Opel Ampera/Chevrolet Volt

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Uporabnik luka51 pravi:

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Uporabnik AndY1 pravi:
Imas prav. Torej moram narediti zamenjavo levo-desno brez premontaze pnevmatik, da osfane OUTSIDE na zunanji strani.

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s tem obrneš smer vrtenja in gume bojo glasne.

ne kompliciraj tam kjer ni treba.

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Uporabnik luka51 pravi:
Pobožaj gumo v smeri urinega kazalca in pobožaj gumo v nasprotni smeri urinega kazalca. V eno smer roka lepše drsi kot v drugo, ker je v eno smer guma stopničasta. Kako dolgo bo glasna je nemogoče rečt. Lahko, da se ti komaj kaj pozna, lahko pa bojo gume tulile
V glavnem brezveze to delat. Sploh pa zaradi 0.5mm razlike v obrabi.

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A little trivia for you: In this country, we tend to take left turns faster than right turns, so our right front tires wear more quickly than the left. Since rear tires tend to just play “follow the leader” with your front tires, they tend to wear a bit more evenly (if your tires are in balance, have the proper pressure, your alignment is good, etc.), so rotating the position of your tires on your car occasionally will actually extend the life of your tires (which will save you time and money in the end) and, generally, make your ride smoother and life easier. Rotating is the great equalizer when it comes to tires. If you don’t rotate your tires, you may have to replace them thousands of miles earlier–not good.

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Due to the way engine torque is transmitted through the gears and differential of a front-wheel or rear-wheel drive vehicle’s driveline, the right-side tire on the driving axle becomes the primary drive tire when accelerating and driving forward. This means that the right front tire will wear faster than the other three tires. As an extreme example, only the right side tire would spin if a driver did a burnout with a vehicle that was not equipped with a limited-slip differential or traction control.

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The overall gist is that the new Voltec 5ET50 drive unit is lighter, smaller and more powerful thanks to a redesigned two-motor traction drive.

As previously reported, the new engine is a 1.5-liter DOHC four-cylinder that offers 101-horsepower (at 5,600 RPM). Grewe said it's "great for range extension." The electric motor side of the powertrain offers 149 motoring horsepower from a two-motor, continuously variable transaxle.

Initially, the new engine will be made in Mexico. GM will move production to Flint, MI during the first year it makes the 2016 Volt.

The battery is slightly bigger in the new Volt – 18.4 kWh compared to 16.5 in the current-gen – and will have less range variation in the cold. GM is also using more of the overall capacity in the pack in the 2016 Volt than in previous versions, but is not saying how much more.

GM is not ready to publish acceleration times just yet, but the 2016 Volt has improved numbers, especially when going from 30-60 miles per hour.

Most everything on the new powertrain has become more efficient compared to the first-gen Volt. There are fewer losses from the engine, the inverter, the aerodynamic drag and transmission, for example. In some circumstances, there is a little bit more strain on the battery, but Grewe said that this extra work makes the overall system more efficient, so it's worth it. GM engineers took advantage of knowing what the battery can handle to get the improvements, he said.

Savagian said that putting the traction power inverter module (TPIM) inside the electrified transaxle is an industry first. Putting the TPIM inside reduces the number of cables and connections required, which frees up space and reduces weight and cost.


Listen to Grewe and Savagian talk about the Volt's new powertrain in the video above.

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