,500-4,200 rpm. Application: Audi A4 (B8), Audi A5, Audi Q5, SEAT Exeo.
CAEA/CAEB/CDNC - 155 kW (211 hp) at 4,300-6,000 rpm, 258 lb-ft (350Nm) at 1,600-4,200 rpm. It is Audi TT Mk2 engine.
CHHB - 162 kW (220 hp) at 4,500-6,200 rpm, 258 lb-ft (350Nm) at 1,500-4,000 rpm. Application: VW Golf Mk7 GTI, VW Tiguan 2, Audi A3, Skoda Superb, Skoda Octavia RS.
CNCD - 165 kW (224 hp) at 4,500-6,250 rpm, 258 lb-ft (350Nm) at 1,500-4,500 rpm - Audi Q5 engine.
CHHA - 169 kW (230 hp) at 4,700-6,200 rpm, 258 lb-ft (350Nm) at 1,500-4,600 rpm. The engine can be found under a hood of VW Golf Mk7 GTI Performance and Skoda Octavia RS230.
CJXE - 195 kW (265 hp) at 5,350-6,600 rpm, 258 lb-ft (350Nm) at 1,500-4,000 rpm - high-performance engine for the SEAT Leon Cupra.
CJXA/CJXB - 206 kW (280 hp) at 5,100-6,500 rpm, 280 lb-ft (380Nm) at 1,800-5,500 rpm. Application: SEAT Leon Cupra, Skoda Superb.
CJXD - 213 kW (290 hp) at 5,900-6,400 rpm, 258 lb-ft (350Nm) at 1,700-5,800 rpm - one more high-performance engine for the SEAT Leon Cupra.
CYFB - 215 kW (292 hp) at 5,400 rpm, 280 lb-ft (380Nm) at 1,800 rpm. Application: VW Golf Mk7 R for the North American market.
CJXC - 221 kW (300 hp) at 5,500-6,200 rpm, 280 lb-ft (380Nm) at 1,800-5,500 rpm. Application: European VW Golf Mk7 R, Audi S3, SEAT Leon Cupra.
CJXG - 228 kW (310 hp) at 5,500-6,200 rpm, 280 lb-ft (380Nm) at 1,800-5,500 rpm - the most powerful version available for Audi TTS.

 

 

 

6 hours ago, nidza said:

Ima 3 generacije. Nije baš toliko teško ispratiti.

@nidza Bukvalno prvi rezultat na guglu mi je izbacio ~29 razlicitih verzija EA888 motora... Mozda sam lose i prebrojao, a posto tekst i nije najnoviji, verovatno ih ima i vise... 

Edited by horvat

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Misliš da 1.4 motor u Fiatu postoji u manje varijanti? 

 

EA888 se ugrađuje već 16tu godinu u vozila koncerna koji proizvodi najveći broj različitih automobila. Normalno je da ima puno varijanti, za svaku generaciju svaka kombinacija dizni/pumpe/turba/mapa, za x modela u okviru kojih postoji y opcija. Između generacija su stvarno velike razlike, tj. Gen3 je toliko različit od Gen2, da su mogli opušteno i drugu oznaku da daju. Znaju oni bolje od nas što imaju ovakvu nomenklaturu.

 

http://bd8ba3c866c8cbc330ab-7b26c6f3e01bf511d4da3315c66902d6.r6.cf1.rackcdn.com/FSIvTSI.pdf

 

Zanimljiv dokument, ilustrovan, kratak i lak za razumevanje.

 

Motor je bruka, bože zdravlja da se vidimo nekad da probate koliko je to elastično. Ako mislite da je dizel elastičan i vuče iz niskih obrtaja, onda nemate ni predstavu - a prava sreća tek počinje tamo gde dizel zabode, na oko 4500 obrtaja. edit: ovo nisam napisao da bih pokrenuo neku diskusiju, nego najveći broj ljudi danas vozi TD motore, pa imaju reper kako se voze takva vozila.

Edited by nidza

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21 hours ago, horvat said:

Tih EA888 ima brdo generacija i verzija, meni je bas tesko propratiti te vag motore, sta kod kojeg valja il ne valja... a nisu male razlike... 

 

6 minutes ago, nidza said:

EA888 se ugrađuje već 16tu godinu u vozila koncerna koji proizvodi najveći broj različitih automobila. Normalno je da ima puno varijanti, za svaku generaciju svaka kombinacija dizni/pumpe/turba/mapa, za x modela u okviru kojih postoji y opcija.

 

Upravo si potvrdio ono sto sam ja prvobitno i napisao... 

 

 

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U pravu si, ali svakako je isao u S3, Scirocco R, TTS (CDLA), a u Golfa R (CDLF)

 

Quote

notes

the 162 kW (only Polo R WRC) and higher versions have stronger pistons and gudgeon pins, new rings, reinforced connecting rods, new bearings, reinforced cylinder block at the main bearing pedestals and cap, new lightweight aluminium-silicon alloy cylinder head for high temperature resistance and strength, adjusted exhaust camshaft timing, increased cross-section high-pressure injectors, 1.2 bars (17.4 psi) (value only valid for Audi S3(8P)) boost pressure K04 turbocharger with larger turbine and compression rotor (S3, Cupra, GTI Edition 30), of which some components are NOT shared with the lower output variants

 

 

Edited by neshaoct
formatiranje

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On 3/26/2020 at 6:01 PM, dellas said:

Opsednut sam ovim autom, baca me u neke rebuse :)

Da li neko zna nesto o njemu?

 

seat leon.jpg

http://www.polovniautomobili.com/auto-oglasi/15921304/seat-leon-cupra-r310

 

 

 

 

Znam da je dosao u NS...  :thumbup:

Edited by PremieRacing

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Isuvise je ovo prosto za njega. Da je neki Leksus, Lotus il bar Lancia onda ne bi bilo dileme

 

Послато са SM-J330F помоћу Тапатока

 

 

 

 

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