Lamborghini Urus: 6 driving modes to enjoy the Super SUV in 6 different ways

Sant’Agata Bolognese, March 30, 2021 – The Lamborghini Urus keeps on delivering a dynamism to be enjoyed by both driver and passengers. The speed record set last week at Baikal Lake is the latest emotion delivered by the Super SUV.

The Urus offers six different driving modes plus EGO, which allows the driver to fully customize the car’s set-up, choosing the required rigidity for a very comfortable ride to an extremely sporty, aggressive setting dependent on driving style and road conditions.

Check out these pictures of the Urus on and off different roads.

NEVE: the Arancio Borealis of the new Urus Pearl Capsule stands out from the brightness of ice and snow, ready for new adventures, together with the Urus record-breaker at the Days of Speed on ice at Baikal Lake.

TERRA: off-road discoveries, like here on the wild tracks of Iceland

SABBIA: higher ground clearance for climbing dunes, here in Nazarè, Portugal

STRADA: for daily life, comfort enhanced by height adapted to speed, here in Rome, Italy

SPORT: enjoying country roads with no fear for up hills, down hills and turns here in Altai, Russia

CORSA: performance oriented, minimum roll, racing at the track, here in Vallelunga Circuit, Italy.

5 April, 2021/by Carlos

Coches, Especiales, MOTOR, Superdeportivos

Gordon Murray Automotive reveals the T.50s Niki Lauda with the mission to deliver an on-track experience like no other car in history

• All-new T.50s Niki Lauda revealed: designed and engineered to offer “an on track experience like no other car to date.”
• Production limited to just 25 cars
• Designed, engineered and developed in parallel with the groundbreaking T.50 supercar
• Hundreds of components changed to optimise the car for track use
• Engineered without compromise, weighing just 852kg
• Powered by a 725bhp naturally aspirated V12 engine which weighs only 162kg and revs to 12,100rpm
• Named after legendary three-time F1 world champion and Gordon Murray’s former Brabham teammate, Niki Lauda
• Car unveiled on Niki Lauda’s birthday
• Offers a unique and highly personalised ownership experience, witheach chassis named after one of Gordon Murray’s grand prix victories Gordon Murray Automotive has unveiled its T.50s Niki Lauda track-focused supercar for the first time. Developed in parallel with the T.50, the most driver-centric supercar ever built, the T.50s Niki Lauda has been conceived, designed and engineered to offer the ultimate on-track driving experience. Like the T.50, the T.50s Niki Lauda has been designed and engineered without compromise but with an even more extreme specification. It weighs just 852kg and will be powered by a substantially redesigned version of the T.50’s Cosworth-engineered 3.9-litre V12, producing 725bhp, revving to 12,100rpm and going through a newlydesigned Xtrac six-speed paddle-shift gearbox. Advanced aerodynamics, aided by a 400mm rear-mounted fan, will produce up to 1500kg of downforce for optimum track
performance.

Just 25 T.50s Niki Lauda’s will be made, costing £3.1m (before taxes). Production will start in January 2023 at Gordon Murray Automotive’s Manufacturing centre in Dunsfold, Surrey, UK, after the run of 100 T.50 supercars is completed. Professor Gordon Murray CBE: “The T.50 is the ultimate road-going supercar, but I always dreamed of taking it one step further… to build a version that will deliver an ontrack driving experience like no other car in history. “When we created the McLaren F1 GTR it was developed from the F1 road car. From its inception the T.50s Niki Lauda, though, was designed in parallel with the T.50. For the T.50 our target was clear, to make the best driver’s car for the road. With the T.50s Niki Lauda it was equally clear, to make it the best driver’s car for the track. Putting it another way, we asked ourselves what would be the coolest thing to drive on track and create a track driving experience like no other car in history?”

“We had no interest in achieving the ultimate lap time or creating an over-tyred and over-downforced spaceship at the expense of driver involvement, because ultimately you have to possess an F1 driver level of skill and fitness to get the best out of them.” “Instead, I laid out some parameters to create the ultimate driver’s car and experience on track: a central driving position, a V12 just behind your ear revving to over 12,000rpm, producing over 700 horsepower and with an even faster response time than Vthe T.50, downforce limited to 1500kg and a weight of under 900kg. Plus the ability to turn up at any track, make a few basic checks and have fun, without the need for an
entire support crew.

“In my view it doesn’t get better than that and is driving in its purest form. The T.50s Niki Lauda will give a visceral connection between driver, car and track, the like of which has
not been experienced to date. “I can just imagine going round your favourite circuit, sitting in the middle with that unsilenced V12 screaming just behind you – the driving experience will be something special. With a power to weight ratio better than that of a naturally aspirated LMP1 car, it is also going to be searingly quick and, with such a low weight, will change direction like
an F1 car.

“With the direction of travel of the automotive industry, it’s hard to imagine that there will ever be another car quite like this. Especially not one with a central driving position, a
high revving naturally aspirated V12 engine and that is so lightweight. I believe it will go on to define its era.”

Design
Gordon Murray and the team have worked hard on the T.50s body design to achieve their aerodynamic performance targets, whilst retaining the T.50’s balanced and classic
proportions.

The dramatic aerodynamic features of the T.50s Niki Lauda instantly give away its performance potential. A striking central fin designed to enhance stability features a Niki
Lauda logo. At the rear, the distinctive 400mm fan from the T.50 is retained, accompanied by an even larger rear diffuser and a new delta wing. The rear grille features a T.50s badge and ‘Fan Car’ script.BThe aerodynamic elements continue at the front of the car. Barge boards are sculpted to improve airflow to the side ducts, which house the oil cooling systems for the engine and
transmission. A splitter and dive planes are also prominent and further reflect the car’s aero-influenced design. At the same time, the purity of the T.50 is not lost, creating a purposeful yet elegant look.

Owners will be able to individualise their T.50s through their choice of colours and liveries, so that no two cars will be alike. Professor Gordon Murray CBE: “The styling of the T.50s is completely aero driven, but still attractive. There’s not one body panel carried over from the T.50, but the road car has such a strong and classic shape that it still manages to shine through.”

Engine and transmission
The Cosworth-designed 3.9-litre V12 engine is a dramatically different version of the engine that powers the T.50. It is even more powerful and faster-revving too, delivering 711PS at 11,500rpm, on its way to a 12,100rpm rev-limit. At 178hp/litre, the specific power output of the T.50s Niki Lauda’s V12 exceeds that of the all-conquering Cosworth DFV Formula One engine. The power-to weight ratio of 835PS/tonne betters that of a naturally aspirated LMP1 car.

The T.50s Niki Lauda’s engine is fed by a newly-designed, roof-mounted, highperformance RAM induction airbox (which can increase maximum power to 725bhp). The maximum torque figure is 485Nm, produced at 9,000rpm. A newly-developed, bespoke, straight-through exhaust system also takes the engine sound to a new level. Right through the rev-range it promises to be one of the greatest and most characterful sounding cars ever made.

The state of the art V12 pushes the boundaries of engine design even further, with many new components. Changes include completely revised cylinder heads and camshafts,
plus a higher compression ratio of 15:1. Through meticulous attention to detail, this new iteration of the Cosworth GMA V12 weighs just 162kg, 16kg less than what was already the lightest road-going V12 engine ever. The weight-saving measures extend to the intake, exhaust and control systems, as well as the engine itself. All the valves are made from titanium, while there is no variable
valve timing due to the additional weight of the geartrain and electronic control system.

A simpler induction system features 12 throttle bodies on top of the engine, fed directly by the racing-style air box. The exhaust system does without catalytic converters, has
thinner Inconel walls and, with only track noise limits to meet, benefits from smaller silencers.

A bespoke Xtrac IGS (Instantaneous Gearshift) six-speed paddle shift gearbox is fitted, designed to fit the exacting packaging and weight demands of the T.50s. As part of Xtrac’s efforts to minimise weight wherever possible, even the gears are lighter, contributing to a 5kg total weight reduction. Both the gearbox and the clutch are electronically actuated. Ratios have been chosen to optimise on-track performance and driver enjoyment and engagement, delivering a top speed of approximately 200-210mph. A set of closer ratios optimised for shorter circuits will also be offered, allowing owners to make the most of all six gears via the steering column-mounted paddles. In this configuration, the T.50s Niki Lauda will reach around 170mph flat-out.

Chassis, body and suspension

The T.50s Niki Lauda is built around a specially developed, lightweight carbon fibre monocoque. Optimised for weight reduction and structural rigidity, it is constructed using advanced part-binding technology, with carbon fibre wrapped around a honeycomb aluminium core. This stiffness and strength also contributes to the T.50s’s exceptional occupant safety, with precisely engineered deformable areas. Passengers are further protected by an F1- style ‘passenger safety cell’. Exterior body panels, all unique to the T.50s, are also made from ultra-lightweight
carbon fibre. Windows and screens use glazing that has been further reduced in weight from the road car specification. For exceptional levels of confidence inspiring on-track dynamics, the T.50s Niki Lauda utilises the same forged aluminium front and rear double wishbone suspension system as the T.50. However, the springs, dampers and anti-roll bar have been respecified to optimise track performance, while the ride height has been lowered to 87mm at the front and 116mm at the rear.

As part of the Trackspeed package, the T.50s Niki Lauda’s chassis can be adjusted to find the ideal setup for its owner. Both the chassis settings and the aerodynamics are
fully adjustable.

Steering
The T.50s Niki Lauda retains the T.50’s rack and pinion steering, but with a revised steering ratio.

Brakes
The Brembo carbon ceramic discs of the T.50 are carried over to the T.50s Niki Lauda (370mm x 34mm front/340mm x 34mm rear), with six-piston front callipers and fourpiston rear callipers. The braking system and aerodynamics combine to produce incredible deceleration of 3.5G. To ensure the brakes maintain their phenomenal performance throughout a track session, new ducting around each wheel is designed to improve brake cooling.

Wheels and tyres
The T.50s sits on unique and exceptionally light magnesium forged 18-inch wheels, weighing less than 6kg each, with Formula One-style lightweight wheel hubs and a centre lock attachment. The wheels are wrapped in Michelin slick tyres, measuring 250mm wide at the front (25/64 18”) and 300mm wide at the rear (30/68 18”). A wet option is also provided.

Aerodynamics

The T.50s Niki Lauda has completely new aero, which combines to create 1500kg of downforce. This includes a new 1,758mm-wide, rear-mounted delta wing, the design of which was inspired by the front wing on Murray’s 1983 Brabham BT52 Formula One car and is just as effective today as it was then. The front of the T.50s features a splitter with a central aerofoil section, which generates huge load figures to balance out those from the rear wing. The splitter’s central channel reduces the car’s sensitivity to pitch while allowing airflow under the car to continue to
drive the central diffuser section, keeping the efficiency of the entire aero package high.

Dive planes include horizontal elements paired with a vertical duct to manage wheel arch pressures and tyre wake, reducing drag and improving efficiency. A pair of NACA ducts have been perfectly positioned on the front clam shell in a region of high pressure and where the thin boundary layer is ideal for cooling the large front brakes. A central fin stretching from the top of the roof to the rear lip of the car has also been added for increased yaw stability. The large vertical face is presented to the airflow during high-speed cornering and helps counteract the momentum of the car towards the outside of the corner.

To further improve airflow and accommodate the central fin, the oil cooling systems for the engine and transmission are now located in side ducts. By placing these systems
lower in the car, this helps to optimise its centre of gravity.

With the powertrain coolers located directly downstream of the front wheels, barge boards have been added to manage the turbulent wake emanating from the front wheel
arches, ensuring a clean flow of air to the side ducts.

The T.50s Niki Lauda retains the same 400mm ground-effect fan as the T.50, but here it runs in a single High Downforce mode, spinning at 7000rpm. The T.50s also has much
simpler ducting, with a permanently open duct running down to the redesigned rear diffuser.

Like the chassis, the T.50s Niki Lauda’s aerodynamics can be adjusted to suit its owner’s preferences, adding or removing downforce as required. To balance the car’s aero, the front diffusers are adjustable, as is a slotted flap on the rear wing. The highspeed balance can be further honed through changes to the car’s ride height.
In the optimum configuration, when a particular race circuit demands it, up to 1500kg of downforce will be achievable. However, the car’s aerodynamics have been carefully
designed to ensure that the T.50s Niki Lauda’s performance remains accessible and exploitable regardless of the driver’s experience.
Professor Gordon Murray CBE: “When we first ran the CFD we were already ahead of our downforce target. At one point we were achieving 1,900kg of downforce, but we
backed it off to 1,500kg to make the car more manageable for the owners.”

Interior
The dihedral doors lift to reveal a race-car oriented cabin. The T.50s Niki Lauda retains the driver-focused central seating position of the T.50, giving the driver an unhindered view of the track ahead and allowing perfect placement. The driver sits on a full racing carbon fibre seat with fore and aft adjustment, and is secured with a six-point harness. The T.50s is a two-seater with a fixed passenger seat to the left of the driver, complete with a four-point harness. In place of the seat on the right is a fire extinguisher system. Occupying the space formerly taken up by the passenger footwell is a vertical switch gear panel similar to that found on the legendary McLaren F1 GTR. Should the owner wish, the car can be ordered without a passenger seat to save further weight and create an even more focused feel.

The rectangular carbon fibre steering wheel is a lesson in simplicity, featuring only the key controls that the driver needs. This includes buttons for the traction and launch control, as well as the car-to-pit/driver-to-passenger radio and to select neutral. The slim, uncluttered design is influenced by Murray’s racing experience. Professor Gordon Murray CBE: “I used to make my drivers take their watches off, partly for weight, but also because it adds to the steering inertia. Big wheels with lots of switches are quite heavy from a steering inertia point of view, so for the T.50s I wanted
to keep the wheel small, clean and simple.” To avoid unnecessary distractions, the T.50s features a single digital screen. This displays essential vehicle and engine data, as well as aero info, the gearchange indicator, telemetry, lap time, tyre pressures/temperatures, G-forces and a camera video feed.

Driver comfort was another priority for Murray when designing the T.50s, which maintains the same spaciousness and visibility as the road car. This makes the T.50s Niki Lauda a uniquely usable track car, despite its incredible performance. Professor Gordon Murray CBE: “Engineering the ultimate track-focused supercar has to start with the driver. It was essential that we retained a central driving position, with every control arranged within easy reach and with no distractions or unnecessary information on display. And in my opinion, you don’t get a better view than that from the central driving position and one which allows you to place the T.50s Niki Lauda with millimetre precision on any circuit. You are left with nothing to take away the purepleasure of pushing this car as hard as you can on your favourite race circuit.”

“Racing drivers are often uncomfortable, they just put up with it because they’re trying to win a race. The McLaren F1 had a really nice driving position and good visibility and I think that helped the guys at Le Mans because it made it more comfortable for them. In the T.50s, the driving position ergonomically is just about as good as it gets. This is a
car you can drive all day.”

Named after a racing legend
The T.50s Niki Lauda has been named after legendary three-time Formula One World Champion, Niki Lauda. Professor Gordon Murray CBE: “The T.50s is named in honour of Niki to commemorate his famous win with the Brabham BT46B fan car in the 1978 Swedish Grand Prix. Niki was a great racing driver and he was also a good friend and it is absolutely fitting that
we are launching the T.50s Niki Lauda on his birthday. Niki would have appreciated the innovation and engineering detail in our car.”

The Lauda family said: “We are proud that Gordon Murray Automotive has named its new car after Niki. He would have been extremely honoured to have been associated with a car designed and engineered by Gordon, with whom he had such a long association and friendship.” Each chassis to be named after one of Gordon Murray’s F1 race wins Additionally, each of the 25 cars’ chassis will be individually named after one of Gordon Murray’s grand prix wins on different circuits. The first car will be designated Kyalami 1974 and further cars will be named after the 24 subsequent wins, in chronological order. Each car will also come with a specially commissioned book about the race that it is named after, with Murray’s view and memories of the victory.

Professor Gordon Murray CBE: “Each car will carry its own individual story, being forever linked to the grand prix victory it is named after. The T.50s is inspired by my love of motorsport, so it seemed entirely fitting to create this special connection to iconic races from the past.”

Customer experience
T.50s Niki Lauda buyers will receive a bespoke and personalised service, from the first expression of interest, through the specification, manufacturing and handover periods, as well as throughout the entire duration of their ownership. Each of the 25 individually specified cars will be unique, both in terms of setup and in the choice of colours and liveries.

A Trackspeed package will also be included which comprises both engineering support and all the equipment needed to run the car at a track, including a full set of pit tools and
refuelling equipment. Customers will be invited to a track day to have both chassis and aerodynamics set-upfor them to suit their driving style and experience. Owners will also benefit from a day’s
on-track tuition in the T.50s Niki Lauda to enable them to get the most from their car, and there will be a day’s tuition for the owner’s nominated technician to help them
prepare the car for track driving days. Additionally, there will be ongoing engineering support to allow owners to run their car at events and track days around the world. Gordon Murray Automotive is planning its own special events for T.50s Niki Lauda owners in future.

Gordon Murray Automotive are working closely with Stefan Ratel and his SRO organisation towards creating a GT1 sports club, which will provide exclusive track days aligned with the GT World Challenge Europe events on some of Europe’s most prestigious circuits. This is a first step with a view to creating a future supercar race
series.

Professor Gordon Murray CBE: “It was essential to me that the T.50s Niki Lauda is easy to live with and enjoy. You will own the car, you will be completely in control of where
and when you enjoy it. My vision is that owners will take it to a circuit, check the tyre pressures, climb in, fire it up and have fun. That’s the way it should be.”
-EndsAbout

Gordon Murray Automotive

Gordon Murray Automotive creates exclusive low volume sports cars – the T.50 supercar will be the brand’s first model with customer cars built from January 2022. Its sister car, the
T.50s Niki Lauda goes into production one year later The company is a sister company to Gordon Murray Design and was first announced in November 2017 during an exhibition,
named ‘One Formula’, which celebrated Murray’s 50 years of car design.

About Professor Gordon Murray, CBE
Having spent 20 years as Technical Director to two Formula One teams from 1969-1990 Gordon Murray has a wealth of technical, design and engineering experience. At Brabham he was instrumental in two world championship wins (1981 and 1983) before three consecutive championship wins with McLaren Racing (1988, 1989 and 1990). In 1990 – after 50 Grand Prix wins – Gordon moved away from Formula One to concentrate on establishing a new company for the group, McLaren Cars Limited.

His first project there, the F1 road car, is still regarded as one of the world’s best-engineered cars. A racing version won two world sports car championships and the Le Mans 24-hour
race in 1995. McLaren Cars then completed several other successful projects culminating in the Mercedes-Benz SLR McLaren. Gordon left McLaren in 2005 to set up a Gordon Murray Design Ltd (in 2007), of which he is Chairman. The innovative British company is a world leader in automotive design, and reverses the current industry trend for sub-contracting by having a complete in-house capability for design, prototyping, and development.

In 2017, Gordon Murray Design celebrated the company’s 10-year anniversary along with that of the iStream® manufacturing process at a special event, named ‘One Formula’. Gordon also marked the 25th production anniversary of the McLaren F1 road car, and his 50th year of design and engineering.

In May 2019, Professor Murray was made a Commander of the British Empire (CBE) by the Duke of Cambridge, Prince William, in recognition of his contributions to the motorsport and
automotive sectors over the past 50 years.

Social media
Instagram: gordonmurrayautomotive | Facebook: @gordonmurrayautomotive | Twitter:
@PlanetGMA
Media contact
For further information, images, or comment, email:
media@gordonmurrayautomotive.com
Sales enquiries
For sales enquires email:
enquiries@gordonmurrayautomotive.com
Social media
Instagram: gordonmurrayautomotive | Facebook: @gordonmurrayautomotive | Twitter:
@PlanetGMA
Media contact
For further information, images, or comment, email:
media@gordonmurrayautomotive.com
Sales enquiries
For sales enquires email:
enquiries@gordonmurrayautomotive.com

23 February, 2021/by Carlos

Coches, Especiales, MOTOR, Superdeportivos

BUGATTI CENTODIECI – First prototype for series development

The French luxury brand is paving the way for series production of its exclusive and unique hyper sports car.

Highly exclusive, distinctive and high-performance. At “The Quail – A Motorsports Gathering” in California in summer 2019, Bugatti presented another project reflecting its excellent coachbuilding expertise: the Centodieci. The Centodieci evokes automotive history: the unique project is a tribute to the legendary EB 110. This few-off project comprises production of just ten vehicles for an exclusive clientele. The next phase is about to start for the hyper sports car with a W16 engine and 1,600 PS: the first prototype for series development is currently being assembled.

The design of the Centodieci with its flat front, low-slung front spoiler and three-part air intakes reinterpret the shape of the most famous super sports car of the 1990s. The EB 110 was a key milestone on the road to the revival of the Bugatti brand in 1998 at Bugatti’s historic headquarters in Molsheim, ultimately resulting in the first hyper sports car of the modern era – the Veyron.

The Centodieci is Bugatti’s way of paying its respects to the Italian entrepreneur Romano Artioli and architect Giampaolo Benedini, the men who created the EB 110 some 30 years ago. “The challenge for us was not to get caught up in the design of the legendary EB 110 itself and avoid focusing solely on a retrospective approach. Our aim was to create a modern interpretation of the shape and technology of that time: but at the same time, we didn’t want to lose the charm and character of the EB 110.

After all, the super sports car is still fascinating today with its distinctive design and technology,” says Achim Anscheidt, Design Director at Bugatti. The biggest challenge: to transform the very flat, wedge-shaped and graphically virtually two-dimensional body of the EB 110 into a modern, three-dimensional sculpture to project the fascination of the super sports cars of that time into the modern age.

Since the world premiere of the Centodieci, the Bugatti development team has been working on the technical implementation of the strictly limited model. “Every newly developed vehicle poses an immense challenge, as we are creating a very small series that at the same time has to meet and even exceed all the quality and safety standards of a large series,” says André Kullig, technical project manager for one-off and few-off projects at Bugatti.

The engineers first delve into calculations for the body, aerodynamics, engine and transmission. They simulate the airflow on the vehicle and check all components down to the smallest screw.

Meanwhile, the design team checks the styling in close collaboration with the developers before finalising this and designing the surfaces. They adjust the curvature of the components according to the incidence of light so that the appearance is homogeneous in all lighting conditions – an elaborate development process. After well over a year of design and simulation, the team has now developed the first prototype.

“I was hugely looking forward to the first prototype of the Centodieci,” says Kullig, who has been with Bugatti since 2004 and was previously involved in projects such as the Divo and La Voiture Noire³. “Series development of a few-off project is an especially exciting challenge – and that is also true in the case of the Centodieci, which is a very design-driven project,” says Andre Kullig. His task is to ensure a perfect match between the exterior shape and the technology. Despite only producing ten vehicles, the Centodieci must meet all the same technical requirements as a Chiron.

“With the newly designed body, there are changes in many areas that we had to simulate using special computer programmes. Based on the data, we were able to establish a basic set-up as a starting point for series development and the first prototype,” explains André Kullig.

The team was recently able to successfully put the rolling chassis into operation on the site’s own roller dynamometer in the Molsheim Atelier and check all the drivetrain functions –to ensure the Centodieci can move onto the next stage of development. The next step is now to build the elaborate exterior. “With a high-performance hyper sports car like the Centodieci, it’s a matter of filtering out subtleties based on the modified requirements of a completely new exterior – something that requires highly focused and intense development work,” says André Kullig.

The technical challenges involved were enormous: an engine with eight litres of displacement and 1,600 PS generates high temperatures that require sophisticated thermal management. As in the EB 110, the engine is seen behind a transparent glass surface. So to ensure more efficient engine thermodynamics, the Centodieci has a wide air outlet opening and modified air flows. In addition, guide flaps around the five circular air inserts – positioned in the form of a rhombus – ensure sufficient air intake for the 16-cylinder power unit. As a result, the otherwise dominant Bugatti line, the C-line, gives way to a new design. The rear is formed into a large ventilation outlet opening defined by the eight rear light elements. Other development challenges include the new light elements and the rear wing design, which is permanently mounted in the style of the EB 110 Super Sport.

But even if the development team can simulate and test so much data on the test rigs, the Centodieci will also undergo dynamic testing. “In the next few months, in addition to building the exterior and running more advanced simulations in the wind tunnel, we’re very much looking forward to going out on the test track to start tuning the chassis,” says Kullig.

Within a few hours, all ten units of the Centodieci were sold out at a net price of eight million euros. The highly exclusive, hand-crafted small series will be delivered to customers next year.

10 February, 2021/by Carlos

Coches, Eléctrico, Especiales, MOTOR, Superdeportivos

Aspark Company | The first Japanese full-electric hypercar

Car manufacturing and engineering – Aspark Company

The first Japanese full-electric hypercar

Body, chassis and much of the components entirely made by top-level carbon fiber materials, extremely powerful four electric motors, a unique torque vectoring system, an exclusive battery system, and handmade premium interior. The full-electric hypercar Owl is a compendium of state-of-the-art technology, design and functionality, mixed with a genuine passion for beauty.

The production version of the Owl, after its world premiere in Dubai last November, was scheduled to be exhibited at the Geneva International Motor Show.

“After unveiling the Owl at Dubai International Motor Show the company has achieved many progresses on development and production, as well on future strategy as a car manufacturer”, Head Of Sales and Communication Agshin Badalbayli points out.

All major tests related to performance, safety and durability were completed successfully and now the Owl can be seen running on the road.

Meanwhile, the production has been accelerated to deliver the orders on time and the sales and after-sales networks around the world are growing fast.

A second project is coming up

Aspark kicked off a new era in full-electric hypercars with the Owl: but the first project of the Japanese car manufacturer won’t remain alone, as a the development of a second project has already started. Details will be given in the next weeks.

The Power is in our Nature

“The Power is in our Nature” – the official claim of the Owl – perfectly catches the essence of this incredible full-electric hypercar.

Body, chassis and much of the components entirely made by top-level carbon fiber materials, extremely powerful four electric motors, a unique torque vectoring system, an exclusive battery system, and handmade premium interior: the Owl is a compendium of state-of-the-art technology, design and functionality, mixed with a genuine passion for beauty.

The fastest accelerating car in the world: 0-60 mph in 1.69 seconds

The most astonishing performance of the Owl is the acceleration: from 0 to 60 mph in 1.69 seconds*.

The Owl has a unique battery pack for a range of up to 450 km. Top speed is 400 km/h. Furthermore, the Owl has a height of 99 cm: it is probably the lowest road legal electric hypercar in the world.

The world most powerful electric hypercar

The Owl has the most powerful 4 electric motors ever made. They produce a total power of 1480 kW with 2012 horsepower. Overall torque is around 2000 Newton meters.

The Owl has almost three times more power than Formula-E cars and two times more than Formula 1 cars.

The rotation of the motor should be the fastest in the world with 15000 rpm.

Delivered in the second quarter of the year

The production version of the Owl is limited to only 50 cars worldwide. Each one will be fully customizable, each one will be different from the other: exclusivity now has a real meaning.

Production is taking place in Turin, Italy in collaboration with Manifattura Automobili Torino, with the full support of Aspark engineering centres in the world. The first set of the Owl will be delivered by the second quarter of 2020.

Price of the base version is Euro 2,900,000. The Owl can be reserved with a reduced deposit of Euro 50,000.

*One Foot Roll-Out

Running on the road.

All major tests related to performance, safety and durability were completed successfully and now the Owl can be seen running on the road.

6 February, 2021/by Carlos

Coches, Especiales, MOTOR, Movilidad

Exterior design of the new Mercedes-Maybach S-Class

The new Mercedes-Maybach S-Class: Exterior design

Well-balanced proportions and many exclusive details

The Mercedes-Maybach S-Class expresses the superlative luxury that is the hallmark of the brand. It is a well-conceived combination of sublime beauty and trailblazing technology. It has an 18 centimetre longer wheelbase than the long Mercedes-Benz S-Class. Plus a number of exclusive features.

The Mercedes-Maybach S-Class is a classic three-box saloon with perfect proportions. These are determined by a short front overhang, the longest wheelbase in this model family, a well-balanced rear overhang and large wheels.

Distinguishing features at the front include the distinctive bonnet with a chromed fin and the Mercedes-Maybach radiator grille. This is highly recognisable by its vertical, three-dimensional trim strips. The word mark MAYBACH is elegantly integrated into the chrome surround of the grille. The equally distinctive bumper further emphasises the vehicle’s width with the shape of its air inlets, whose black mesh is also optionally available in chrome.

The Mercedes-Maybach S-Class also differs from its brother models when viewed from the side: The rear doors and flowing, more upright C-pillars underline the model’s superlative status. The fixed quarterlight in the C-pillar is framed by a high-quality surround that seamlessly blends into the side trim. Exclusivity is emphasised by the Maybach brand logo on the C-pillar. In some countries the brand logo is illuminated. The side view is characterised by flush-fitted door handles and 19, 20 or 21-inch wheels specially designed and reserved for this model. The optional ambient illumination projects the brand logo next to the opened front doors in LED technology.

The luxury saloon has the progressively designed, two-section rear lights of the new S-Class generation. Additional lights in the precisely laid-out interior, as well as partly animated functions, also make the Mercedes-Maybach unmistakable at night. The model-specific rear bumper and exhaust tailpipes also lend uniqueness to the rear view.

As well as non-metallic, metallic and designo paint finishes, the range of paintwork for the Mercedes-Maybach additionally includes two-tone finishes with a fine, hand-painted dividing line known as the pin-stripe (see “Under the microscope”). This particularly reinforces the extraordinary hand-built impression.

The new Mercedes-Maybach S-Class: Under the microscope: Two-tone paintwork

One week for the second colour

On request, the exclusive appearance of the Mercedes-Maybach S-Class can be enhanced by a two-tone paint finish with dividing line. This is applied by hand according to the highest quality criteria. It can take up to one week before the vehicle is returned to the regular production process from the custom paintshop.

Even a two-tone Maybach begins its painting process in regular production. In the paintshop, the bodyshell is automatically and electrostatically given a full coat of paint in the colour that will eventually embellish the lower half of the body – plus a layer of clearcoat. In the electrostatic painting process, statically charged paint particles are atomised and deposited on the (earthed) bodyshell.

The bodyshell is then sent to the custom paintshop. Once there, the entire bodyshell is ground to a matt finish by hand. Thorough cleaning is followed by the first, particularly demanding work stage: masking off. As the designers did not position the dividing line between the upper and lower paint finishes in a recess or below a trim strip, this requires extremely precise hand-painting. A special adhesive tape with a corresponding gap is used to apply the only four‑millimetre wide dividing line between the two colours.

As an interesting detail, the doors are weighted with weights before masking the dividing line. This is to simulate the effect of subsequent interior finishing with windows, power window fittings, loudspeakers, panelling and other technical equipment. This allowance ensures that the dividing line along the side and doors will later be at exactly the same height.

All the surfaces that will later bear the lower colour are masked off. These also include the transitions to the interior, e.g. at the doors or wheel arches – even where trim or a lining will later be installed. This too is part of the dedication to quality.

The exposed parts of the body are now completely painted by hand. Pneumatically atomised by compressed air, the paint is applied so that it presents the same picture as after electrostatic painting – this is important because removable parts installed later on, e.g. the bumpers, must precisely match the paint finish. Before the new base coat has fully dried, the masking tape is carefully removed without damaging the edges. The complete bodyshell is then given a new coat of clear varnish.

This has to happen within a very short time window, so that the edges between the paint coats blend into each other and cannot be felt afterwards – unlike competitors, where the dividing line is painted on. If the experts in the custom paintshop are not satisfied, the complete bodyshell is reground, the topcoat is re-finished and the whole bodyshell is given a clearcoat. All in all, the process including the necessary drying times can take up to one week.

The following colour combinations from the Mercedes-Maybach paint chart are available, the choice being dictated by whether the upper colour can fully cover the lower colour:

Lower colour	Upper colour
designo diamond white bright	obsidian black
high-tech silver	selenite grey
obsidian black	selenite grey
nautical blue	high-tech silver
rubellite red	designo kalahari gold
onyx black	designo kalahari gold
obsidian black	high-tech silver
obsidian black	rubellite red
emerald green	Mojave silver
Mojave silver	onyx black

19 November, 2020/by Carlos

Coches, Concept, Especiales, MOTOR

BUGATTI BOLIDE – ET SI…

Bugatti a développé une voiture hyper sport extrême axée sur la piste avec un rapport poids / puissance sans précédent de seulement 0,67 kg par PS?

Réduit, cru, authentique. Avec le concept technologique de la Bugatti Bolide1, le constructeur français de voitures de luxe répond désormais à la question: et si Bugatti construisait un véhicule radicalement léger autour de son emblématique moteur W16 de 8,0 litres? L’étude expérimentale de la Bugatti Bolide est une voiture hyper sport orientée piste, dotée d’un moteur W16 issu de la production en série en tant que groupe motopropulseur combiné à un corps minimal pour une force d’appui maximale. Il promet donc d’offrir l’ultime performance de Bugatti.

L’idée – et si? Une expérience.

«Bugatti est synonyme de recherche continue d’innovations technologiques – en accord avec les valeurs de la marque d’excellence, de courage et de dévouement. Et Bugatti ne s’arrête jamais. Nous visons constamment des objectifs nouveaux et passionnants, et la question que nous gardons toujours à l’esprit est: et si? déclare Stephan Winkelmann, président de Bugatti.

«Nous nous sommes demandé comment nous pourrions réaliser le puissant moteur W16 comme un symbole technique de la marque dans sa forme la plus pure – avec uniquement quatre roues, un moteur, une boîte de vitesses, un volant et, comme seul luxe, deux sièges. Les aspects importants de nos considérations étaient le réglage fin de notre groupe motopropulseur emblématique sans aucune limitation en ce qui concerne le rapport poids / puissance. Ces considérations ont abouti à la Bugatti Bolide. Une expérience sans compromis, un pur-sang, un Pur Sang qui, dans son exclusivité brute, impressionne avant tout par des performances élevées, un faible poids et une expérience de conduite dans une toute nouvelle dimension. Conduire le Bolide, c’est comme monter sur un boulet de canon.

La technologie – un groupe motopropulseur spécialement conçu pour la piste de course

«La Bolide est la réponse ultime à la question de savoir si Bugatti construisait une voiture hyper sport axée sur la piste qui répondait aux exigences de sécurité de la FIA. Conçu autour du groupe motopropulseur W16 avec une structure de carrosserie minimale et des données de performance incroyables. Le résultat: la plus petite coque possible pour un véhicule aux performances époustouflantes qui permet au W16 de prendre tout son sens », explique Stefan Ellrott, membre du comité de direction de Bugatti et responsable du développement technique. «Toute l’expertise de Bugatti a été condensée dans la Bugatti Bolide. C’est donc une source d’information innovante pour les technologies futures. Le Bolide est donc plus qu’un simple exercice intellectuel.

«En termes de technologie et d’organisation, le Bolide a été l’un des projets les plus ambitieux de ma carrière», déclare Frank Götzke. Après avoir joué un rôle crucial dans le développement du Veyron 16.4 et du Chiron, l’ingénieur était également responsable du concept technique du Bolide. En seulement huit mois, il a créé un tout nouveau véhicule autour du célèbre groupe motopropulseur Bugatti W16, qui a été fortement modifié pour le projet.

Le moteur de 8,0 litres W16-cylindres avec 1 850 ch et 1 850 newtons-mètres de couple est à son cœur. Bugatti a conçu le variateur spécifiquement pour une utilisation sur circuit et a optimisé le moteur et la boîte de vitesses en particulier pour des régimes moteur plus élevés. Entre autres choses, cela inclut la décélération du système d’admission et d’échappement pour obtenir une caractéristique de réponse encore plus rapide, plus spontanée et extrême. Les quatre turbocompresseurs nouvellement développés sont équipés de pales optimisées afin d’augmenter la pression de suralimentation et la puissance à des régimes moteur plus élevés. Afin d’obtenir une lubrification optimale même sous des forces centrifuges extrêmement élevées, le circuit d’huile, la pression d’huile, les clapets anti-retour, les chicanes, les réservoirs d’huile, les réservoirs d’huile et la conception de la pompe de lubrification à carter sec ont été optimisés. Le poids du système d’entraînement est également considérablement réduit en même temps.

Au lieu d’un refroidissement intermédiaire eau-air, la Bugatti Bolide dispose d’un refroidissement intermédiaire air-air avec pré-refroidissement par eau pour des performances optimales sur la piste. L’arrivée se fait par l’avant via un conduit d’air interne et un conduit d’air externe de chaque côté du véhicule. Les deux refroidisseurs d’eau, qui sont disposés devant l’essieu avant, fournissent un système de radiateur plus efficace en termes de débit que ce qui est habituel même en Formule 1. Trois refroidisseurs d’huile refroidis par air pour le moteur, la transmission et le différentiel avec pré- le refroidissement réduit la température même sur les tours de course dynamiques et exigeants. Des compresseurs radiaux à double flux en carbone titane nouvellement développés et hybrides ventilent et refroidissent le système de freinage de course haute performance.

1850 PS et 1240 kilogrammes – rapport poids / puissance de 0,67 kg / PS

Afin d’atteindre un poids sec de 1 240 kilogrammes, tous les points ont été levés en ce qui concerne les matériaux et les procédés de production utilisés, à la fois en termes de faisable actuellement et de ce qui sera possible dans le futur.

Toutes les vis et éléments de fixation du Bolide sont entièrement réalisés en titane. De plus, des composants fonctionnels creux à parois minces constitués d’un alliage de titane aérospatial sont utilisés dans de nombreux endroits. Ceux-ci proviennent d’une imprimante 3D et sont extrêmement minces avec des épaisseurs de paroi allant jusqu’à 0,5 millimètre. Cependant, ils sont toujours très stables avec une résistance à la traction de 1 250 newtons par millimètre carré. Les composants hybrides, tels que l’arbre d’entraînement auxiliaire de 0,5 mètre de long, combinent des fibres de carbone enroulées à haute résistance et ultra-rigides avec des embouts en titane imprimés en 3D et peuvent résister à une température de fonctionnement continue allant jusqu’à 260 degrés Celsius. Dans cet exemple, cela réduit le poids d’environ la moitié à 1,5 kilogramme et, en raison de la réduction des masses rotatives, augmente la capacité de rotation du moteur en même temps. Les forces agissant sur les ailes avant et arrière sont transférées par des éléments en titane ultralégers mais très solides. Ils ne pèsent que 600 grammes à l’avant et 325 grammes à l’arrière.

Une innovation mondiale est la peau externe morphable de la pelle d’admission sur le toit, qui permet une optimisation active du flux d’air. Si le véhicule roule à faible vitesse, la surface de la pelle reste lisse. En revanche, un champ de bulles se gonfle lorsqu’il est conduit à des vitesses élevées. Cela réduit la traînée aérodynamique de la pelle de 10% et garantit une réduction de 17% des forces de portance. De plus, l’écoulement sur l’aile arrière est optimisé. À 320 km / h, la force d’appui est de 1 800 kilogrammes à l’aileron arrière et de 800 kilogrammes à l’aile avant.

Comme en Formule 1, le Bolide décélère avec des freins de course à disques et revêtements en céramique. Les étriers de frein ne pèsent que 2,4 kilogrammes chacun. Les jantes avant en magnésium forgé avec verrouillage central pèsent 7,4 kilogrammes, tandis que celles à l’arrière pèsent 8,4 kilogrammes – avec une taille de pneu très large de 340 millimètres sur l’essieu avant et 400 millimètres sur l’essieu arrière (Chiron: 285 mm à l’avant et 355 mm à l’arrière). Un système de cric à air comprimé avec quatre vérins facilite le changement de pneu, un système de ravitaillement rapide permet le ravitaillement sous pression.

Entre autres, un système cinématique à poussoir avec amortisseurs horizontaux assure une manipulation précise. Les réservoirs d’huile sont disposés à l’intérieur des amortisseurs, ce qui améliore l’aérodynamisme. Ne pesant que 100 grammes, les tiges de poussée sont conçues comme une construction légère en titane à paroi mince et optimisée pour le débit avec une charge de flambement de 3,5 tonnes, ce qui correspond à un poids à sec de près de deux Chirons. Les bras de suspension soudés en acier inoxydable de qualité aérospatiale ont une résistance à la traction de 1 200 newtons par millimètre carré et sont également conçus comme des profilés d’aile.

Monocoque léger en carbone

L’équipe Bugatti a développé une monocoque légère en carbone autour du disque. L’extrémité avant intégrale qui y est bridée est également faite de fibres de carbone à haute résistance, tout comme le soubassement entièrement aérodynamiquement efficace et la monocoque elle-même. La résistance à la traction monofibre des fibres utilisées est de 6 750 newtons par millimètre carré, la rigidité monofibre est de 350 000 newtons par millimètre carré. Il s’agit de chiffres qui ne sont atteints que dans l’industrie aérospatiale. Le cadre arrière, conçu comme un assemblage en acier soudé, offre une résistance à la traction maximale de 1200 newtons par millimètre carré, malgré une épaisseur de paroi de seulement 1 millimètre – cela est rendu possible par l’utilisation d’acier inoxydable à haute résistance, qui est autrement seulement utilisé dans l’aviation.

Avec une hauteur totale de seulement 995 millimètres, la Bugatti Bolide a exactement la même hauteur que l’historique Bugatti Type 35, en fonction du volant et du pare-brise tronqué, et environ 300 millimètres plus plate que la Chiron. L’empattement est de 2,75 mètres et la largeur de 1,99 mètres. Comme dans une voiture de course LMP1, les occupants rabattent en biais les portes articulées à l’avant, s’assoient sur un seuil de seulement 70 millimètres de large, comme dans une Type 35, puis positionnent leurs pieds à l’intérieur. Grâce à une paroi latérale d’environ 150 millimètres plus basse que celle du Type 35, la procédure est rapide et facile – pour les conducteurs jusqu’à une hauteur de corps de 2 mètres.

La sécurité est assurée par des équipements de sécurité conçus conformément aux réglementations FIA. Ceux-ci incluent la compatibilité des appareils HANS, un système d’extinction automatique d’incendie, un dispositif de remorquage, un ravitaillement sous pression avec vessie de carburant, des verrous centraux pour les roues, des fenêtres légères en polycarbonate et un système de harnais à six points. Les planchers latéraux monocoques avec tuyaux de refroidissement en carbone intégrés sont simultanément conçus comme des structures d’impact latéral et un renforcement structurel de la monocoque. Le pilote peut voir toutes les données pertinentes sur un écran de sport automobile. Pour une position assise optimale, les pédales et le repose-pied passager peuvent être déplacés de 150 millimètres.

Le design – la quintessence de la forme suit la performance

L’étude expérimentale de la Bugatti Bolide est également un projet très spécial pour Achim Anscheidt, directeur du design chez Bugatti. «En 16 ans chez Bugatti, je n’ai jamais travaillé sur un concept plus extrême.» La conception du Bolide est radicalement adaptée à l’idée de construction légère, et le principe de conception découle donc de l’objectif primordial d’atteindre un rapport poids / puissance fascinant de 0,67 kilogramme par PS.

«C’est la toute première fois que mon équipe a la liberté de créer un design absolument minimaliste autour du moteur W16. Le résultat est la proportion la plus provocante d’une Bugatti moderne et la quintessence distillée de notre philosophie de conception Bugatti qui forme suit la performance », déclare Anscheidt. «La Bugatti Bolide, cependant, est un projet plus technique que façonné par le style.»

Le défi stylistique était de transformer les exigences inflexibles de l’aérodynamique et de la construction légère en une esthétique qui reflète l’ADN unique de Bugatti, mais illustre en même temps l’ambition d’un rapport poids / puissance impressionnant. L’aspect général est dominé par des conduits d’air qui rappellent davantage les voitures de course de Formule 1 aérodynamiquement sophistiquées que les voitures de sport classiques. L’extrémité avant apparemment en filigrane et semi-ouverte est un exemple frappant de la combinaison de l’expertise des conduits d’air, des exigences de construction légère et de la dynamique esthétique.

L’effet dramatique des proportions globales est mis en évidence par la hauteur globale aérodynamiquement favorable de seulement 995 millimètres. Les sièges ultra-sportifs du conducteur permettent la forme surbaissée d’un avion volant à basse altitude. Il n’est donc pas surprenant que l’apparition de la Bugatti Bolide évoque les soi-disant avions X de l’histoire de l’aviation et montre une signature X claire sous tous les angles. Il rappelle indirectement l’avion à réaction Bell X-1 piloté par le capitaine Charles «Chuck» Yeager 1947, la première personne à franchir le mur du son à Mach 1,06. La Bugatti Bolide «X-periment» a la forme d’une voiture de course optimisée aérodynamiquement, sans compromis et offre des performances ultra-sportives et superlatives – sans aucune touche de luxe.

As with other Bugatti vehicles, the Bugatti design team also makes use of a colour split in the Bolide. Compared with other models, the share of visible carbon parts is increased by up to 60 percent. Only around 40 percent of the surfaces are painted – in a re-interpretation of the historic French Racing Blue.

“Fifteen years ago, Bugatti succeeded in creating a new segment with the Veyron 16.4: that of the superior hyper sports car. With the Chiron launched in 2016, we systematically developed this segment further. The models bear witness to power and elegance, uniquely combining technology, design, luxury, and quality in a hitherto unknown combination,” explains Anscheidt. “In contrast, the Bugatti Bolide is an absolute rebel. It is clear to see that its only aim is to convey the pure power of the W16 engine in a visually and technically unadulterated form. Reduced, raw, and authentic – like freshly-caught sashimi”.

L’ADN – Bugatti Type 35

Avec la Type 35, Bugatti a produit l’une des voitures de course les plus réussies de tous les temps. La voiture de sport à toit ouvert a remporté plus de 2 000 victoires entre 1924 et 1930. Aujourd’hui, la Type 35 est une légende dans l’histoire des courses. Il était inimitable en termes de technologie, de design et de performances à son époque – et l’est encore aujourd’hui. Ettore Bugatti a utilisé pour la première fois un mécanisme de manivelle à double roulement et triple roulement à billes. Cela a permis au moteur de tourner jusqu’à 6000 tr / min pour déplacer les huit pistons. Deux carburateurs ont augmenté la puissance à un initial 95 PS. Avec ce moteur, les premières voitures Type 35 ont pu atteindre des vitesses de plus de 190 km / h. Dans les derniers modèles évolutifs de type 35 B avec un moteur huit cylindres de 2,3 litres et un compresseur, la puissance de sortie est passée à 140 ch et la Bugatti a atteint une vitesse de pointe de plus de 215 km / h.

Outre leur incroyable puissance, les moteurs étaient avant tout réputés pour leur fiabilité et leur endurance. Et leur légèreté. Ettore Bugatti n’a pas fait de compromis en matière de construction légère et de meilleure maniabilité possible. Il a développé des roues spéciales à roulement doux pour réduire les masses non suspendues et, par conséquent, améliorer la réponse de la suspension. Le nouvel essieu avant forgé et alésé ne pèse que 10 kilos et reste néanmoins stable. Une Bugatti Type 35 prête pour la course ne pesait que 750 kilogrammes. Un chef-d’œuvre en termes de rapport poids / puissance.

Le verdict – un pur-sang des temps modernes orienté piste

La Bugatti Bolide est le concept technologique inégalé d’une voiture hyper sport Bugatti axée sur la piste. La combinaison de 1850 PS et de 1240 kilogrammes de poids sec garantit un rapport poids / puissance incroyable. Cela place le Bolide avec son moteur W16 au sommet absolu en termes de moteurs à combustion utilisés dans l’ingénierie automobile. «Pour la première fois, nous montrons de quoi le moteur W16 est vraiment capable. Nous avons libéré le véhicule de tous les bagages et avons illustré et combiné le moteur avec le châssis le plus léger possible pour créer la Bugatti ultime et garantir une expérience de conduite ultime. Avec la Bolide, nous présentons notre interprétation d’une voiture de piste Bugatti des temps modernes aux passionnés de Bugatti du monde entier et réalisons enfin leurs vœux les plus fervents », explique Stephan Winkelmann.

La question de savoir si la Bugatti Bolide entre en production en série n’a pas encore été décidée.

1 November, 2020/by Carlos

Coches, MOTOR

SÉRIE DE CONTINUATION DU SOUFFLEUR BENTLEY

L’une des voitures les plus emblématiques de l’histoire de Bentley – le «Blower» 4½ litres suralimenté de 1929 de Sir Tim Birkin – renaîtra avec une nouvelle construction de 12 voitures assorties, chacune fabriquée individuellement à la main par une équipe de spécialistes de la division sur mesure et carrosserie de Bentley, Mulliner. Ensemble, les nouvelles voitures formeront la première série de voitures de course d’avant-guerre au monde.

Seuls quatre «Team Blowers» originaux ont été construits pour la course par Birkin, à la fin des années 1920. Tous ont fait campagne sur les circuits européens, avec la voiture la plus célèbre – la voiture d’équipe n ° 2 de Birkin, immatriculée UU 5872 – qui courait au Mans et jouait un rôle central dans la victoire de l’usine Bentley Speed Six en 1930.

Maintenant, en utilisant une combinaison de générations de compétences artisanales et de la toute dernière technologie numérique, le 1929 Team Blower sera l’exemple principal pour 12 continuations – une pour chaque course à laquelle la flotte originale de quatre Team Blowers a participé.

UTILISATION DE L’ADN DE SOUFFLEUR ORIGINAL

Le propre Team Blower de Bentley – numéro de châssis HB 3403 – sera démonté en ses composants individuels, avant que chaque pièce ne soit cataloguée et méticuleusement scannée en 3D pour créer un modèle numérique complet de la voiture entière. En utilisant les moules et les gabarits d’outillage originaux des années 1920, ainsi qu’une gamme d’outils à main traditionnels et les dernières technologies de fabrication, 12 ensembles de pièces seront ensuite créés, avant que les techniciens du patrimoine qualifiés de Bentley assemblent les nouveaux souffleurs. Les 12 suites seront autant que possible identiques à l’original – mécaniquement et esthétiquement – avec seulement des changements cachés minimes dictés par les préoccupations de sécurité modernes.

La voiture d’origine sera ensuite remontée, l’équipe du patrimoine profitant de l’occasion pour effectuer une inspection détaillée et une restauration mécanique sympathique si nécessaire.

La Bentley Team Blower, âgée de 90 ans, est toujours utilisée régulièrement sur la route, y compris pour l’achèvement des Mille Miglia en Italie, des courses quotidiennes en côte au Goodwood Festival of Speed et une récente tournée sur la côte californienne. Le Blower a été vu à la Monterey Car Week 2019, y compris un défilé à Laguna Seca et culminant au Concours d’élégance de Pebble Beach 2019, où la voiture est apparue avec deux des trois autres Team Blowers.

UNE CONTINUATION D’ÉLÉMENTS ORIGINAUX

Dans le prolongement du Team Blower original, chacune des nouvelles voitures de la série Continuation comportera des moteurs à quatre cylindres à 16 soupapes avec un carter en aluminium avec des chemises de cylindre en fonte et une culasse en fonte non amovible. Le compresseur sera une réplique exacte du compresseur de type racines Amherst Villiers Mk IV, aidant le moteur de 4398 cm3 à développer 240 ch à 4200 tr / min. La structure de la voiture sera un cadre en acier embouti, avec une suspension à ressort à lames semi-elliptique avec des copies des amortisseurs Bentley & Draper. Des récréations de freins à tambour mécaniques Bentley-Perrot de 40 cm (17,75 ”) et de direction à vis sans fin et à secteur complètent le châssis.

Il faudra à Mulliner environ deux ans de travail méticuleux pour terminer la série de 12 voitures. Les prix seront sur demande.

HISTOIRE DU SOUFFLEUR

Aucune autre Bentley d’avant-guerre n’a eu un impact comparable à la Bentley suralimentée de 4½ litres «Blower». Bien qu’elle n’ait jamais remporté de course d’endurance, la Blower Bentley était la voiture de course la plus rapide du jour, et comptait parmi ses fans l’auteur Ian Fleming – qui a ensuite décidé que son célèbre agent secret fictif James Bond conduirait une Bentley 4½ litres suralimentée. , avec la voiture de sport britannique rivale souvent associée simplement la «voiture de piscine» MI6.

Les Blower Bentleys sont nés d’une philosophie conçue par Sir Tim Birkin – pilote de course remarquable et Bentley Boy – pour extraire plus de vitesse des Bentley de course de l’époque. Alors que la méthode de l’adj Bentley consistait à augmenter la cylindrée du moteur – de 3 litres, à 4½ litres, à 6½ litres – Birkin a été impressionné par le compresseur de type Roots développé par l’ingénieur britannique Amherst Villiers, qui a fait passer la puissance du 4½ de 130 ch à 240 chevaux dans l’air de la course. Il a persuadé le président de Bentley, Woolf Barnato, de sanctionner la production de 55 Bentley 4½ litres suralimentées, dont cinq allouées à la compétition. La voiture de la flotte patrimoniale de Bentley – UU 5872 – est la deuxième des quatre voitures «Team» développées dans les ateliers Birkin & Co de Welwyn Garden City grâce au financement de la riche héritière l’hon. Dorothy Paget.

www.bentleymotors.com

25 October, 2020/by Carlos

Coches, MOTOR

ASTON MARTIN V12 SPEEDSTER: a puristic limited edition for the most demanding drivers

Wednesday 4 March, Gaydon: The Aston Martin V12 Speedster has made its global debut today, with just 88 examples of this puristic limited-edition model set to hit the road.

Created by luxury British marque’s bespoke customisation service ‘Q by Aston Martin’, the Aston Martin V12 Speedster is a truly visceral driver’s car that draws inspiration from both the brand’s rich racing history and aeronautical design. Today’s example is showcased in a conceptual F/A-18 livery, also curated by the same artisans.

ASTON MARTIN V12 SPEEDSTER: a puristic limited edition for the most demanding drivers

Aston Martin Lagonda President and Group CEO, Dr Andy Palmer said: “It makes me enormously proud to reveal Aston Martin’s latest, most exciting special model today. The V12 Speedster is an incredible demonstration of the breadth of capability and determination from the ‘Q by Aston Martin’ team, who have worked tirelessly to create this stunning, two-seat sports car aimed at our most demanding and enthusiastic customers.”

Conceived a little over 12 months ago, the V12 Speedster has undergone an intensive development programme, going from drawing board to production reality within that short period. Demonstrating the skills and meticulous planning of ‘Q by Aston Martin’ and Aston Martin Design, the V12 Speedster is a living show car, underlining the company’s commitment to deliver customers a stunning driver’s car, using the engineering ingenuity and advanced materials evident throughout the entire Aston Martin range.

Utilising Aston Martin’s latest bonded aluminium architecture, the V12 Speedster utilises elements from both the DBS Superleggera and Vantage model lines to create its own unique platform. With independent double wishbone front, and multi-link rear suspension with coil springs and adaptive damping offering Sport, Sport+ and Track modes, the V12 Speedster also benefits from standard 21-inch forged centre lock alloy wheels. Carbon Ceramic Brakes of 410mm on the front axle and 360mm at the rear are also standard equipment.

Over the V12 Speedster’s unique chassis is a bespoke body constructed almost entirely from carbon fibre. Miles Nurnberger, Director of Design, Aston Martin Lagonda, said: “With the V12 Speedster we do go back a step and look into our past for inspiration. Since the DB11 launch, everything has been focused and very forward looking. Here though, we find a different tempo. There’s clear lineage from the 1959 Le Mans winning DBR1 to our Centenary celebratory CC100 Speedster Concept in 2013. There is also a bit of 1953 DB3S in the mid-section, so it really is our latest incarnation of the Speedster concept. It’s also inspired by fighter jets as much as it is by our history, and it has been created to deliver an incredibly visceral experience, hence why it is a V12, rather than a V8. With the V12 Speedster we are amplifying all the emotional strings that we can to the absolute maximum.”

Nurnberger adds: “No roof or screen, a big engine, low, with broad shoulders and exaggerated and emotional styling with twin humps and the spine separating the driver and passenger. The light, low, rear end contrasts with the bold, enlarged grille, unique headlights and bonnet nostril at the front. The bonnet nostril we haven’t done in a very long time, but we’ve brought them back. It’s a neat trick visually to allow us to win some space for the V12. It creates this iconic looking vent.”

The interior specification pushes new boundaries, using a mix of traditional and modern materials. Structural satin carbon fibre, contrasts with traditional hand-crafted Saddle Leather, chrome, aluminium and even 3D printed rubber. Visually and physically the interior reduces mass, for a leaner, efficient style, but one that retains all the emotion and craftsmanship Aston Martins are renowned for. In front of the passenger is a removable leather bag in place of a traditional glove box, while there’s additional storage space under the rear bumps for luggage.

Unveiled here today at Aston Martin’s Gaydon HQ, the V12 Speedster has been shown in a conceptual specification that is inspired by the legendary F/A-18 and will be available for customers to order. Born from an exciting new collaboration with Boeing and created by the brand’s bespoke customisation service ‘Q by Aston Martin’, this striking livery takes the legendary fighter jet for inspiration and is finished in Skyfall Silver, with contrasting satin black on the exhaust tips, vent grilles and vanes. The dark theme is carried through to the interior, with satin dark chrome, machined aluminium, black leather, black technical textile, black carpets and vivid red Aston Martin scripted door pulls, creating a purposeful look for this conceptual styling.

Powering the V12 Speedster is Aston Martin’s scintillating 5.2-litre, Twin-Turbo V12 engine, with a peak output of 700hp¹ and 753Nm¹ of torque. Front mid-mounted, the all alloy, quad cam 48-valve engine is mated to a ZF 8-Speed automatic transmission with a limited-slip differential driving the rear wheels. The V12 Speedster is able to accelerate to 62mph (100km/h) in 3.5 seconds on the way to a limited top speed of 186mph (300km/h)¹.

The iconic V12 engine promises scintillating performance, but further underlining the V12 Speedster’s abundant character and unparalleled commitment to a thrilling drive is an even more invigorating aural signature. To create this Aston Martin’s engineers have created a bespoke stainless-steel exhaust system exiting centrally into the diffuser surface at the rear of the car for an even more rousing, characterful sound from the drivetrain. With the V12 Speedster, every element of the drive is experiential, most obviously the removal of the windscreen adding to the visceral engagement, heightening the driving experience to new levels.

Matt Becker, Aston Martin Chief Engineer, said: “for raw, driving thrills the V12 Speedster is unparalleled, the fully open element of the car adding a new dimension to the experience. It engages on every level, delivering a precise, involving driving experience, with agility and poise backed by abundant power from Aston Martin’s twin-turbo 5.2-litre V12. Driving doesn’t get any purer than this.

Aston Martin Lagonda President and Group CEO, Dr Andy Palmer said: “nothing demonstrates Aston Martin’s commitment to providing unique, special models to its customers more than the V12 Speedster. The 88 hand-built cars will be sought after by driving enthusiasts and collectors alike all around the world. I’m excited not just about what they offer drivers, but of what it represents. The V12 Speedster not just showcases our incredible engineering capability and ambition, but also celebrating Aston Martin’s rich heritage.”

Orders are now being taken for the V12 Speedster, with pricing starting at £765,000 including VAT and deliveries expected to begin in the first quarter of 2021.

www.astonmartin.com

4 March, 2020/by Carlos

Coches, Concept, MOTOR

Lamborghini Lambo V12 Vision Gran Turismo à Monte Carlo

Sant’Agata Bolognese / Monte-Carlo, Monaco, le 24 novembre 2019 – Présentation du nouveau concept de voiture, modèle Lamborghini Lambo V12 Vision Grand Tourisme, dans le monde entier, avec des cartes de visite de grand tourisme, classé dans la FIA 2019 par le jour lugar en Monte Carlo, Mónaco.

Lamborghini Lambo V12 Vision Gran Turismo en Montecarlo

Lambo V12 Vision GT est un concept très visionnaire qui met l’accent sur le “plaisir de conduire” dans l’environnement numérique du jeu de course emblématique Gran Turismo Sport sur Sony PlayStation 4, où il sera pratiquement disponible à partir du printemps 2020. Stefano Domenicali, président et chef de la direction d’Automobili Lamborghini SpA, a déclaré: «Lamborghini est une marque très jeune et c’est pourquoi nous sommes ici aujourd’hui pour présenter notre nouvelle vision virtuelle sous la forme d’un véritable modèle, avec un design très futuriste et génial. pour la jeune génération de passionnés de jeux de course et de super sports »

Le Lambo V12 Vision GT présente un design très excitant produit par Lamborghini Centro Stile à Sant’Agata Bolognese. Il s’agit d’une monoplace qui, dans sa forme virtuelle, utilise le groupe motopropulseur de la Lamborghini Sián FKP 37.

La conception est basée sur l’ADN de conception historique de Lamborghini, développant le potentiel du langage de conception d’une manière très futuriste. Centrée sur la ligne médiane unique, la silhouette emblématique de tous les modèles Lamborghini souligne un design monoplace conçu pour un jeu de course où un passager n’est pas nécessaire.

La conception globale puissante du concept car est dédiée à l’aérodynamique sophistiquée. Une grande aile abritant un feu arrière important domine l’arrière. Tous les éléments sont conçus comme des surfaces hautes performances, intégrant la conception et l’aérodynamisme. Le corps principal est déconnecté des ailes et le thème des hexagones inspiré des fenêtres latérales est inspiré de la Lamborghini Marzal de 1968. La Lambo V12 Vision GT utilise la signature typique de la Lamborghini Y pour les phares et les feux arrière.

Un concept visionnaire nécessite un design d’intérieur en avance sur son temps. Le conducteur entre dans la cabine comme un pilote de chasseur à réaction, par l’avant de la voiture. Les commandes de conduite principales se trouvent à l’intérieur du volant futuriste et toutes les informations du conducteur sont projetées pratiquement devant lui. “Le Lambo V12 Vision Gran Turismo est créé pour fournir la meilleure voiture virtuelle aux jeunes fans et joueurs, qui sont très enthousiastes à propos de Lamborghini et de ses aspirations futuristes”, a déclaré Mitja Borkert, directeur du Lamborghini Stile Center. «C’est une occasion pour les talents en design au sein de Lamborghini d’étirer les ailes et de visualiser une voiture qui, comme toutes les Lamborghini, fait tourner la tête et constitue la meilleure expérience de conduite, tout en reflétant l’appui de Lamborghini sur les technologies futures, particulièrement dans le domaine des matériaux légers et de l’hybridation. ”

Photos et vidéos: media.lamborghini.comLamborghini Lambo Informations sur Automobili Lamborghini: www.lamborghini.com

30 November, 2019/by Carlos