Gwajin gwajin Citroën SM da Maserati Merak: 'yan'uwa daban-daban
Motoci biyu daga lokacin da motocin alfarma suka kasance na musamman
Citroën SM da Maserati Merak suna da zuciya ɗaya - injin V6 mai ban sha'awa wanda Giulio Alfieri ya tsara tare da kusurwar banki mai digiri 90 wanda ba a saba gani ba. Don haɗa shi a gaban axle na baya a cikin ƙirar Italiyanci, an juya digiri 180. Kuma ba wannan kadai bane hauka...
Ya zama ruwan dare a tsakanin ’yan’uwa cewa ’yan fari dole ne su yi yaƙi don ’yancinsa, kuma da zarar ya samu, sauran za su more gata da suka rigaya suka samu. A gefe guda kuma, batutuwa masu halaye daban-daban na iya tasowa daga kwayoyin halitta iri ɗaya - masu tawaye ko masu kunya, natsuwa ko rashin tausayi, masu wasa ko a'a.
Me motocin za su yi da shi? A game da Maserati Merak da Citroën SM, kwatancen ya ƙunshi, a sama da duka, gaskiyar cewa duka biyun suna cikin lokacin da masu sha'awar sha'awar ofasar Italiya suka fi son magana. A shekarar 1968, mai kamfanin Maserati Adolfo Orsi mai shekaru 1967 ya sayar da hannun jarinsa a Citroën (abokin haɗin Maserati '75), wanda ya ba da kashi XNUMX na kamfanin Italiya zuwa ga kamfanin kera motoci na Faransa. Wannan shine farkon farkon ɗan gajeren lokaci amma rikice rikice a cikin tarihin kera motoci, wanda ke da alamun manyan manufofi da farko sannan kuma tare da matsaloli tare da tallan samfurin wasanni sakamakon matsalar mai.
A cikin 1968, babu wani abu da ya misalta irin wannan taron, don haka Citroën ya kasance mai matuƙar sha'awar babban burin kamfanin na Italiya. Abin farin ciki, mai kirkirar Maserati mai suna Giulio Alfieri har yanzu yana cikin kyakkyawan matsayi a sabon kamfanin kuma an ɗora shi kan ƙirƙirar sabon injin V-90, gami da wasu samfuran Citroën na gaba. Ya zuwa yanzu, yana da kyau. Dangane da labarin, Alfieri ya gigice lokacin da ya karanta aikin, wanda ke nuna kusurwa tsakanin layuka ... digiri XNUMX.
Dalilin buƙatar irin wannan kusurwar da ba ta dace ba dangane da daidaituwa yayin gudanar da V6 shine saboda injin ya dace a ƙarƙashin labulen murfin murfin gaban SM. Babban Mai ƙira Robert Opron ya ƙera avant-garde Citroën SM tare da ƙarancin ƙarancin ƙarshen gaba, don haka madaidaicin tsakiyar kewayon V6 tare da kusurwar layin digiri 60 ba zai dace da tsayi ba. A Citroen, ba sabon abu bane yin rangwame na fasaha da sunan tsari.
Toshe V6 Alfieri azaman zuciya gama gari
Koyaya, Giulio Alfieri ya yarda da ƙalubalen. Developedungiyar haɗin giya mai nauyin lita 2,7 mai nauyin kilogiram 140 an haɓaka, wanda, godiya ga hadaddun kayan kwalliya masu tsada da tsada, yana ba da 170 hp. Gaskiya ne, wannan ba sakamako ne mai ban sha'awa ba, amma bai kamata mutum ya manta da gaskiyar cewa ana samun ikon da ake magana a kai ba 5500 rpm. Injin na iya gudu zuwa 6500 rpm, amma daga ra'ayi na fasaha, wannan ba lallai ba ne. Ana gane sautin injin ɗin a matsayin aikin mai kirkirar Alfieri, amma yana da takamaiman abubuwan da ya dace. Arar da'irori uku ana jin daɗi, biyu daga cikinsu suna tafiyar da aikin camshaft. Na uku, amma kusan na farko dangane da jerin tafiyar, yana aiwatar da aikin juya matsakaiciyar shaft, wanda, bi da bi, yana tuka famfo na ruwa, mai canzawa, famfo mai matsi mai karfin gaske na na'urar lantarki da kwandishan kwandishan, da kuma ta hanyar giya da kuma sarƙoƙin da aka ambata guda biyu. a aikace duka kwatancen kwando huɗu. Wannan da'irar tana cikin nauyi mai yawa kuma galibi tushen matsaloli ne ga motocin cikin mummunan yanayi. Gabaɗaya, duk da haka, sabuwar V6 ta zama babbar mota mai dogaro.
Wataƙila wannan shine dalilin da ya sa injiniyoyin Maserati za su iya samun ƙarin riba daga ciki. Suna ƙara diamita na Silinda da 4,6 millimeters, wanda ke ƙara ƙaura zuwa lita uku. Don haka, ƙarfin yana ƙaruwa da 20 hp da juzu'i da 25 Nm, bayan haka naúrar tana jujjuya digiri 180 tare da axis na tsaye kuma an dasa shi a cikin jikin Bora da aka ɗan gyara, wanda aka fara yin muhawara a 1972. Haka motar ta kasance. da ake kira Merak kuma a cikin kewayon nau'ikan wasanni an ba da amanarsu tare da nauyin ƙirar tushe tare da farashi (a Jamus) a ƙasa da nau'ikan 50. Don kwatantawa, Bora mai injin V000 ya fi maki 8 tsada. Da 20 hp. da 000 Nm na karfin juyi, Merak yana kiyaye nisa mai daraja daga Bora, wanda nauyin kilogiram 190 ne kawai amma yana da injin 255 hp. Don haka, Merak yana da matsala mai wuya - don daidaitawa tsakanin 'yan'uwansa biyu. Ɗaya daga cikinsu ita ce Citroën SM, wanda abokan aiki daga Auto Motor und Sport suka kira "harsashi na azurfa" da "mafi girma" saboda jin daɗin tuƙi ba shi da ƙasa da matakin jin dadi. Mercedes 50. Ɗayan ita ce Maserati Bora da ake tambaya, cikakken samfurin wasanni tare da babban injin V310. Ba kamar Bora ba, Merak yana da ƙarin biyu, ko da yake ƙanana, kujerun baya, da kuma firam ɗin da ba masu kyalli ba waɗanda ke haɗa rufin zuwa bayan motar. Suna kama da mafi kyawun maganin jiki idan aka kwatanta da shingen ingin na babban takwaransu na injin.
De Tomaso ya share waƙoƙin Citroën
Yana da wuya ga Merak samun abokan ciniki - wannan shi ne shaida da cewa kafin a daina samar a 1830, kawai 1985 motoci aka sayar. Bayan 1975, Maserati ya zama mallakar kamfanin GEPI na Italiyanci kuma, musamman, Alessandro de Tomaso, ƙarshen ya zama mai shi. Shugaba, samfurin ya wuce matakai biyu na juyin halittar sa. A cikin bazara na 1975, SS version ya bayyana tare da injin 220 hp. da kuma - sakamakon sanya haraji kan motocin alfarma a Italiya a 1976 - nau'in 170 hp. da raguwar ƙaura mai suna Merak 2000 GT. Gears na Citroën SM suna yin hanya ga wasu, kuma an maye gurbin tsarin birki mai matsa lamba da na'ura mai aiki da karfin ruwa na al'ada. Tun 1980 Merak aka samar ba tare da Citroën sassa. Duk da haka, samfuran fasaha na kamfanin Faransa ne suka sa Merak ya zama mai ban sha'awa sosai. Misali, tsarin birki mai matsa lamba da aka ambata (masha 190) yana ba da ingantaccen tsari na tsayawa da kunna fitilun da za a iya juyawa. Waɗannan fasalulluka an haɗa su tare da halayen kai tsaye da kuma kai tsaye - irin wanda kawai mota mai matsakaicin injin za ta iya samarwa. Ko da a 3000 rpm, V6 yana ba da iko mai yawa kuma yana ci gaba da kula da haɓaka mai ƙarfi har zuwa 6000 rpm.
Lokacin da kuka shiga Citroën SM kuma ku kalli kayan kida da dashboard kusan iri ɗaya, gami da na'urar wasan bidiyo ta tsakiya, akwai kusan deja vu. Koyaya, juzu'i na farko yana kawo ƙarshen adadin gama gari a cikin motocin biyu. Yana cikin SM cewa Citroën ya buɗe damar fasaharsa zuwa cikakkiyar damarsa. Tsarin hydropneumatic tare da ikon ɗaukar girgiza na musamman yana tabbatar da cewa jiki, tare da ƙafar ƙafar kusan mita uku, yana jujjuya kututture tare da ta'aziyya mai ban mamaki. Ƙara wa wannan shine sitiyarin DIVARI mara misaltuwa tare da ƙara sitiyarin komawa tsakiya da kuma kunkuntar hanya ta baya na 200 mm, wanda bayan wasu sun saba, yana ba da hawan shakatawa da sauƙi na motsa jiki. Mafi dacewa don tafiye-tafiye mai nisa, SM shine abin hawa avant-garde wanda ke sa fasinjojinta su ji mahimmanci kuma yana da shekaru kafin lokacinsa. Maserati da ba kasafai ba motar wasanni ce mai ban sha'awa wacce ku ke gafartawa da gaske don ƙananan abubuwan da aka rasa.
ƙarshe
Citroën SM da Masarati Merak motoci ne daga zamanin da masana'antar kera motoci ke yiwuwa. A lokacin da ba kawai tsananin sarrafa kudi, amma kuma constructors da zanen kaya suna da m kalma a ayyana iyakoki. Kawai ta wannan hanya ne irin wannan m motoci kamar 'yan'uwa biyu daga 70s haife.
Rubutu: Kai Clouder
Hotuna: Hardy Muchler
