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Dónde encontrar curvas de par motor

Hola, aprovecho este nuevo tema como presentación ante el foro :)
Llevo un tiempo interesándome por conocer el tan interesante mundo que se esconde bajo los capós de nuestros coches.
Buscando un poco, di con el tema del par motor y demás, por lo tanto me picó la curiosidad de conocer un poco más mi coche, algo viejo ya, aprovecho para decir... Por ello, me gustaría saber dónde podría encontrar esos gráficos o curvas de aceleración. Supongo que alguna base de datos habrá al respecto.

Muchas gracias!

Comentarios

  • htbs207htbs207 Forero Junior
    new73 escribió : »
    Hola, gracias por tu respuesta. Fichas técnicas sí sé dónde encontrarlas; uso www.km77.com y las de coches.net, pero las curvas de aceleración (o el nombre que reciban) no sé por dónde pueden estar.
  • new73new73 Forero Senior ✭✭
    En motor diesel motores 1.5 y 1.6 ...da igual el rango de CV los que tienen más par son...

    1. grupo Fiat,Alfa Romeo,Jeep, Lancia..ect... ( motores 1.6 )con 320 de par.
    Suzuki también ya que en diesel monta motores Fiat...
    2. Opel motor diesel 1.6 320 de par ( solo el de 136 CV )
    3. Honda motor 1.6 diesel con 300 de par.
    4. ssangyong motor 1.6 diesel 300 de par.
    5. Grupo Hyundai/Kia los diesel 1.6 automáticos 300 de par ( solo modelos aut. )
    6. Grupo psa/Peugeot 1.6 diesel 300 de par en algún modelo como los ds5/ds4 ect...
    images?q=tbn:ANd9GcQ80JL1gs-MRo7c14UPfYzyHHFs1mWpX0SAouwkIFMtMf0e3ubA
  • htbs207htbs207 Forero Junior
    johnjohn escribió : »

    Mil gracias, era exactamente lo que estaba buscando!
  • htbs207htbs207 Forero Junior
    Gracias por tu respuesta :)
  • johnjohnjohnjohn MegaForero ✭✭✭
    htbs207 escribió : »
    Gracias por tu respuesta :)

    De nada salao.


  • JCCJCC Forero Senior ✭✭✭
    johnjohn escribió : »

    No veo modelos posteriores al 2010...

    Por cierto, que estas mediciones son "a la rueda" sin añadir las pérdidas por transmisión... image ¿verdad?.

    Lo digo porque veo que casi todos los modelos se quedan lejos de la potencia oficial...

    Edito: Me auto-respondo: Sí, así es:

    Steady State test conditions top.gif


    Steady State is the standard test condition used by the automotive manufacturers. The Powertrain Performance� at Steady State is measured at different constant engine speeds. Unless otherwise stated all tests are conducted at Steady State, i.e. at a fixed engine speed, and the engine is kept at full load (wide open throttle, WOT) until certain conditions are met when the measurements are taken. The engine speed is then changed to the next engine speed usually about 500 rpm apart and/or closer at the expected peak power and torque. The tests conducted by RRI follow the same principal procedure with one important difference � the test equipment on which the tests are conducted. While the engine manufacturer states peak power and peak torque for the engine (at the flywheel) this requires the engine to be tested separately in an engine dynamometer.RRI uses a dynamometer from Rototest that measures the Powertrain Performance� produced at the wheel hubs. The Rototest dynamometer is very similar to an engine dynamometer with the only difference that it is meant to measure Powertrain Performance� instead of engine performance.

    NOTE!
    Test point times at Steady State less than approx. 3 seconds are not appropriate due to normal engine output variations.
    A longer test point time gives more information about engine cooling capacity.
    The measurement points are joined by a spline only for display purposes. There is no information about Steady State Powertrain Performance� between the measurement points.
    At Steady State there is no performance influence due to the inertia of the powertrain (e.g. engine flywheel).
    Steady State measurements are generally not comparable with measurements during acceleration conditions! Measurements of Powertrain Performance� during acceleration or dynamic conditions will always be affected by the powertrain inertia due to the energy consumed (stored) in the rotational inertia of the powertrain components, such as the engine flywheel. Acceleration speeds less than 100 engine rpm/second (1000 to 7000 engine rpm in a minute) are approximately comparable to steady state measurements.
    Performance measurements during acceleration with varying acceleration rates are not comparable in any way (results from rolling roads, hub dynamometers and engine dynamometers with no accurate speed control for constant acceleration rates) There are also, in many cases, a lack of correction methods for minor fluctuations in the acceleration rate.
  • rmartitormartito MegaForero ✭✭✭
    johnjohn escribió : »

    Muy buena página... de las de añadir a favoritos...

    Gracias!!
    1

    2
    3
    4

    La Vespa no corre, llega.
  • johnjohnjohnjohn MegaForero ✭✭✭
    JCC escribió : »
    No veo modelos posteriores al 2010...

    Por cierto, que estas mediciones son "a la rueda" sin añadir las pérdidas por transmisión... image ¿verdad?.

    Lo digo porque veo que casi todos los modelos se quedan lejos de la potencia oficial...

    Edito: Me auto-respondo: Sí, así es:

    Steady State test conditions top.gif


    Steady State is the standard test condition used by the automotive manufacturers. The Powertrain Performance� at Steady State is measured at different constant engine speeds. Unless otherwise stated all tests are conducted at Steady State, i.e. at a fixed engine speed, and the engine is kept at full load (wide open throttle, WOT) until certain conditions are met when the measurements are taken. The engine speed is then changed to the next engine speed usually about 500 rpm apart and/or closer at the expected peak power and torque. The tests conducted by RRI follow the same principal procedure with one important difference � the test equipment on which the tests are conducted. While the engine manufacturer states peak power and peak torque for the engine (at the flywheel) this requires the engine to be tested separately in an engine dynamometer.RRI uses a dynamometer from Rototest that measures the Powertrain Performance� produced at the wheel hubs. The Rototest dynamometer is very similar to an engine dynamometer with the only difference that it is meant to measure Powertrain Performance� instead of engine performance.

    NOTE!
    Test point times at Steady State less than approx. 3 seconds are not appropriate due to normal engine output variations.
    A longer test point time gives more information about engine cooling capacity.
    The measurement points are joined by a spline only for display purposes. There is no information about Steady State Powertrain Performance� between the measurement points.
    At Steady State there is no performance influence due to the inertia of the powertrain (e.g. engine flywheel).
    Steady State measurements are generally not comparable with measurements during acceleration conditions! Measurements of Powertrain Performance� during acceleration or dynamic conditions will always be affected by the powertrain inertia due to the energy consumed (stored) in the rotational inertia of the powertrain components, such as the engine flywheel. Acceleration speeds less than 100 engine rpm/second (1000 to 7000 engine rpm in a minute) are approximately comparable to steady state measurements.
    Performance measurements during acceleration with varying acceleration rates are not comparable in any way (results from rolling roads, hub dynamometers and engine dynamometers with no accurate speed control for constant acceleration rates) There are also, in many cases, a lack of correction methods for minor fluctuations in the acceleration rate.

    También te pone la potencia "oficial" y la diferencia entre lo medido y lo declarado en porcentaje.


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