McLaren MP4-12C GT3, 2011

 

 

 

 

 

•  McLaren MP4-12C GT3, 2011

McLaren GT, a new race car manufacturer which brings together the expertise of McLaren Racing, McLaren Automotive and CRS Racing, unveiled the McLaren MP4-12C GT3 race car and plans for a 2011 development programme.

The new McLaren MP4-12C GT3 will be the first McLaren car built for FIA GT series racing since the McLaren F1 GTR finished production in1997. The 12C GT3 is based on the new MP4-12C high-performance sports car and a team of engineers, designers and test drivers with vast experience in Formula 1 and GT racing has been assembled to undertake the process of adapting the carbon chassis-based 12C to racing specification.

Drivers and FIA approved races confirmed for 2011
McLaren GT aims to deliver the highest quality, most reliable and most driveable car on the GT3 grid when 20 cars are delivered to privateer teams for racing in Europe in 2012. The unique combination of McLaren and CRS Racing's technology and development methodology is matched by McLaren GT's appointment of experienced and successful racing drivers to develop the 12C GT3 at challenging races over the 2011 season.

McLaren GT plans to debut the new McLaren MP4-12C GT3 at this season's Blancpain Endurance Series race at Spain's Circuito de Navarra, followed by Magny-Cours in France and Silverstone in England. As part of the development programme for the 12C GT3, McLaren GT also expects to enter the Total 24 Hours of Spa endurance race.

CRS Racing Team Principal Andrew Kirkaldy will be joined by 2010 Vodafone McLaren Mercedes test driver Oliver Turvey and Portuguese racing driver Álvaro Parente in the McLaren GT driver line-up for the 2011 development programme.

McLaren fans eager to see McLaren's first GT racing car since the legendary McLaren F1 GTR can expect to see the new 12C GT3 driven up the famous Hill at Goodwood Festival of Speed from 01-03 July 2011.

McLaren MP4-12C GT3 development targets
McLaren GT comprises a team of designers, engineers and test drivers with vast experience in developing successful race and road cars. Marcus Waite, McLaren GT Chief Engineer, began his career working with the McLaren Formula 1 Simulation Group. A move onto the Formula 1 team where he was Senior Test Team Engineer for many years was then followed by his appointment to McLaren Automotive as Test Team Leader responsible for the new MP4-12C sports car. Combining practical experience of Formula 1 car development methodology and a deep understanding of the 12C road car's technical specification is invaluable to McLaren GT.

Formula 1 simulator readies the new 12C GT3 for its track debut
On March 4th, virtually 30 years to the day that the world's first carbon-based racing car, the McLaren MP4/1 was shaken down at Silverstone (March 5th 1981), the 12C GT3 also debuted at the UK circuit.

One week later, it took to the Circuito de Navarra in Spain for its first FIA circuit test. These shake down and test sessions followed months ofextensive testing on simulated versions of international race circuits including Silverstone, Circuit de Catalunya and Paul Ricard. In simulated tests, McLaren GT was able to fine-tune engine calibration, power steering, spring rates, weight distribution, gear ratios and differential settings.

Following the Spanish shakedown session, Andrew Kirkaldy Team Principal at CRS Racing and McLaren GT Project Manager, said: "The performance of the car in Navarra was testament to the work we were able to do in the McLaren simulator in selecting the right set-up for the car. The virtual and real world versions of the 12C GT3 felt near-identical.

A new aerodynamics package produced entirely from carbon fibre has been developed by McLaren Racing in compliance with GT3 regulations, incorporating a new front splitter, door blade, rear wing, diffuser and louvres in the front fenders.

In partnership with McLaren Applied Technologies, McLaren GT plans to offer its clients the opportunity to develop their 12C GT3 using bespoke programmes in the McLaren Simulator. Chris Goodwin said: "The simulator is a huge competitive advantage to McLaren Racing in developing its Formula 1 cars and to McLaren Automotive in developing its future range of sports cars.

The McLaren MP4-12C: The essence of a race car
Racing experience and development tools have played a key part in readying the 12C GT3 for its 2011 race programme. But, before the racing car takes to the competitive grid, McLaren, in the form of McLaren Automotive set out to develop a high-performance sports car that set new standards for speed, handling, efficiency, braking and driveability: formed from an obsession for aerodynamic purity and lightweight engineering. Assets and goals that make the McLaren MP4-12C a perfect road car from which to develop a race-winning GT car.

Once plans were agreed to take the 12C racing, key members of McLaren Automotive's design and engineering teams were eager to support this natural step at McLaren.

Under the McLaren Orange skin, the 12C GT3 shares the same 75kg carbon 'MonoCell' chassis as the 12C road car. Since the modern McLaren was formed in 1981, the company has used only carbon fibre for the chassis construction of all its road and race cars: it was a natural choice for the heart of the MP4-12C. Lightweight construction and manufacturing innovation through Resin Transfer Moulding was a priority for the engineers and designers responsible for the 12C's chassis. The result is a road car that, at 1301kg, is the lightest in the 'core' sector of the high-performance sports car market.

CRS Racing to deliver on expectations of a new McLaren race car
The prevailing design concept of the new McLaren MP4-12C road car is 'designed around the driver', and this is just one example of McLaren's uncompromising commitment to offering a new driving experience in road and race cars. CRS Racing Team Principal Andrew Kirkaldy brings a decade of GT-level racing experience to McLaren GT and, as the team's project manager, Kirkaldy was able to specify the cockpit and other attributes of the 12C GT3 to ensure restrictions normally associated with GT3 race cars are removed from the McLaren.

Specification and performance reflect McLaren expectations
Just as with the 12C road car, McLaren is working closely with specialist suppliers to deliver an innovative and lightweight car. The 3.8-litre McLaren V8 twin turbo 'M838T' engine supplied in the road car also features in the 12C GT3, but de-tuned to 500 PS (from 600 PS) in order to provide optimum power for this performance-balanced race car.

The new McLaren MP4-12C GT3 will feature a unique engine calibration, bespoke racing transmission developed in partnership with Ricardo (who also developed the engine with McLaren) and a suspension arrangement tuned specifically for racing.

McLaren GT has selected the TAG-400 Engine Control Unit for the new 12C GT3. The TAG-400 is a compact, self-contained engine management system and data logger for race engines designed and built by McLaren Electronic Systems. The procurement of components from suppliers used to working with partners in Formula 1 is another example of McLaren GT delivering on its objective to build a GT3 car of unrivalled quality and reliability.

McLaren MP4-12C GT3: the customer commitment
With a rigorous development programme complete at the end of the 2011 GT3 season, McLaren GT will put in place a robust support programme to ensure all customers of the McLaren MP4-12C GT3 are able to stay competitive throughout the 2012 season.

Initial demand for the first 20 McLaren MP4-12C GT3s is high, with interest suggesting that McLaren and CRS Racing could sell the run five times over. However, neither company has any desire to stretch the market and lead to a risk of either oversupply or restrictions on customer service. Retained value in each GT3 car is also of high priority to McLaren and CRS, and the first customers when they take delivery.

Looking further ahead, around 20 more GT3s plan to be built through 2013 and '14, but both McLaren and CRS remain open-minded and optimistic about developing racing cars for other series' and markets.

KTM X-Bow R, 2011

 

 

 

•  KTM X-Bow R, 2011

The KTM X-Bow R has been completely revised and even if the new developments of the KTM X-Bow R are not obvious at first glance from its outward appearance, a lot of things have been changed around the carbon monocoque. The engineers did not restrict themselves to improvements to the engine. In fact there have been improvements in all other relevant components to ensure that an optimal performance can be achieved. And that is because the customers had clearly expressed their wishes that the super sports car that many of them want to take to the racing circuit weekend after weekend, should be even more extreme, even faster and even more powerful.

In 2011 the product range of the super sports car with the carbon monocoque includes the KTM X-Bow R, the most powerful version yet developed. The "R" is the result of concentrated further development of this spectacular lightweight sports car. In the rear of the "R" is a 300 hp 2.0 Liter TFSI engine from Audi with a maximum torque of 400 Nm and this ensures an unbelievable driving experience both on and off the racing circuit, because naturally the KTM X-Bow R is homologated for use on the road.

At the German premium carmaker Audi, KTM chose one of the most efficient and powerful engines with a 2.0 litre displacement. This is all about an engine block that was used by the Ingolstadt-based company for a long time in the S3 model and which generated up to 265 hp. there. It was later also used in the TT-S with 272 hp. For use in the KTM X-Bow R, the reinforced block has a bigger turbo, an altered fuel injection system and the engine electronics have been additionally updated by Bosch Engineering Group (BEG). This means that the performance not only increases to 300 hp but also the torque: to be exact 400 Nm are set free at 3,300 revs and results in a very smooth torque curve which provides impressive drive in all situations.

The was how the KTM X-Bow evolved into the 'R' but it was far from complete. For the engineers, the additional power meant that the entire periphery - from the engine mounting to the suspension had to be reviewed. And that is why, in addition to the engine, very many other parts of the vehicle were either changed or completely newly constructed.

The stay of the torque support arm has been completely changed
60 hp more - a good 25 percent - caused far more extreme forces that meet and must be absorbed on the engine mounting points on the aluminium rear frame. It was the aim of the development not simply to meet the additional burden but to strengthen the rear beyond that of the 240 hp model. The solution was to reposition the torque support arm. Up to date this had been attached to the rear frame, now it sits directly on the carbon monocoque. With this, the torsional stiffness is significantly increased, especially when accelerating out of corners and the KTM X-Bow R handles even better on the road as its "little brothers" the X-Bow Street and Clubsport.

The entire drive train unit has been lowered by 19 millimeters
By relocating the torque arm and its connection, the developers then faced another demand. The entire engine unit should be lowered to lower also the center of gravity. The initial target could be even exceeded thanks to clever construction so that the drive unit now sits lower in the rear frame by a massive 19 mm. The main effect: the vehicle's already impressively low center of gravity has been moved even further down towards the road surface so that the central center of gravity of the vehicle is lower by 15 mm. As a direct consequence even higher cornering speeds and greater lateral acceleration of more than 1.5 g is possible and the handling of the KTM X-Bow R is significantly improved.

The suspension has been significantly revised
25 percent more power, higher cornering speeds, greater G-loads. All this has resulted in a significant additional burden on the chassis, which in combination with the tires represents the final link in a long chain for achieving optimal contact with the road. The push rod suspension on the front axle, which comes directly from the Formula racing sport, but also the suspension on the rear axle has been revised. The first step was trying to reduce the friction on the wishbones of the X-Bow. For this purpose special Teflon washers have been used to reduce the friction and play, which at the same time improving the precision and the response of the suspension In addition to this the engineers devoted time to the springs and shock absorbers: stiffer springs in the front and rear suspension and new damping characteristics meant that the KTM X-Bow R is characterized by an additional increase in the handling, even more extremely exact and delicate than up to this stage of the development.

The price of the KTM X-Bow R is € 58,795 (excluding national taxes and import duties).

The standard equipment (extract)

•     Carbon fiber racing monocoque with crash box in visible carbon fiber
•     Audi 2.0 TFSI engine with direct fuel injection and 220 kW (300 hp)
•     Mechanical limited slip differential
•     Smooth surface racing underbody with a rear diffuser in aluminium composite
•     Individually adjustable pedals
•     Adjustable and removable multi functional steering wheel
•     Sports suspension, adjustable in rebound and compression damping
•     Keyless go system
•     Painted rims
•     4-point safety belt
•     Special paint work in "R" design

Italdesign Go Concept, 2011

 

 

 

 

•  Italdesign Go Concept, 2011

The designed for the city, the Go! together with the sporty Tex could increase the wide range of Volkswagen products to A0 segment even more.

With the same wheelbase as that of the Passat - 2700 mm - the Go! is a hatchback boasting a total length of 3990 mm thanks to its smaller overhangs. The battery pack is housed underneath the front and rear seating positions. This vertical package allows for the Go! a weight distribution of 58% on the front and 42% on the rear.

The design of the exteriors is dominated by extensive glass surfaces, in clear contrast with the trends of recent years of providing cars with increasingly smaller windows. In addition to filling the passenger compartment with light and giving its occupants the chance to thoroughly enjoy city scenery, also thanks to its totally glass roof, this design offers the driver with maximum visibility while driving.

The A pillar is in particular considerably farther forward than its traditional position, and the bulk of the door mirrors is eliminated by using cameras. The side windows also extend beneath the waistline - markedly high and optically taken up again by adding a longitudinal structure that crosses the side windows - drawing on a solution introduced in 1988 with the Asgard prototype.

This lets the driver benefit from maximum visibility even during manoeuvres and when taking tight curves.

Like in the Emas, only the lower part of the windows (the part beneath the longitudinal structure) can be electrically lowered. This solution reduces the weight that the electric window mechanism has to support to a minimum, and is in any case necessary for meeting all of the essential operations such as paying tolls or refuelling.

The seat H point (corresponding to the passenger hip position) is located higher than that of mass-produced cars but lower than that of an SUV. This solution makes getting in and out of the passenger compartment extremely comfortable.

An electronically driven system pushes the door outwards and pulls it back parallel to the vehicle body for gaining access to the rear seats. This mechanism, which draws on the one used on the VW Milano Taxi (presented in May 2010), offers the advantageous practicality of sliding doors but without sacrificing their section (room is found inside for a comfortable armrest) and makes it possible to do away with the unattractive tracks on the body typical of this solution.

Without sacrificing the family feeling typical of the Golf and the Golf Plus, the Go! offers innovative solutions both in the front and back that combine aesthetic pleasure with practical functionality.

The grille, dominated by the large VW badge in the centre, incorporates the front light clusters with Xenon/LED technology. The air intake is placed at the height of the fog lights and horizontally splits the front spoiler, adjusting the air flow necessary for cooling the front electric motors.

The tailgate reintroduces the theme of the glass surfaces interrupted by a longitudinal insert that not only optically takes up the theme characterising the side view, but conceals the windscreen wiper and rear cameras that turn on when the reverse gear is engaged.

To make loading luggage easier, the tailgate can be operated electronically for both opening and closing. A sensor that activates the opening mechanism by simply moving the foot is also fitted underneath the bumper.

The light clusters are positioned under the glass surface and are invisible when the panel is off. When the tailgate is opened, they are repeated by two additional taillights located in the lower part of the bumper, beside the rear air intake, which also house the rear fog lights.

INTERIOR
Ergonomics is certainly the word that best describes the concept of the Go!'s interiors.

All of the elements have been styled and designed while keeping man in mind. Every single detail - from entering the car and using its controls to the shape of the seats and the instruments - has been designed from an ergonomic point of view.

The driver and three passengers sit on four identical and electronically adjustable seats. Those in the rear can also be folded down using an electronic adjustment mechanism and with remote control, and they form a single surface on the rear floor panel level to increase the maximum loading volume to 525 litres.

A storage console/sliding armrest sits between the front seats. If completely pulled back, it aids the driver when getting out from the passenger side. This solution is particularly useful if parking is narrow or if there are objects blocking the opening of the left door.

What's really new is the unprecedented positioning of the control panel. Once again with maximum ergonomics in mind, the most important information such as speed, fuel consumption and fuel level is placed at the base of the windscreen, in the rear of the deep dashboard. Giugiaro was extremely keen on this solution. "With the controls positioned in this way, the driver does not have to continuously change his focal length between the foreground of the dashboard and the long surface of the road in front of him. With this layout he can keep his eyes set on the road, distraction-free, and have all of the information necessary for driving available at all times."

The monitors of the rear view cameras are also at the base of the windscreen, but at the two side ends.

The dashboard contains a touchscreen monitor in the classic position. It groups together all of the auxiliary controls, the infotainment system, the satellite navigation system and, when the reverse gear is engaged, the images of the camera for manoeuvring.

ECO-FRIENDLY ESSENCE
The Go! is equipped with the electrical Blue-e-motion system totally designed and developed by Volkswagen.

Ideal for city traffic, the blue-e-motion system lets the Go! travel roughly 240 km in the combined cycle without emitting even a single gram of CO2.

GMC Sierra All Terrain HD Concept, 2011

 

 

 

 

•  GMC Sierra All Terrain HD Concept, 2011

The GMC Sierra All Terrain HD concept is an exploration of heavy-duty truck capability combined with greater off-road versatility. It is highlighted by a bold exterior design, enhanced all-terrain suspension and premium details expected of a GMC - all designed to enable greater access to off-road destinations.

The new 2011 Sierra HD underpins the All Terrain HD concept, with a modified, production-based 4WD chassis and the Duramax diesel/Allison 1000 six-speed powertrain. The enhanced suspension and unique body dimensions, including increased ground clearance and wider track, as well as greater approach/departure angles, deliver off-road capability while maintaining HD levels of payload and trailering capacity.

The GMC Sierra All Terrain HD features a unique five-foot, eight-inch Crew Cab/short box body configuration that supports a wheels-at-the-corners proportion. Shorter in overall length than production Sierra HD models, the concept's dimensions contribute to greater approach/departure angles. Additional off-road elements:

•     Wider, 73-inch (1,853 mm) track for greater stability
•     Approximately 3 inches (76 mm) greater ground clearance
•     Custom front upper and lower control arms
•     Specially constructed Fox off-road shocks with remote fluid reservoirs (integrated in the wheel house liners)
•     Front and rear jounce shocks
•     Electronic front stabilizer bar disconnection
•     35-inch-tall BFGoodrich KM2 "mud terrain" tires mounted on 20-inch machined aluminum wheels
•     Full composite underbody protection.

Purposeful design
From every angle, the All Terrain HD looks the part of a dedicated off-road performer, with bold, accentuated features complemented by a wide stance and tall profile.

Streamlined bumpers are designed to enhance approach/departure angles and incorporate frame-mounted recovery hooks - with integrated skid plates. A large, airflow-optimized grille maximizes cooling in tough conditions, while a forced-induction hood delivers more air to the Duramax diesel engine.

Large fender flares stretch away from the body to cover the 35-inch-tall BFGoodrich tires. At the rear, the cargo box features lockable, lighted storage compartments, along with a number of tie-down cleats, including a pair in the bed floor and two on each side of the bed. A non-slip rubber pad is used on the tailgate, while two special compartments inside the cargo box provide access to a 110-volt power outlet and air compressor. A composite bed liner with a unique "circuit board" pattern provides a protective cover for the bed.

Motorized, deployable assist steps for the cab and cargo bed make it easier to enter and exit the All Terrain HD, while maximizing ground clearance during off-road driving. It also incorporates a number of industrial-grade lighting elements to provide greater visibility for safer driving where stars may be the only other source of illumination. The lighting details:

•     High-intensity LED headlamp, taillamp and fog lamp lighting mounted in impact-resistant composite housings and featuring edge-lit illumination
•     High-intensity LED park and turn signal lamps
•     Smooth-appearance front marker lamps integrated behind the top edge of the windshield glass
•     Integrated center high-mounted stop lamp and rear marker lights mounted at the top edge of the rear window glass
•     LED floodlights for the cargo bed and assist steps.

The All Terrain HD is painted Iridium Metallic - a dark charcoal color that reveals a reddish, anodized inflection when viewed from certain angles. It complements other anodized and satin-metal finishes on the exterior, which give the truck a more precise and functional appearance.

The interior matches the exterior aesthetic, with premium appointments and increased functionality, including enhanced lighting. It conveys solidity and precision, blending accent details such as stainless steel mesh and satin chrome with an amplified expression of the All Terrain's premium features. Two-tone dark gray leather seats, matched with embossed carbon fiber-style leather on the seating surfaces, have red contrast stitching. Additional leather-wrapped interior features include the steering wheel, instrument panel and center console.

A new navigation radio is also featured on the GMC Sierra All Terrain HD concept and previews future radios to be offered in GMC vehicles. An integrated 80-gig hard drive contains map data for the navigation system. It eliminates the need for a map disc and provides greater storage of music from portable devices. It also features DVR-style "time lapse playback," which allows up to 20 minutes of recording/playback from the AM/FM/XM radio stations.

All Terrain chassis and suspension
Based on the chassis of the 2011 Sierra HD trucks, the All Terrain HD features a fully boxed steel frame with exceptional strength and torsional stiffness. It incorporates the production models' new independent front suspension and asymmetrical rear leaf-spring suspensions, but with a wider 73-inch (1,853 mm) track (front and rear) that enhances stability during off-road and highway driving. A production Sierra 2500HD has front and rear tracks of 68.8 inches (1,748 mm) and 67.3 inches (1,709 mm), respectively.

An increased ride height provides greater ground clearance of 21.1 inches (536 mm) at the rockers and 11.8 inches (300 mm) at the skid plates, while specialized Fox off-road shocks deliver exceptional damping on tough terrain. They were created specially for the All Terrain HD, with specific valving. The shocks feature visible, remote fluid reservoirs - connected to the shock bodies via custom hoses - mounted in the wheel house liners and are matched with front and rear jounce shocks. They add additional compression damping and more controlled rebound, which helps increase control, stability and handling.

The All Terrain HD also features electronic disconnection of the front stabilizer bar, which enables greater crawling capability on rocky terrain. The driver simply pushes a button inside the cab to disconnect it from the front suspension.

Custom upper and lower control arms for the front suspension are designed to work with the Fox off-road shocks and jounce shocks, while supporting the greater ground clearance and ride height. They contribute to the wider track, as do the aggressive 20-inch machined aluminum all-terrain wheels. The wheels are deep, with six split-spoke elements, and are constructed in a reverse drop-flange method that ensures optimal strength. They also feature a mix of satin chrome and anodized aluminum finishes, which provide durability and a premium appearance that complements the body's Iridium Metallic color.

A full composite underbody protection system shields the All Terrain HD's transmission, drivetrain, fuel tank, exhaust system and axle differentials. It starts with the front bumper, which rolls beneath the truck and leads to a composite, integral belly pan that covers a front suspension skid plate. Protective covers are also mounted beneath the driveline components, while the front and rear differentials feature direct-mounted skid plates. The rear bumper is integrated with the rear skid plate.

Powertrain details
The GMC Sierra All Terrain HD concept is propelled by the new, production 6.6L Duramax turbo-diesel V-8 and Allison 1000 six-speed automatic transmission powertrain combination offered in the 2011 Sierra HD trucks. The Duramax is rated at 397 horsepower (296 kW) and 765 lb.-ft. of torque (1,037 Nm).

The powerful 6.6L Duramax is more fuel-efficient - with up to 11-percent greater fuel economy than previous versions - and reduces NOx emissions by up to 63 percent. The powertrain's efficiency is assisted by the Allison 1000 transmission, which requires less engine power to funnel torque to the axles. It also incorporates a "smart" exhaust brake feature that helps save wear on the brakes on downhill grades, a feature available on production Sierra HDs.

With the same proven powertrain as production Sierra HD trucks, the All Terrain HD delivers comparable hauling and towing capabilities:
    Estimated payload capacity of 2,700 pounds (1,225 kg)
    Estimated conventional towing capacity of 13,000 pounds (5,896 kg)
    Estimated fifth-wheel towing capacity of 15,600 pounds (7,076 kg).

The GMC Sierra All Terrain HD also features four-wheel drive, with automatic locking front and rear differentials, while the 14-inch, four-wheel disc brake system from the production Sierra HD provides the stopping power for this unique off-roader.

GMC SIERRA ALL TERRAIN HD CONCEPT SPECIFICATIONS
    Body style / driveline: 5-passenger crew cab, 3/4-ton 4-wheel-drive heavy-duty pickup
    Construction: body on frame
    Engine: Duramax 6.6L turbo-diesel
    Horsepower: 397 hp (296 kW) @ 3000 rpm
    Torque: 765 Nm (1037 lb.-ft) @ 1600 rpm
    Transmission: Allison 1000 six-speed automatic

    Suspension
        front: long- and short-arm independent with torsion bars
        rear: semi-elliptic two-stage multi-leaf spring

    Steering type: integral power-assisted recirculating ball
    Brakes (type): power-assisted, Hydroboost brake-apply system, four-wheel disc, four-wheel ABS

    Brake rotor (diameter x thickness)
        front: 13.97" x 1.57" / 355 x 40 mm
        rear: 14.17" x 1.34" / 360 x 34 mm

    Wheel size and type: 20 x 9.5-inch aluminum
    Tire type and size: BFGoodrich KM2 325/60R20
    Wheelbase: 148.6" / 3774 mm
    Overall length: 230.9" / 5864 mm
    Overall width: 83" / 2106 mm
    Overall height: 81.8" / 2077 mm

    Track
        front: 73" / 1853 mm
        rear: 73" / 1853 mm

    Minimum ground clearance
        21.1" / 536 mm (at rocker panels)
        11.8" / 300 mm (at skid plates)

    Approach angle
        front: 39°
        rear: 31°

    Maximum payload (est.): 2700 lbs. / 1225 kg
    Maximum towing capacity (est.)
        ball hitch: 13,000 lbs. / 5896 kg
        fifth-wheel hitch(est.): 15,600lbs. / 7076 kg

Eterniti Hemera Concept, 2011

 

 

•  Eterniti Hemera Concept, 2011

Eterniti Motors, a new luxury carmaker, makes its public debut at the 2011 Frankfurt IAA, the world's largest automotive motor show, and is previewing a prototype of its first product, the Eterniti Hemera.

Brand Launch and Hemera Preview
When launched in 2012 the Eterniti Hemera become the world's first Super-SUV, providing new levels of luxury, exclusivity and performance in an SUV to create a new niche. The body of the car shown at Frankfurt closely reflects the final production version, although that will have bespoke Eterniti LED headlamps and lenses. All panels are new and made of carbon composite. The interior, which will be almost 100% unique to Eterniti, is in the final stages of prototype testing and will be revealed later in the year.

The Eterniti is backed by a group of international investors and is an independent, boutique British marque, uniquely based in London, where it is establishing a hub with not only a showroom but an atelier and a build facility where bespoke vehicles can be created and hand-built on-site to any specification required. The facilities will be completed later this year, followed by further Eterniti-owned showrooms from 2012 in key overseas markets.

The business aims to help satisfy a growing demand for additional luxury and personalised specifications among wealthy car buyers, particularly in major cities, global wealth centres and emerging markets ranging from London to the Asia-Pacific region.

The company's debut vehicle will be a first step towards becoming a fully-fledged carmaker but will fully reflect the bespoke luxury objective. The Eterniti Hemera will be the first product in a space which Bentley, Maserati and Aston Martin, with the Lagonda brand, have identified for future product. It will be based on the most dynamic version of VW Group's latest-generation large SUV platform, the best in the industry. At Eterniti it will undergo a complete chassis-up rebuild, including a new, re-packaged interior, and the light-weight carbon-composite re-skin. It will also have additional engine performance, with the 4.8-litre twin-turbo V8 engine producing over 620bhp for a top speed in excess of 180mph.

The Eterniti Hemera will feature a limousine-like rear cabin, including twin electrically-reclining rear seats with heating and cooling, twin iPads with wireless keyboards, and a drinks chiller. This satisfies a specific - and currently unmet - need, particularly in Asian markets, for a car suitable for being chauffeured in as well as driving. Unlike a conventional limousine, an SUV's relatively compact footprint and wheelbase allow it to offer excellent handling and driver appeal, and the ride height and ruggedness are suitable for poor road surfaces which can make limousines and conventional high-performance cars impractical.

Production will start early in 2012, with deliveries by the summer. Prices have yet to be confirmed, but will be around £150,000 for the standard vehicle. Buyers will receive a full, three-year warranty. Warranty and servicing work will be carried out on-site in London, with collect-and-return and supplemented by a 'flying doctor' service. Customers will have access to finance and insurance depending on the market.

People
Although Eterniti is basing its business case around meeting market needs, its people have a passion for cars. The team has extensive experience in retailing some of the most prestigious British and European luxury and high-performance car brands, including Aston Martin, Porsche, Bentley and Ferrari, in markets from the UK to Asia-Pacific. It has further experience in motor sport.

The engineering team is led by Alastair Macqueen, who was responsible for the development of the Jaguar XJ220 supercar to production and has won the Le Mans 24-Hour race three times, with both Jaguar and Bentley. Eterniti also has its own F1 driver, Johnny Herbert, like Macqueen victorious at Le Mans but in addition a winner of three Grands Prix during a ten-year Formula 1 career, including one for the British Stewart team. Johnny will have an active involvement in developing Eterniti vehicles as well as serving as an ambassador for the brand. Alastair and Johnny have a long association, having both graduated from the Eddie Jordan stable and then competed together at Bentley. The trim operation is headed by one of the luxury car industry's leading interior trim specialists, who has worked closely with marques including Bentley.

Future
Eterniti has a long-term plan. It will be opening an Asia-Pacific hub in Hong Kong in 2012, and showrooms in Tokyo and Taipei are scheduled to open by the end of the year. Representation in China will be established from 2013. The product plan includes a second Hemera derivative for 2012. Plans for another SUV and a high-performance car which could form the basis of a racing programme are currently being developed.

Bugatti Veyron Super Sport, 2011

 

 

 

 

•  Bugatti Veyron Super Sport, 2011

On a beautiful sunny day at 25 degrees the Bugatti Veyron Super Sport achieved a new landspeed world record for production cars, on the proving grounds of the Volkswagen Group at Ehra-Lessien (nearby its headquarters at Wolfsburg). In the presence of the German Technical Inspection Agency (TÜV) and a representative of Guinness Book of Records the Bugatti Veyron Super Sport achieved an average top speed of 431 km/h.

The Bugatti's Pilote Officiel Pierre Henri Raphanel puts his helmet and gloves on, pulls the safety belts tight whilst the engineers check the car a very last time: tyre pressure, temperature, all systems go. Then the orange black Bugatti Veyron Super Sport crosses the light barrier, from now on the time will be taken, within one hour the car has to drive from South to North and then in the opposite direction. No one but the driver is allowed to touch the car during this time. The tension rises. A few minutes later we can hear from the left side the sound of a starting jumbo jet coming closer towards us. First we perceive the headlights of the Veyron, then we can recognize the shape of the car, a loud wooosh and Raphanel dashes in top speed past us. The GPS-tachometer stops at 427, 933 km/h. Now the same procedure from the opposite direction. This time the car reaches 434,211 km/h. As average top speed the representatives of the "TÜV"and Guinness generate a value of 431,072 km/h (268 mph). This even hit Bugatti's engineering team by surprise.

The climax of the Veyron series: the Bugatti Veyron Super Sport
Had a model been especially popular or highly successful in races, Ettore Bugatti's customers often pushed the master to tease out of the engine a few horsepower more for their future car. Bugatti Automobiles S.A.S. had been in a similar situation when their existing customers asked the company to not only design their second model optically differently but to also create a version with a sportier and more extreme driving experience. The result is a car with a uniquely high performance of 1,200-hp (882 kW) offering experienced drivers a whole new dimension of excitement, with a maximum torque of 1,500 Newton metres and a limited top speed of 415 km/h (to protect the tyres) but, the technique of the Bugatti Veyron Super Sport is identical to the record car. The first five Bugatti Veyron Super Sports to come off the production line will constitute a special series of their own, with the same configuration as the landspeed record car.

The Bugatti Veyron Super Sport is a consequent of the further development of the classic exclusive 1,001-hp Bugatti Veyron 16.4, launched in 2005. This model offers a stunning set of specifications, such as the twin clutch gearbox with seven speeds, the extraordinarily precise driving performance in bends and excellent stability when braking and accelerating.

Continuous work in extreme performance ranges lead to constantly new conclusions, which enabled the engineers at Bugatti to develop the Veyron into a direction in which the driver can reach new dimensions. Every modification is designed to produce an even more powerful car for an agile ride. Four enlarged turbochargers and bigger intercoolers have been used to boost the power of the 16-cylinder engine, and the chassis has been extensively redesigned to maintain safety at extreme speed - thanks to slightly raised main-spring travel, stronger stabilisers, and new shock absorbers with a complex architecture originally developed for racing cars. This gives noticeably more precise control of the wheels and the car as a whole. With lateral acceleration of up to 1.4 G and improved interaction between the tyres and the intelligent all-wheel drive system, the Bugatti Veyron Super Sport offers perfect handling and even more powerful acceleration of 1,500 Newton metres on corner exits.

The body has been fine-tuned to improve aerodynamic efficiency and maintain perfect balance in every situation, while the new fibre structure of the all-carbon monocoque ensures maximum torsion rigidity and passive safety - at reduced weight. The skin is made entirely of carbon-fibre composites, and the new Bugatti Veyron Super Sport is available in 100 per-cent clearlacquered exposed carbon on request.

Dynamic exterior
Every detail of this car, and not just its use of advanced motorsport technology, harks back to the pioneering spirit of company founder Ettore Bugatti. This brilliant designer came from a family of artists, and his philosophy was always to combine mechanical perfection and exterior beauty. This ethos remains alive and well at the company, and the Bugatti Veyron Super Sport is wholly unmistakeable, with every external modification serving to coax greater performance from the car.

The Bugatti Veyron Super Sport's flat, elongated silhouette is immediately recognisable. The 16-cylinder engine gets its air from two NACA ducts integrated into the roof, rather than from scoops above the engine. The front air intakes have been expanded and reshaped, with the lower one extending elegantly around the sides to the wheel arch. The revised back looks sportier due to the double diffuser and a centrally arranged exhaust system.

Bugatti has a tradition of making super-sport versions of successful models, usually with racing chassis and supercharged engines. These cars were considered as true racing machines for diehard Bugatti devotees. The most successful were the type 55 and type 57S; only around forty of each were built.

Bugatti Automobiles S.A.S. has sold 260 Veyrons and 35 Grand Sports by now, of which 249 Veyrons and 22 Grand Sports had been delivered. The Bugatti Veyron Super Sport will begin production in the autumn of 2010 at Molsheim along with the Veyron and the Grand Sport. The first five cars - known as the World Record Edition - are in a special black exposed carbon and orange finish and have already been sold.

The Bugatti Veyron 16.4 Super Sport appeared for the first time in public in California at the Pebble Beach Concours weekend in mid-August, 2010 and was featured at The Quail, Monterey Historic Races at Laguna Seca and on the concept lawn of the Pebble Beach Concours d'Elegance.