VOLVO KLUB HRVATSKA :: 5 vs 4 cilindra

Ajmo ovako postaviti stvari. Da li smatraš da moj trenutni setup, znači T4 motor sa svim đinđama i snagom kojom raspolaže trenutno, se ne bi snašao u npr. šasiji od 60-ke?

Citat:

Ajmo ovako postaviti stvari. Da li smatraš da moj trenutni setup, znači T4 motor sa svim đinđama i snagom kojom raspolaže trenutno, se ne bi snašao u npr. šasiji od 60-ke?

Naravno da ne, to uopce nije sporno. I 2.0T iz S40 bi sasvim sigurno solidno odradio ulogu... Al dal bi tu ulogu bolje odradio T5? Heh...

850-ke i prve 60-ke. Mislim da ti gonzo ima takav u svojoj.

Mislim, po meni, naprijed poprečno postavljen motor je ograničavajući faktor za svaki sportski automobil. Jasno da postoje veliki broj ljutih GTI automobila, te rally replika tipa delte, Mitshubishija, koji su stvarno sjajni automoblili, ali velika večina takvih automobila (s naprijed poprečno postavljenim motorom), ima motor postavljan u najmanju ruku na prednjoj osovini, a taj hebeni S60 ima motor ispred prednje osovine. Kako on može biti sportski auto?
Ali, zato se pitam koliko si snage i to iskoristive mogao dobiti iz nekog Audija sa 2.2 urbo motorom? Ako se ne varam, i oni trpe veliku snagu bez zahvata na klipovima, ili sam u krivu.
A uz to mu je motor uzdužno postavljen, i često je quattro.
Ovo nikako ne znači da se meni audi sviđa.

Jopis, jel ima ijedan tip auta da valja?
Ljudi s tim Mercedesima prave milione kilometara, a za tebe je to sve smeće.

evo pročitajte ovaj text pa onda komentirajte dalje!!

The five-cylinder engine's advantage over a comparable four-cylinder engine is best understood by considering power strokes and their frequency. A four-stroke cycle engine fires all its cylinders every 720 degrees — the crankshaft makes two complete rotations. If we assume an even firing engine, we can divide 720 degrees by the number of cylinders to determine how often a power stroke occurs. 720 degrees ÷ 4 = 180 degrees, so a four-cylinder engine gets a power stroke every 180 degrees. A V8 engine gets a power stroke every 90 degrees, (720° ÷ 8 = 90°).

A given power stroke can last no more than 180 degrees of crankshaft rotation, so the power strokes of a four-cylinder engine are sequential, with no overlap. At the end of one cylinder's power stroke another cylinder fires.

In a one-, two-, or three-cylinder engine there are times when no power stroke is occurring. In a three-cylinder engine a power stroke occurs every 240 degrees, (720° ÷ 3 = 240°). Since a power stroke cannot last longer than 180 degrees, this means that a three-cylinder engine has 60 degrees of "silence" when no power stroke takes place.

A five-cylinder engine gets a power stroke every 144 degrees (720° ÷ 5 = 144°). Since each power stroke lasts 180 degrees, this means that a power stroke is always in effect. Because of uneven levels of torque during the expansion strokes divided among the five cylinders, there is increased secondary-order vibrations. At higher engine speeds, there is an uneven third-order vibration from the crankshaft which occurs every 144 degrees. Because the power strokes have some overlap, a five-cylinder engine may run more smoothly than a non-overlapping four-cylinder engine, but only at limited mid-range speeds where second and third-order vibrations are lower.

Every cylinder added beyond five increases the overlap of firing strokes and makes for less primary order vibration. An inline-six gets a power stroke every 120 degrees. So there is more overlap (180° - 120° = 60°) than in a five-cylinder engine (180° - 144° = 36°). However, this increase in smoothness of a six-cylinder engine over a five-cylinder engine is not as pronounced as that of a five-cylinder engine over a four-cylinder engine. The inline-five loses less power to friction as compared to an inline-six. It also uses fewer parts, and it is physically shorter, so it requires less room in the engine bay, allowing for transverse mounting.

A five-cylinder engine is longer and more expensive to manufacture than a comparable four-cylinder engine, but some manufacturers feel these costs are outweighed by its greater capacity in a smaller space than a six-cylinder.

From the standpoint of driving experience, five-cylinder engines are noted for combining the best aspects of four and six cylinder engines. They generate more power and torque than four cylinder engines, while maintaining the fuel economy and "pep" of smaller four cylinder engines. Five cylinder turbos have been used on more than one occasion in sport and racing applications for their balance of performance qualities. The Volvo S60 R (racing edition) has a 2.5 litre turbocharged inline five-cylinder engine which is capable of generating 300 brake horsepower (224 kW) and 295 lb-ft of torque across a large amount of its rpm ranges.

A disadvantage of a straight-five over a straight-six engine is that a straight-five engine is not inherently balanced. A straight-five design has free moments (vibrations) of the first and second order, while a straight-six has zero free moments. This means that no additional balance shafts are needed in a straight-six. By comparison an inline-four engine has no free moments of the first or second order, but it does have a large free force of the second order which contributes to the vibration found in unbalanced straight-four designs.[1]

Evo ima Slaven oba pa nek proba, jedino neznam dal bu priznal da mu stari ima bolji auto

1.Svi ste nahvalili članak a i tamo to piše što ja tvrdim... Nemojte da moram quotati...

2.6 ili 8 je priča za sebe, pogotovo V8 koji je besprijekorno izbalansiran i miran motor, a i redni 6tak isto tako... Neusporedivo sa 5 cyl... Sjetih se i još jednog savršenog motora - bmw-ov v12, kako to prede...

3.Koji s40 i koji s60 - dizelski su mi banana općenito bez obzira koji motor jer ne volim dizele nikakve ni u čemu, vozio sam i s40 dizela u svim varijantama, i s60 d5; a t5 nisam imao čast voziti još, pa da ga mogu usporediti s t4...

4.Ne podcjenjujem ničije znanje ni iskustvo, ali moje vlastito mi govori to što tvrdim cijelo vrijeme - da su motori s neparnim brojem cyl brundavi...

Autor/ica:	grimreaper [ sri ruj 16, 2009 9:31 pm ]
Naslov:	Re: 5 vs 4 cilindra
Citat: Ajmo ovako postaviti stvari. Da li smatraš da moj trenutni setup, znači T4 motor sa svim đinđama i snagom kojom raspolaže trenutno, se ne bi snašao u npr. šasiji od 60-ke? Naravno da ne, to uopce nije sporno. I 2.0T iz S40 bi sasvim sigurno solidno odradio ulogu... Al dal bi tu ulogu bolje odradio T5? Heh...

Autor/ica:	Kova [ sri ruj 16, 2009 9:49 pm ]
Naslov:	Re: 5 vs 4 cilindra
Citat: Citat: Ajmo ovako postaviti stvari. Da li smatraš da moj trenutni setup, znači T4 motor sa svim đinđama i snagom kojom raspolaže trenutno, se ne bi snašao u npr. šasiji od 60-ke? Naravno da ne, to uopce nije sporno. I 2.0T iz S40 bi sasvim sigurno solidno odradio ulogu... Al dal bi tu ulogu bolje odradio T5? Heh... Ali niti jedan od ta dva motora se više ne proizvodi. Kak izgleda budućnost, jel se zna što o nekim novim turbo benzincima za novi S60? A T6? da li ste čuli kaj jel netko njega ozbiljno tunirao s većom turbinom?

Autor/ica:	Kova [ sri ruj 16, 2009 9:53 pm ]
Naslov:	Re: 5 vs 4 cilindra
Citat: 850-ke i prve 60-ke. Mislim da ti gonzo ima takav u svojoj. Aha. A da li se taj motor ugrađivao i u S60 R?

Autor/ica:	tcode [ sri ruj 16, 2009 10:26 pm ]
Naslov:	Re: 5 vs 4 cilindra
Ne, koliko je meni poznato svi su 2,5.

Autor/ica:	Vili [ čet ruj 17, 2009 2:34 am ]
Naslov:	Re: 5 vs 4 cilindra
Mislim, po meni, naprijed poprečno postavljen motor je ograničavajući faktor za svaki sportski automobil. Jasno da postoje veliki broj ljutih GTI automobila, te rally replika tipa delte, Mitshubishija, koji su stvarno sjajni automoblili, ali velika večina takvih automobila (s naprijed poprečno postavljenim motorom), ima motor postavljan u najmanju ruku na prednjoj osovini, a taj hebeni S60 ima motor ispred prednje osovine. Kako on može biti sportski auto? Ali, zato se pitam koliko si snage i to iskoristive mogao dobiti iz nekog Audija sa 2.2 urbo motorom? Ako se ne varam, i oni trpe veliku snagu bez zahvata na klipovima, ili sam u krivu. A uz to mu je motor uzdužno postavljen, i često je quattro. Ovo nikako ne znači da se meni audi sviđa. Jopis, jel ima ijedan tip auta da valja? Ljudi s tim Mercedesima prave milione kilometara, a za tebe je to sve smeće.

VOLVO KLUB HRVATSKA http://www.vkh.hr/forum/

5 vs 4 cilindra http://www.vkh.hr/forum/viewtopic.php?t=4031	Stranica: 4/8.

Autor/ica:	jopis [ čet ruj 17, 2009 4:25 am ]
Naslov:	Re: 5 vs 4 cilindra
Citat: Mislim, po meni, naprijed poprečno postavljen motor je ograničavajući faktor za svaki sportski automobil. Jasno da postoje veliki broj ljutih GTI automobila, te rally replika tipa delte, Mitshubishija, koji su stvarno sjajni automoblili, ali velika večina takvih automobila (s naprijed poprečno postavljenim motorom), ima motor postavljan u najmanju ruku na prednjoj osovini, a taj hebeni S60 ima motor ispred prednje osovine. Kako on može biti sportski auto? Ali, zato se pitam koliko si snage i to iskoristive mogao dobiti iz nekog Audija sa 2.2 urbo motorom? Ako se ne varam, i oni trpe veliku snagu bez zahvata na klipovima, ili sam u krivu. A uz to mu je motor uzdužno postavljen, i često je quattro. Ovo nikako ne znači da se meni audi sviđa. Jopis, jel ima ijedan tip auta da valja? Ljudi s tim Mercedesima prave milione kilometara, a za tebe je to sve smeće. Ma s kojim to mercedesima počevši od prve c klase pa na ovamo ljudi rade milione ?? I tog bi volio vidit O mercovima ne pričam samo na temelju naše radione ili auta od starog i njegovih frendova, koji su mercedesoljubci puno veći nego ti koji voziš volvo a tako zdušno braniš merca. Pa kad mi čovjek koji (sad radi u bmw-u, btw., ali je radio godinama u mercu) je vozio i imao sve mercove još od legendarnih serija 115 i 123, pa nadalje do ovih najzadnjih; kaže da je mercedes otišao u k po pitanju kvalitete, s limom pogotovo jer je za većinu mercedesa baš od te truleks c klase lim iz portugala, a i mehanički su se totalno pokvarili + još svi problemi sa masovnim uvođenjem silne elektronike u aute; i eto ti zla; ne može me nitko ubijedit da to valja ili da je to u redu, a pogotovo uzme li se u obzir činjenica da su i dalje preskupa marka s obzirom na uloženo/dobiveno, uz sve te nedostatke, da se ne ponavljam od prije. Igrom slučaja buraz se vozi zadnjih par dana u S350 od prijatelja od starog, on je 2.vlasnik, njegov ujak je 1. koji ga je kupio novog, auto ima oko 650.000km trenutno i ja ti ne mogu dat ni jednu dobru stranu tog auta-motor je koma, limarija standardno banana, ne rade podizači stakala, grijanje sjedala, centralno, klima malo radi malo ne, sjedala su u stanju razdrndanosti u kakvom nisu u mom Tas golfu iz 90.g., abs malo radi malo ne, ostali el. sustavi pomoći u vožnji ne rade nikako... Ali vlasnik je fanatik i njemu je njegov auto super... Eto što više reć; Ili trebaš još, o tim 'sjajnim' bajnim preskupim primjercima njemačke autoindustrije; da ti kažem da je frendov okac protrunuo po vratima i pragovima totalno u dobi od 8 godina; ili da se evo i nekidan susjedu razletila getriba na c klasi staroj 4 godine sa 70ak tkm i 1.vlasnik; ili motor na e200 nakon 140.000km; itd itd; Previše je toga za nekad tako uglednu i kvalitetnu marku, a ponavljam, pogotovo uz činjenicu koliko koštaju ti automobili... Kažeš, tj pitaš ima li ijedan ti auta da valja? Na žalost, zadnjih cca 10ak godina NE! Tragedija je što je došlo to da kupovao novi ili polovni automobil star do 10ak godina - dođe ti na isto - samo moraš imati sreće, ništa drugo, marka nije nimalo bitna, samo je stvar ukusa šta netko preferira; ima razlika dakako - neki su kvarljiviji više, neki manje, ali da postoji model imun na to, više ne i neće nikad više biti auta tipa mercedesa 123 200d, 240d, 300d; 124 230e, 300d; kad već pričamo npr o mercedesu; koji su vozili milione km bez problema, a većina ih i dan danas vozi bez po muke. Eto to je meni strašno, kad čovjek ide kupit novi auto koji bi trebao vozit min 10 godina bez problema uz redovno održavanje, a takav auto ne postoji više, samo čovjek treba imat sreće da kupi onog koji će se malo kvarit, a ne nekog koji će bit 70% svog vijeka po servisima... Igrom sreće imao sam hrpu auta, a stari puuno više, preko 2000, uz to još što i imamo servis 30 godina pa se i tu svašta doživljava, a i sam sam prisutan na masu foruma i klubova drugih proizvođača, što članski što moderatorski pa i tako pratim situaciju sa većinom proizvođača, tako da sam se svega navozio, nagledao, naslušao, načitao... Da ne budem off skroz, baš sam sa starim komentirao ovo u vezi 5 cyl motora - on isto kaže da je skroz loše to što je nepar u motoru - loša uravnoteženost motora, veća potrošnja u odnosu na 4 cyl, veća vjerojatnost kvara upravo zbog više pokretnih dijelova unutar motora...

Autor/ica:	gonzo [ čet ruj 17, 2009 7:33 am ]
Naslov:	Re: 5 vs 4 cilindra
evo pročitajte ovaj text pa onda komentirajte dalje!! The five-cylinder engine's advantage over a comparable four-cylinder engine is best understood by considering power strokes and their frequency. A four-stroke cycle engine fires all its cylinders every 720 degrees — the crankshaft makes two complete rotations. If we assume an even firing engine, we can divide 720 degrees by the number of cylinders to determine how often a power stroke occurs. 720 degrees ÷ 4 = 180 degrees, so a four-cylinder engine gets a power stroke every 180 degrees. A V8 engine gets a power stroke every 90 degrees, (720° ÷ 8 = 90°). A given power stroke can last no more than 180 degrees of crankshaft rotation, so the power strokes of a four-cylinder engine are sequential, with no overlap. At the end of one cylinder's power stroke another cylinder fires. In a one-, two-, or three-cylinder engine there are times when no power stroke is occurring. In a three-cylinder engine a power stroke occurs every 240 degrees, (720° ÷ 3 = 240°). Since a power stroke cannot last longer than 180 degrees, this means that a three-cylinder engine has 60 degrees of "silence" when no power stroke takes place. A five-cylinder engine gets a power stroke every 144 degrees (720° ÷ 5 = 144°). Since each power stroke lasts 180 degrees, this means that a power stroke is always in effect. Because of uneven levels of torque during the expansion strokes divided among the five cylinders, there is increased secondary-order vibrations. At higher engine speeds, there is an uneven third-order vibration from the crankshaft which occurs every 144 degrees. Because the power strokes have some overlap, a five-cylinder engine may run more smoothly than a non-overlapping four-cylinder engine, but only at limited mid-range speeds where second and third-order vibrations are lower. Every cylinder added beyond five increases the overlap of firing strokes and makes for less primary order vibration. An inline-six gets a power stroke every 120 degrees. So there is more overlap (180° - 120° = 60°) than in a five-cylinder engine (180° - 144° = 36°). However, this increase in smoothness of a six-cylinder engine over a five-cylinder engine is not as pronounced as that of a five-cylinder engine over a four-cylinder engine. The inline-five loses less power to friction as compared to an inline-six. It also uses fewer parts, and it is physically shorter, so it requires less room in the engine bay, allowing for transverse mounting. A five-cylinder engine is longer and more expensive to manufacture than a comparable four-cylinder engine, but some manufacturers feel these costs are outweighed by its greater capacity in a smaller space than a six-cylinder. From the standpoint of driving experience, five-cylinder engines are noted for combining the best aspects of four and six cylinder engines. They generate more power and torque than four cylinder engines, while maintaining the fuel economy and "pep" of smaller four cylinder engines. Five cylinder turbos have been used on more than one occasion in sport and racing applications for their balance of performance qualities. The Volvo S60 R (racing edition) has a 2.5 litre turbocharged inline five-cylinder engine which is capable of generating 300 brake horsepower (224 kW) and 295 lb-ft of torque across a large amount of its rpm ranges. A disadvantage of a straight-five over a straight-six engine is that a straight-five engine is not inherently balanced. A straight-five design has free moments (vibrations) of the first and second order, while a straight-six has zero free moments. This means that no additional balance shafts are needed in a straight-six. By comparison an inline-four engine has no free moments of the first or second order, but it does have a large free force of the second order which contributes to the vibration found in unbalanced straight-four designs.[1]

Autor/ica:	Kova [ čet ruj 17, 2009 8:40 am ]
Naslov:	Re: 5 vs 4 cilindra
Citat: evo pročitajte ovaj text pa onda komentirajte dalje!! The five-cylinder engine's advantage over a comparable four-cylinder engine is best understood by considering power strokes and their frequency. A four-stroke cycle engine fires all its cylinders every 720 degrees — the crankshaft makes two complete rotations. If we assume an even firing engine, we can divide 720 degrees by the number of cylinders to determine how often a power stroke occurs. 720 degrees ÷ 4 = 180 degrees, so a four-cylinder engine gets a power stroke every 180 degrees. A V8 engine gets a power stroke every 90 degrees, (720° ÷ 8 = 90°). A given power stroke can last no more than 180 degrees of crankshaft rotation, so the power strokes of a four-cylinder engine are sequential, with no overlap. At the end of one cylinder's power stroke another cylinder fires. In a one-, two-, or three-cylinder engine there are times when no power stroke is occurring. In a three-cylinder engine a power stroke occurs every 240 degrees, (720° ÷ 3 = 240°). Since a power stroke cannot last longer than 180 degrees, this means that a three-cylinder engine has 60 degrees of "silence" when no power stroke takes place. A five-cylinder engine gets a power stroke every 144 degrees (720° ÷ 5 = 144°). Since each power stroke lasts 180 degrees, this means that a power stroke is always in effect. Because of uneven levels of torque during the expansion strokes divided among the five cylinders, there is increased secondary-order vibrations. At higher engine speeds, there is an uneven third-order vibration from the crankshaft which occurs every 144 degrees. Because the power strokes have some overlap, a five-cylinder engine may run more smoothly than a non-overlapping four-cylinder engine, but only at limited mid-range speeds where second and third-order vibrations are lower. Every cylinder added beyond five increases the overlap of firing strokes and makes for less primary order vibration. An inline-six gets a power stroke every 120 degrees. So there is more overlap (180° - 120° = 60°) than in a five-cylinder engine (180° - 144° = 36°). However, this increase in smoothness of a six-cylinder engine over a five-cylinder engine is not as pronounced as that of a five-cylinder engine over a four-cylinder engine. The inline-five loses less power to friction as compared to an inline-six. It also uses fewer parts, and it is physically shorter, so it requires less room in the engine bay, allowing for transverse mounting. A five-cylinder engine is longer and more expensive to manufacture than a comparable four-cylinder engine, but some manufacturers feel these costs are outweighed by its greater capacity in a smaller space than a six-cylinder. From the standpoint of driving experience, five-cylinder engines are noted for combining the best aspects of four and six cylinder engines. They generate more power and torque than four cylinder engines, while maintaining the fuel economy and "pep" of smaller four cylinder engines. Five cylinder turbos have been used on more than one occasion in sport and racing applications for their balance of performance qualities. The Volvo S60 R (racing edition) has a 2.5 litre turbocharged inline five-cylinder engine which is capable of generating 300 brake horsepower (224 kW) and 295 lb-ft of torque across a large amount of its rpm ranges. A disadvantage of a straight-five over a straight-six engine is that a straight-five engine is not inherently balanced. A straight-five design has free moments (vibrations) of the first and second order, while a straight-six has zero free moments. This means that no additional balance shafts are needed in a straight-six. By comparison an inline-four engine has no free moments of the first or second order, but it does have a large free force of the second order which contributes to the vibration found in unbalanced straight-four designs.[1] Odličan članak!

Autor/ica:	Kova [ čet ruj 17, 2009 8:49 am ]
Naslov:	Re: 5 vs 4 cilindra
Citat: Mislim, po meni, naprijed poprečno postavljen motor je ograničavajući faktor za svaki sportski automobil. Jasno da postoje veliki broj ljutih GTI automobila, te rally replika tipa delte, Mitshubishija, koji su stvarno sjajni automoblili, ali velika večina takvih automobila (s naprijed poprečno postavljenim motorom), ima motor postavljan u najmanju ruku na prednjoj osovini, a taj hebeni S60 ima motor ispred prednje osovine. Kako on može biti sportski auto? Ali, zato se pitam koliko si snage i to iskoristive mogao dobiti iz nekog Audija sa 2.2 urbo motorom? Ako se ne varam, i oni trpe veliku snagu bez zahvata na klipovima, ili sam u krivu. A uz to mu je motor uzdužno postavljen, i često je quattro. Ovo nikako ne znači da se meni audi sviđa. Jopis, jel ima ijedan tip auta da valja? Ljudi s tim Mercedesima prave milione kilometara, a za tebe je to sve smeće. I ja sam čuo da Audiji trpe prilično tuninga, pogotovo (R)S modeli..

Autor/ica:	KIKIR6 [ čet ruj 17, 2009 9:29 am ]
Naslov:	Re: 5 vs 4 cilindra
Vidio sam da je netko napisao da 5-cil nemirnije radi, ne bi se složio , samo može mirnije raditi i to na nižim okretajima. Objašnjenje toga je u postu od Gonze. Što je više cilindara to je veća pokrivenost sa radnim taktovima odnosno prijenosa snage na radilicu. Sad sve ovisi u kakvom su omjeru složeni cilindri ( odnosno brijegovi na radilici ) u stupnjevima. Jako dobro objašnjenje utjecaja radnog takta i stupnjeva na radilicu imate u ovom filmiću:od druge minute filmića http://www.youtube.com/watch?v=UvTXMtTT ... r_embedded" onclick="window.open(this.href);return false; Nadam se da vam je sad malo jasnije koja je prednost više cilindričnog motora jer on poništava svojim rasporedom paljenja "inertial torque" zato i 3 ili 2 ili 1 cilindrčni motori rade puno nemirnije od ostalih.

Autor/ica:	jopis [ čet ruj 17, 2009 9:39 am ]
Naslov:	Re: 5 vs 4 cilindra
Jbga Kiki kako može radit mirnije kad i u ovom 5cilindarski nastrojenom članku piše da radi mirnije SAMO u srednjem području okretaja, dok u gornjoj i donjoj zoni nije tako, upravo zbog ovoga što ja tvrdim od početka i što piše u članku - da je lošije izbalansiran motor...

Autor/ica:	KIKIR6 [ čet ruj 17, 2009 9:53 am ]
Naslov:	Re: 5 vs 4 cilindra
Samo stavi S40 i S60 jedan pored drugog i upali ih i sve ti bude jasnije. Evo ima Slaven oba pa nek proba, jedino neznam dal bu priznal da mu stari ima bolji auto Taj cilindar viška mu nije debalans već balans. A da ne govorim kakva je situacija sa 6 ili 8, singerice 8)

Autor/ica:	jopis [ čet ruj 17, 2009 10:07 am ]
Naslov:	Re: 5 vs 4 cilindra
1.Svi ste nahvalili članak a i tamo to piše što ja tvrdim... Nemojte da moram quotati... 2.6 ili 8 je priča za sebe, pogotovo V8 koji je besprijekorno izbalansiran i miran motor, a i redni 6tak isto tako... Neusporedivo sa 5 cyl... Sjetih se i još jednog savršenog motora - bmw-ov v12, kako to prede... 3.Koji s40 i koji s60 - dizelski su mi banana općenito bez obzira koji motor jer ne volim dizele nikakve ni u čemu, vozio sam i s40 dizela u svim varijantama, i s60 d5; a t5 nisam imao čast voziti još, pa da ga mogu usporediti s t4... 4.Ne podcjenjujem ničije znanje ni iskustvo, ali moje vlastito mi govori to što tvrdim cijelo vrijeme - da su motori s neparnim brojem cyl brundavi...

Autor/ica:	s40slaven [ čet ruj 17, 2009 10:24 am ]
Naslov:	Re: 5 vs 4 cilindra
Citat: Evo ima Slaven oba pa nek proba, jedino neznam dal bu priznal da mu stari ima bolji auto naravno priznam da japa ima bolju pilu al moj mali sportaš je za mene ok... josip imam s40 2.0 benzinaca i s60 2.4 benzinaca

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Autor/ica:	gonzo [ čet ruj 17, 2009 10:28 am ]
Naslov:	Re: 5 vs 4 cilindra
Citat: 1.Svi ste nahvalili članak a i tamo to piše što ja tvrdim... Nemojte da moram quotati... 2.6 ili 8 je priča za sebe, pogotovo V8 koji je besprijekorno izbalansiran i miran motor, a i redni 6tak isto tako... Neusporedivo sa 5 cyl... Sjetih se i još jednog savršenog motora - bmw-ov v12, kako to prede... 3.Koji s40 i koji s60 - dizelski su mi banana općenito bez obzira koji motor jer ne volim dizele nikakve ni u čemu, vozio sam i s40 dizela u svim varijantama, i s60 d5; a t5 nisam imao čast voziti još, pa da ga mogu usporediti s t4... 4.Ne podcjenjujem ničije znanje ni iskustvo, ali moje vlastito mi govori to što tvrdim cijelo vrijeme - da su motori s neparnim brojem cyl brundavi... nerazumjem onda zakaj meni ne brunda