Koln, 12. December 2014 – with a three-cylinder gasylinder gasoline engine based on its new engine generation with 500 cubic centimeters Single hub, Volvo will round off its motor palette for the smaller models. First specimens were now handed over the strain test.
The reason for a unit below the displacement of the two liters of large motors of the four-cylinder drive e family already known since 2013 were the same, which also many other manufacturers build three-cylinder: small engines with high performance can be more efficient, such With fewer cylinders still increase the effect. Three-cylinder with a correspondingly coarse displacement otherwise only BMW in the program. Volvo gives a wide power corridor of CA. 77 kW (105 hp) to 132 kW (180 hp), at least the upper value is recognized by the press images probably by means of turbocharging. A register charging with compressor and turbine is conceivable if already available in the four-cylinder program. Recognizable on the pictures is a head-in-the head of exhaust gas crumbers.
Closely related to the four-cylinders
The press release says Michael Fleiss, Viceprasident Powertrain of the Volvo Car Group: "The aggregate was developed primarily in terms of our new CMA vehicle architecture for compact models, but is also used in vehicles of the 60s series. Thanks to the advanced Volvo Turbo technique, the engine already involves the limit values of the exhaust standard Euro 7 ". This is a remarkable statement that can probably only be explained with Volvo internal amptions in relation to the future.
Little more than that, Volvo has so far known about the construction. However, since the engines are to be based on the four-cylinders and to be built with them on the same flowing tape, we can also go out of a bore distance of 91 mm as well as identical bore and hub (82 x 93.2 mm). On the basis of the pictures supplied, it can be seen that head and cylindrical crankcase consist of light metal casting and as the four-cylinder cast buffs and racks of gray cast iron. In addition, a balancing shaft is almost inevitable to capture the free moments at low speeds. After no lateral bulge is recognizable on the housing, she could be arranged as with engines of Volkswagen or Daimler in the Olwanne.
As for sure, one may ame that the two camshafts carry phases on the control side and the valves are bonded directly via stobel cups. The housing cover looks as he hid a dry running timing belt. (This will not come back editor’s letters: the three-cylinder three-cylinder in the Ford Ecoboost). In it, he differs principle from the same coarse counterpart from Munchen, in which a chain cascade on the flywheel side turns the camshafts.