Za pocituvaniot BRRM (n emozef da te citiram - prostevaj)

Silata na kolata - obicniot covek kje prasa "KOLKU KONJA IMA ili KOLKU E GRAFIRANA" toa e vo red ... ali za "OBICNITE LUGJE"

Fenomenot Silata na kolata se ogleda na nekolku parametri koi kombinirani i nadopolneti eden so drug ja davaat vistinskata slika na voziloto a toa e:

1. Vrttezniot moment (obelezan vo Nm ili vo USA Lib)

2. Zaftninata na motorot (obelezana so ccm ili inc3 vo USA)

3. Konjski sili KS ili Kw (ima i PS ali e toa drugo)

4. Obrtajite na motorot (znacitelno bitni kaj benzicite)

kako primer posto nasetuvam deka ovde retko koj se bavi so avtomehanika i dijagnostika ili ne daj boze tuning edno prasanje: Mercedes 123 dizel (kako so vozat taksistite cesto ) model do nekoja 82 godina imaat dizel motor od nekoi 60 konja, e sega klaj voista kola motor od YAMAHA motor so 140 konja nema da dostigne ni 100 km/cas za 15 minuti i kje crkni pri prvata ugornica, znaci vo ubaviot crtez so go dade gore pogledni kolku Nm dava toj dizelot i padni na gz. Ova tema e mnooogu siroka i dolga da ja iznesuvam tuka taka da ako nekoj ima nekoe prasanje - slobodno neka poveli - tuka sum so otvoreno srce i dusa za sekoj entuzijast

Pozdrav

Е вака...

Прво Максимална брзина е брзина која (редовна кола не преправена) кје ја постигни при иделани услови и управувана од добар мајстор. Кога би седнал во такво БМВ на кој каталошки максималната брзина е 226 км/ч и би се тркал со истиод дизел на рециме дракстар права линија од 500 метри - кујзнај што би било. Прво забрзувањето као што е каталошки наведено кај двата модели е доста блиску 0,5 секунди така да на 500 метра.... или одвај би победил или би изгубил ради вртежниот момент на дизелот кој со мноогу поголема сила ги врти тркалата.

Ако би се тркал на доолга релација, прав пат без угорници или удолници - пак за малку би победил пошто не можиш бензискиот мотор да го држиш на максимум дого време (максимум обртаји), значи би одел со некои 200 на сат просек, кај дизелот ситуацијата е подобра и тој би одел некои (шпекулирам) без проблем 195 на сат така да ..... за сат време возење би бил (на ваков добар прав едносмерен пат без угорници и удолници со предност од 5 километри. Значи би стигнал до Битола некои 2-3 минути побрзо.

А ако би оделе по вистинскиот бат до Битола тогаш... јас би се кладел на дизелот, затоа што неговиот поголем вртежен момент далеку посилно би го влечел на угорниците - се разбира зборуваме за услови непопречени од временски услови или сообраќај по патот.

А за бензинци сум рекол дека сум присталица али не во овој конеткст (види на дискусијада БЕНЗИН ПРОТИВ ДИЗЕЛ

Поздрав

Значи каталогов е згрешен ?

уфф неам време.. морам да одам.. ама БМВ велиш бензин не можеш да го држиш многу време на 200км/с ... грешка си голема... а на разлика од 0.5 км/ц ...нема да направиш разлика од 5км...+ тоа на различен терен би бил тестот... пошто нема идеален... а тука бензинот е во предност... па и на големи угорнини каде што дизелот е снажен ама нема да влечеме приколка е у тој случај..бензинот е напред далеку пред дизелот... па и кај бмв ( сериските модели ) а јес да има бмв извадено дизел мотор што му нема рамен на бензинот но моментално го користат за трки.  поздрав

1. Vnimatelno procitaj so napisav znaci TEORETSKI ti kje mozis da go vozis BMW-to 226 na sat - kataloski -kolku ?? eden sat??? PRAKTICKI kje bidis srekjen i ako ja postignis taja brzina, znaci ti velam deka vo uslovi na prav pat bez soobrakjaj nitu ugornici nitu udolnici kje go teras BMW-to PROSEK 200 na sat znaci nekade i 180 nekade i 210.... ili mislis deka kje izdrzi masinata turaza na CRVENO eden sat vozenje?? NEMA SANSA tie 226 kataloski pa duri i 200 ne se dobivaat na idelnite 5000 obrtaji tuku na maksimalnite dozvoleni i tro pojkje - e zato nema da mozis da go vozis dolgo na maksimum optovaruvanje plus sto e ova najniskata klasa na BMW (3) koja i ne e proektirana za takvi (izivuvanja) 

2.Na ugornina ne vlecis prikolka no mozebi ove kje te zacudi - motorot od kolata JA VLECI CELATA TEZINA OD KOLATA SO SE PATNIKOT VNATRE   znaci ako dvete koli se tuka nekade 1, 5 toni (pretpostavuvam) dizelot daleku podobro i posilno kje vlece taja PRIKOLKA nagore od benzinot.

Onie brojki vo katalogot se premnogu opsti... znaci ne gi objavuvaat site relevantni podatoci kako na primer grafikon na Nm i KS od 0-6000 rpm da se vidi koja kola kade ima najoptimalni karakteristiki ALI ako ubavo go poglednis katalogo kje zabelezis deka :

BMW benzin ima najgolema KS sila na 6100 vrtezi - znaci na samoto crveno pole - i tamu nema da mozis da ja drzis nogata na gasta postojano dodeka najgolemiot vrtezen moment go postignuva na 3500 vrtezi znaci a kolku konja ima na 3500 vrtezi - toa go nema ali ajde da go vidime dizelot

Kaj nego najgolemata KS sila doagja na 4000 vrtezi - a Nm (momentot na 2000) i toa dava 120Nm povekje od benzineco eheeej toa e sila na uste edna dobra kola.

Za ogromnata sila na dizelot pogledni go i podatokot kolku im e zabrzuvanjeto od 80-120 na sat vo 4/5 brzina pa udri matematika

benzino (IDEALNOso 4ta) stignuva za do 120 km/h za 17 sekundi

dizelot (idealno so 4ta) stignuva do 120 km/h za 16 sekundi

19,2 benzin so 5-ta

17.7 dizel so 5ta

Znaci ako se trkas so benzin protiv dizel (za ovie modeli) postavi uslov 1 Trkata da trai 8,3 sekundi ili do 100 na sat inaku vo bilo koj drug slucaj GUBIS

i to od dizel so ima 170 kubici pomalku

Pozdrav i ako ima prasanja poveli 

Background

European Union emission regulations for new light duty vehicles (cars and light commercial vehicles) are specified in the Directive http://www.dieselnet.com/tech/text/dir_1970_220_eec_con.pdf - 70/220/EEC . This basis Directive was amended a number of times, some of the most important amendments including:

• Euro 1 standards (also known as EC 93): Directives 91/441/EEC (passenger cars only) or 93/59/EEC (passenger cars and light trucks)
• Euro 2 standards (EC 96): Directives 94/12/EC or 96/69/EC
• Euro 3/4 standards (2000/2005): Directive http://www.dieselnet.com/tech/text/dir_1998_69_ec.pdf - 98/69/EC , further amendments in http://www.dieselnet.com/tech/text/dir_2002_80_ec.pdf - 2002/80/EC
• Euro 5/6 standards (2009/2014): Euro 5/6 “political” legislation [Regulation 715/2007] of 20 June 2007; the implementing part of the regulation (which will cover test procedures, deterioration factors and, if agreed by Member States, revised PM requirements) is to be finalized by 2 July 2008

Fuels. The 2000/2005 standards were accompanied by an introduction of more stringent http://www.dieselnet.com/standards/eu/fuel.html - fuel regulations that require minimum diesel cetane number of 51 (year 2000), maximum diesel sulfur content of 350 ppm in 2000 and 50 ppm in 2005, and maximum petrol (gasoline) sulfur content of 150 ppm in 2000 and 50 ppm in 2005. “Sulfur-free” diesel and gasoline fuels (≤ 10 ppm S) must be available from 2005, and become mandatory from 2009.

Emission Testing. Emissions are tested over the http://www.dieselnet.com/standards/cycles/ece_eudc.html - NEDC (ECE 15 + EUDC) chassis dynamometer procedure. Effective year 2000 (Euro 3), that test procedure was modified to eliminate the 40 s engine warm-up period before the beginning of emission sampling. This modified cold start test is referred to as the New European Driving Cycle (NEDC) or as the MVEG-B test. All emissions are expressed in g/km.

The draft Euro 5/6 implementing legislation adopts a new PM mass emission measurement method (similar to the US 2007 procedure) developed by the UN/ECE Particulate Measurement Programme (PMP) and adjusts the PM mass emission limit to account for differences in results using the old and the new method. The legislation also introduces a particle number emission limit at the Euro 5/6 stage (PMP method), in addition to the mass-based limits. At the time of adoption of the Euro 5/6 regulation, its mass-based PM emission limits could only be met by closed particulate filters. Number-based PM limits would prevent the possibility that in the future open filters are developed that meet the PM mass limit but enable a high number of ultra fine particles to pass.

Emission Standards

Emission standards for passenger cars and light commercial vehicles (vehicle http://www.dieselnet.com/standards/eu/index.html#vcat - categories M₁ and N₁, respectively) are summarized in the following tables. Since the Euro 2 stage, EU regulations introduce different emission limits for diesel and gasoline vehicles. Diesels have more stringent CO standards but are allowed higher NOx. Gasoline vehicles are exempted from PM standards through the Euro 4 stage. Euro 5/6 regulations introduce PM mass emission standards, numerically equal to those for diesels, for gasoline cars with DI engines.

All dates listed in the tables refer to new type approvals. The EC Directives also specify a second date—one year later (unless indicated otherwise)—which applies to first registration (entry into service) of existing, previously type-approved vehicle models.

Particle Number Emissions. Under the draft implementing legislation, a particle number emission limit of 5 × 10¹¹ km^-1 (PMP method, NEDC test) becomes effective at the Euro 5/6 stage for all categories of diesel vehicles (M, N₁, N₂). The particle number limit must be met in addition to the PM mass emission limits listed in the above tables.

The particle number emission limit is not applicable to gasoline vehicles.

Durability. Useful vehicle life for the purpose of emission regulations is:

• Euro 3 stage—80,000 km or 5 years (whichever occurs first); in lieu of an actual deterioration run, manufacturers may use the following deterioration factors: 1.2 for CO, HC, NOx (gasoline) or 1.1 for CO, NOx, HC+NOx and 1.2 for PM (diesel).
• Euro 4 stage—100,000 km or 5 years, whichever occurs first.
• Euro 5/6 stage—in-service conformity: 100,000 km or 5 years; durability testing of pollution control devices for type approval: 160,000 km or 5 years (whichever occurs first).

Other Provisions. The regulations include several additional provisions, such as:

• EU Member States may introduce tax incentives for early introduction of vehicles that comply with future emission standards.
• Requirement for low temperature emission test (-7°C) for gasoline vehicles effective 2002 [Directive 2001/100/EC]. The limits for cars are 15 g/km for CO and 1.8 g/km for HC, measured over the urban part of the test only.
• Onboard diagnostic (OBD) requirements for emission systems.

OBD Requirements

Starting from the Euro 3 stage, vehicles must be equipped with an onboard diagnostic system for emission control. Driver must be notified in case of a malfunction or deterioration of the emission system that would cause emissions to exceed mandatory thresholds, as listed in Table 3 (Euro 4 limits are proposed). The thresholds are based on the NEDC (cold start ECE+EUDC) test. To distinguish from the US OBD, the European limits are also referred to as the EOBD (European OBD).

A number of OBD issues were clarified in the Directive 1999/102/EC. Dates of OBD application to gas fueled (LPG or NG) vehicles are given in Directive 2001/1/EC.

European emission standards are sets of requirements defining the acceptable limits for exhaust emissions of new vehicles sold in http://en.wikipedia.org/wiki/EU - EU member states. The http://en.wikipedia.org/wiki/Emission_standards - emission standards are defined in a series of http://en.wikipedia.org/wiki/European_Union_directive - European Union directives staging the progressive introduction of increasingly stringent standards.

Currently, emissions of http://en.wikipedia.org/wiki/Nitrogen_oxide - NOX , http://en.wikipedia.org/wiki/Hydrocarbon - HC , http://en.wikipedia.org/wiki/Carbon_monoxide - carbon monoxide (CO), and http://en.wikipedia.org/wiki/Particulate - particulate matter are regulated for most http://en.wikipedia.org/wiki/Vehicle_type - vehicle types , including cars, lorries, trains, tractors and similar machinery, http://en.wikipedia.org/wiki/Barge - barges , but excluding seagoing ships and airplanes. For each vehicle type, different standards apply. Compliance is determined by running the engine at a standardised http://en.wikipedia.org/wiki/Emission_test_cycle - test cycle . Noncompliant vehicles cannot be sold in the EU, but new standards do not apply to vehicles already on the roads. No use of specific technologies is mandated to meet the standards, though available technology is considered when setting the standards.

Vehicle CO₂ emissions

Relative http://en.wikipedia.org/wiki/Carbon_dioxide - Carbon dioxide emissions from transport have risen rapidly in recent years, from 21% of the total in 1990 to 28% in 2004 ^{http://en.wikipedia.org/wiki/European_emission_standards#_note-0 - [1]} , but currently there are no standards for CO₂ emission limits.

The CO₂ emission limits are nowadays subject to a voluntary agreement between the EU and the http://en.wikipedia.org/wiki/Automanufacturer - automanufacturers (see http://en.wikipedia.org/wiki/ACEA_agreement - ACEA agreement ). The ultimate EU target with voluntary agreements are to contribute, is to reach an average CO2 emission (as measured according to Commission Directive 93/116/EC) ^{http://en.wikipedia.org/wiki/European_emission_standards#_note-1 - [2]} of 120 g/km for all new passenger cars by 2012.

However, as it becomes increasingly clear that the agreement will not deliver (having achieved only 160 g/km in 2005, from 186 g/km in 1995) http://en.wikipedia.org/wiki/Lawmaker - lawmakers have started considering regulation.

In late 2005, the http://en.wikipedia.org/wiki/European_Parliament - European Parliament ^{http://en.wikipedia.org/wiki/European_emission_standards#_note-Parl - [3]} passed a resolution in support for mandatory CO₂ emission standards to replace current voluntary commitments by the automanufacturers and labelling.

In late 2006, in response to a new report, by the http://en.wikipedia.org/wiki/European_Federation_for_Transport_and_Environment - European Federation for Transport and Environment ^{http://en.wikipedia.org/wiki/European_emission_standards#_note-TEReport - [4]} documenting lack of progress on the voluntary targets, the http://en.wikipedia.org/wiki/European_Commission - European Commission announced that it was working on a proposal for legally-binding limit CO2 emissions from cars. ^{http://en.wikipedia.org/wiki/European_emission_standards#_note-CommCO2 - [5]} According to the mentioned http://en.wikipedia.org/wiki/European_Federation_for_Transport_and_Environment - European Federation for Transport and Environment study, http://en.wikipedia.org/wiki/Fiat - Fiat is the best performer in Europe.

On 7th February 2007 the European Commission published its key draft proposal (COM 2007 0019) EC legislation to limit average CO2 emissions from the European fleet of cars to 120g CO2/km. Some people interpreted this as meaning that all manufacturers would have to average 120g for their fleet, but this is not the case. Some volume manufacturers of smaller cars such as Fiat, Renault and Peugeot-Citroen are already quite close to the target whilst smaller volume manufacturers of higher emissions cars such as BMW, Mercedes, Audi, Saab and Porsche are a long way from reaching this target. not surpisingly the french manufacturers want a blanket target whereas the German manufacturers feel a blanket target would destroyt their industries. Whatever the likely outcome of the final legislation (likely in in late 2007 /early 2008), if the intention is to truly bring down CO2 emission from the whole Euopean fleet then the legislation has to require all manufacturers to pull their weight and all reduce their emissions by similar amounts.

The environmental group (T&E) insists on the need for a longer-term target that doubles http://en.wikipedia.org/wiki/Fuel_efficiency - fuel efficiency of new cars over the next decade, 80 g/km by 2020. ^{http://en.wikipedia.org/wiki/European_emission_standards#_note-2 - [6]}

[ http://en.wikipedia.org/w/index.php?title=European_emission_standards&action=edit&section=3 - edit ] Emission standards for passenger cars

http://en.wikipedia.org/wiki/Image:Exhaust.jpg">

http://en.wikipedia.org/wiki/Image:Exhaust.jpg">

Exhaust is much less harmful today than it was a decade ago, thanks to emission standards.

Emission standards for passenger cars and light commercial vehicles are summarized in the following tables. Since the Euro 2 stage, EU regulations introduce different emission limits for diesel and gasoline vehicles. Diesels have more stringent CO standards but are allowed higher NOx. Gasoline vehicles are exempted from PM standards through the Euro 4 stage (Euro 5 proposal introduces PM standards for http://en.wikipedia.org/wiki/Lean - lean -burning gasoline cars).

All dates listed in the tables refer to new type approvals. The EC Directives also specify a second date—one year later—which applies to first registration (entry into service) of existing, previously type-approved vehicle models.

European emission standards for http://en.wikipedia.org/wiki/Passenger_Cars - Passenger Cars (Category http://en.wikipedia.org/wiki/M1 - M ₁*), http://en.wikipedia.org/wiki/G/km - g/km

Tier	Date	http://en.wikipedia.org/wiki/Carbon_monoxide - CO	http://en.wikipedia.org/wiki/Hydrocarbon - HC	HC+NOx	http://en.wikipedia.org/wiki/Nitrogen_oxide - NOx	http://en.wikipedia.org/wiki/Particulate_matter - PM
Diesel
http://en.wikipedia.org/wiki/Euro_I - Euro I †	July 1992	2.72 (3.16)	-	0.97 (1.13)	-	0.14 (0.18)
http://en.wikipedia.org/wiki/Euro_II - Euro II , http://en.wikipedia.org/wiki/Fuel_injection - IDI	Jan. 1996	1.0	-	0.7	-	0.08
http://en.wikipedia.org/wiki/Euro_II - Euro II , http://en.wikipedia.org/wiki/Fuel_injection - DI	Jan. 1996a	1.0	-	0.9	-	0.10
http://en.wikipedia.org/wiki/Euro_III - Euro III	Jan. 2000	0.64	-	0.56	0.50	0.05
http://en.wikipedia.org/wiki/Euro_IV - Euro IV	Jan. 2005	0.50	-	0.30	0.25	0.025
http://en.wikipedia.org/wiki/Euro_V - Euro V (proposed)	Sept. 2009	0.50	-	0.23	0.18	0.005
http://en.wikipedia.org/wiki/Euro_VI - Euro VI (proposed)	Sept. 2014	0.50	-	0.17	0.08	0.005
Petrol (Gasoline)
http://en.wikipedia.org/wiki/Euro_I - Euro I †	July 1992	2.72 (3.16)	-	0.97 (1.13)	-	-
http://en.wikipedia.org/wiki/Euro_II - Euro II	Jan. 1996	2.2	-	0.5	-	-
http://en.wikipedia.org/wiki/Euro_III - Euro III	Jan. 2000	2.30	0.20	-	0.15	-
http://en.wikipedia.org/wiki/Euro_IV - Euro IV	Jan. 2005	1.0	0.10	-	0.08	-
http://en.wikipedia.org/wiki/Euro_V - Euro V (proposed)	Sept. 2009	1.0	0.10	-	0.06	0.005b
http://en.wikipedia.org/wiki/Euro_VI - Euro VI (proposed)	Sept. 2014	1.0	0.10	-	0.06	0.005
* Before http://en.wikipedia.org/wiki/Euro_V - Euro V passenger vehicles > 2500 kg were type approved as http://en.wikipedia.org/wiki/Light_commercial_vehicle - Light commercial vehicle N1 - I