Lifan to buy Brazillian BMW factory?
We at China Car Times have been hearing about Lifans attempts to buy the BMW factory out of Brazil for quite some time. The factory was set up by BMW and Daimler Chrysler in 1999 to make 1.4 and 1.6 engines for the South American market, Lifan also makes a 1.6L car so the two obviously go together perfectly, and if Lifan were to make its ‘new range of cars‘ then they’d have a whole engine making set up from the get go.
Lifan did try to purchase the BMW factory last year, however, the Brazilian government did not allow them to pull of a Nanjing MG trick and put the whole factory in boxes to be shipped to China and be reassembled at the Lifan factory. Lifan is no stranger to having overseas factories, in total it already has 18 factories outside of China but these are all producing motorcycles for various markets, Lifan only jumped in the car making game last year when it began to produce the Lifan 520 automobile.
We believe that Lifan are planning to IPO later this year on the Shanghai stock exchange to raise funds to further its car making ambitions.
Update: I have bad grammar 
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A tow stroke diesel engine, it don’t have the most expensive part a crankshaft and not the heavy flywheel, goes as quirt as a petrol engine,
Have an effects of 93 % weary small CO2, no metal parts touch therefore no oil change, it stay in the bottom. Have 200 parts les then the engine you see to day, therefore les CO2 in production, it is the lightest engine in the world, it will change the petrol engine in a helicopter, minimize the fire risk, goes in car big ships.
No body knows how many millions of miles it will do, goes in cars, big ships, it will outlast any car, your bay a new car put the old engine in. The politicians don’t understand, the reason I can’t fine the money.
All sweat talk about CO2 contact me, the most important engine in the world, do I have to take it with me in the grave ?
The Story of the FULL-FLOATING CROSS-HEAD
Mechanical efficient lies of 93%, it’s on record, fascinated by its perfect dynamic balance and its constant moments of inertia, meaning that f. ex. 4 pistons and a quash-plate turning pushing one piston up when the other is dragged down, the quash-plate has exactly the same dynamic merits as a balanced fly-wheel at constant r.p.m.
Bearings with friction-coefficient down to y = 0,001, permissible load-carrying – capacity up to 700 kp./cm2 with excellent shock-resistance and no wear and permissible speed up to 80 meter pr. second. There is no metal to metal-contact at any speed above 100 r.p.m. making the engine last “for ever “.
A student should design the scavenging-system and the fueling-system with no air-throttle. This required injection both in the cylinder and in the tiny pre-chamber for the “jet-ignition-system”, but was realized with only two injectors spraying continuously and assisted by a compressed-air system. This would guarantee a completely regular idling, with 6 power-passes pr. rev. complete balance and a specific weight of 0.5 kg/hp. It would be a real challenge to the Wankel Engine. the engine has been designed with the well-proven SCHNURLE-system.
We designed a “zero-lash-device”, that automatically takes up any clearance and thereby eliminates all tolerance-problems. We made the opposed piston 2 stroke (probably the most efficient diesel) mechanically acceptable! The result was an 8 cylinder with bore and stroke of 82 and 2 x 102 mm. respectively, corresponding to a total displacement of 8 liters; it could be housed in a cylindrical casing of 482 mm. diameter and 750 mm. length weighing 320 rpm. with a hydraulic assisted turbo-charger. With all accessories included the total weight could be kept below 1 kg/bhp and its compact shape makes it suitable for many purposes even upscale to bigger ships. The thermal efficiency could be very high.
Based on the never-disputed virtues of these fine engines we designed a 4 cyl. With the same cylinder-dimensions and with a similar port-arrangement. Instead of the Bootes-blower we added a “step” of 120 mm. diameter to the 92 mm. diesel-pistons as shown on the drawings. Both sides of the “step” contributed to the air-“transport” with all airstreams controlled by a central rotary-valve running (fraction-free) with a small clearance, and with its other end water-cooled for handling the exhaust-gas and for premature closing of the exhaust-port. With the aid of a very detailed computer-program and by fully utilizing the numerous timing-possibilities of cylinder-ports and rotary-valve channels (the central parts of which is not shown on the drawings) we finally reached a design in which the cylinder-pressure at port-closing was 1, 9 bar (90% supercharge) enabling this 4 cylinder engine to develop exactly the same power (120 bhp.) as a cyl. Ford engine and at the same speed 2800 rpm. And best of all with a specific pumping-work of less than 10% of the indicated diesel-work. This corresponds to bmep. of 7 kg/cm2 (100 psi) but since McCalloca has successfully operated a loop-scavenged turbo-charged aero-engine with 98.2 mm. bore at over 10 kg/cm2 bmep. (SAE-paper (670238) the thermal load on the pistons should be tolerated especially when a very efficient (correctly timed) oil-cooling of our pistons could be easily be arranged as shown on the drawings. Comprising the noisy vibrating and smelly standard diesel-engine. This is a much simpler more robust much more “cultivated” engine. Compressed air-starting is a fine substitute. A generator could easily be build in. this would be a field where other engine-type would not fit in.
Proposal for a “heavy duty” diesel. The 120 hp. 4 cylinder diesels is quite a big engine and a appreciable reduction in bulk and weight could be scaling the whole engine own in same proportion. With constant mean-piston-speed the rpm. would go up from 2800 to 2800-92/80-3220. The down-scaling would not impede the validity of the computer results, and the bmep. is unaltered 7.0 kg. cm2 ( 100 psi). The smaller engine should have a bore and stroke of 80 and 92 mm. respectively and the piston step a diameter of 105 mm. giving a total displacement of 1.84 liter and a power of 92 bhp. If the round figure of 100 bhp. is wanted, some of the 8 horses may come from the increased scavenging-efficiency in the smaller cylinder or from a speed increase to 3500 rpm. which gives a mean piston speed of 10.75 m/s still a conservative figure.
At the top of the engine the 4 separate injection-pumps may be changed for a central unit (controlled either electronically or by varying backpressure in the fuel-return-lead) in the middle of an AC generator rotating with permanent magnet. This design and development should be worth while, when the outcome is a high quality, low fuel, durable and long-lasting silent and vibration-free power-unit, where there is a need for robust simplicity and ‘stamina’ could with really rough working condition without fire-risk. Have 200 parts less than the Engine you see today the light engine the world after the jet engine pr. horsepower.
All sweat talk about CO2 contact me, the most important engine in the world, do I have to take it with me in the grave ?
I have all mathematic and detail drawings.
Please sent this information to those whom it may Concern, and let them sent an answer on E mail
Foridon@hotmail.com +639206380750
Is Floridon a relation of JOEEEEYYYYY DEACON by any chance?