我谈的是使用这一段转速，应该注意到的问题。不是加速。
从2000-3000转速度会随之增加，但扭矩并没增加，在安全上是隐患。
我觉得这段速度不宜过快，不宜使用高档位，扭矩太低了，腿软哦。
了解自己爱车的特点很重要。
不做比较，觉得没太多实际意义。

２。０组，一水的Ｋ２０Ａ

307自家没有，其它不知道，但关门时铁皮碰铁皮的“啪啪”声，太难听了，就冲这一点，绝不会买这车。。。

这“应该”用得好，反正谁也没条件按照这个前提来测试。

我也来“应该”一下。加速取决于功率这我是同意的，但车无法瞬间达到最大功率，所以在变速箱轮胎等一定的条件下，加速实际上是转速-扭矩曲线的积分（面积）来决定的。所以，如果限制马3的红线断油和307一样，那它的最大功率就会比EW10A小。如果两者的车重也配成一样，马3的转速提升（其他条件一样则转速的提升等同于车速的提升）就不如307了。

[huxley 编辑于 2009-08-24 19:16]

涡轮增压不谈其排放上的优势，油耗比同排量的NA增加所以动力更好，相当于加大了排量。当然T还有其扭矩曲线比较好的特点。
这么说吧，马3如果加到与307一样重，同时改电脑，使得断油转速和307一样，是跑不过307的。

加速取决于功率与我的观点一致。

这位舔倭寇axxhole的朋友看看这个吧
http://finance.sina.com.cn/roll/20090207/00595827866.shtml

K20A还被禁？这个还真不知了。

CTCC里，雅阁看上去挺牛的，不过可能是其它厂不想玩CTCC，所以雅阁才牛吧。人家马六速腾迈腾都没吱声呢。

https://forum.xitek.com/showarchives.php?threadid=468215

你把问号的几个问题能不能给个有数据的答案？

说这两个车不具备可比性的不太懂车吧。
按照广本的说法，风范属于中级车，要说飞度属于准中级车，飞度都得有些委屈。

见过最搞笑的评测，说捷达柴油版比普锐斯和思域混动版省油，所以不需要混合动力。
测试选择了一条平直的高速公路，然后定速巡航，然后捷达柴油版消耗最少，结果这个测试就被某些舔大众屁眼的奉为神明，大力叫嚣混合动力无用。
遗憾的是：
1、高速公路不是每个人每天都要跑的，高速路上省油车重、齿比、排量比科技重要的多。2、混合动力省油是在起起停停的城市道路，这种路上，混合动力才能起作用。
3、大众也开始研发混合动力，狠狠地扇了那些舔大众屁眼的狗腿子们一记耳光。

美国市场跟中国市场的情况不一样

[开戏大娘 编辑于 2009-08-24 12:56]

讨论了这么多，似乎已经跑题太远了！
楼主的原意是什么不知道，但拿飞度和307比本就没有意义，飞度就是给你在城市里代步的，单顶i-Vtec的倾向也是低扭，再加上较轻的车重，比较窄的轮胎，比比0-40，20万内车近乎无敌。
307是另一种概念，这个车适合跑高速，城市离开，如果把把都到5000转换挡，提速还可以，要是按驾校那种开法，只可以用肉来形容了！
另高速好像最低限速60，没觉得哪个弯说60过都要甩出去，即使众泰也如此。

日本也鲜见法国车

好像是真的，不过确实有点让人觉得匪夷所思，这里有简介有录像。
http://www_mce-5_com/introduction/index.htm

这跑题都到哪里去了？
人家是拿紧凑型轿车说事，所以前面有把本田的跑车拿来比较的，那么先看看这个，啥时候两田搞定了这个再来比不迟。

Peugeot has announced that it has developed a new 1.5L engine that develops 220 hp and 420 Nm of torque. The Peugeot 1.5L MCE 5 VCRi engine delivers as much power as a 3.0 liter V6 and the same amount of torque as you would get from a V8. The Peugeot 1.5L MCE 5 VCRi engine will be premiered at the Geneva Motor Show in March where it will be showcased in a Peugeot 407. The Peugeot 1.5L MCE 5 VCRi engine offers a fuel economy of 6.7 liters per 100 km and a 158 g/km CO2 emissions level.

Later this year the company says it will fit the new Peugeot 1.5L MCE 5 VCRi engine with GDI (gasoline direct injection) which will boost the power figure to 270 hp and the torque to 460 Nm while the fuel consumption will drop to 6.0 L / 100 km.
Peugeot Press Release:

The 79th International Motor Show in Geneva is kicking off a sluggish year for the automotive industry. Following on the heels of high oil prices, limited access to credit and the consequences of the financial crisis on purchasing power are today penalizing the automotive industry. The development of new gasoline engines will be essential to revive the industry since these engines will continue to represent over 80% of the market for the next 20 to 30 years.  
These new engines must be able to boost the market and meet new regulations. Their production costs must remain affordable. In line with these objectives, MCE-5 technology already has a 12 year lead on what should be a fundamental stage in the development of IC engines: an "intelligent" variable compression ratio. VCRi heralds the renewal of car engine technology.

The first VCRi vehicle: a leap forward for automobiles

The Peugeot 407 type demonstration vehicle presented on the MCE-5 DEVELOPMENT stand  

No 3000 in the Green Pavilion) is powered by a 1.5L MCE-5 VCRi engine that develops 220 hp, equal to that of a 3.0L V6 engine, and 420 Nm of torque as of 1500 rpm, comparable to that of a V8 gasoline engine. These results are achieved with a fuel consumption of 6.7 L / 100 km on the NEDC (158 g of CO2/km). This high performance 1.5L demonstration can of course be applied to lower engine capacities. These results are only intermediary ones obtained on an engine in development that is not equipped with GDI (gasoline direct injection) or the optimized combustion chambers expected in late 2009.

A 2010 version of MCE-5 VCRi engine will be equipped with GDI, optimized combustion chambers as well as the advanced management of engine temperature, of the cylinder head, pistons and exhaust manifold. The power and torque will respectively be ramped up to 270 hp and 460 Nm, while average consumption on the NDEC will drop under the 6.0 L / 100 km mark (less than 140 g of CO2/km). With this type of engine, reaching the target of 120 g of CO2/km seems realistic by 2012-2013 for high-performance vehicles, with a strong reduction in fuel consumption for the whole vehicle range.

A clear strategy from prototype to mass production

Many prototypes never reach mass production for
functional, economic or strategic reasons. As opposed to many other technologies that have been explored, the MCE-5 engine benefited as of the start of its development in 1997 from an approach resolutely focused on mass production. In 2009, twelve companies including major European Tier 1 automotive industry suppliers combined their talents to propose to carmakers a program intended to develop and manufacture the MCE-5 VCRi engine in the coming 6 to 8 years.

This proposal makes even more sense in the current economic, energy and environmental context, by addressing the main factor that will condition the automotive industry for the next 20 to 30 years: gasoline engine efficiency.

1.5的排量，220匹马力，扭矩达到420牛米，油耗6.7L/100KM，可变压缩比。

[土老鼠 编辑于 2009-08-24 10:57]

让我想到AUTOHOME上那几篇关于避震的文章，看看图片就说这个设计有什么好处有什么缺点，这个X杆不够粗之类。