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Anche quest’anno e-Mobility by FCA partecipa a Visionary Days 2020


Anche quest’anno e-Mobility by FCA partecipa a Visionary Days 2020

Posted: 19 Nov 2020 02:56 AM PST

Silahkan membaca berita terbaru tentang otomotif berjudul Anche quest'anno e-Mobility by FCA partecipa a Visionary Days 2020 di website Batlax Auto.

 


Per il secondo anno consecutivo Fiat Chrysler Automobiles è main sponsor di Visionary Days, il format generazionale in cui migliaia di giovani di tutta Italia si incontrano – quest'anno virtualmente – per discutere dei cambiamenti in corso e dare forma al futuro. La quarta edizione di Visionary è in programma sabato 21 novembre e vedrà gli oratori parlare dalla sala delle Fucine delle OGR di Torino e i partecipanti collegarsi in streaming su Zoom e sul profilo Youtube di Visionary Days raggiungibile a questo link: https://www.youtube.com/c/VisionaryDays. I lavori verteranno intorno al tema dei "confini", con l'obiettivo di individuare le nuove frontiere tracciate dalla globalizzazione e dalla rivoluzione tecnologica in atto.

 


Durante le dieci ore di brainstorming, 2.500 ragazzi "under 35" si siederanno idealmente attorno a centinaia di tavole rotonde sparse in tutta la nostra nazione per dare vita a un unico confronto collettivo alimentato da diversi talk ispirazionali.


Il team e-Mobility di FCA parteciperà ai lavori con Francesco Bianchi e Costantino Fassino – rispettivamente Program Manager e EMEA Business Development Manager – che discuteranno insieme con i giovani partecipanti sulla necessità di ridisegnare i confini ormai obsoleti della mobilità "tradizionale", ampliandoli verso un futuro più sostenibile per il pianeta e per chi lo abita.


Sul palco della sala delle Fucine salirà anche la Nuova 500, l'auto con cui FCA ha già iniziato a tracciare le frontiere della mobilità elettrica del futuro. La Nuova 500 è infatti l'esempio concreto di una nuova idea di mobilità: sostenibile, connessa, tecnologica e sicura. La Nuova 500 offre anche un ecosistema di servizi on line – via app – che consente ai clienti di accedere facilmente e velocemente a tutti i servizi complementari alla mobilità come per esempio la ricarica, la sua prenotazione e il pagamento oltre a interfacciarsi con l'auto anche da remoto.

 


La 500 da più di sessant'anni contribuisce a spostare in avanti le frontiere della mobilità, grazie alla quale e-Mobility by FCA potrà spiegare ai ragazzi connessi l'impegno concreto di FCA nel progettare il futuro dell'automotive. E lo fa in un modo davvero innovativo perché saranno le due Nuove 5oo sul palco a fornire l'energia consumata durante l'evento… a "dare energia" alle visioni sul futuro dei partecipanti. Partendo dal principio del Vehicle-to-Grid (V2G) che è già operativo nei piazzali logistici dello stabilimento di Mirafiori a Torino, le due vetture elettriche sul palco di Visionary Days saranno la dimostrazione che le Nuove 500 sono dei veri e propri energy provider, cioè veicoli che si muovono con l'elettricità e ne forniscono a loro volta.

 


Oltre all'icona di Fiat, sul palco della sala delle Fucine saranno esposte anche le Jeep Compass e Renegade 4xe. Grazie alla tecnologia ibrida plug-in i due nuovi modelli sono i SUV Jeep più performanti e divertenti da guidare di sempre e allo stesso tempo sono vetture ideali per la guida quotidiana in città, per merito della tecnologia ibrida plug-in che consente di viaggiare a zero emissioni e con un'autonomia di 50 km in modalità full-electric.

 


L'impegno dei partecipanti a Visionary Days è condiviso con quello delle migliaia di ragazze e ragazzi coinvolti nel progetto "Think Factory 2020", il piano sviluppato da FCA in collaborazione con i più prestigiosi atenei italiani per creare un vero e proprio "think tank" universitario sulla mobilità alternativa, un laboratorio di idee fondato sulle competenze e sulla creatività dei migliori studenti italiani.

 


Per FCA, in pratica, Visionary Days è un elemento fondamentale di questo network. Il format innovativo dell'evento permette infatti a migliaia di studenti di trasformarsi in "innovative thinkers" e di elaborare soluzioni concrete alle sfide sempre più complesse del futuro. Un futuro a cui FCA sta pensando da tempo, con il lancio di nuovi modelli ibridi ed elettrificati e con la creazione di un sistema che semplifica la vita a chi decide di credere a un nuovo tipo di mobilità.

 


Il successo di Visionary Days nasce dalla capacità di coinvolgere migliaia di giovani uniti dallo stesso desiderio: scrivere il futuro di cui faranno parte, senza aspettare di viverlo passivamente. Un approccio condiviso da e-Mobility by FCA che si impegna ogni giorno per dare forma alla mobilità del futuro.

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Tre loghi per Fiat

Posted: 19 Nov 2020 12:56 AM PST

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Fiat rinnova il suo stemma semplificandolo al minimo, alla sola scritta. Ha fatto il suo debutto in Sud America, sui modelli Toro, Mobi, Argo, Cronos e Strada. L'abbiamo visto anche sulla concept Centoventi. Era quindi nell'aria il suo arrivo anche in Europa.

L'occasione del debutto del nuovo logo in Europa arriva con le novità di prodotto. L'abbiamo visto nella parte posteriore della nuova 500 (sul frontale c'è il logo 500), e adesso lo vediamo bello grande anche sulla nuova mascherina della Tipo restyling e della Tipo Cross.

Con le novità Fiat, però, aumenta il numero dei loghi del marchio. Da 1 si passa a 3. Abbiamo il logo 500, il nuovo logo Fiat e il precedente logo su fondo rosso.

La nuova 500 fa debuttare il logo 500 nella parte anteriore, ma mantiene il logo Fiat (nuovo) nella parte posteriore. Ma 500, 500L e 500X MY'21 mantengono il logo rosso. Stessa cosa accade sulla Panda MY'21, che mantiene il vecchio stemma. La Tipo ottiene il nuovo logo, ma nello stesso tempo mantiene anche quello vecchio. 

Si può capire la volontà di differenziare la gamma 500 dalla gamma Fiat, ma visto che tutti i modelli sono stati o stanno per essere aggiornati, era l'occasione per adottare il logo 500 e il nuovo logo Fiat, mandato in pensione quello utilizzato fino adesso. Tre loghi per lo stesso marchio sono un po' troppi.

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1936 Opel Olympia

Posted: 18 Nov 2020 05:27 PM PST

Silahkan membaca berita terbaru tentang otomotif berjudul 1936 Opel Olympia di website Batlax Auto.



"See, Show, Experience..." This is revolutionary car for middle class Germans wanting more out of life. They dress in imitation of the upper middle classes. They are better class Volk living in a dynamic mid-1930s Germany -- but with great troubles lurking on the horizon.



The 1935 Olympia was Germany's first mass-produced car with an all-steel unitized body. This revolutionary technology reduced the weight of the car by 180 kilograms (400 lb.). Production of the unibody design required new production methods and materials. Spot welding, advanced types of steel, and a new production line layout were among the many advances introduced by the Olympia.]

The car was first presented in February at the 1935 Berlin Motor Show; production got under way later during that year. The Olympia was named in anticipation of the 1936 Olympic Games. The pre-war Olympia was made in two versions: From 1935 to 1937 the Olympia had a 1.3-litre engine; for the OL38 version made from 1937 to 1940 this was replaced by a 1.5-litre overhead valve unit.

Between 1935 and 1940, over 168,000 units were built.

At 2500 Reichsmark it offered a true four-seater with 1.3-litre, four-cylinder, side-valve, 24 hp (18 kW) engine capable of 100 km/h (62 mph). Drive was to the rear wheels through a three-speed gearbox but a four-speed unit became available in 1937. The car had independent front suspension with a live axle at the rear and semi-elliptic leaf springs. This car was also assembled in Tanjung Priok, near Jakarta, in the then-Netherlands East Indies. Assembly there began in 1938 and the car was marketed as the "Opel 1.3".

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The Mercedes-Benz 130 -- A Car for the Volk

Posted: 18 Nov 2020 03:27 PM PST

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                                                        A 1934 Austrian Brochure



Four-cylinder horizontally opposed engine with a displacement of 1.3 litres and an output of 24 kW. The engine was scheduled to be used in the Mercedes-Benz 130 V (W 144 model series). A total of 18 prototypes of this compact model series were produced between 1935 and 1937. It did not reach the series production stage

The 130 model was based on a completely new design. An original brochure from the time summarises the aspirations for the vehicle: 'The design of the Mercedes-Benz 130 model has undoubtedly been one of the most interesting tasks which the automotive industry has ever had to solve: to create a car which combines the driving character­istics of a larger swing axle vehicle, the spacious comfort of a modern mid-size car and the operating costs of a small car.'
The vehicle caused a stir and almost gave rise to the expectation of being bigger on the inside than on the outside – yet it did not disappoint. It had an amazingly spacious interior, not much smaller than the six-cylinder Mercedes-Benz 170.
The water-cooled 1.3-litre four-cylinder engine was a new design with vertical valves and an updraught carburettor, producing 19 kW at 3400/rpm and capable of a top speed of 92 km/h. As such the vehicle was even slightly faster than the 170 model. Its shape, which for the time was considered streamlined, was perfectly appropriate.
Mercedes-Benz supplied the 130 model as a two-door Saloon and also as a two-door Cabriolet-Saloon. For special official purposes, versions were also available in the form of an open touring car and a 'Kübelwagen' (bucket seat car). In addition, there had also been plans to offer the bare chassis for special bodies, however there is no evidence that this was actually implemented.
A disadvantage which is often cited in the case of rear-engined cars is their handling, which can be heavy due to the weight distribution – cornering too fast can lead to oversteer, causing the rear to slide forward. There is no question that this tendency does exist, given the laws of physics, and in general it can occur in the rear-engined cars of all manufacturers. Contemporary road tests of Mercedes-Benz vehicles examined this tendency and although there were some criticisms, they did say that drivers could, and should have to, brace themselves for such instances to ensure their safety in all driving situations.
The innovative 130 model did not live up to the expectations which were placed on it. Clearly it was way ahead of its time, particularly in terms of its shape which was very unusual for a Mercedes-Benz. Admittedly almost 4300 examples were built up to the beginning of 1936 – however, some 6000 units of the 170 model were built during the same period. Nevertheless, two years later it was replaced by a model with a similar basic design: the 170 H model (W 28), which was more powerful and somewhat larger, but at the same time also more expensive. The role of entry-level model was now taken over by the front-engined Mercedes-Benz 170 V (W 136), which was introduced at the same time as the 170 H model as the successor to the 170 model
(W 15). The 170 V model was able to build further on the success of its predecessor to rank among the Mercedes-Benz models produced in the greatest numbers prior to 1945. Furthermore, it also formed the basis for the resumption of passenger car production after the Second World War.
The engineer Josef Müller, who was involved in advance design, also provided some decisive input into the W 25 formula racing car of 1934, did not just content himself with the concept of the 130 model. In 1934, his drawing boards saw the creation of two extremely remarkable ideas. One was a car with a rear-mounted engine fitted across the rear axle, as well as an axle drive between clutch and transmission. The aim of this design was to have as little a rear overhang as possible. Müller's second proposal, which also acknowl­edged the ideas put forward by Prof. Wunibald Kamm on the advantages of front-wheel drive, shifted the entire drive unit to a position at the front. Müller anticipated the better straight-line stability and larger luggage compartment. However, the concept did not make it into series production.
Mercedes-Benz 130 V (W 144)
Even while production preparations were under way for the 170 V, a new attempt was also being made at Daimler-Benz to develop a smaller vehicle. Gustav Röhr, the new head of passenger car devel­opment from 1935, planned a completely new passenger car model range based on a modular design. The smallest model was to be the 130 V model (W 144), an exceptionally advanced automobile for its time. It featured front-wheel drive and a 24 kW water-cooled four-cylinder horizontally opposed engine with a displacement of 1.3 litres. It was fitted with a five-speed transmission, the fifth gear of which was designed as the overdrive. It had a top speed of 100 km/h and as such was positioned below the Mercedes-Benz 170 V. Some 18 prototypes were made in two and four-door variants. After the unexpected death of Röhr in August 1937, the entire project was stopped in favour of established models. Perhaps the outstanding sales success of the 170 V also played a part here – by the end of 1936 alone some 12,600 vehicles had been produced, and by 1942 the total had risen to almost 73,000 units.
In addition, the powers that be also had their own project for a reasonably-priced car – the 'Volkswagen' (people's car). Speaking from their political vantage point, they set a price which could only be achieved through subsidies: 995 RM. Based on real business calculations, it was not possible to achieve this. To put this into perspective at this point, we can take another price by way of comparison: in 1944, for the Volkswagen-based 'Kübelwagen' (bucket seat car), which in comparison to the Volkswagen saloon is an extremely simple car, the German armed forces paid 3500 RM.
At the board meeting held on 10 February 1939, Kissel remarked in a rather resigned way that 'the appropriate authorities are opposing the repeated declarations of the Führer, that the Volkswagen will not eliminate anyone, but should create additional business'. Kissel dropped the 1.3-litre car, and with it all of the company's own projects for a smaller vehicle, and channelled the company's efforts into the models making up the previous Daimler-Benz 'Mittellage' (literally ' central position'), as it was called, meaning the medium-size category
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