handup wrote:
因為外行人只看馬力,引擎評比卻是連排放,噪音,輸出,通通考慮進去了
我跟你保證Ward's auto跟International Engine Award絕對沒有把排放考慮進去
而是簡單的根據原廠提供的"CO2"數據作評分而已
不然很多很髒的引擎, 還有很多效率低下的插電混動引擎不會一直得獎
meridian wrote:
我跟你保證Ward's auto跟International Engine Award絕對沒有把排放考慮進去
而是簡單的根據原廠提供的"CO2"數據作評分而已
不然很多很髒的引擎, 還有很多效率低下的插電混動引擎不會一直得獎大笑
不好意思這位哥哥, 你可能搞錯車子和頒獎單位了，下面節錄他們WardsAuto網站寫的，請花個時間研究一下下：
http://wardsauto.com/2017/seven-turbos-three-hybrids-share-wards-10-best-engines-honors#node-1724911
其中寫到：
.....
The Class of 2017 in alphabetical order:
3.0L Turbocharged DOHC I-6 (BMW M240i)
1.5L DOHC 4-cyl./Dual Motor EREV (Chevrolet Volt)
3.6L DOHC V-6/Dual Motor PHEV (Chrysler Pacifica Hybrid)
2.3L Turbocharged DOHC 4-cyl. (Ford Focus RS)
2.0L DOHC 4-cyl./Dual Motor HEV (Honda Accord Hybrid)
1.4L Turbocharged DOHC 4-cyl. (Hyundai Elantra Eco)
3.0L Turbocharged DOHC V-6 (Infiniti Q50)
2.5L Turbocharged DOHC 4-cyl. (Mazda CX-9)
2.0L Turbocharged DOHC 4-cyl. (Mercedes-Benz C300)
2.0L Turbo/Supercharged DOHC 4-cyl. (Volvo V60 Polestar)
“Automakers see downsizing, turbocharging and electrification as key strategies for delivering no-compromise powertrains that also are fuel efficient, and this year’s list clearly affirms that strategy,” says WardsAuto Senior Content Director Drew Winter.
WardsAuto editors evaluated the 40 vehicles in October and November, driving to and from home, work, school, the hardware store and on weekend roadtrips. There is no instrumented testing. Vehicles must have a base price no higher than $62,000 to be eligible.
Editors score each powertrain based on horsepower, torque, comparative specs, noise attenuation, observed fuel economy and the application of new technology. The guiding principles: Does the engine or electric propulsion system truly sell the car or raise the bar for its competitive set?
...
在有關於 CX-9 引擎部分 WardsAuto 的評語：
Putting a 4-cyl. engine into a 7-passenger CUV doesn’t usually send a thrill up the leg of automotive journalists, but Mazda worked some real magic with the new Skyactiv 2.5L.
Direct fuel injection and an ingenious cylinder-head design allowing scavenging of exhaust gases to boost power and efficiency help this engine deliver excellent low and mid-range torque like a big V-6, and it had some of us checking under the hood of the new second-generation CX-9 to make sure it wasn’t.
Mazda has built its “zoom-zoom” brand image on new, technically savvy Skyactiv engines over the past several years, but this is the first one applying forced induction.
The automaker claims an industry first with its Dynamic Pressure turbocharger, which uses a butterfly valve in the exhaust plumbing to create more pressure at low engine speeds, helping the turbo spool up more quickly and mitigate lag.
Mazda advertises two output levels for this 2.5L 4-cyl. – 227 hp with regular unleaded and 250 hp with premium 93-RON fuel, for the driver who occasionally wants a bit more jump.
...
看到了嗎？Wards 不是根據原廠提供的"CO2"數據作評分的啦～
可以的話請多花一點時間了解和比較一下不同車廠之間的技術。
FotoCat wrote:
不好意思這位哥哥,...(恕刪)
我說過了, 如果前幾頁那張扭力圖數實
那麼Mazda並不是用了啥魔法讓低轉扭力這麼大
而是其他車廠故意把扭力切掉了
高原式的扭力曲線在純機械運作的情況下根本就不可能發生, 唯有刻意把多的壓力釋放才會造就這樣的曲線
以下是Ford Ecoboost 1.0t的BSFC圖, 我們都知道這顆引擎扭力是170NM在1400rpm產生
但這是刻意切頭的結果, 如果讓渦輪自然運作, 那麼扭力應該會出現在2300RPM且有200NM
BMW/AUDI/LEXUS那些2.0T 35.7kgm扭力的引擎, 這麼剛好都是35.7kgm?
其實也都是故意的, 不然以1000多rpm就能釋放35.7kgm的情況來說, 把切頭的部分還原回去至少都是2xxx rpm且40kgm起跳
再來還有一個重點就是, 為什麼車廠要把扭力切掉?
其實那些都是低熱效率的區域, 如下圖, 右邊是honda 1.5t
然後這張是toyota 1.2t
最大熱效率都不是出現在低轉高扭力的狀態(BSFC數字越小效率越高), 而是轉速稍高(2000~3500rpm)且降低扭力的情況
那麼如果你是車廠工程師, 要讓車子開起來省油, 那麼是控制變速箱讓引擎低轉速高扭力, 去達到那個"1000多轉最大扭力"的夢幻數字來驅動車子, 還是提高轉速到2000多轉甚至3000多轉, 降低引擎扭力來達到同樣的動力輸出??
很明顯是後者對吧?
既然如此, 保留多的低轉扭力就變得沒有意義了
Volt那樣的增程電動車可以得獎, 不覺得很瞎嗎?
當沒電的時候, 那顆引擎充電效率低的誇張哩, 一公升跑不到15km
所以純粹靠家用電來行駛的車可以得獎, 不覺得有悖科技一詞?
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