II. Дайте відповіді на запитання

1. When did Mercedes-Benz introduce the world's first diesel-powered passenger car?

2. How many percents of the company's global production do diesels make up now?

3. Is diesel fuel significantly cheaper than gasoline?

4. What are the defining components of the E320 CDI?

5. What do electronics control in the new systems?

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III. Виходячи з відповідності речень до тексту, позначте їх +/-

1. Mercedes-Benz introduced the world's first diesel-powered passenger car in 1946.

2. Drivers in the United States have yet to warm to diesel engines.

3. In the new systems, electronics control key parameters of the turbocharger.

4. Electronics control the speed and boost of the turbocharger.

5. Diesel fuel is significantly cheaper than gasoline.

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IV. Визначте тип термінів тексту стосовно їх будови

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V. Знайдіть приклади інтернаціональної лексики

ВАРІАНТ 20

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І. Прочитайте та виконайте повний письмовий переклад

2005 Toyota vitz cvt4

A little lithium goes a long way: Equipped with a small lithium-ion battery, the Vitz CVT⁴ can go 100 kilometers on just 3.92 liters of gasoline (60 mpg). Along production cars, only the Honda Insight and Toyota Prius can go so far on so little.

Toyota often tests new and advanced technologies in the Japanese market years before launching them elsewhere. For example, all-wheel drive using only an electric motor to power the rear wheels-soon to be offered on the company's Lexus RX 400h luxury hybrid sport utility - was first seen on hybrid delivery vans sold only in Japan.

So it's worth looking at one homemarket version of the Toyota Vitz, a small four-door hatchback related to the Echo sold in North America. Along with a continuously variable transmission (CVT), the CVT⁴ model features a 14,4-volt, 12-ampere-hour, four-cell lithium-ion battery pack - the first in a low-cost production vehicle. The battery is part of the car's idle-stop system, which shuts the engine off when the car stops, switching to those battery cells to power the lights, heater, air conditioner, and radio. The cells also restart the engine when the driver releases the brake. Unlike those in a full-hybrid system, the Vitz's batteries don't actually move the car.

The batteries are charged by the engine's alternator as well as through regenerative braking. A motor-drive hydraulic pump keeps pressure on the pulley of the CVT to ensure the car can move away from stops without pause.

The small Vitz batteries store about 180 watthours, equivalent to a couple of laptop batteries. But the resulting fuel economy in highly urban Japanese driving cycles is impressive: 3.92 L/l00 km (60 mpg), the highest in Japan for vehicles other than hybrids or microcars.

The Vitz is not the first Japanese-market auto ever to use lithium-ion batteries. The Nissan Almera Tino Hybrid was powered by a 1.8-liter, 74-kilowatt (99 horsepower) four-cylinder engine, combined with a three-phase 20-kW electric motor driving a CVT. Its 345-V, 25-kW lithium-ion battery pack lets the electric motor power the vehicle from a stop and at low speeds and also lets it supplement the engine under higher load conditions. Nissan built only 100 Tino Hybrids, however.

Lithium-ion batteries do have some drawbacks. Most use metal-oxide cathodes that are highly flammable when heated. Also, calendar life, as opposed to just accumulated charge cycles, is concern for lithium-ion batteries. Still, energy densities of 110 to 130 Wh per kilogram, as compared with, typically, 60 to 70 Wh/kg for nickel-metal hybrid, make them extremely attractive to automakers. Last June, Japan's Hitachi, Hitachi Maxell, and Shin-Kobe Electric Machinery Co. announced they had formed a joint venture to make rechargeable lithium-ion batteries specifically for hybrid cars.

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