Kliknij tutaj --> 🐙 citroen c4 cactus vs nissan juke

The entry-level car is the 74bhp petrol in Touch trim, which costs £12,990, while the more powerful 81bhp car costs £13,390. The step up to Feel trim is £1600 extra, then a further £1400 to Price £17,190; 0-62mph 9.3sec; Top speed 117mph; Economy 60.1mpg; CO2 107g/km; Kerbweight 1190kg; Engine 3 cyls in line, 1199cc, turbocharged petrol; Power 108bhp at 5500rpm; Torque 151lb ft at Citroen C4 Cactus The funky-looking Cactus with its knobbly ‘air bumps’ is perhaps the most eye-catching car in the segment. It has an innovative cabin to go with that outside look, and is The new Citroen C4 Cactus 2014 is on sale now from £12,990 – read on for full specs and details almost 300kgs less than rivals like the Nissan Juke and Fiat 500L and as a result the Zero to 100 km/h in this case takes about 10 and a half seconds. This is also the most fuel efficient rated engine in the range, being able to achieve a combined consumption of 3.4 l/100 km (69 Site De Rencontre Algerien En Ligne. Skip to ContentSkip to FooterWe put crucial new Ford EcoSport crossover through its paces against bold new Citroen and big-selling Nissan13 Aug 2014Traditionally, small family cars are all cut from a similar cloth and follow the small hatchback template. But with the spectacular rise in the popularity of SUVs has come a much broader range of styles, shapes and characters to choose from. Which is why the three contenders we’ve gathered here all fit loosely into the supermini SUV category, but go about their business in very different is our first chance to drive the Ford EcoSport on UK roads, and since it’s based on Britain’s best-selling car and our Supermini of the Year – the Ford Fiesta – it’s a mouth-watering proposition. If it can carry over even some of the Fiesta’s playful handling, while boosting practicality and visibility, Ford is on to another winner. However, the EcoSport’s route to UK roads has been a unusual was originally designed in Brazil with emerging markets in mind. We drove a South American versionaround Sao Paulo way back in 2012 and have been waiting patiently ever since. UK cars are builtin India and tweaked for European tastes with higher specification and new powertrains, including a TDCi diesel and the award-winning EcoBoost three-cylinder petrol driven here. But has Ford done enough to disguise the car’s cut-price roots?The Citroen C4 Cactus takes a more relaxed approach, majoring on comfort, ease of use and distinctive design. It’s a technique that’s served Citroen well in the past and, with first deliveries next month, looks set to strike a chord with customers tired of makers harping on about sporty handling, when all they want is something to tackle everyday trips with the minimum of again, sporty handling and brash styling have served the hugely successful Nissan Juke well since it invented the class in 2010. The Juke has recently been reinvigorated with a fresh look and a new DIG-T turbo engine, but has it still got the game to see off this pair of pretenders?StylingWhile its two main rivals have a look all of their own, the EcoSport is more of a Fiesta on stilts, so the proportions are less successful. View it from the front, and Ford’s globally recognised wide-mouthed grille and slim headlights look smart, but from the rear the horrendous spare wheel stuck to the tailgate undoes all the good work with more than a whiffof late eighties Suzuki reviews The interior design will be instantly familiar to Fiesta owners, too, with the same confusing array of buttons strewn across the centre console and a dated LCD screen set deep into the dash. The overall look is angular and modern, but start scratching, poking and squeezing the trim materials and it feels much cheaper than a the Juke next to the EcoSport, and the Nissan looks as if it’s been beamed down from another planet. The mid-life changes are limited to tweaked headlights, a new lower front grille and redesigned rear bumper, but the Juke was so radical four years ago, it still looks fresh now. It’s a similar story inside where the shiny-coloured inserts and motorbike-inspired centre console are hardly subtle, but reflect the sporty way the Juke the line between them is the C4 Cactus, which combines quirky flourishes like the Airbump panels and two-piece headlights with minimalist surfaces and perfect proportions. The result could have been a mess, but by being bold Citroen designed something that’s cool and contemporary without being overly if the outside appeals, then the uncluttered interior should, too, from its flat, wide and squidgy front seats to its stripped-back dash, consisting of a central screen and a digital instrument cluster. You sit lower than in the other cars – the C4 Cactus is based on the C3 platform, but has similar dimensions to a C4, with slightly more ground clearance – and Citroen has made the most of limited resources, placing soft-touch materials on the most prominent surfaces and cheaper stuff lower the EcoSport should excel in one area, it’s from behind the wheel, and there are clear echoes of the Fiesta. The steering is immediate and direct, while the gearshift has a notchy, mechanical in corners the centre of gravity feels significantly higher as the car tips from side to side. A glance at the spec sheet reveals why – at 1,350kg, this car weighs 259kg more than the Fiesta EcoBoost. So while the 123bhp three- cylinder fizzes away under the bonnet of the Fiesta, here it feels laboured and flat. It still maintains its smoothness and refinement at high revs, but getting up to speed is hard work. Once you’re there the ride quality is good, thanks to the extra suspension travel, but in the transition from supermini to SUV the Fiesta’s spark has been big surprise is how much faster the C4 Cactus feels than its rivals here. With only 1,020kg to haul around (about 200kg less than an equivalent C4 hatch), it shoots forward once the turbo spools things easy, slide the gearstick slowly through its ratios and there’s enough torque for gliding around in higher gears, enjoying the spongy suspension and the peace and quiet in the cabin. If you are in a hurry, though, the Cactus is capable – you’ll just need to be patient, while it leans on its outside springs in corners, before shooting off down the next straight. By contrast, the Juke feels firmer, with meatier steering. Although the ride is never uncomfortable, you feel more bumps than in the other cars – the pay-off is a bit of fun when the road opens a kerbweight of 1,236kg, the Juke doesn’t have quite the pace of the Cactus off the line, but in-gear acceleration from the new DIG-T punches well above its cubic terms of interior space, the EcoSport is hard to argue against. With the split fold rear seats in place there’s a 310-litre boot (the smallest here), but drop them and it offers 1,238 litres (the most here). Rear leg and headroom is top of the pile, too, while the raised driving position is more SUV-like than the Citroen’ spend some time in the Ford and problems begin to emerge, such as thick A-pillars that hamper front visibility and the fact the load area isn’t flat with the seats down. By far the biggest annoyance, though, is the side-hinged tailgate: while it creates a nice low loading lip, it means you’ll need to leave a good five feet of space behind you when you park to open it – not ideal in congested town Juke can’t swallow the same amount of luggage (its 354-litre boot grows to 1,189 litres), but its packaging is better thought through. A false floor lets you decide between a perfectly level loading lip and a flat load area in its higher position, or maximum space for your bags when you lower it. Large adults won’t want to spend prolonged periods in the back, though, as the sloping roofline eats into Citroen started with the C3 supermini, the amount of luggage space it’s squeezed out of the Cactus is impressive. With the back seats in place, the 358-litre boot is the biggest here; fold them and it grows to 1,170 it’s not all good news. To cut costs and weight, a split-fold rear bench is optional, while the pop-out rear windows might be too claustrophobic for some. Still, we like the fact Citroen has made a virtue of those rear windows by installing huge door bins in the rear, while leg and headroom is on a par with the Juke’ costsIf running costs are a priority, all three cars offer a more efficient diesel engine option. But plumping for petrol isn’t the compromise it once was, plus you save on the price (the petrol EcoSport is £500 cheaper). The EcoBoost’s economy and 125g/km emissions aren’t bad on paper (especially as the Juke claims and 126g/km), but you’ll have to put up with a frustratingly slow 0-62mph time of the Cactus perfectly demonstrates the benefit of lightweight engineering. Weighing 216kg less than its closest rival here, it claims and 107g/km, but is over a second faster from 0-62mph than the EcoSport is the cheapest car in this test, and only comes in Titanium spec. But while you get 16-inch alloy wheels, LED running lights and a cooled glovebox as standard, our test model’s Kinetic Blue metallic paint costs extra, as do rear parking mid-spec Juke costs around £500 more, yet it gets a screen with sat-nav, plus three driving modes and 17-inch wheels. Our top-spec C4 Cactus Flair is another £500 still, but has all the kit you could need, including sat-nav, a rear parking camera and a seven-inch touchscreen. By comparison the Ford’s kit list – and the whole package, for that matter – feels a generation which would we choose?It’s possible to make a case for any one of these cars, depending on where your priorities lie. The EcoSport has the most space inside, the Juke is infused with a sense of fun the other two can’t match and the C4 Cactus is the easiest to live look beyond the EcoSport’s practicality and it falls woefully short. Build quality is fine for emerging markets, but not good enough for European tastes, and the Fiesta’s superb handling has been blunted by the extra it’s sharp handling you want, the Juke is top of the pile, and the lively turbo engine gets the best out of the chassis, although the striking body shape compromises interior space. As for the Cactus, it manages to mix desirability, space, efficiency and performance in a package that charms all who drive it – which is why it takes how about the Mokka?The Vauxhall Mokka fits neatly into this company on the face of it, although we decided to leave it out of our test for a number of actually a little larger than our trio, at 4,278mm long, plus it offers maximum boot space of 1,372 litres – so it sits somewhere between the Nissan Juke and its Qashqai big brother. The Mokka is more pricey, too, with even the entry-level 113bhp Exclusiv petrol costing £18, there are some cracking offers out there that help to make the Mokka almost as affordable as the EcoSport, C4 Cactus and StepsMost PopularToyota bZ4X vs Volkswagen vs Hyundai Ioniq 5: 2022 group test reviewCar group testsToyota bZ4X vs Volkswagen vs Hyundai Ioniq 5: 2022 group test reviewDoes Toyota’s all-new bZ4X electric SUV crack the family-friendly formula? We compare it to Hyundai and VW rivals23 Jul 2022Hyundai plots electric city car for under £20kNewsHyundai plots electric city car for under £20kHyundai is looking to expand its EV line-up with an affordable compact model to rival electric city cars from the Volkswagen Group22 Jul 2022Best electric cars to buy 2022Best cars & vansBest electric cars to buy 2022There are more electric cars than ever to choose from, so we've picked some of the best you can buy in the UK now6 Jul 2022Skip to HeaderSkip to Content Terbaru citroen c4 cactus vs nissan jukeLihat LebihBerita Terkait Nissan JukeNissan menjadi salah satu merek Jepang yang harga bekasnya cukup terjangkau. Untuk kelas harga bekas di bawah Rp150 juta, terdapat dua pilihan menarik besutan pabrikan asal Yokohama, yaitu Nissan Juke atau Nissan X-Trail hadir mengisi segmen yang agak berbeda, dimana Juke adalah crossover sedangkan Nissan X-Trail T31 masuk kategori medium SUV. Nissan merilis keduanya sebagai mobil yang nyaman dan handal untuk situasi perkotaan dan medan off road juga unik dan me Yongki Sanjaya Baca Lebih Nissan Juke Hybrid 2022 baru-baru ini diperkenalkan di Inggris. Sebagai crossover kompak ramah lingkungan, mobil ini ditawarkan dalam empat varian. Untuk model N-Connecta, trim dasarnya tersebut dibandrol £ atau sekitar Rp490 jutaan setelah mengatakan, powertrain hybrid baru yang digunakan pada Juke generasi kedua tersebut menggabungkan kesenangan berkendara dengan efisiensi luar biasa dan emisi lebih jantung pacunya, semua varian yang ditawarkan Segmen crossover cukup banyak pilihannya dari berbagai merek. Kini harga bekasnya juga semakin terjangkau, dengan kondisi unit relatif baik. Dengan budget di kisaran Rp150 jutaan, kita bisa memilih antara Nissan Juke atau Chevrolet Trax punya penampilan yang unik, dimana Juke gayanya eksentrik sedangkan Chevrolet Trax punya penampilan yang maskulin. Usianya pun relatif muda, karena dipasarkan pada 2015-2016 sehingga belum ketinggalan soal perawatan, baik Nissan Yongki Sanjaya Baca Lebih Setelah sebelumnya kami mengulas soal kelebihan, pada artikel ini kami akan membahas kekurangan Nissan Juke. Sebagai informasi, crossover kompak ini pertama kali diperkenalkan lewat ajang Ganeva Motor Show satu tahun kemudian, PT Nissan Motor Indonesia memboyongnya ke Tanah Air. Dijual sampai dengan tahun 2017, SUV pesaing dari Honda HR-V ini sempat mengalami penyegaran secara facelift pada tahun 2015. Mengenai ubahan yang dilakukan meliputi; grill, lampu depan dan belakang dengan teSejarah Nissan Juke di Indonesia cukup kontroversial. Di tahun pertamanya, Nissan Juke menuai kesuksesan. Tapi karirnya terhenti pasca kemunculan Nissan Juke Nissan Juke khususnya di Indonesia sangatlah unik. Masuk pertama kali pada 2011, Compact SUV rival dari Honda HR-V ini tak pernah muncul generasi keduanya. Bahkan model facelift-nya pun hanya bertahan Nissan Juke sempat jadi andalan penjualan PT Nissan Motor Indonesia (NMI) selain Livina series. Hal ini diklaimGambar Populer NissanRekomendasi MobilPerbandingan Nissan JukeKamu Juga SukaMerek Mobil Populer The Citroen C4 Cactus and Peugeot 2008 share a platform and an ethos – cheap, crossover-style family motoring with a hint of fun about it. As products of the same conglomerate, there’s more than a touch of sibling rivalry between the Cactus and 2008, but if you’re in the market for a bulky budget family runabout, which should you buy? We’re pitting them against each other to find out. Styling It almost seems odd to say this, but the Peugeot 2008 is a little conservatively styled. The current, chrome rimmed corporate fascia is a step back from generations that heavily featured the rampant lion and the design flourishes there are seem a little fussy, namely the notched headlights, the concave wrap-around taillights and the chrome flash above the rear door. Tacked on to a pretty generic shape that gives off something of a hint of Suzuki SX4 with a colour palette that never really troubles much of the spectrum it’s all verging on the conventional. That’s not a word that can be applied easily to the C4 Cactus. Even disregarding the “Airbump” bubblewrap down the sides it’s loaded with nice design touches that you can’t quite believe have made it to a production car – and a really affordable one at that. The wrap-around effect of the glass in particular is excellent and Citroen has eschewed the trend for giant Audi-style front grilles in favour of a curvy front end. The rear isn’t a tour de force, however, and, depending on your colour choice for the Airbump panels, the C4 Cactus can look like it’s wrapped around a Volvo V50 at the front, but you won’t lose it in a car park. The Cactus wins on startle factor alone. Interior and practicality Aesthetically, there’s nothing to complain about in either car here – both are nice places to be, though obviously a little less opulent in entry-level trims. Citroen has taken an unusual route in relocating major vehicle functions to the infotainment system to minimise switchgear and also dispensing with a mechanical binnacle – it’s another LCD screen – whereas the Peugeot retains the traditional dials. Moving around the cabin you won’t find any particular differences in living space, with just about the same leg and headroom and luggage space. The most significant change is that the 2008 has a split-folding rear seat and the Cactus does not, making it a little less practical if you’re going down to B&Q with children on board. Engines There’s a healthy chunk of engine sharing going on here, unsurprisingly. Both cars get to use the PSA Group three-cylinder petrol and diesel engines, at 82hp and 92hp respectively, although the Peugeot has a version of the diesel in a higher 115hp state of tune too, and the Citroen has a couple of alternative versions of the petrol at 75hp and 110hp respectively. It’s the Peugeot you should look at if you’re after power. Alongside that 115hp diesel, it also has a petrol available producing 120hp, but it doesn’t net the best reviews and the more modern three-cylinder in the Citroen is quicker off the mark despite a 10hp deficit. The Cactus also shows the best economy figures – it gets a claimed 86mpg combined from the BlueHDI diesel engine. Driving With similar underpinnings, you can expect the two cars to drive pretty much alike and you wouldn’t be wide of the mark. Neither car is the cutting edge of dynamism, but they are light and easy to drive with the steering feel one should come to expect from the French marques by now. When we drove the Cactus back in July it was relaxing and, unlike the vogue in modern cars, has a comfortable ride not quite on the level of the pneumatic Citroens of old but a long way from today’s Nurburgring-honed offerings. A caveat for both cars comes in the shape of the ECG automatic gearbox, which is still cumbersome and jerky. Value for money The stablemates start out at just about the same price – there’s a fiver’s difference in it – at just under £13,000. That bears repeating, because both cars undercut any Ford Focus by £1,000, coming in at the same price as a bargain basement Vauxhall Astra. There’s a little give-and-take on the specs at this level: the base Cactus has that big seven-inch touchscreen and the 2008 doesn’t, but the base 2008 has air conditioning and the Cactus doesn’t. We’ll call it a draw, all things considered. As you rattle up the trims though, the Cactus noses ahead with slightly better equipment levels pound for pound by comparison. Verdict Platform siblings they may be but, driving experience aside, the 2008 and C4 Cactus are different prospects. The Peugeot is, almost alarmingly considering its roots, pretty mundane – almost like a rushed answer to a question first posed by the Nissan Juke. The C4 Cactus is a more carefully planned approach and it hits the targets better than either car. Throw us the keys to both and we wouldn’t even catch the Peugeot ones – it’d be the C4 Cactus every time. Want to know more about the 2008 and Cactus? You can see more photos, read aggregated critics’ review and find more details about each car in the Peugeot 2008 and Citroen C4 Cactus review sections. Compare two cars 2010. - 2014. J - SUV suv, 5 door front Badges Production Vehicle class Body style Wheel drive Safety 2012. - 2017. J - SUV suv, 5 door front Dimensons & Outlines Length Width Height Boot (min) Boot (max) Fuel tank 2010 Nissan Juke 2012 Citroen C4 Aircross © GAMA1 Solutions. Copying & distribution prohibited. Engine Petrol 4 - Inline, 4 valves per cylinder Nat. Asp. Engine Fuel Configuration Aspiration Displacement Power Torque Petrol 4 - Inline, 4 valves per cylinder Nat. Asp. Performance (manual gearbox) Gearbox type Vehicle weight Acc. 0-100 Top speed Cons. (urban) Cons. (highway) Cons. (average) CO2 emissions Performance (automatic gearbox) Gearbox type Vehicle weight Acc. 0-100 Top speed Cons. (urban) Cons. (highway) Cons. (average) CO2 emissions Expenses Virtual Adviser's™ opinion Overview Well, these are two pretty similar cars we have here! It's only details that could potentially make the difference. Considering they both belong to the suv segment and utilize the same 5-door suv body style and the front wheel drive system, it all comes up to the specific petrol engine choice they offer. The first one has a Nissan-engineered powertrain under the hood, a 4-cylinder, 16-valves 117hp unit, while the other one gets its power and torque from a 4-cylinder, 16-valves 117hp engine designed by Mitsubishi. Safety The fact that the Nissan got tested by the European New Car Assessment Programme (Euro NCAP), while the other contender didn't, puts it sky-high safety-wise, in my eyes at least. Moving further on, let's take a closer look at some additional safety-related facts. Both vehicles belong to the suv segment, which is generally a very good thing safety-wise, but that fact doesn't break the tie between the two cars. On the other hand, when it comes to weight, a factor that most people underestimate, the French car offers a marginal difference of 9% more metal. Reliability Manufacturers have been building their reliability reputation for decades now and, generally speaking, it appears that Nissan does have a slight advantage, all the models observed together. These are the results of an independent reasearch, while our visitors describe reliability of Nissan, as well as Citroen, with the same average rating of out of 5. Independent research findings rank Juke as average reliability-wise, and C4 Aircross is more or less at the same apart, owners of different cars powered by the same engine as the Japanese car rank it on average as out of 5, exactly the same as the other one. Performance & Fuel economy Nissan is a bit more agile, reaching 100km/h in seconds less than its competitor. Still, it lacks the power to win the top speed competition, topping at 178 kilometers per hour, 5km/h less than the other car. When it comes to fuel economy things look pretty much the same for both cars, averaging around liters of fuel per 100 kilometers (48 mpg), in combined cycle. Verdict Nissan appears just a bit more reliable, although the difference is truly marginal. The most important thing when deciding between any two vehicles should always be safety, both passive and active. In my opinion, everything taken into account, the Japanese car beats the other contender by far, making it the best choice without even considering other things. It all continues in the same direction, with Nissan offering somewhat better performance, just enough to call it quicker. To make things even better, it consumps less fuel! All together, there's not much more to say, in this case I wouldn't even consider anything but Nissan. Nevertheless, let's not forget that people have different preferences and needs, so what really counts is your personal feel. I'm only here to help. In case you have two minutes to spare I invite you to define your needs, desires and budget and see which car would be chosen by the virtual adviser™, out of vehicles we currently have in our database. Check a car by its VIN number Ile kosztuje wymiana sprzęgła w Citroen C4 Cactus? Cena wymiany sprzęgła w Citroen C4 Cactus wraz z usługą wymiany w wybranych silnikach przedstawiono poniżej. Cena wymiany sprzęgła Citroen C4 Cactus Paliwo Silnik zestaw sprzęgła cena z wymianą Benzyna VTI 82KM 60kW 521 PLN 1421 PLN THP 110KM 81kW 707 PLN 1607 PLN PureTech 75KM 55kW 537 PLN 1437 PLN Diesel BlueHDi 102KM 75kW 1435 PLN 2235 PLN BlueHDi 120KM 88kW 1435 PLN 2235 PLN e-HDi 92KM 68kW 2287 PLN 3087 PLN BlueHDi 99KM 73kW 2183 PLN 2983 PLN Koszt wymiany sprzęgła może się różnic w zależności od wybranego producenta części, hurtowni z jakiej korzysta mechanik, renomy serwisu czy nawet jego lokalizacji. Do najpopularniejszych producentów sprzęgieł samochodowych należą SACHS, LUK, VALEO, AISIN. Cena wymiany sprzęgła w dieslu jest z reguły 25% wyższa niż w przypadku silnika benzynowego. Wynika to z większego nakładu pracy w celu demontażu samego sprzęgła. Cena części może być nawet 2-3 krotnie wyższa z uwagi na montowanie dwumasowego koła zamachowego w silnikach diesla. Obecnie coraz częściej DKZ montuje się także w niektórych silnikach benzynowych. Ile trwa wymiana sprzęgła? Jest to jedna z najbardziej czasochłonnych usług do wykonania przy samochodzie. W zależności od konstrukcji danego silnika, jego ułożenia, a także samego samochodu czas ten może się wahać od 2-3 godzin, do nawet kilkunastu przy trudnych przypadkach. Kiedy zmienić sprzęgło – objawy Usterki związane ze sprzęgłem z reguły nie występują nagle. Jest to proces, który da się zauważyć we wczesnym stadium. Daje to dodatkowy czas na rozpoznanie problemu i podjęcie działania. Niestety często wiązać się będzie ono z przygotowaniem nie małej kwoty na nowy zestaw sprzęgła. Nagłe usterki sprzęgła należą do mniejszości, jednak nie można ich wykluczyć. Objawy sugerujące wymianę sprzęgła na nowe podajemy poniżej: Problem z wbiciem 1 biegu lub wstecznego Wibracje w trakcie wciskania pedału sprzęgła Twardy pedał sprzęgła Szarpanie w trakcie ruszania Ślizganie się sprzęgła – obroty rosną a samochód nie przyspiesza Pedał sprzęgła bierze coraz wyżej (brak objawu przy sprzęgłach z samoregulacją) Przegrzanie sprzęgła i wyczuwalny zapach spalenizny Citroen C4 Cactus to auto klasy miejskiej segmentu B, które było produkowane od 2014 do 2020 roku. Do dnia dzisiejszego powstała 1 generacja modelu, produkowanego w nadwoziu crossover. Głównymi konkurentami modelu jest Fiat 500x, Opel Mokka, Renault Captur, Kia Stonic, Nissan Juke, Honda HR-V i Mazda CX-3. Citroen C4 Cactus pojawia się z napędem spalinowym benzynowym oraz diesla. Co ile wymienić sprzęgło? Standardowe sprzęgło powinno wytrzymać w samochodzie ok. 100-200 tys. km. Między tymi skrajnymi wartościami może minąć kilka lat. Skąd tak duża rozbieżność? Ogromny wpływ na trwałość sprzęgła ma styl jazdy kierowcy oraz samochód, którym się porusza. Silniki diesla generują dużo większy moment obrotowy niż silniki benzynowe (przy podobnej pojemności skokowej). Oznacza to, że dużo łatwiej takie sprzęgło zużyć podczas niewłaściwej eksploatacji. Podobnie będzie w przypadku silników chiptuningowanych czy samych w sobie dużych pojemności generujących dużo mocy. Zatem… Jak dbać o sprzęgło? Nie modyfikuj mocy silnika bez uwzględnienia jej wpływu na sprzęgło Nie opieraj stopy na pedale sprzęgła w trakcie jazdy Jak najkrócej jedź na półsprzęgle Nie utrzymuj wysokich obrotów silnika podczas załączania sprzęgła, jeżeli nie jest to konieczne Nie załączaj sprzęgła zbyt gwałtownie Nie stój na biegu i wciśniętym sprzęgle na światłach Kupuj sprzęgła tylko renomowanych producentów Nie jedź z dodatkowym obciążeniem (pełny bagażnik, przyczepka) jeżeli nie jest to konieczne – im auto lżej tym lepiej dla sprzęgła Kiedy wymienić dwumasowe koło zamachowe? – objawy Konieczność wymiany dwumasy to jeden z koszmarów większości posiadaczy diesli. Można powiedzieć, że filtr cząstek stałych DPF, turbosprężarka i popularna dwumasa, to zestaw startowy sporych kosztów przy zakupie auta używanego. Dlatego bardzo istotne jest, aby np. przed zakupem samochodu dobrze sprawdzić stan sprzęgła i ewentualny hałas generowany przez DKZ. Biorąc pod uwagę ilość potrzebnej pracy w celu wyjęcia sprzęgła z dwumasą, warto wymienić oba te elementy w jednym momencie. Okazuje się bowiem, że niektórzy wymieniają samo sprzęgło, jeżeli koło dwumasowe nadal jest sprawne szukając oszczędności. Usługa wymiany sprzęgła może kosztować tyle samo co same części, lub nawet więcej. Dlatego pozorna oszczędność może zostać szybko zweryfikowana przez życie, dodatkowo zwiększając ogólne koszty utrzymania auta. Dwumasowe koło zamachowe wytrzymuje podobny przebieg co sprzęgło ok. 150-200 tys. km. Oczywiście niewłaściwe operowanie pedałem sprzęgła szybko skróci ten przebieg. Objawy uszkodzonej dwumasy: Nierówna praca silnika Szarpanie podczas ruszania Wibracje pedału sprzęgła po oparciu na nim stopy Problem z płynną zmianą biegów Hałas i stuki podczas rozruchu silnika (największe obciążenie dla dwumasy) Hałas i stuki z okolicy skrzyni biegów Drgania karoserii lub/i kierownicy Jak dbać o dwumasę? Sytuacja ma się identycznie jak przy sprzęgle. Odpowiednie traktowanie pedału sprzęgła pozwoli dłużej unikać serwisu samochodowego. Poniżej przedstawiamy garść porad, jak ułatwić życie dwumasie: Nie uruchamiaj silnika na pych Nie ruszaj agresywnie, tracąc przyczepność kół Stosuj zawsze produkty renomowanych producentów Nie utrzymuj przesadnie niskiej prędkości obrotowej silnilka Uruchamiaj silnik na wciśniętym sprzęgle (to nie to samo, co wrzucenie skrzyni na luz) Nie przeciążaj sprzęgła dużym ładunkiem w bagażniku lub przyczepie Czy warto zamienić dwumase na sztywne koło jednomasowe? Propozycja wydaje się być kusząca. Niższy koszt samego koła zamachowego i dłuższa jego żywotność. W końcu nie ma w nim ruchomych elementów, które ulegną zużyciu. Nic jednak nie jest za darmo i w przypadku sztywnego koła zamachowego cierpi na tym układ napędowy w postaci skrzyni biegów. Z uwagi na wysokie momenty obrotowe i drgania silnika diesla, prawie zawsze wyposażony jest on w sprzęgło z dwumasą. Jeżeli ten element amortyzujący drgania zostanie zastąpiony sztywnym kołem, „negatywna” energia z silnika zostanie przekazana dalej na skrzynię biegów. Dodatkowe drgania w skrzyni nie są jej zupełnie potrzebne do szczęścia, dlatego warto skalkulować, czy pozorna oszczędność na dwumasowym kole zamachowym nie zostanie pokryta i pewnie przekroczona kosztami naprawy skrzyni biegów. Trzeba też uważać, aby nie paść ofiarą nieuczciwych handlarzy. Konieczność wymiany dwumasy w używanych samochodach jest wysoce prawdopodobna, a niskie koszty samochodu od razu gotowego do sprzedaży są kuszące. Jeżeli zamierzasz używać auta prywatnie i przez wiele lat, lepiej zainwestować w tradycyjne koło dwumasowe. Czy w DSG zmienia się sprzęgło? Dwusprzęgłowe automatyczne skrzynie biegów również wyposażone są w sprzęgło, a nawet nie jedno. Akurat w tym przypadku kierowca ma dużo mniejszy wpływ na ich trwałość niż w przypadku manualnej skrzyni biegów. Objawy problemów ze sprzęgłem w DSG są podobne do tradycyjnego sprzęgła – szarpanie przy ruszaniu, problemy ze zmianą biegów czy ślizganie sprzęgła podczas przyspieszania. Wymiana zestawu sprzęgieł to poważna operacja, która powinna być wykonywana tylko przez specjalistę. Wymaga ona specjalnych narzędzi, doświadczenia oraz oprogramowania pozwalającego na adaptację nowego sprzęgła. Bez tego skrzynia może nie pracować poprawnie i ulec awarii. O ile sam zestaw sprzęgieł do DSG cenowo może być zbliżony do renomowanego sprzęgła z dwumasą dla diesla (1000-4000zł), to sama robocizna znacznie wzrasta ponad standardowe sprzęgło w skrzyni manualnej (800-3000zł).

citroen c4 cactus vs nissan juke