Saturday, 19 September 2020

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Alfa Romeo Tonale: il SUV in arrivo nel 2021


Alfa Romeo Tonale: il SUV in arrivo nel 2021

Posted: 18 Sep 2020 08:56 AM PDT

Silahkan membaca berita terbaru tentang otomotif berjudul Alfa Romeo Tonale: il SUV in arrivo nel 2021 di website Batlax Auto.

Il design di Tonale è proiettato al futuro: le sue dimensioni compatte racchiudono l'unicità del design italiano e lo stile originale e moderno tipicamente Alfa Romeo, in una sintesi tra un heritage prezioso e l'anticipazione di nuovi canoni. Alfa Romeo racchiude l'essenza dell'arte e della scultura italiane, attraverso l'esperienza senza tempo della manualità artigianale. Tonale si ispira alla bellezza e alle nuance delle forme umane, così come al movimento della luce, che richiama linee e volumi puri. Nel suo design ricorrono stilemi entrati nella storia di Alfa Romeo e ne diventano manifestazione tangibile, grazie a un'esecuzione che suscita un approccio moderno alla nuova anatomia Alfa Romeo. Un elemento che richiama la tradizione del DNA di Alfa Romeo è la ruota "teledial": il design del cerchio da 21" di Tonale richiama questo concetto del "disco telefonico" attraverso una struttura architettonica leggera, che presenta una realizzazione pulita e di grande impatto del tema circolare. Questa scelta di stile risale agli anni 60, quando divenne il vanto dell'iconica 33 Stradale. Il design distintivo del cerchio di Tonale viene inoltre esaltato dall'assoluta armonia con l'esclusiva configurazione di pneumatici Pirelli. Sulla fiancata si avvicendano volumi pieni ed eleganti propri di vetture apparentemente lontane per generazione e tipologia, che richiamano le qualità cariche di fascino delle forme pure della Duetto o della Disco Volante Spider, mentre la "Linea GT" di Tonale reinterpreta la sensazione di tensione e sicurezza della pluripremiata GT junior. L'anteriore ripropone l'inconfondibile "Trilobo" e il suo distintivo "Scudetto" Alfa Romeo che funge da punto di forza centrale, indirizzando la velocità e la fluidità che pervadono Tonale. Ad accompagnare questo iconico elemento e a completare la monografia sul frontale troviamo la fanaleria anteriore "3 più 3" che evoca lo sguardo fiero tipico di SZ e Brera. Il posteriore di Tonale viene impreziosito e ingentilito da un lunotto avvolgente e completato nella parte superiore dall'ala sospesa che ne esalta la continuità con il tetto trasparente. Come per ogni Alfa Romeo, il design è caratterizzato da un tocco distintivo: i fanali posteriori ricordano un segno grafico piuttosto che un elemento ottico di illuminazione, una sorta di firma luminosa nata direttamente dalla mano dell'artista.

Nel Q4 2021 Alfa Romeo inizierà a parlare delle attività di lancio di Tonale, che quindi potrà finalmente arrivare con alcune unità entro la fine dell'anno e l'inizio del lancio vero e proprio all'inizio del 2022.

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Nuovi investimenti per Melfi, Pomigliano e Mirafiori

Posted: 18 Sep 2020 07:56 AM PDT

Silahkan membaca berita terbaru tentang otomotif berjudul Nuovi investimenti per Melfi, Pomigliano e Mirafiori di website Batlax Auto.


I finanziamenti della Banca Europea degli Investimenti ("BEI") a Fiat Chrysler Automobiles N.V. (NYSE: FCAU/ MTA: FCA) ("FCA") per la produzione di veicoli elettrici a batteria e veicoli ibridi ricaricabili sempre più sicuri salgono a quasi 800 milioni di euro.  Gli investimenti saranno realizzati principalmente negli stabilimenti del Sud Italia, con forte sostegno all'occupazione e nel rispetto dei più avanzati criteri in materia ambientale.


 


Veicoli Ibridi Ricaricabili a Pomigliano e R&S a Torino: 485 milioni di euro


Una prima operazione di 485 milioni di euro, perfezionata nei giorni scorsi, ha una duplice componente.  Per quanto riguarda il comparto produttivo, sostiene una linea innovativa di veicoli a motori ibridi ricaricabili (i cosiddetti plug-in hybrid electric vehicles) realizzati nello stabilimento di Pomigliano, in Campania. A questa, si aggiunge l'attività di Ricerca, Sviluppo e Innovazione (RSI) per elettrificazione, connettività e tecnologie a guida autonoma svolta prevalentemente nei laboratori FCA di Torino. La linea di credito della BEI copre il 75% del valore totale degli investimenti di FCA per questo progetto nel quadriennio 2020-2023, con una durata del prestito di cinque anni e tassi di interesse particolarmente vantaggiosi, grazie alla tripla A delle emissioni obbligazionarie BEI.


 


Veicoli Ibridi Ricaricabili a Melfi ed elettrici a batteria a Mirafiori: 300 milioni di euro


Prima dell'estate era stata perfezionata un'operazione di 300 milioni di euro per gli investimenti in corso di realizzazione nel triennio 2019-2021 nelle linee produttive di veicoli a motori ibridi ricaricabili negli stabilimenti di Melfi (in Basilicata) e veicoli elettrici a batteria a Mirafiori, in Piemonte.


 


Per la BEI entrambe le operazioni rientrano tra i pilastri dell'attività di finanziamento:


il sostegno agli investimenti in RSI, per lo sviluppo delle più avanzate tecnologie di elettrificazione dei veicoli;

il sostegno ai progetti localizzati in Sud Italia e all'occupazione;

infine, in quanto Banca del Clima, l'affiancamento ai promotori in tutti quegli investimenti che hanno l'effetto di mitigare il cambiamento climatico e rispettano gli obiettivi dell'Accordo di Parigi.

I contratti conclusi nel 2020 consolidano la partnership storica tra BEI e FCA, che dal 2010 a oggi si è concretizzata in dieci operazioni per complessivi EUR 3,2 miliardi di finanziamenti, principalmente a sostegno dell'innovazione tecnologica, con anche importanti effetti nell'industria produttiva e nell'indotto.

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Steve McQueen and his Porsches

Posted: 18 Sep 2020 07:27 AM PDT

Silahkan membaca berita terbaru tentang otomotif berjudul Steve McQueen and his Porsches di website Batlax Auto.

The congratulations from Zuffenhausen arrived by airmail: "Dear Mr. McQueen," the letter dated March 1970 began. "It is a great pleasure to extend my warm congratulations to you on your outstanding performance at the 12 Hours of Sebring." Ferry Porsche wrote that he had "followed the race from home with rapt attention." Forty-years-old at the time, McQueen was not only one of the most successful Hollywood stars of the day, but also an avid racer: "You can imagine how delighted I was that you posted such a brilliant result in a car of our brand," concluded Ferry Porsche.

"I'm not sure whether I'm an actor who races or a racer who acts." Steve McQueen

McQueen and his teammate Peter Revson had indeed pulled off a heroic feat at the classic long-distance race in Florida. Although in their Porsche 908/02 Spyder KH (Kurzheck or short tail) nicknamed "Flounder" they were clearly outmatched by the more powerful competition from the higher class, they led the pack in the final stages of the race and were only overtaken by Mario Andretti in a Ferrari on the last lap. The American driver crossed the finish line with a mere 23-second gap after 12 hours at race pace.

Steve McQueen, 1970, Porsche AG

Steve McQueen hated coming in second: he always wanted to win. But even for him, this second-place finish felt like a victory. A victory over himself, as it were; he had injured his left foot two weeks earlier at the motocross race at Lake Elsinore.

He had arrived for the race in Sebring on crutches and sporting a cast. "The foot's broken in six places," McQueen explained matter-of-factly to the waiting TV reporters. "We had to shorten the left pedal in the car and glue sandpaper to the sole of my shoe for me to be able to work the clutch." The notion of pulling out, however, hadn't crossed his mind. "I had given my word."

That's how he was. The coolest guy around. A guy who pushed boundaries and broke the rules. And not only in blockbusters like The Magnificent SevenBullitt, and The Towering Inferno – he was no different in real life. And that meant one thing above all others: racing. He was "always in a hurry," Steve McQueen once said. "That's how I live." His son Chad, now 59, puts it this way: "He loved racing. It was his drug."

He fled the poverty he had grown up in, in Missouri and Indiana, at top speed. At the age of 14 he was still living in a home for delinquent youths; as a 17-year-old, he enlisted in the Marines as a tank driver. At the age of 22, he successfully auditioned for one of the coveted spots in Lee Strasberg's famed Actors Studio in New York – the drama school par excellence in the 1950s. 

"You only live once, so live life to the fullest." Steve McQueen

To make ends meet, McQueen worked as a dishwasher and truck driver, and topped up his budget by running races on his Harley-Davidson. The prize money was usually one hundred dollars – a sizable sum at the time.

McQueen scored his first starring role at the age of 27 in the science-fiction horror film The Blob. His pay: $3,000. It was the comparatively modest beginning of an unprecedented rise.

By the end of the 1950s, his income was sufficient to buy his first new car: a black Porsche 356 A Speedster. Like his fellow actor James Dean, McQueen felt drawn to the young brand out of Stuttgart. The Speedster and its 75 hp engine combined day-to-day usability with the qualities of a club racer.

Steve McQueen, Derek Bell, l-r, 1970, Porsche AG
1970 Le Mans Shooting break: McQueen enjoyed the camaraderie of the drivers and the unique opportunity to drive on the legendary track, even if not in competition. Filming the racing epic "Le Mans" was "almost an afterthought," as Derek Bell (right) recalled later. 

In 1959 he entered nine races of the Sports Car Club of America in California. His very first official race, in Santa Barbara on 31 May, ended with a victory in the novice class. "I was hooked. Racing gave me a new identity," McQueen acknowledged later, "and it was important to me to have that independent identity."

Before the summer of 1959 drew to a close, McQueen had traded in the Speedster for a more powerful Porsche 356 A Carrera. Later, he entered his first race in a pure race car, a Lotus Eleven. Countless more sports cars and racing machines would follow over the course of his 20-year career. He collected almost obsessively – not only cars, but also motorcycles and even aircraft. "He was mad about speed and machines," said Neile Adams, his first wife.

"I'm not sure that acting is something for a grown man to be doing." Steve McQueen

McQueen himself regarded his toys as a means of escape into another world in which only his laws applied. "I can really only relax when I'm racing. I loosen up at high speeds," he once said in a television interview. 

But there was something else as well: the need to assert himself, at any price. "He had to overtake you, that was his personality," says Clifford Coleman, his assistant director for many years, who also raced motorcycles. "That's why he was so successful. He had to win."

Steve McQueen, r, 1970, Porsche AG

And not only on the racetrack – also when it came to getting back his first Porsche 356 A Speedster. When McQueen found out that fellow race-car driver Bruce Meyer of Beverly Hills had bought the car for $1,500, he hounded him for months until Meyer let him have it back. McQueen would keep it for the rest of his life. "Today it would fetch a seven-figure sum," says Meyer. "Not one million, several million." Not that the Speedster with the rare central lock hubs is for sale. It's firmly ensconced in Chad McQueen's garage.

Steve McQueen's films, too, were made according to his rules. As one of the biggest film stars of the 1960s, he could do as he pleased. He built cars and motorcycles into the plot lines wherever possible. Take, for instance, the madcap beach drive with Faye Dunaway in a VW Buggy in The Thomas Crown Affair

In the legendary chase scene in Bullitt he insisted on doing the stunts himself instead of using a double – a producer's nightmare come true. An injured star would have meant losses to the tune of millions. 

Yet even as he was filming one cinema hit after the other, he couldn't resist continuing to take part in motocross races. Generally unnoticed by the public. McQueen enjoyed the anonymity granted to him by the helmet and entered races under the pseudonym Harvey Mushman. But even with a helmet on, his riding style was an unmistakable calling card. "He was strong and fast," recalls assistant director Coleman. "That was evident in the way he rode a motorcycle – very aggressively."

His racing activities on four wheels attracted more attention, not least because he occasionally shared the cockpit with world-class drivers like Innes Ireland, Pedro Rodríguez, and Stirling Moss. "He always wanted to measure himself against the best," says son Chad.

McQueen was driving at the highest level by that time and even financed his own racing team through his company Solar Productions. The pinnacle of his racing career was to be the 12 Hours of Sebring on 21 March, 1970, one of ten races in the World Sportscar Championship season.

The Porsche factory team brought seven cars to the starting line, including four 917 KH models, with which the team hoped to repeat the previous year's world championship victory. But the lion's share of attention went to McQueen and co-driver Peter Revson, who were starting in the 908/02 as a private team. McQueen had already driven the open-cockpit car to victory in races in Holtville and Phoenix. Porsche driver Kurt Ahrens, who was trading places with Vic Elford at the wheel of a 917, kept a keen eye on his celebrity rival during training. "McQueen had a lot of talent, and he was ambitious, practically obsessed," recalls the now 80-year-old. "And he was fast, even if not quite as fast as Revson." 

Porsche 908/02 Spyder KH, 1970, Porsche AG
A top show at Sebring in 1970: the McQueen/Revson duo earned the hard-won respect of established pros at the 12-hour race. In the 908/02, they'd kept the more powerful competition at bay until just before the finish

With their 350 hp, three-litre Spyder, McQueen and his teammate didn't stand a chance against the competition in the five-litre class with their roughly 600 hp – not, at least, in theory. To compensate for their slower lap times, the team didn't change tyres or brake pads for the entire race. "We were all surprised how consistently they drove; the rigors of the race were considerable," says Ahrens. "The track was made of concrete slabs; it gave us a good rattle." McQueen also had the broken foot to contend with. But even that didn't shake his composure. In the end, the pit strategy paid off with a sensational second place, notwithstanding McQueen and Revson benefiting from multiple dropouts and repairs suffered by competitors. 

"I look forward to meeting you personally at Le Mans." Ferry Porsche

The best factory team Porsche, driven by Leo Kinnunen, Pedro Rodríguez, and Jo Siffert, came in fourth after a time-consuming pit stop. It was not the result Porsche had hoped for.

"Your finish enabled us to keep the lead in the Manufacturers' World Championship, and for that I would like to thank you," Ferry Porsche noted in his letter to McQueen.

Steve McQueen, 1970, Porsche AG

The head of Porsche and the Hollywood star were anticipating the high point in the annual racing calendar with equal enthusiasm. At the 24 Hours of Le Mans, McQueen intended to contest the race with Formula One champion Jackie Stewart in a Porsche 917. But, for insurance reasons, this would have caused him no end of trouble with the Hollywood brass.

For the first time in his life – or so it would seem – McQueen backed off and restricted himself to preparing for his racing epic Le Mans from trackside. He had the 908/02 from Sebring drive as a film car. Sharing driving duties, Herbert Linge and Jonathan Williams were to capture authentic racing scenes. In the end they took a respectable ninth place but were disqualified for a controversial rule violation. 

For Porsche, the race would end with a long-awaited triumph: Hans Herrmann and Richard Attwood scored Porsche's first overall victory at Le Mans in their red-and-white 917.

Shortly thereafter, Steve McQueen started shooting the scenes for his film. He had long dreamed of making the ultimate movie about racing and Le Mans was his pet project. The film was on the verge of collapse several times, almost ruined him financially, and brought the end of his marriage to Neile Adams once and for all.

He fired the first director, John Sturges, because the latter wanted to film a love story against the backdrop of the 24-hour race. For McQueen, the race itself was the love story. The second director, Lee H. Katzin, finally gave way. There never would be a coherent script and dialogue was scarce. Le Mans would only attain its cult status many years after its release in 1971.

"He wanted to be one of us. And he was one of us." Richard Attwood

For the driving scenes, McQueen brought in the top ranks of Le Mans professionals, including Derek Bell, the later five-time overall winner. It didn't take long, Bell recalled later, before McQueen was roaring down the track himself in a 917. "Steve's passion for speed was obvious: he wanted to drive full-throttle all the way." The filming was "almost an afterthought" for McQueen, he said. "That's probably why we all got along so well." Richard Attwood, the winner in 1970, summed things up succinctly: "He wanted to be one of us. And he was one of us." Steve McQueen died of cancer at the young age of 50 on 7 November, 1980.

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Dotazioni Fiat 500 LaPrima

Posted: 18 Sep 2020 06:56 AM PDT

Silahkan membaca berita terbaru tentang otomotif berjudul Dotazioni Fiat 500 LaPrima di website Batlax Auto.

 





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Fiat torna nel segmento B!

Posted: 18 Sep 2020 05:56 AM PDT

Silahkan membaca berita terbaru tentang otomotif berjudul Fiat torna nel segmento B! di website Batlax Auto.


Ora ci siamo! Con Mike Manley e in un secondo momento con il nuovo gruppo STELLANTIS, la Punto avrà presto un erede.

Fiat sta lavorando per far tornare in gamma una cinque porte di segmento B. È la volontà di tutto il gruppo quello di portare sul mercato un modello di segmento B. La certezza che sia una Punto non esiste, visto che si può anche ipotizzare che sia una grossa 500 o altro. È presto per capire di cosa si tratta esattamente, e per immaginare come sarà. Ma quel che è certo è che stavolta sembrerebbe che il progetto diventerà realtà. C'è la volontà e con STELLANTIS anche la possibilità di dargli disco verde. 

Le tempistiche sono un punto di domanda visto che Fiat non fornisce indicazioni. Si spera che come fatto con Maserati e in parte con Alfa Romeo, anche con Fiat ci possano essere presto informazioni sui piani futuri, e per capire quando potremo comprare questo nuovo modello.

La speranza di molti è che si tratti di una Punto, classica cinque porte per tutti, con una gamma completa. Vera Sport compresa. E non un altro crossover o un altra 500.

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Le opportunità che avrà Fiat con STELLANTIS

Posted: 18 Sep 2020 02:56 AM PDT

Silahkan membaca berita terbaru tentang otomotif berjudul Le opportunità che avrà Fiat con STELLANTIS di website Batlax Auto.


Entro marzo 2021 si concluderà la fusione tra i gruppi FCA e PSA, che sta dando vita al nuovo gruppo STELLANTIS. Questo porterà nuove possibilità per marchi come Fiat.

Il marchio potrà lavorare nella direzione per creare una nuova B. Gli investimenti necessari sono importanti e con Stellantis diventerà possibile farlo. Quali saranno i modelli effettivamente in cantiere non si sa, ma guardando la gamma PSA, si può immaginare una Punto su base 208 e Corsa, un crossover parente della Mokka ecc...

Fiat avrà la possibilità di offrire modelli proposti con alimentazione a benzina, diesel ed elettrico. Oltre alla condivisione di costi e componenti. Ed è lo scopo di questa fusione. 

FCA ha comunque già confermato di voler ampliare la gamma Fiat e di puntare più sul segmento B e meno sul segmento A. Senza far intendere se arriverà una Panda o una 500 di segmento B, se ci sarà la Punto o un piccolo crossover. Questo lo vedremo più avanti, quando ci saranno nuove dichiarazioni più dettagliate. 

Anche per Alfa Romeo c'è la volontà di sviluppare una gamma più articolata, mentre non ci sono dichiarazioni per Lancia. Ne in negativo, ne in positivo.

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Precisazione su Fiat Panda Sport e Tipo restyling

Posted: 18 Sep 2020 02:56 AM PDT

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Le informazioni che riguardano la Fiat Panda Sport (Leggi qui) sono esclusive di Passione Auto Italiane.
Preciso che la nuova Panda Sport sarà disponibile con la nuova gamma Panda MY'21 in arrivo nelle prossime settimane. Non è ancora stata fornita la data in cui partiranno gli ordini, ma la vedremo nel corso dell'autunno. Al contrario, si sa che la Tipo restyling sarà ordinabile dal 13 ottobre. Mentre per le informazioni ufficiali, non è chiaro se arriveranno il 13 ottobre o già qualche giorno prima.
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Gli azionisti concordano un lock-up di 6 mesi sulle azioni Faurecia

Posted: 18 Sep 2020 01:56 AM PDT

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AVVISO IMPORTANTE

Fiat Chrysler Automobiles N.V. ("FCA") (NYSE: FCAU / MTA: FCA) e Peugeot S.A. ("Groupe PSA") comunicano che, su richiesta delle Società nel contesto della recentemente annunciata modifica del loro combination agreement, EXOR, EFP/FFP, Bpifrance e DFG hanno convenuto di essere ciascuna soggetta a un lock-up delle proprie azioni in Faurecia fino al termine del periodo di 6 mesi dal completamento della distribuzione della partecipazione del 46% di Groupe PSA in Faurecia a tutti gli azionisti di Stellantis.

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Alessandro Grosso spiega il programma Alfa Romeo fino all'inizio del 2022

Posted: 17 Sep 2020 11:56 PM PDT

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Alessandro Grosso, nuovo Country Manager Alfa Romeo e Jeep FCA Italy spiega che per lui si presenta una sfida molto importante su Alfa in attesa delle novità. "Dovrò traghettare la casa per almeno nove mesi garantendo un livello sostenibile della rete con solo Giulia e Stelvio. Questo per almeno i primi nove mesi del 2021. La Giulietta è a fine carriera e Alfa rimarrà temporaneamente con due modelli in listino.

Con Alfa Romeo abbiamo due nuovi modelli, perché io li considero ancora tale essendo da lanciare, che è il Model Year 2020. Perché li chiamo "nuovi modelli"? Su Alfa noi abbiamo migliorato ciò che andava migliorato e abbiamo lasciato l'eccellenza e il primato che avevamo. Quindi la macchina dal punto di vista dell'handling e della guidabilità è la stessa dal lancio. Abbiamo migliorato quattro cose: abbiamo ampliato una gamma che dal puro sportivo della Veloce ora ha anche un animo elegante e business con la TI (Turismo Internazionale), perché sappiamo bene quanto sia importante questo segmento; abbiamo inserito un nuovo sistema di infotainment, quindi abbiamo migliorato il TFT con tutti gli indici prestazionali ben visibili e inserito il nuovo display da 8.8 pollici touchscreen (con i clienti che continuano però a usare molto il comando rotary a rotella perché ne apprezzano la sicurezza); abbiamo migliorato gli interni, ma soprattutto ci siamo concentrati su sicurezza e ADAS, portando Giulia e Stelvio MY 2020 a un livello 2 di guida autonoma, quindi al top del mercato.

Parliamo ora del 2021: prima di tutto ci sarà un aggiornamento di Giulia e Stelvio. In più nel Q4 potremo cominciare a parlare delle attività di lancio di Tonale, che quindi potrà finalmente arrivare con alcune unità entro la fine dell'anno e l'inizio del lancio vero e proprio all'inizio del 2022. Intendo comunque dare respiro alla rete. Sta a me trovare nel 2021 le giuste idee di marketing in modo da arrivare al Q4. Infine, arriverà anche la GTA per 500 fortunati clienti europei. Una vettura spaziale ancora più potente anche rispetto all'attuale Quadrifoglio con un motore 2.9 V6 da 540 Cv."

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O "campeão" sifu

Posted: 17 Sep 2020 06:57 PM PDT

Silahkan membaca berita terbaru tentang otomotif berjudul O "campeão" sifu di website Batlax Auto.

Sempre é bom aparecer por aqui e deixar a minha gargalhada pelo Framengo... Podem ter ganho ano passado, mas mostra como certamente foi muito na cagada, com a costumeira ajuda do apito e agora também do VAR. Hoje a realidade ficou clara em como esse timinho é medíocre e perna de pau. Estavam aí achando que ia ser moleza, que iam dar de goleada, que iam deslanchar na liderança do grupo das Libertadores...

E tomou de CINCO a zero do Independiente del Valle. 

Chora, mulambada! Os urubus vão acordar amanhã de cabeça inchada e com a bunda ardida. Melhor do que isso, é saber que a Rede Bobo perdeu o direito de transmissão dos jogos da competição sulamericana. Nada mais de "haaaja coração" do Galvão Bueno, nada mais do puxasaquismo dessa emissora lixo para um time mais lixo ainda.

Ah, e nunca custa lembrar:

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A Chart Summarizing the Impact of the 1929 Market Crash on the American Automotive Industry

Posted: 17 Sep 2020 06:27 PM PDT

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Source: John A. Scoville, Behavior of the Automobile Industry in Depression, Address delivered before the Econometric Society, Roosevelt Hotel, New York, December 39, 1935.


This page says much about what happened to the American Automobile Industry as a result of the 1929 market crash. Note that the high volume producers all survived. Small volume producers that survived in 1930 -- Auburn, DuPont, Elcar, Gardner, Jordan, Moon, Pierce-Arrow, Roamer, Stutz, all would not make it through the 1930s.

Three episodes have marked American History since 1861 -- The Civil War, The Great Depression, and the pandemic of 2020. What this evidence suggests is that size and market scale matter in terms of weathering a significant socio-economic storm.  How might America change post-Covid?



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Wilhelm Maybach (1846-1929), and the Development of Closed Circuit Cooling and the Honeycomb Radiator

Posted: 17 Sep 2020 04:27 PM PDT

Silahkan membaca berita terbaru tentang otomotif berjudul Wilhelm Maybach (1846-1929), and the Development of Closed Circuit Cooling and the Honeycomb Radiator di website Batlax Auto.
  • Effective cooling as a prerequisite for powerful engines
  • Wilhelm Maybach used the honeycomb radiator for the first time in the Mercedes 35 hp
  • The distinctive radiator grille became the hallmark of Mercedes-Benz vehicle design

Effective cooling of the combustion engine was, and still is, a prerequisite for producing powerful engine output. Vehicle designer Wilhelm Maybach was the first to demonstrate this fact 120 years ago. On 20 September 1900, he took out a patent for the honeycomb radiator design: as the car moved, the airstream was forced through a multitude of tubes mounted side-by-side, similar to a honeycomb when viewed from the front, which efficiently cooled the cooling water – that had been heated by the combustion action in the engine – as it passed through the radiator. The system was constructed as a protruding, vertical radiator and debuted in the Mercedes 35 hp in 1900. Form follows function – and so the high-performance radiator became a central characteristic of the modern car. What's more: that distinctive heat exchanger at the front of the vehicle became a defining stylistic element for the Stuttgart car manufacturer over the decades, and the front grille remains so today.


Sectional drawing of the tube-based radiator made by Wilhelm Maybach. The design, registered as a utility model in 1897, is the forerunner of the honeycomb radiator of 1900.


The background: The first vehicles after the invention of the car by Carl Benz in 1886 did not have a closed cooling circuit. Instead, the cooling water heated by the engine just evaporated. Refilling the water supply was part of the motoring experience – but, as engine power increased, it was no longer a practical solution.

Taking up the challenge: Wilhelm Maybach (1846 to 1929) was the first car designer to develop a solution, and quickly, at that. As early as 1897, that resourceful engineer, together with Gottlieb Daimler, introduced the tube-based radiator. Maybach himself described it as an "apparatus for cooling the water flowing around the cylinders of internal combustion engines, consisting of a flat vessel traversed by a large number of tubes, whereby a stream of air generated by a suitable ventilation device passes continuously through the tubes and extracts the heat from the cooling water". The tubes were made of brass because that alloy of copper and zinc has very good thermal conductivity. The new cooling system was first used in September 1898 in the world's first road vehicle with a four-cylinder engine: the engine of the "Phoenix" horseless carriage initially developed 5.8 kW (8 hp) from a 2.1-litre engine.

Wilhelm Maybach (1846 to 1929) was a close associate of Gottlieb Daimler until Daimler died on March 6, 1900. In the same year, the honeycomb radiator developed by Maybach was patented with effect from 20 September 1900. The cooling system made a considerable increase in the performance of car engines possible.

The breakthrough: On 20 September 1900, Maybach applied for a patent for the honeycomb radiator design as a "cooling and condensation device based on the cross-flow principle". From 8 August 1901, German Reich Patent (DRP) number 122 766 came into force to protect the invention, which was a further development of the tube-based radiator. Wilhelm Maybach had a new type of radiator soldered, made up of 8,070 square tubes measuring six by six millimetres in cross-section. The increased inner surface area of the square tubes in comparison to round tubes, combined with the smaller gaps between the individual tubes, increased the cooling effect considerably and made significantly higher engine performance possible.

Better efficiency: Compared to the Phoenix horseless carriage from 1898, the water consumption in the new 26 kW (35 hp) Mercedes engine from 1900 was reduced by half, from 18 litres to nine per 100 kilometres. In other words: for each horsepower, rather than requiring 2.25 litres of water for cooling purposes, only 0.26 litres was needed over that distance. A small fan located behind the radiator additionally improved the cooling effect at low speed. In this way, the new high-performance radiator solved the car cooling problem permanently – to this day, vehicle radiators are based on exactly the same principle.

Première The honeycomb radiator found its first practical application in the Mercedes 35 hp, the epoch-making new high-performance car manufactured by Daimler-Motoren-Gesellschaft (DMG). After the long-legged early motorised, horseless carriages, the design of this, the first modern car in history was trend-setting and triggered a landslide design change: the elongated silhouette, high engine output, honeycomb radiator, low bonnet, long wheelbase, a gear-change gate, inclined steering column, equally sized wheels on both axles and low weight were pioneering core features.

A design feature for decades: The vehicle design of the Mercedes 35 hp was defined to a large extent by the radiator that presented itself to the airstream, which was copied by many manufacturers. "Allgemeine Automobil-Zeitung", (issue 51-52/1902), commented on the Mercedes Simplex at the Paris Motor Show: "The honeycomb radiator, which also influences the lines of the vehicle in some respects, was virtually unknown at the last Paris Motor Show, but has since become 'de rigueur' for most French construction engineers." This was followed by the vertical, pointed radiator, also a defining design feature for decades. From the Mercedes-Benz 170 (W 15) model series, from 1931 on, the flat radiator was hidden behind a grille. It was incorporated as part of the bonnet and, with its house-roof shape, resembled the pointed radiator. The chrome-plated grille became the central distinctive feature of the brand. Now flatter, more elongated and redesigned many times over, it still is today.

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