Autor Tema: Motor 1.4 140Cv asociado a cambio automático.  (Leído 3881 veces)

limoncitto

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Motor 1.4 140Cv asociado a cambio automático.
« en: 02 de Agosto de 2012, 23:08:00 pm »
Edición 08/11/2012: Lo recogimos el 20/10/2012. Una gozada auténtica. No se puede decir más.

Edición 02/11/2012: Siguiendo indicaciones de MAguayo, os adjunto los enlaces desde donde saqué en su día la información:
Motor:
http://www.gmpowertrain.com/EuropeVehicleEngines/PowertrainProductsEurope.aspx
Cambio automático:
http://www.gmpowertrain.com/VehicleEngines/PowertrainProducts.aspx
 
Bueno, aunque aún no me ha llegado mi Gran Monovolumen ya me estoy interesando en aquellas cosas que no se ven de mi/nuestro Zafira Tourer.
Buceando por la red he conseguido los datos de construcción y rendimiento tando de motor como de caja automática (agradecería que aquellos que la tengan confirmen o desmientan). Bueno vamos por partes (está en ingles, pero eso creo que hoy en día no es problema y no pongo la traducción por no desvirtuar nada):

DISTINTIVO MOTOR CATALOGO PAG. 274 A14NET
Distintivo grupo GM Ecotec 1.4L Turbo (LUJ)


Aquí la foto del motor ya montado para instalar en nuestras máquinas.


Aquí el diseño del motor (véase la cadena de distribución)

Overview
The turbocharged Ecotec 1.4L is part of GM's small-displacement, power-dense four-cylinder engines. The wide rpm range for maximum torque helps the engine deliver better driving experience and performance. This turbocharged engine's power-boosting advantage comes from forcing greater airflow into the engine. Its pressurized charge packs more air into the cylinders, allowing them to process the air and fuel of a larger engine for momentary driving situations.
The 1.4L's turbocharger is integrated within the exhaust manifold, for reduced weight and greater packaging flexibility in smaller vehicles. The engine incorporates numerous mass-reducing features, including a cast iron block with a hollow frame structure, hollow-cast camshafts and a plastic intake manifold.

Cylinder Block: The Ecotec 1.4L turbo's cylinder block is made of strong gray cast iron, with five reinforced main bearings. The block offers excellent thermal properties that suit the cylinder pressure and loads generated by a turbocharger system. To minimize weight, it features hollow-frame construction, making it about 20 percent lighter than a conventional casting.

Rotating Assembly: With a reinforced, solid-cast crankshaft, the Ecotec 1.4L offers strength and stiffness, particularly at higher rpm, to support the boosted cylinder pressure of the turbo system. The connecting rods are forged steel and the lightweight, hypereutectic pistons are designed with a thicker crown area and a unique ring pack to withstand the boost pressure and heat generated by the turbo system.

Variable-Flow air pump: The Ecotec 1.4L turbo uses a unique variable-flow oiling system that helps maximize fuel efficiency. Rather than the linear operation of a conventional fixed-flow pump, it is accomplished with a crankshaft-driven oil pump that matches the oil supply to the engine load. The Ecotec 1.4L turbo's variable-flow pump changes its capacity based on the engine's demand for oil. This prevents using energy to pump oil that is not required for proper engine operation.

Structural Oil Pan: An aluminum oil pan is designed as a key structural component of the engine, adding stiffness that helps improve vibration characteristics.

Cylinder Head: An aluminum cylinder head with dual-overhead camshafts and four valves per cylinder is used on the Ecotec 1.4L turbo. The head's intake port design optimizes performance, efficiency and emissions by promoting greater charge motion of the intake air and a more complete burn of the air/fuel mixture. Sodium-filled exhaust valves are designed for the higher combustion temperatures of the turbo system.

Variable Valve Timing: The dual-overhead camshaft arrangement of the engine employs dual, continuously variable cam phasing to adjust the engine valves' opening and closing timing for optimal performance, fuel efficiency and emissions across the rpm.

Integrated Turbocharged and  Exhaus Mainfold: The Ecotec 1.4L turbo uses a unique, integrated turbocharger and exhaust manifold. The turbocharger size was chosen with an emphasis on low speed torque and throttle response. It requires fewer parts, is lighter than a conventional system, helps lower engine compartment temperatures and helps the engine warm up faster. The turbocharger is lubricated by engine oil and is liquid cooled for long-term reliability.

Electronically Controled Termostat: The coolant thermostat's operating point is electronically controlled to optimize engine temperatures during different phases of operation to enhance fuel efficiency. The engine control module monitors sensors and controls the thermostat based on mapping that takes into account the wide range of engine operating conditions, including temperature and load.

Specs:
Type:   Fam. 0 Turbo 1.4l Gen.3
Combustion System:       Spark Ignition
Induction System:   Fixed Geometry Turbocharger
Displacement:   1364 cc (83ci)
Engine Orientation:   Transverse
Compression Ratio:   9,5:1
Valve Configuration:   Dual Overhead Cam, double continuously variable cam phaser intake and exhaust (DCVCP)
Valves per Cylinder:   4
Valve Timing   variable intake cam-pasing (VCP)
Assembly Site:   Aspern/Austria
Firing Order:   1-3-4-2
Bore x Stroke:   72,5 x 82,6mm
Maximum Engine Speed:   6500 RPM
Fuel System:   Sequential Fuel Injection
Fuel Type:   95 (91-98) RON
Biofuel Capable:   E10
Engine Mass (kg/lbs)   117 kg
Emissions Controls:   internal Exhaust Gas Recirculation Valve / Catalytic Converter / Euro 5
Applications   
Opel Meriva   140hp (103kW) / 4900-6000 rpm
Opel Astra   140hp (103kW) / 4900-6000 rpm
Opel Zafira   140hp (103kW) / 4900-6000 rpm
Opel Insignia   140hp (103kW) / 4900-6000 rpm
Chevrolet Cruze   140hp (103kW) / 4900-6000 rpm
Application   
Opel Meriva   148 lb-ft (200Nm) @ 1850-4900 rpm
Opel Astra   148 lb-ft (200Nm) @ 1850-4900 rpm
Opel Zafira   148 lb-ft (200Nm) @ 1850-4900 rpm
Opel Insignia   148 lb-ft (200Nm) @ 1850-4900 rpm
Chevrolet Cruze   148 lb-ft (200Nm) @ 1850-4900 rpm
MATERIALS   
Block:   Iron
Cylinder head:   Aluminum
Intake manifold:   Composite
Exhaust manifold:   Nodular Iron
Crankshaft:   Nodular Iron
Camshaft:   Hollow Steel
Connecting Rods:   Forged Steel

DISTINTIVO CAMBIO CATALOGO no aparece
Distintivo grupo GM HYDRA-MATIC 6T40 (MH8) SIX-SPEED AUTOMATIC



Aqui la foto de la caja cerrada


Aquí la foto del diseño del cambio visto desde el otro lado (observar el engranaje de cadena también en el cambio)


Aquí la disposición de la caja en un ASTRA.

Overview
Six-speed automatic transmissions are integral in GM's initiative to offer vehicles with excellent fuel economy and driveability. Designed for FWD and AWD applications, they are used in many of GM's newest and most popular models. The 6T40 (MH8) and 6T45 (MH7, MHC) share many components. The 6T45 is rated for greater torque capacity due to specific component enhancements over the 6T40. Each is part of GM's family of technologically advanced, fuel-saving six-speed automatics.

6T40/6T45 Differences: To enable greater torque capacity, the 6T45 features a 1.25-inch-wide output chain, versus a 1-inch-wide chain in the 6T40. The input gear set of the 6T45 uses five pinion gears, versus four pinions for the 6T40. The case of the 6T45 is slightly larger to accommodate the larger chain system and includes enhanced case ribbing for additional strength.

On-Axis Desing: The 6T40/6T45 contains all of the gearing in line with the crankshaft centerline of the engine. The advantages of this layout translate to a shorter overall vehicle length, more interior room and lower powertrain height.

Clucht-to-Clucth Shift Operation: Three planetary gearsets are used with three stationary clutches and two rotating clutches, which save space compared to freewheeling designs. Freewheeling mechanisms allow mechanical control between shifts, but also take up more space and add components to the transmission. The 6T40/6T45 features "clutch-to-clutch" controls and advanced electronics to deliver precise shift timing and great driveability. Gear changes from second to sixth gear ratios are accomplished with clutch-to-clutch action, where the clutch is engaged in one gear at exactly the same time it is released in another. The first-to-second upshift, uses a freewheeling mechanisim, where the second gear clutch engages while the first gear one-way clutch spins freely upon release. This allows a greater degree of smoothness at lower vehicle speeds.

Adaptative Shift Control: Adaptive shift controls include automatic grade braking, which commands the transmission to remain in a lower gear if the vehicle is decelerating or coasting on a downgrade. This takes advantage of engine braking to prevent unwanted acceleration. This reduces the need for the driver to brake during a hill descent. The control module receives input that monitors brake pedal usage, vehicle acceleration rate, throttle position, and even whether a trailer is connected to the vehicle.

Space-Saving Hyper-Elliptical Torque Converter: The torque converters in the 6T40 (205 mm) and 6T45 (236 mm) use a single-plate
l ock-up clutch and features a "hyper-elliptical" oval cross-section shape. This design reduces the thickness of the torque converter, reducing the space it needs and keeping the overall width of the engine and transmission as narrow as possible, for underhood packaging advantages. The single-plate l ock-up clutch uses GM's electronically controlled capacity clutch (ECCC) technology to help isolate engine vibrations and provide smooth torque converter clutch apply and release operation.

"IX" Gear Pump: A compact on-axis, fixed-displacement IX gear-type fluid pump provides hydraulic pressure for shifting and lubrication. The pump features an IX gear (Drive/Driven) with a machined crescent in the pocket to reduce internal leakage and optimize hydraulic efficiency. The inlet jet nozzle feature in the IX gear-type pump provides for increased pump suction pressure, which helps optimize noise and vibration characteristics.

Ground and Honed Gears: To minimize gear noise, as well as vibration, the helical gears are ground and honed to ensure precise dimensional control. With good dimensional control, the transmission operates with exceptional quietness.

Specs: Hydra-Matic 6T40 (MH8)
Type:   Six speed front-wheel-drive, electronically controlled, automatic overdrive transaxle with an electronically controlled torque converter clutch.
Maximum Engine power ( hp/kW )   180 hp ( 134 kW )
Maximum engine torque:   177 lb-ft (240 Nm)
Maximum gearbox torque:   277 lb-ft (375 Nm) - All gears
Gear ratios:   MH8
First   4.58
Second   2.96
Third:   1.91
Fourth:   1.45
Fifth   1.00
Sixth   0.75
Reverse:   2.94
Final Drive Ratio:   3.87
Maximum input speed:   Rev 4000 rpm
1-2 7000 rpm
2-3 7000 rpm
3-4 7000 rpm
4-5 7000 rpm
5-6 6000 rpm (corresponds to 4476 rpm in 6th after the shift is complete)
Maximum input speed in 6th:   4476 rpm
Maximum validated gross vehicle weight:   1996 kg (4400 lbs)
Shifter Posistions:   P, R, N, D, M
Case material:   die cast aluminum
Shift pattern:   Variable Flow Solenoids
Shift quality:   Variable Flow Solenoids
Torque converter clutch:   Variable Bleed Solenoid
Converter size:   236mm (reference) (diameter of torque converter turbine)
Fluid type:   DEXRON® VI
Transmission weight:   wet: 82 kg (180.4 lb)
Fluid capacity (approximate):   7.77L (6.56 kg)
Bottom pan removal:   NA
Pressure taps available:   Line Pressure
Transfer design:   Two-axis design, Output Chain
Assembly sites:   GMK (Korea), SGM (China), SLP (Mexico), TTO (Toledo).

Bueno pues esto es todo lo que puedo aportar de la motorización y transmisión por la que al final nos hemos decidido en nuestro Zafira Tourer.
Saludos a todos y espero que al menos os sirva para despertar la curiosidad.

natura

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Re: Motor 1.4 140Cv asociado a cambio automático.
« Respuesta #1 en: 14 de Agosto de 2012, 11:50:32 am »
Para los amantes de la gasolina una buena noticia. En 2013 Opel renueva su gama de motores e introduce un nuevo motor turbo de gasolina de 1.6 litros con potencias de 180 a 200 cv y par desde 300 Nm. Todavía no he leído la noticia de que este motor se vaya a montar en el ZT, pero supongo que con toda seguridad lo montarán en el ZT a lo largo de 2013. Es de inyección directa y me parece que la distribución es por cadena. Este motor se ofrecerá primero en el Insignia y el Astra. Supongo que luego le llegará el turno al ZT. Saludos.

rafamayt

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Re: Motor 1.4 140Cv asociado a cambio automático.
« Respuesta #2 en: 14 de Agosto de 2012, 22:59:20 pm »
Que pena no haberlo tenido antes.  L''

Pero mientras, que nos quiten lo bailado. O0
 
Un saludo :)

Re: Motor 1.4 140Cv asociado a cambio automático.
« Respuesta #3 en: 02 de Noviembre de 2012, 12:41:42 pm »
Leche!!! no citaste Azo-te la fuente 8:):
http://www.gmpowertrain.com/EuropeVehicleEngines/PowertrainProductsEurope.aspx
http://www.gmpowertrain.com/EuropeVehicleEngines/IntroductionEurope.aspx

con lo interesante que es T_T ºWº


PD.
Por cierto he cambiado un par de palabras l ock que no salían  (he puesto l ock con un truquillo, por que sin el truquillo se transforma en icono lock)

limoncitto

  • Visitante
Re: Motor 1.4 140Cv asociado a cambio automático.
« Respuesta #4 en: 02 de Noviembre de 2012, 16:08:28 pm »
Pues es verdad! ||O, me lié a copiar pegar y me dejé el enlace a la web. Si, es una página de lo más interesante.