Tuesday, November 16, 2010

Lamborghini's New Engine...Two Steps Ahead!

There was just so much info on this engine, I just copied it to here because I felt that it was all in all a great break down of the new engine.

Italian supercar maker Lamborghini has guaranteed that next year's Murciélago replacement will maintain the high-horsepower rage by confirming that it will have an all-new V12 engine and an innovative new gearbox.

In a big-spending move that Lamborghini boss Stephan Winkelmann claims will jump its supercar “two generations ahead in every sense,” the new engine will blast the car, code-named LP837, from 0 to 62 mph in less than three seconds.

In spite of a 20 percent reduction in fuel consumption and emissions, the LP837 will boast 700 hp of power and 509 lb-ft of torque from an engine that does not share a single component with the outgoing Murciélago's 640-hp motor.

But the engine is not the only fast or powerful part of the LP837, because its all-new computer architecture has more than half a billion calculations per second, while its breakthrough new gearbox will shift gears in just 50 milliseconds. The new dry-sump engine, code-named L539 and to be hand-built in Sant'Agata rather than on Audi's production lines to maintain Lambo's V12 tradition, will be enough to see the carbon-chassis supercar reach a top speed “in excess of” 217 mph.

It uses a larger bore and a shorter stroke (now 95.0 millimeters by 76.4 millimeters) to reduce friction, the bore centers are farther apart. and it's even been given a stratospheric 11.8:1 compression ratio, although its 6498.5-cc overall capacity isn't much different from the existing V12's 6495.7 cc. The rev limit has moved up from 8,000 to 8,250 rpm, and the overall weight is down by eight pounds, to 107 pounds.

Yet its emissions figures are not all they seem because, while Winkelmann refused to confirm it, the LP837 will use a lightweight carbon-fiber chassis and is expected to weigh at least 168 pounds less than the Murciélago LP640. A major slice of the 20 percent emissions improvement will be a result of the reduced weight, rather than the engine's development. In reality, the engine itself will boast an emissions improvement of closer to 5 percent, and that's largely because Lamborghini is sticking with multipoint fuel injection, rather than the more accurate direct-injection system it already uses on its V10 Gallardo.

“When we decided to do it, we thought of the future EU6 rules and what the customer wanted,” Winkelmann said. “We wanted low back pressure, and using multipoint injection was a simple solution that could avoid adding weight to keep the engine as small as possible and still reach the targets.”

Yet if the new engine will be as controversial for what it doesn't have as for what it does have, the LP837's gearbox should be a thing of wonder.

With Winkelmann slamming double-clutch gearboxes as lacking the emotion needed for supercars, Lamborghini has worked with Italian transmission specialist Graziano to provide the best example yet of a paddle-shift manual gearbox.

The result is a seven-speed unit that changes gear in just 50 milliseconds and weighs less than the double-clutch gearbox in a Volkswagen Golf GTI. Lamborghini has managed this by turning the idea of sequential shifting on its head and dubbed the result the ISR, for independent shifting rods.

Recognizing that disengaging and engaging the synchromesh was the major waste of time during each shift, Lamborghini broke up the traditional 1-2, 3-4, 5-6 gear pairings so that the transmission can be engaging the next gear's synchro at the same time as it disengages the one that's already hooked up.

“In the presentation of this gearbox, there is low weight and no packaging constraints,” Winkelmann said. “Compared to DSG, the more emotional gearbox is the one we have developed in-house. DSG gearboxes are not emotional, but ours has an emotional interpreting of closing the clutch, and this is really an original piece of thinking from Lamborghini.”

It's an astonishing design, with no external tubes or brackets and with the extreme lightweight, inertia-reducing internal features list, including the debut of triple-cone, carbon-fiber synchromesh rings on every gear, including reverse.

“No other auto-manual gearbox can move two synchros at once,” Lamborghini technical director Maurizio Reggiani said. “It also means we can have smooth, low-speed shifting on light throttle openings and hard, aggressive shifting on fast shifts. It changes gear about 40 percent faster than the Gallardo Superleggera's E-Gear, and that's already incredibly fast.

“It also moves the center of gravity of the driveline closer to the center of gravity of the car, and it gives more space in the tunnel area for the driver and the passenger,” Reggiani said.

The LP837's reduction in weight and addition of stiffness continue in the driveline, with the rear differential cast into the engine block and the adoption of a Haldex IV all-wheel-drive system in place of the current viscous-coupling system.

“Normally,” Reggiani said, “it is 30/70 front/rear, but it can shift instantly to give 60 percent torque to the front. It can be 0 at the front, but the size of the front diff limits it to 60 percent of the maximum torque.”

Read more: http://www.autoweek.com/article/20101115/LOSANGELES/101119921#ixzz15SbRsjss

1 comment:

Gears Manufacturers said...

Thanks for sharing with us. If anyone required industrial gears then come to Ashoka Group, and get all type of quality gears at competitive rates. We serves industrial gears to almost every industries.