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2. Biodiesel Os tratores Agrale 4.100 / 4100.4 e 4.118, podem utilizar o biodiesel em misturas restritas a 25% (B25) ao leo diesel. O biodiesel deve atender Resoluo da ANP (Agncia Nacional do Petrleo) n. O biodiesel obtido a partir de leos vegetais e cidos graxos atravs dos processos de transesterificao ou esterificao.

1. Manual Agrale 4100 Antigo De
2. Manual Agrale 4100 Antigo

FNM D-11.000 with Brasinca cabin, 1961 After the it was decided to diversify production. The government was keen to launch a vehicle manufacturing industry. In 1949 an agreement was reached with the manufacturer, whereby FNM would produce the company’s heavy trucks under license. Isotta Fraschini commercial vehicles enjoyed an excellent reputation at this time, but the Italian company was already economically troubled, although its formal bankruptcy would be put off till the end of 1951. The Alfa Romeo connection.

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Manual Agrale 4100 Antigo De

The 1954 FNM 210 clearly shows its Alfa Romeo origins in design. Closing chapter 1974 saw the FNM 2150 replaced with the. This was the end for the FNM badged cars: the FNM badge itself, obviously inspired by the Alfa Romeo badge, was also replaced on this car with an actual Alfa Romeo badge. The general look of the new car was very similar to that of the Italian built sedan, designed by and first offered in Europe in 1972, although the Brazilian car was actually 41 centimetres (16 in) longer and 7 centimetres (2.8 in) wider than the Alfetta. Under the skin, the 2300 was based technically on the older. The gear box of the 2300 was conventionally located adjacent to the engine and not (as with the Alfetta) across the rear axle.

Like its Brazilian predecessor the 2300 featured a four-cylinder twin-camshaft engine, now of 2310 cc with a claimed output of 140 hp (100 kW). A maximum speed of 170 km/h (106 mph) was claimed. For the 1985 model year the 2300 was renamed as “Alfa Romeo 85”. This model was manufactured until November 1986. Marketing opportunities were identified in Europe where Alfa Romeo’s to move upmarket had made little impact on the: the Brazilian Alfa Romeo was offered briefly in 1981 under the designation Alfa Rio and distributed by Alfa Romeo Germany. Additionally, around 600 of the cars were shipped to.

The end Alfa Romeo faced difficulties in Europe during the late 1970s and early 1980s, coming under increasing commercial pressure from the up-market auto producers even in Italy. Objective financial data concerning nationalized businesses are seldom published, but Alfa Romeo is believed to have operated at a substantial loss for much of its time under state control: in 1986 who was at the time chairman of the, wishing to reduce the losses of the IRI, to the private sector, which in Italy’s mass market automobile business meant at this time. Since 1976 Fiat had been developing its own Brazilian operation, based in.

The Brazilian-based car business that had formerly comprised FNM was accordingly integrated into Fiat’s own Brazilian operation, and in 1988 the FNM badged commercial vehicles – already produced by a Fiat owned business since Alfa Romeo sold the business in 1973 – were rebadged as products. Automobile production volumes Production volumes of the FNM 2000/2150, to the extent these can be determined. 1964 T1 Panel Van The Volkswagen Type 2, known officially (depending on body type) as the, or Microbus, or, informally, as the Bus (US) or Camper (UK), is a introduced in 1950 by the German as its second. Following – and initially deriving from Volkswagen’s first model, the – it was given the factory designation Type 2. As one of the forerunners of the modern cargo and passenger vans, the Type 2 gave rise to competitors in the United States in the 1960s, including the, the, and the, the latter adopting the Type 2’s rear-engine configuration. European competition included the 1960s and the.

Like the Beetle, the van has received numerous nicknames worldwide, including the “microbus”, “minibus”, and, because of its popularity during the, “Hippie van”. Contained the last factory in the world that produced the T2. Production in Brazil ceased on December 31, 2013, due to the introduction of more stringent safety regulations in the country. This marks the end of an era with the rear-engine Volkswagens manufactured (after the 2002 termination of its T3 successor in South Africa), which first originated in 1935 with their Type 1 prototypes. History The concept for the Type 2 is credited to Dutch Volkswagen importer. (It has similarities in concept to the 1920s and 1930s by, neither of which reached production.) Pon visited in 1946, intending to purchase Type 1s for import to the Netherlands, where he saw an improvised parts-mover and realized something better was possible using the stock Type 1 pan. He first sketched the van in a doodle dated April 23, 1947, proposing a payload of 690 kg (1,520 lb) and placing the driver at the very front. Production would have to wait, however, as the factory was at capacity producing the Type 1.

When capacity freed up, a prototype known internally as the Type 29 was produced in a short three months. The stock Type 1 pan proved to be too weak so the prototype used a ladder chassis with construction. Coincidentally the wheelbase was the same as the Type 1’s. Engineers reused the reduction gear from the, enabling the 1.5 ton van to use a 25 hp (19 kW) flat four engine. Although the of the first prototypes were poor (with an initial drag coefficient of =0.75), engineers used the at the Technical University of to optimize the design. Sales of Volkswagen vans in pickup and commercial configurations were curtailed by the Certain models of the Volkswagen Type 2 played a role in a historic episode during the early 1960s, known as the Chicken War. France and West Germany had placed tariffs on imports of U.S.

Chicken. Diplomacy failed, and in January 1964, two months after taking office, imposed a 25% tax (almost ten times the average U.S. Tariff) on potato starch, dextrin, brandy, and. Officially, the tax targeted items imported from Europe as approximating the value of lost American chicken sales to Europe.

In retrospect, audio tapes from the Johnson White House, revealed a unrelated to chicken. In January 1964, President Johnson attempted to convince ‘ president not to initiate a strike just before the 1964 election, and to support the president’s civil rights platform. Reuther, in turn, wanted Johnson to respond to ‘s increased shipments to the United States. The Chicken Tax directly curtailed importation of German-built Type 2s in configurations that qualified them as – that is, commercial vans (panel vans) and. In 1964, U.S. Imports of automobile trucks from West Germany declined to a value of $5.7 million – about one-third the value imported in the previous year. After 1971, Volkswagen cargo vans and pickup trucks, the intended targets, “practically disappeared from the U.S.

Market”. While post-1971 Type 2 commercial vans and single-cab and double-cab pickups can be found in the United States today, they are exceedingly rare. Any post-1971 specimen found ostensibly has had its import tariff paid. As of 2013, the “chicken tax” remains in effect. Second generation (T2; 1967–1979) Volkswagen Type 2 (T2) Overview Production Aug 1967–Jul 1979 (Europe and US) 1971–1996 1976–Dec 2013 1981–1986 Assembly, Germany, Germany, Argentina, Brazil, Mexico, Body and chassis Powertrain 1.6 1.7 L B4 (petrol) 1.8 L B4 (petrol) 1.8 L (petrol) 2.0 L B4 (petrol) 4-speed 3-speed Dimensions 2,400 mm (94.5 in) Length 4,505 mm (177.4 in) Width 1,720 mm (67.7 in) Height 1,940 mm (76.4 in) In late 1967, the second generation of the Volkswagen Type 2 (T2) was introduced. It was built in Germany until 1979. In Mexico, the Volkswagen Kombi and Panel were produced from 1970 to 1994. Models before 1971 are often called the T2a (or “Early Bay”), while models after 1972 are called the T2b (or “Late Bay”).

Manual Agrale 4100 Antigo

1978 Volkswagen Transporter Pickup (The Netherlands) 1973–1980 Volkswagen Kombi (T2) van (Australia) T2 used as an ambulance in Brazil This second-generation Type 2 lost its distinctive split front, and was slightly larger and considerably heavier than its predecessor. Its common nicknames are Breadloaf and Bay-window, or Loaf and Bay for short. At 1.6 L and 35 kW (48 PS; 47 bhp) DIN, the engine was also slightly larger. The new model also did away with the rear suspension and transfer boxes previously used to raise ride height. Instead, axles fitted with raised ride height without the wild changes in of the Beetle-based swing axle suspension. The updated Bus transaxle is usually sought after by off-road racers using air-cooled Volkswagen components.

The T2b was introduced by way of gradual change over three years. The first models featured rounded bumpers incorporating a step for use when the door was open (replaced by indented bumpers without steps on later models), front doors that opened to 90° from the body, no lip on the front guards, unique engine hatches, and crescent air intakes in the D- (later models after the Type 4 engine option was offered, have squared off intakes). The 1971 Type 2 featured a new, 1.6 L engine with dual intake ports on each cylinder head and was DIN-rated at 37 kW (50 PS; 50 bhp). An important change came with the introduction of front and new roadwheels with brake ventilation holes and flatter hubcaps. Up until 1972, front indicators are set low on the nose rather than high on either side of the fresh air grille – giving rise to their being nicknamed “Low Lights”.

1972’s most prominent change was a bigger engine compartment to fit the larger 1.7- to 2.0-litre engines from the, and a redesigned rear end which eliminated the removable rear apron and introduced the larger late tail lights. The air inlets were also enlarged to accommodate the increased cooling air needs of the larger engines.

In 1971 the 1600cc as used in the Beetle, was supplemented with the 1700cc – as it was originally designed for the (411 and 412) models. European vans kept the option of upright fan Type 1 1600 engine but the 1700 Type 4 became standard for US spec models. Pre-facelift (left) and facelifted (right)Volkswagen Kombi (T2) vans (Australia) In the Type 2, the was an option for the 1972 model year onward. This engine was standard in models destined for the US and Canada. Only with the Type 4 engine did an become available for the first time in the 1973 model year. Both engines displaced 1.7 L, DIN-rated at 49 kW (67 PS; 66 bhp) with the and 46 kW (63 PS; 62 bhp) with the automatic.

The Type 4 engine was enlarged to 1.8 L and 50 kW (68 PS; 67 bhp) DIN for the 1974 model year and again to 2.0 L and 52 kW (71 PS; 70 bhp) DIN for the 1976 model year. The 1978 2.0 L now featured hydraulic valve lifters, eliminating the need to periodically adjust the valve clearances as on earlier models.

The 1975 and later U.S. Model years received electronic fuel injection as standard equipment; 1978 was the first year for electronic ignition, utilizing a hall effect sensor and digital controller, eliminating maintenance-requiring contact-breaker points. As with all Transporter engines, the focus in development was not on power, but on low-end. The Type 4 engines were considerably more robust and durable than the Type 1 engines, particularly in Transporter service.

In 1972, for the 1973 model year, exterior revisions included relocated front turn indicators, squared off and set higher in the valance, above the headlights. Also, square-profiled bumpers, which became standard until the end of the T2 in 1979, were introduced in 1973.

Crash safety improved with this change because of a compressible structure behind the front bumper. This meant that the T2b was capable of meeting US safety standards for passenger cars of the time, though not required of vans. The “VW” emblem on the front valance became slightly smaller. Later model changes were primarily mechanical.

By 1974, the T2 had gained its final shape. Very late in the T2’s design life, during the late 1970s, the first prototypes of Type 2 vans with (4WD) were built and tested. 1979 Volkswagen Type 2 (T2) “Silverfish” last-edition bus. These were a limited edition model to mark the final production of T2 models in Europe 1968 Volkswagen Type 2 (T2) Hard-Top Westfalia “Cream” bus Brazilian Volkswagen Type 2 (T2) – 2005 Limited Edition Brazilian water-cooled Volkswagen Type 2 (T2). An aircooled and a watercooled VW Kombi (T2), made in Brazil. Model years 2005 and 2006.

More onerous emissions laws introduced by the Brazilian government for 2006 forced a shift to water-cooled engines. The new “Flex Fuel” water-cooled engine will. Borrowed from the, the engine is a rear-mounted 1,390 cc (84.8 cu in), 58 kW (79 PS; 78 bhp) on petrol, and 60 kW (82 PS; 80 bhp) when run on, and 124 Nm (91 lbfft) torque. This version has been very successful, despite the minor changes made to the overall T2-bodied vehicle.

It still includes the four-speed transmission, but with a new final drive ratio it can cruise at 120 km/h (75 mph) at 4,100 rpm. Top speed is 130 km/h (81 mph).

0 to 100 km/h (0 to 62 mph) is achieved in 22.7 seconds (vs. 29.5 seconds for the last air-cooled version). Improvements were made with 6.6% better fuel economy, and nearly 2 (dB) less noise (again vs. The air-cooled version). The Volkswagen Type T2 is by far the longest model run in Brazil, having been introduced in September 1950 as the Volkswagen “Kombi”, a name it has kept throughout production. The fierce competition from European newer generation vans still cannot match the Kombi’s unparalleled cost-benefit equation.

Only produced in two versions, bus (nine-seater or 12-seater – a fourth row is added for metro transportation or school bus market) or panel van, it offers only one factory option: the rear window defog. As of June 2009, the T2 is built at the Volkswagen Group’s plant at a rate of 97 per day. The production of the Brazilian Volkswagen Kombi ended in 2013 with a production run of 600 Last Edition vehicles. The phaseout of the T2c marks the end of an era which lasted since 1945 (when started the second generation of – it will be the final production of metal-made bumper cars after 68 years. A short movie called “Kombi’s last wishes” was made by VW Brazil. Post-Type 2 generations Third generation (T3; 1979–1992).

Main article: The Volkswagen Type 2 (T3) also known as the T25, (or Vanagon in the United States), the T3 platform was introduced in 1980, and was one of the last new Volkswagen platforms to use an. The was phased out for a (still ) in 1984. Compared to its predecessor the T2, the T3 was larger and heavier, with square corners replacing the rounded edges of the older models. The T3 is sometimes called “the wedge” by enthusiasts to differentiate it from earlier Kombis. Fourth generation (T4; 1990–2003).

2004 Volkswagen Transporter T5 The Volkswagen Transporter T5 range is the fifth generation of medium-sized and people movers. Launched 6 January 2003, the T5 went into full production in April 2003, replacing the fourth generation range.

Key markets for the T5 are Germany, the United Kingdom, Russia, France and Turkey. It is not sold in the US market because it is classed as a light truck, accruing the 25% on importation. The T5 has a more aerodynamic design.

The angle of the and A- is less; this makes for a large and small bonnet. In June 2009, Volkswagen Commercial Vehicles announced the one-millionth T5 rolled off the production line in. Additional developments.