The reason why Huaxia Motorcycle has been able to sit firmly on the throne of the Chinese market for many years depends on the sensitive market response ability and the creation of products according to customer needs.

This time, we decided to expand our strategy into Africa, and we had to adapt our products to the road conditions in Africa and the needs of local customers.

In the Huaxia Motorcycle Research Institute, the technicians started the transformation of the Huaxia Motorcycle.

The first is that the seat cushion has been lengthened.

According to the survey, unlike domestic two-wheeled motorcycles, which are usually 2-3 people ride, African brothers have similar living habits to Indian friends, and like 3-6 people to travel together on motorcycles. As a result, longer cushions are needed to achieve the goal of multi-occupancy.

Secondly, the shelves are further thickened and reinforced to facilitate the travel of heavy loads.

In addition to the fact that African brothers like to carry more people, even the cargo is overloaded and often carries large items in the back seat. Maybe it's because cars are so scarce, and the only motorbike that can move has become a tool for hard work, and nothing can be piled up without brains.

Another improvement is to replace the shock absorption with a double shock absorption design, which is one more than in China, and the tires should also be replaced with special anti-skid tires.

Because African roads are more primitive, with very few cement and asphalt roads, motorcycles often need to drive on muddy, bumpy roads.

With the shock absorbers and tires replaced, Chinese-made motorcycles can travel unhindered on the continent.

All these transformations are for one goal, that is, to make Chinese brand motorcycles take root in Africa and become local ace products.

After the first samples arrived in Tanzania by air, they were immediately enthusiastically sought after by local consumers as soon as they were put into the market for a small trial.

Named the "African Eagle", the customized Huaxia motorcycle perfectly meets the daily needs of the African brothers, whether it is carrying people or transporting goods.

What's more, first-hand motorcycles produced in China only need to be sold locally for only $1,000, which is 50% cheaper than the average price of second-hand Japanese motorcycles at $1,500, which has suddenly lowered the overall market price.

Huaxia motorcycle has also become the second good Chinese travel product recognized by Tanzanian consumers, but the first is the Phoenix brand 28 bicycle that has gradually disappeared in China.

With its super cargo carrying performance, the 28-type bicycle blooms inside the wall and is fragrant outside the wall, and it only takes 150 US dollars to carry it home, which is a good helper for African brothers to carry people and goods. When China was still the kingdom of bicycles, the 28-style bicycle was the standard for male owners, shouldering the heavy responsibility of half Chinese families, and now it is their turn to show their talents in Africa.

The 28-style bicycle was followed by the Chinese army to aid Africa to Africa, and was later promoted to various places by Chinese businessmen who traveled to Africa, becoming one of the representatives of China's famous brands.

But the historical burden of the 28th style will soon be lifted, because there will be better Chinese-made products to replace it. In addition to the Phoenix 28 bicycle, another Chinese artifact product began to enter the families of African brothers, and Huaxia Motorcycle will be a new helper for African people to improve their living standards.

The price of Huaxia motorcycles is basically the salary of Tanzanian workers for one and a half years, and Han Hao believes that such a price will be acceptable to local consumers.

In the future, the market response is good, and he does not rule out the possibility of building factories directly in Africa, so as to further reduce the selling price, so as to occupy the huge African market.

The launch of new products in the field of motorcycles coincided with a major breakthrough in automobiles.

The prototype of the reverse Volkswagen EA888 engine has been manufactured, and with the guidance of Volkswagen's technology, the Pangu third-generation engine combining turbocharging and in-cylinder direct injection technology has begun to take shape.

Even if it is reverse research and development, it is a high-tech project.

It takes several years for the industry to complete the process from design and development to manufacturing prototypes, and it took only 7 months for the China Research Institute to complete the work after long-term technology accumulation. This performance shows that Chung Hwa Research Institute has a strong technical digestion ability, and through the reverse study of Volkswagen EA888, it has solved the technical problems of direct injection and turbocharging that have plagued Chung Hwa Group for many years.

While the Volkswagen Group is single-handedly soaring in the field of turbocharged engines, China's Zhonghua Group is quietly starting to keep up with it, also intending to enter the turbocharging market in a big way. With Volkswagen as a trailblazer, the road to turbocharged engines has proven to be the next evolution of the internal combustion engine.

The Pangu T11 prototype has a high degree of consistency with the Volkswagen EA888 in terms of structure and layout, and can be said to be the cousin of the EA888. However, in terms of patents, Chunghwa Group circumvented the patents declared by Volkswagen, and the legal department confirmed that it did not constitute infringement, and also carried out some improvement work.

When the prototype of the T11 engine on the bench roared as expected, more than 1,000 engineers who had put so much effort into the project thundered and applauded.

Xue Jianbin, who is the person in charge of the project, is the most excited, he originally thought that the simple turbocharging technology was stuck with him for 6 years, and more than 2,000 days of sleepless work finally had a harvest, and he could give an account to his boss Han Hao.

Knowing the success of the T11 test run, Han Hao couldn't care about the work in hand, and happily came to the engine laboratory to watch the test data of the engine in person.

"The 1.8T engine, with a maximum power of more than 130K and a maximum torque of an astonishing 228Nm, has reached and exceeded the level of the current mainstream 2.5L self-aspirated engine. The stable output is comparable to that of a 2.3-liter engine.

After various data verification, the gap between us and Volkswagen EA888 is only about 10%, and even surpasses them in some segment data. For example, in terms of combustion thermal efficiency, we performed even better, exceeding Volkswagen's figure of 0.3%.

It shows that we, a smart student, have always had the potential to surpass the public teachers. ”

Xue Jianbin personally explained to Han Hao, and told the gap with Volkswagen EA888 one by one.

"In addition, we also found a design flaw in the Volkswagen EA888, which is that the engine will burn oil after a period of normal operation. After 3000-5000 kilometers of mileage, EA888 will produce a reduction of 1 liter of oil, and the engine can only maintain normal operation after manually adding oil.

In the eyes of the industry, burning engine oil is an acceptable phenomenon, and many engines will consume a little oil when working, but the controllable amount is about 0.2L. Such a high dose of consumption by the public is abnormal.

According to our preliminary investigation, the first is that the external cyclone oil-gas separator used only has a first-level device, and after the oil vapor enters the separator, there will still be a part of the oil vapor that will enter the intake manifold with the air, and then enter the cylinder with the mixture to participate in combustion, and the oil will gradually decrease over time.

The 888 has a cast iron block and an aluminum alloy piston. At high temperatures, aluminium has three times the coefficient of expansion than cast iron, and despite the dark veins added to the cast iron block, the aluminium piston still does not match the cast iron block perfectly, resulting in organic oil being mixed into the combustion chamber and lost.

Therefore, in the subsequent prototype design, we basically solved the problem of burning engine oil by improving the oil-air separator and using the all-aluminum material of the whole engine. ”

Xue Jianbin continued to reveal a secret to Han Hao, and Volkswagen inevitably made small mistakes on the road of sparing no effort to promote turbocharged engines on a large scale. And Zhonghua Group stands on the shoulders of Volkswagen for secondary development, which can avoid stepping into the same pit.

"It seems that the introduction of new technologies really has to take a certain risk, no wonder other car companies continue to shrink in the field of self-priming, and do not follow up the direction of turbocharging for the first time.

It is estimated that Volkswagen will be a little anxious this time, and they can't wait to innovate in technology to catch up with American and Japanese car companies and strive to seize the top three positions in the world.

In addition to what we found, I think there must be other manufacturers' research departments that have also found such anomalies. Volkswagen's new engine has been on sale in Europe for half a year and will hit the Chinese market early next year. But there was no movement in the media at all, and it seemed that everyone was waiting to watch the show and stood still for the time being.

Does burning oil have an impact on the quality of the engine?"

After listening to the introduction, Han Hao asked the key question.

"For the time being, it doesn't seem to have much impact, only some carbon deposition. If the oil can be added regularly, the EA888 engine can work normally. ”

According to the available test data, Xue Jianbin gave an answer that had little impact on quality.

Perhaps Volkswagen also noticed the situation, but it was under control and let it go. Anyway, as long as there are no problems with our new engine, I don't bother to care about Volkswagen. ”

The birth of the new engine is still higher than other worries, and if all goes well, Han Hao is ready to launch the third-generation Pangu engine of the Zhonghua Group in the middle of next year.

To be honest, Han Hao also doesn't like Volkswagen's large-scale turbocharged engine quality scandal, which will make consumers distrust turbocharged engine technology, which is not in the core interests of Zhonghua Group.

In the past, it was always said that it was necessary to overtake in corners in the field of new energy vehicles, and at present, in the field of internal combustion engines, turbocharged engines are a large-scale overtaking journey in corners. If the turbocharged engine launched by Zhonghua Group can be successful, it will stand on the same starting line as mainstream car companies. ()

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