Usuário(a):Jgcorporation/Testes

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O Volkswagen Motor-E, popularmente conhecido como “motor à ar”, é um motor do tipo boxer de 4 tempos, 4 cilindros opostos horizontais, carcaça construída com liga de alumínio e magnésio e virabrequim de aço forjado, fabricado desde 1936 até 2006. Sua refrigeração é realizada sem a utilização de um radiador de água, no qual os 4 cilindros são expostos com aletas de refrigeração diretamente em sua carcaça, sendo refrigerados pelo volume de ar propulsionado pela hélice de ventilação para dentro do sistema conduzido pelo dínamo ou alternador, sendo o popular termo “motor à ar”.

Seu nome recebeu a letra "E", por ser o 5º protótipo desenvolvido que foi escolhido par ao projeto final do motor que seria destinado à equipar o então recém projetado Volkswagen Fusca.

Type 1: 1.0–1.6 litros[editar | editar código-fonte]

Like the Volkswagen Beetle produced after the war, the first Volkswagen Transporters (bus) used the Volkswagen air-cooled engine, a 1.1 litre, DIN-rated 18 kW (24 PS, 24 bhp), air-cooled four-cylinder "boxer" engine mounted in the rear. The 22-kilowatt (29 PS; 29 bhp) version became standard in 1955, while an unusual early version of the engine which developed 25 kilowatts (34 PS; 34 bhp) debuted exclusively on the Volkswagen Type 2 (T1) in 1959. Any examples that retain that early engine today are true survivors – since the 1959 engine was totally discontinued at the outset, no parts were ever made available.

The second-generation Transporter, the Volkswagen Type 2 (T2) employed a slightly larger version of the engine with 1.6 litres and Até 210 cv.

A "T2b" Type 2 was introduced by way of gradual change over three years. The 1971 Type 2 featured a new, 1.6-litre engine, now with dual intake ports on each cylinder head, and was DIN-rated at Até 210 cv.

The Volkswagen Type 3 (saloon/sedan, notch-back, fastback) was initially equipped with a 1.5-litre engine, displacing 1 493 centímetro cúbicos (91,1 cu in), based on the air-cooled flat-4 found in the Type 1. While the long block remained the same as the Type 1, the engine cooling was redesigned reducing the height of the engine profile, allowing greater cargo volume, and earning the nicknames of "Pancake" or "Suitcase" engine. This engine's displacement would later increase to 1.6 litres.

Originally a single- or dual-carburetor 1.5-litre engine (1500N, Até 210 cv or 1500S, Até 210 cv), the Type 3 engine received a larger displacement (1.6 litres) and modified in 1968 to include Bosch D-Jetronic electronic fuel injection as an option, making it the first mass-production consumer cars with such a feature (some sports/luxury cars with limited production runs previously had fuel injection).

1000[editar | editar código-fonte]

1100[editar | editar código-fonte]

1200[editar | editar código-fonte]

Motor 1.2 com volume de 1192cm³ e 22,8 kW em 3000 RPM e torque máximo de 81,4 N·m em 2000 RPM.

1300[editar | editar código-fonte]

1285cc Single port 1965-1970 Twin port 1971-1975. This engine was an improved version of the early design and had dual oil pressure relief valves and a stronger crankshaft with a longer 69mm stroke. Bore diameter was the same as the 1200 at 77 mm. New cylinder heads were employed with new intake manifold geometry.

1500[editar | editar código-fonte]

1493cc Single port only. 1967–1970 in Euro/US Beetle.

  • 1967–1971 VW Puma. Similar to the 1300 except the bore was increased to 83 mm. The cylinder head was modified slightly with a larger opening in order to accommodate the larger cylinder diameter.

1600[editar | editar código-fonte]

O modelo de 1.6L é chamado Typ 126. utiliza volume de1584 cm3, utiliza o mesmo virabrequim e curso do motor 1500 apenas com cilindros aumentados para 85.5 mm de diãmetro. O virabrequim permanece o inalterado de 69 mm de curso.

Single port

The 1600 single port was used on the following models:

Twin port

The 1600 dual port was used on the following models:

Type 4: 1.7–2.0 litres[editar | editar código-fonte]

Predefinição:Infobox automobile engine Predefinição:Infobox automobile engine Predefinição:Infobox automobile engine Predefinição:Infobox automobile engine In 1968, Volkswagen introduced a new vehicle, the Volkswagen Type 4. The model 411, and later the model 412, offered many new features to the Volkswagen lineup. The type 4 came out with a new larger, heavier, stronger and more powerful engine based on the same design as previous Aircooled engines but was physically larger in size and external dimensions. It was called the 1700 and had a 90mm bore with a 66mm stroke (1700cc). Most parts are not interchangeable with earlier engines.

While the VW 412 was discontinued in 1974 when sales dropped, its engine continued as the VW Bus power plant for Volkswagen Type 2s produced from 1972 to 1979: it continued in modified form in the later Vanagon which was air-cooled from 1980 until mid-1983.

1.7 Litre - The Type 4 engine was also used on the Volkswagen version of the Porsche 914. Volkswagen versions originally came with an Predefinição:Convert/hp fuel-injected 1.7-litre flat-4 engine based on the Volkswagen air-cooled engine. In Europe, the four-cylinder cars were sold as Volkswagen-Porsches, at Volkswagen dealerships; while, in North America all 914's were marketed as Porsches. Porsche referred to their version of the type 4 engine using the litre designation and not cc's (ie: not 1700 like VW). One visual difference is that all Porsche Type 4 engines have the oil dip-stick and oil fill mounted on top of the engine (where the VW Type 2 engine application has the dip-stick mounted on the rear of the engine by way of a long oil fill tube).

2.0 Litre - Porsche discontinued the 914/6 variant in 1972 after production of 3,351 units; its place in the lineup was filled by a variant powered by a new Predefinição:Convert/PS (USA)/Predefinição:Convert/PS(CA)/Predefinição:Convert/PS(ROW) 2.0-litre fuel-injected version of Volkswagen's Type 4 engine in 1973. This engine used a longer 71mm stroke crankshaft, new rod bearings and new pistons to increase the cylinder bore to 94mm. This revision was designed by Porsche and later also used in the VW Type 2. Porsche 914 production ended in 1976. The 2.0-litre engine continued to be used in the Porsche 912E, which provided an entry-level model until the Porsche 924 was introduced in 1977.

1.8 Litre - For 1974, the 914's 1.7-litre engine was replaced by a Predefinição:Convert/PS 1.8-litre, and the new Bosch L-Jetronic fuel injection system was added to American units to help with emissions control. A cylinder bore increase to 93mm was made to the otherwise unchanged 1.7 litre engine block.

For the Volkswagen Type 2, 1972's most prominent change was a bigger engine compartment to fit the larger 1.7- to 2.0-litre engines from the Volkswagen Type 4, and a redesigned rear end which eliminated the removable rear apron. The air inlets were also enlarged to accommodate the increased cooling air needs of the larger engines.

This all-new, larger engine is commonly called the Type 4 engine as opposed to the previous Type 1 engine first introduced in the Type 1 Beetle. This engine was called "Type 4" because it was originally designed for the Type 4 (411 and 412) automobiles. There is no "Type 2 engine", because those vehicles did not feature new engine designs when introduced. They used the "Type 1" engine from the Beetle with minor modifications such as rear mount provisions and different cooling shroud arrangements,{{carece de fontes}}

In the Type 2, the Volkswagen Type 4 engine was an option from 1972. This engine was standard in models destined for the US and Canada. Only with the Type 4 engine did an automatic transmission become available for the first time in 1973. Both engines displaced 1.7 litres, rated at Predefinição:Convert/PS with the manual transmission, and Predefinição:Convert/PS with the automatic. The Type 4 engine was enlarged to 1.8 litres and Predefinição:Convert/PS in 1974, and again to 2.0 litres and Predefinição:Convert/PS in 1976. As with all Transporter engines, the focus in development was not on motive power, but on low-end torque. The Type 4 engines were considerably more robust and durable than the Type 1 engines, particularly in Transporter service.

The engine that superseded the Type 4 engine in the late 1983 VW Bus retained Volkswagen Type 1 architecture, yet featured water-cooled cylinder heads and cylinder jackets. The wasserboxer, Volkswagen terminology for a water-cooled, opposed-cylinder (flat or 'boxer engine') was subsequently discontinued in 1992 with the introduction of the Eurovan.

Other applications[editar | editar código-fonte]

Beginning in 1987, Dunn-Right Incorporated of Anderson, South Carolina has made a kit to perform the conversion of a VW engine to a compressor.[3]

Industrial[editar | editar código-fonte]

Volkswagen AG has officially offered these air-cooled boxer engines for use in industrial applications since 1950, lately under its Volkswagen Industrial Motor brand. Available in Até 210 cv, Até 210 cv, Até 210 cv, Até 210 cv, Até 210 cv and Até 210 cv outputs, from displacements of 1,2 litros (73 cu in) to 1,8 litros (110 cu in), these Industrial air-cooled engines were officially discontinued in 1991.{{carece de fontes}}

Aircraft[editar | editar código-fonte]

AeroConversions AeroVee Engine

The air-cooled opposed four-cylinder Beetle engines have been used for other purposes as well. Limbach Flugmotoren has since 1970 produced more than 6000 certified aircraft engines based on the Beetle engine.[4][5][6][7] Sauer has since 1987 produced certified engines for small airplanes and motorgliders,[8] and is now also producing engines for the ultralight community in Europe.[9][10]

Especially interesting is its use as an experimental aircraft engine. This type of VW engine deployment started separately in Europe and in the US. In Europe this started in France straight after the Second World War using the engine in the Volkswagen Kübelwagen that were abandoned by the thousands in the country side[11] and peaked with the JPX engine.[12] In the US this started in the 1960s when VW Beetle started to show up there.[11] A number of companies still produce aero engines that are Volkswagen Beetle engine derivatives: Limbach, Sauer, Hapi, Revmaster, Great Plains Type 1 Front Drive, Hummel, the AeroConversions AeroVee Engine, and others. Kit planes or plans built experimental aircraft were specifically designed to utilize these engines. The VW air-cooled engine does not require an expensive and often complex gear reduction unit to utilize a propeller at efficient cruise RPM. With its relative low cost and parts availability, many experimental aircraft are designed around the VW engines.[13][14]

Formula V Air Racing uses aircraft designed to get maximum performance out of a VW powered aircraft resulting in race speeds above 160 mph.[15]

Some aircraft that use the VW engine are:

Volkswagen air-cooled engine installed in an Evans VP-1 Volksplane

Half VW[editar | editar código-fonte]

1/2 Volkswagen engine mounted in a Hummel Bird.

For aircraft use a number of experimenters seeking a small two-cylinder four-stroke engine began cutting Type 1 VW engine blocks in half, creating a two-cylinder, horizontally opposed engine. The resulting engine produces Predefinição:Convert/hp. Plans and kits have been made available for these conversions.[16][17]

One such conversion is the Carr Twin, designed by Dave Carr, introduced in January, 1975, in the Experimental Aircraft Association's Sport Aviation magazine. The design won the John Livingston Award for its outstanding contribution to low cost flying and also was awarded the Stan Dzik Memorial Award for outstanding design.[17]

Other examples include the Total Engine Concepts MM CB-40 and Better Half VW.

Some aircraft that use the Half VW engine are:

References[editar | editar código-fonte]

  1. ↑ "Der Käfer – Eine Dokumentation Band 2" by A. Etzold, published by Motorbuch, Stuttgart in 1985 ISBN 3-7168-1613-2
  2. ↑ "Das große Buch der Volkswagen-Typen" by Lothar Boschen, published by Motorbuch, Stuttgart in 1983 ISBN 3-87943-799-8
  3. ↑ «Dunn-Right Incorporated». Dunn-Right Incorporated. N.d. Consultado em 16 January 2010  Verifique data em: |ano=, |acessodata= (ajuda)
  4. ↑ [1], Limbach L2400
  5. ↑ [2], Limbach L2000
  6. ↑ [3], Limbach L1700
  7. ↑ Limbach, Limbach Aero Engines
  8. ↑ Carat motorglider, Carat motorglider.
  9. ↑ Sauer Flugmotorenbau, Sauer Flugmotorenbau.
  10. ↑ Sauer in Groppo Arquivado em 16 abril 2014 no Wayback Machine, Sauer in Groppo.
  11. ↑ a b EAA Webinar John Monnett, John Monnett.
  12. ↑ JPX, JPX
  13. ↑ «In North Kitsap, Turning Old Cars Into New Planes». Kitsap Sun. November 29, 2009  Verifique data em: |data= (ajuda)
  14. ↑ Great Plans Aircraft Newsletter, Issue 3, 2010.
  15. ↑ Formula V Air Racing
  16. ↑ Millholland, L. E., and Graeme Gibson (November 2002). «The Better Half VW Engine – Engine Detail». Consultado em 26 May 2010  Verifique data em: |acessodata=, |data= (ajuda)
  17. ↑ a b Great Plains Aircraft Supply Co., Inc. (n.d.). «Type 1 - 1/2 VW Conversion Kit, Parts and Plans». Consultado em 14 May 2010  Verifique data em: |ano=, |acessodata= (ajuda)

Predefinição:Volkswagen Group brands Predefinição:VW Predefinição:Volkswagen Commercial Vehicles

Predefinição:Use dmy dates


Air cooled Category:Boxer engines Category:Lists of engines Category:Aircraft piston engines 1930–1939

Aplicações[editar | editar código-fonte]

Foi o motor da primeira série de motores da Volkswagen, fabricado por mais de 50 anos, que equipou uma gama de carros da Volkswagen e de outras marcas, como Fusca, Brasília, Kombi, SP1/SP2, Karmann Ghia, Variant, Gol BX, modelos de carros da Porsche e da Puma como Puma GTE e alguns modelos da empresa brasileira Gurgel, como o Gurgel BR-800, incluindo outras gamas de aplicações, como uso industrial e de aviação (ultraleves). Para aplicação como motores de ultra leves, segue-se a legislação local para o tempo de uso do motor, pois, em utilização aérea, seu uso não é medido em quilômetros, mas sim em horas de voo.

Mecânica[editar | editar código-fonte]

Sua mecânica robusta e independente da necessidade de um sistema de refrigeração por água o torna um motor bastante compacto, durável e resistente, mesmo em condições de uso severo, além de ser um motor com custo de aplicação reduzido, por não necessitar de um sistema externo de refrigeração à água.

Seus 4 cilindros são paralelos ao solo, sendo 2 cilindros correspondentes em casa lado da carcaça, uma construção diferenciada do popular “4 em linha”.

Esta configuração de motor utiliza 8 válvulas, 2 por cilindros, acionadas pelo comando de válvulas que é acionado diretamente por engrenagem interna na carcaça propulsionado pelo virabrequim, dispensando o uso de corrente ou correia dentada para acionar o comando de válvula. Sua única correia utilizada por este motor aciona o dínamo ou alternador (dependendo do ano de fabricação) e também acionando a ventoinha de refrigeração.

Em sua carcaça, na parte superior, há um radiador de óleo, cujo tamanho depende da cilindrada, ano e modelo, utilizado para a refrigeração do lubrificante do motor.

A bomba de óleo é acionada diretamente pelo virabrequim, com o compartimento localizado abaixo da face da polia. Originalmente, este modelo de motor não conta com filtro de óleo, apenas uma “peneirinha” localizado ao cárter para a filtragem de elementos sólidos. Bombas alternativas dispõem de entrada e saída de óleo externamente na carcaça para permitir o uso de filtros de óleo externos.

Esta aplicação de motor possui 2 cabeçotes, um de cada lado (tradicional entre os motores boxer) e cada cabeçote comportando 2 cilindros. As válvulas são acionadas por varetas que possuem dutos de óleo internamente, para fornecer lubrificação para os cabeçotes, balancins e válvulas.

O comando de válvulas que aciona as varetas está alojado dentro da carcaça (de maneira parecida com o funcionamento dos antigos motores 4CC e CC da GM), porém, não sendo possível acessá-lo sem a desmontagem total do motor, diferentemente dos motores 4 em linha, onde o comando fica junto ao cabeçote, acessível com o desmonte parcial do motor. Para este projeto, não ocorre a possibilidade de colisão de válvulas com pistões em caso de desgaste de peças, pois, o comando está ligado mecanicamente por meio de engrenagens ao virabrequim, a menos que uma montagem mal realizada ocorra.

Combustíveis[editar | editar código-fonte]

Este modelo de motor comporta alimentações de gasolina ou etanol, carburador simples ou duplo, e nos últimos modelos da Kombi (2006-2012) e modelo do Fusca produzido no México (2006), alimentação por injeção eletrônica “multiponto” (conhecido como MPI).

Projetos em desenvolver um modelo de Fusca com o tradicional "motor à ar" com uso de Diesel não foram bem sucedidos, pois, o veículo apresentava consumo elevado, alto ruído, demasiada fumaça sendo expelida pelo escapamento e elevadas vibrações ao veículo.

Descontinuação[editar | editar código-fonte]

Sua produção foi descontinuada devido às novas normas de emissão de poluentes em vigor em diversos países, no qual melhorias neste aspecto ficariam fora dos limites técnicos do projeto do “refrigerado à ar”. No Brasil, o último modelo da Kombi em produção com o motor boxer à ar foi encerrado em 2006. Os únicos modelos que utilizavam o motor à ar que receberam atualizações para os novos modelos refrigerados à agua são o utilitário Kombi, que recebeu o motor AP e futuramente atualizado com o EA111 (Gasolina/Etanol/Flex ou Diesel) e o Gol BX, que herdou o motor AP, uma evolução do motor MD do Volkswagen Passat (Gasolina ou Etanol).

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