. U pravu si. Onako na prvu sam dosa do tog zaključka, jer san mislia da ih ona dva otvora na haubi hlade usput..
Razvoj V6 i V8 turbo motora je vodio veliki Paolo Martinelli, negdašnji Ferrari šef F1 motora.
Ranije je u Areseu radio i skoro do kraja doveo razvoj Alfinih 2.7 i 3.3 V6 turbo i bi-turbo motora za korištenje u Alfa Romeo i Maserati modelima. Ima priča da je 3.3 V6 bi-turbo razvijao nekih 550 KS. 2009. nakon ulaska u Chrysler je taj razvoj poništen.
Poradi potrebe prelaska i Ferraria na turbo motore ide razvoj V8 i V6 turbaka. Kako je V8 za specijalne tj. ograničene primjene kao top motorizacija Maserati modela te za Ferrari modele tako je logično da se idu na kompaktni (i skupi)
sand cast blok za taj motor. Za V6 kako već ima osnova od Chryslera u vidu V6 bloka i kako je
die cast odličan za veće količine koje će tu biti potrebne. Za sve je odabran provrt 86.5 mm da bi se moglo dijeliti više dijelova i da kraći razvoj kako se dijeli hidromehanika.
Chrysler blok ima problem što je
open deck tipa i onda je morao ići derivat V8 motora za top verziju Giulie. Hoće li biti taj blok korišten za što više toga je pitanje, koliko znam hoće.
Evo i PR djela za Maserove V6 i V8 motore, a vjerujem da dosta vrijedi za Alfin V6:
It uses high-tumble cylinder heads with four cam phasers, (doubling the number of the naturally aspirated V8), in a concept refined by Maserati Powertrain for optimal combustion control to deliver high performance and low consumption.
With hydraulically adjusted roller finger followers and two continuous cam phasers for each cylinder head, it can advance or retard the inlet and exhaust valve timing independently in real time andit also reduces friction losses compared to old valvetrain systems.
Another characteristic feature of the new Maserati engine family is the 200 bar direct fuel-injection system. This very high pressure, coupled with seven holes laser drilled oriented holes injectors and multiple injection, helps atomising the fuel directly in the combustion chamber, thus improving the fuel-air mixture and the combustion process at any engine speed.
The new V8 engine is boosted by two small parallel twin-scroll turbines, (one for each bank of four cylinders), which provide the high performance expected of a Maserati engine while reducing inertia. Maserati Powertrain focused on integrating the turbine housing into the exhaust manifold for a compact, light-weight solution.
Each turbocharger is fed by its own air-to-air intercooler. The Quattroporte has two intercoolers, each mounted low and wide of the main radiators to catch a constant supply of fresh, cool air.
The engine also uses a state-of-the-art ECU, with integral high-speed processors, which handle an array of shifting functions in real time.
Maserati Powertrain has also switched to on-demand ancillaries, with a variable displacement oil pump that works under electrical control for improved consumption and performance.
It also uses an innovative, computer-controlled alternator, which monitors the vehicle's electricity consumption and manages the alternator's workload to suit.
The engine also operates in both Normal and Sport modes, along with Manual versions of either mode, operated by elongated shift paddles fixed to the steering column.
The new Quattroporte also introduces the I.C.E. (Increased Control and Efficiency) strategy, a function aimed at reducing consumption, emissions and noise.
It is a user-select strategy and delivers a softer throttle pedal response for smooth driving, cancels the turbocharger's overboost function and keeps the exhaust's Sport flaps closed until 5000 rpm.It also adjusts the gearshifts to make them softer and slower and reduces torque at each gear's take-up point.
Besides delivering the Maserati Quattroporte's peak fuel efficiency figure, the I.C.E. mode is also very useful for driving on low-grip surfaces. Kako Maserati V8 ima
crossplane radilicu, a ispuh je bočno, ima jako specifično rješenje za turbine. Kod takvih V8 motora nove generacije i BMW i Mercedes imaju turbine unutar bankina motora. I meni je to bilo prvo logično rješenje.
Samo što BMW i Mercedes rješenja 'pate' za dobit više snage jer se ispušni plinovi tako i više griju, a za Ferrari aplikacije to nikako nije bilo poželjno pa su turbine sa strane i to se odnosi i na Maserati
crossplane i na Ferrari
flatplane rješenja gdje je to tako lakše riješiti nego kod Masera.
Prednost BMW i Mercedes riješena je kod gradske vožnje jer se motor prije zagrije.
