Во америка ќе си добие секој купувач по 5000$ оштета. Тоа е најбитното. Овде не добиваш ниту еден бесплатен сервис. Европјаните се робови безвредни, зомбијата ретардирани амерички имаат поголеми права. Зошто VW во Америка мора да се договори за големината на оштетата? Затоа што проблемот не се поправа. Во европа као ќе сменат 5-6 параметри во мапата и абра кадабра, не загадува повеќе, како да не, ќе подмачкаат милонче ваму милионче таму и ќе замачкаат очи со ремапот. Во америка тоа нема да пројде, ќе си платат 20тина милијарди оштета.
А дека сите лажат и дека сите бензинци загадуваат дури и повеќе од дизелите, не е задолжително гледиште. Кој како сака. Јас верувам дека на симо бензинецот е голем загадувач. Бампер карот со изгорен катализатор на џонтра уште поголем.
Веста на денот да ја дополниме:
That 3.0-liter, six-cylinder engine manages to deliver a total output of 400 horsepower and 560 pound-feet of torque, which is enough to take the 750d to 62 mph in 4.6 seconds and the 750Ld to the same benchmark in 4.7 seconds. Furthermore, it’s able to achieve a combined fuel economy of 5.7- to 5.9-liter per 100 km, or between 47.9 and 49.6 mpg on the imperial scale.
The 3.0-liter, six-cylinder engine manages to deliver a total output of 400 horsepower and 560 pound-feet of torque
This kind of fuel economy and performance is made possible by multi-stage turbocharging and an upgraded common-rail direct injection system. As always, the cylinder heads and engine block are manufactured using a high-pressure compression process, while a hot isostatic pressing process is used to ensure the aluminum castings can hold up to the extreme combustion pressures of the engine. The head gasket is now five layers think and the cylinder bores have a twin-wire, arc-sprayed coating. The pistons are made from aluminum and silicon alloy with remelted bowl rims and bronze lines inside the pin eyes. The fuel injection system has been upgraded to withstand fuel pressure higher than 2,500 bar – a way to increase the precision and automization of fuel, which essentially means less fuel is wasted.
The most important part is how the turbocharger system works. To make this next-gen engine, BMW had to add a fourth turbocharger to the mix. The high-pressure turbochargers are built into the same housing with variable turbine geometry. The larger, low-pressure turbocharger that was used in the past has been replaced by two smaller units that are able to respond faster. The result is almost zero turbo lag on takeoff and excessively quick response when the accelerator is mashed at higher speeds.
The way it works is, the two low-pressure turbos and one high-pressure turbo are in use at all times. Under hard acceleration from idle, the low-pressure turbos are bypassed. This allows turbo pressure to build up faster than ever, with the second high-pressure turbo kicking in at 2,500 rpm. Both low-pressure and high-pressure turbos now feature exhaust gas recirculation, which increases not only turbo performance but the performance of the engine itself. All told, this is the next evolution of the diesel engine, but Bimmer is keeping it on that side of the world for now, so don’t expect to see it in the U.S. anytime soon.
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The fact that this engine makes almost as much power from 3 liters as a Camaro does from more than double that is impressive. However, the torque is what most people buy these models for. While the maximum 760 Nm is available only between 2,000 and 3,000 rpm, you can have 450 Nm from 1,000 rpm.
As for the quad-turbo system, this includes two very small turbos with variable turbine geometry integrated into a single housing. The gigantic turbo used by the tri-turbo engine has been replaced by two smaller ones. This results in a better response time.
Usually, the two low-pressure turbochargers and one of the two high-pressure turbos are permanently in action. Only under hard acceleration from idle will the two low-pressure turbochargers be bypassed using a flap control system, thus allowing boost pressure to be built up quickly. Under normal conditions, the second high-pressure turbocharger is brought into play at an engine speed of about 2,500 rpm.
Read more:
http://www.autoevolution.com/news/2017-bmw-750d-xdrive-launched-with-400-hp-quad-turbo-3-liter-diesel-107541.html#ixzz49W3xZIsp---------
According to BMW, the new mill is 11% more fuel efficient and kinder to the planet than the outgoing three-turbo unit, despite being more powerful.
BMW’s most powerful six-cylinder benefits from several features, which the carmaker is more than happy to explain. For starters, the maximum combustion pressure has been increased from 200 bar to 210 bar. The new mill also gets the latest iteration of common-rail direct injection technology, whereby maximum injection pressure has been increased to over 2,500 bar.
Druck
The highlight here is of course the fourth turbocharger. Twin smaller low-pressure turbochargers replace the previous single turbine, and join two high-pressure units as before. BMW claims this allows for a quicker response time from the turbos. A new engine management system (Digital Diesel Electronics) is also put in place to coordinate the activity of the engine and its turbochargers.
Another new feature here is exhaust gas recirculation for the low-pressure stage of the turbocharging system as well as the high-pressure stage. To enhance efficiency, the engine also utilises an indirect system of charge air cooling with higher capacity than that used by the outgoing engine, aided by an additional compressor backplate cooling for the low-pressure turbos.
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The new engine retains the outgoing unit’s 3.0-liter displacement and straight-six configuration. It uses two small turbos that quickly spool up at low rpm to reduce turbo lag, and two bigger units that gradually take over as the revs rise. All told, BMW’s new turbodiesel makes 394 horsepower from 4,000 to 4,400 rpm and a solid 561 pound-feet of torque from 2,000 to 3,000 rpm. The company explains the six could easily generate a lot more torque, but its output is limited by the ZF-sourced eight-speed automatic transmission that it’s bolted to.
BMW expects the 750d will burn about five percent less fuel than its predecessor.
Read more:
http://www.digitaltrends.com/cars/2016-bmw-750d-news-specs-performance/#ixzz49W4nKN5J Follow us: @digitaltrends on Twitter | digitaltrendsftw on Facebook
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400кс, 800нм, 4.6секунди, 250кмх лимитирани, 8 литри комбиниран циклус на возење во максимален комфор и луксуз. Штета што нема масовно да се произведува.
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