Coches, COLECCIONISMO, MOTOR, Superdeportivos, Susbastas

RM Sotheby’s | Private Sales – 1965 Shelby 427 S/C Cobra “CSX 4600”

1965 Shelby 427 S/C Cobra “CSX 4600”

$475,000 Lot Location: New York, New York

RM | Private Sales

Chassis No.

CSX 4600

Finished in hand-formed bronze
Hand-polished, bare-metal body with contrasting brushed stripes
650 hp, 511 cu. in. “427 FE” V-8 engine with Borla Induction throttle-body fuel injection built by the Carroll Shelby Engine Company; five-speed manual transmission
Stainless steel side pipes, chrome roll bar, and Halibrand-style knock-off wheels
A dazzling interpretation of the legendary Shelby 427 S/C Cobra

When he shoehorned an American V-8 into the shapely, British-built AC Ace, Carroll Shelby knew he was creating a sports car with potent performance both on-and off-track. But he could have scarcely imagined that the first 1962 Shelby Cobra would touch off a sensation that is still going strong today. By 1965, the Cobra had been developed into what is perhaps its most iconic form: 427-cubic-inch Ford V-8-powered Mark III, which featured a new chassis to make better use of its greatly increased output, and, above it, curvy bodywork with wide, flared fenders. Conceived with competition in mind, the 427 S/C, or “semi-competition,” model was also made available for those willing to contend with the Cobra’s raw power on the street.

The enduring popularity of the Shelby Cobra is such that numerous companies supply chassis, bodies, and components, often with home construction in mind. The cost and quality of these products vary, with only the finest replica Cobras—including the “4000 Series” of continuation cars—each earning CSX chassis numbers, offered in either fiberglass or aluminum. But when it comes to building bodies for these special cars, Provo, Utah-based Kirkham Motorsports undoubtedly sits in the upper echelon of suppliers.

Since 1994, Kirkham has offered exacting Cobra replicas in a range of configurations, including street and racing variants of the original 289 and the 427. From the very start, each has featured bodywork hand-crafted by a team of artisans in Poland—an unlikely transatlantic alliance said to have been forged when company founder David Kirkham was called to help repair the damaged nose cone of a recently imported jet fighter!

CHASSIS CSX 4600

Kirkham Cobra bodies are typically rendered in lightweight aluminum, but for discriminating enthusiasts in search of something exceptional, it can also create distinctive bodywork in unexpected and challenging materials like copper and, in the case of chassis CSX 4600, bronze. In addition to the eye-catching, unexpected medium, these unpainted bodies reveal any underlying flaws, making them the ultimate demonstration of the quality of Kirkham’s offerings.

CSX 4600’s gleaming bronze bodywork, hand-polished to a mirrorlike finish, is broken only by a pair of racing stripes—here cleverly brushed into the metal surface, rather than applied with paint. Stainless steel side exhaust pipes and a chromed roll bar add contrast, and the car is equipped with Halibrand-style pin-drive knock-off wheels wrapped in Goodyear Eagle “billboard” tires.

The car’s cockpit is suitably minimalistic, featuring tinted sun visors, period-style black leather bucket seats, and a leather-covered dashboard equipped with a suite of Speedhut performance gauges, with the speedometer and tachometer bearing Carroll Shelby’s signature; the center emblem of the wood-rimmed steering wheel is also engraved with Shelby’s signature. The bottle for the onboard fire-suppression system sits below the dash.

This Cobra’s spectacular appearance is matched by its mechanical specification. An impressive aluminum-block 427 FE V-8, built by the Carroll Shelby Engine Company and stroked and bored to 511 cubic inches of displacement, is to be found underneath the hood. Breathing through eight 58-milimeter Borla Induction throttle bodies, this fuel-injected engine produces over 650 horsepower and over 670 pound-feet of torque (as accompanying dynamometer data attests). It is mated to a five-speed manual transmission, which sends power to the rear wheels via a 3.54:1 differential.

Nearly six decades after it first appeared, the Shelby Cobra still makes a powerful statement anywhere it goes—something that is doubly true of this spectacular Cobra 427 S/C “4000 Series.” Crafted in bronze by Kirkham Motorsports, CSX 4600’s dazzling hand-formed body and powerful fuel-injected 427 FE V-8 would make it a prized addition to any collection celebrating American sports car performance.

RM | Private Sales

4 March, 2021/by Carlos

Coches, Especiales, MOTOR

MARC PHILIPP GEMBALLA – Project Sandbox Coupe

A NEW ERA BEGINS.

BORN AND RAISED IN A 911

With the new founded company MARC PHILIPP GEMBALLA GmbH (MPG), the 26-year-old son of world-famous Porsche specialist Uwe Gemballa is launching his very first own project in 2020, starting a new era exactly ten years after his father’s passing. Born and raised in a sports car-enthusiastic family always being part of by his father’s doings, Marc has studied management at Germany’s oldest business school EBS University near Frankfurt am Main and has gained automotive expertise working for various sports car manufacturers including Aston Martin, Mercedes, and Porsche.

TIME FOR A CHANGE

Growing up in an environment where building the fastest and most powerful production car on the planet and setting the next world record on the Nürburgring was key, now ten years down the road, the market has changed. The horsepower game is over, tuning is done by the OEMS themselves and there is a glut of new upcoming supercars with hyped-up horsepower figures that are being thrown onto the market. Marc realized when aiming to build a successful company for the next decades and not just creating a next ‘me too’ product for the market, it really comes down to offer something special to the client.

THE VISION

MPG sees a new market opportunity arising in creating special products in the high luxury segment, inspired by the core of his father’s success in creating holistic masterpieces, combined with a new fresh design and technology focused approach, leaving the era of tuning behind, and ultimately achieving a USP position in the market.

More than two years of preparation and development have resulted in the idea of equipping unique people for their adventure, no matter where in the world, no matter what the terrain, no matter what the climate or road conditions. MPG is taking the extreme from on-road to off-road, building his very first super car combined with off-road capabilities in a limited small series run.

Marc Philipp Gemballa GmbH is not associated in any form with Gemballa GmbH, and any of its subsidiaries, and/or its trademarks.

SUPPORTED BY PARTNERS

REVIVING A LEGENDARY PARTNERSHIP

Marc Philipp Gemballa announces engine collaboration with Porsche specialist RUF Automobile for his new project

Engine development of the new Porsche 959-inspired supercar by Marc Philipp Gemballa will be carried out by Porsche engine specialist and vehicle manufacturer RUF Automobile GmbH
Going back to their roots, Uwe Gemballa and Alois Ruf worked successfully together in the 1980s in producing the powertrains
The RUF engine upgrade – today just as back then under the name ‘Powered by RUF’, enables the six-cylinder boxer engine (based on the 992 Turbo S series) to delivering over 750 hp and 930 Nm of torque
The limited launch edition series of the first ten vehicles of the offroad capable supercar (based on the all-new 992 Turbo S) have already been sold before the offcial market launch in Spring 2021

Two iconic families from the exclusive Porsche scene are teaming up for another collaboration. Just as Uwe Gemballa successfully partnered with Porsche specialist Alois Ruf for the engine development of his exclusive vehicles back in the 1980s, the two families return to make history together again.

This story is now being revived by Uwe’s son, Marc Philipp Gemballa. The engine development of the o-road capable sportscar designed by MARC PHILIPP GEMBALLA GmbH (not associated in any form with Gemballa GmbH) is being carried out by the since 1981 registered vehicle manufacturer RUF Automobile GmbH – now, just as back then, under the name ‘Powered by RUF’.

“We enjoy working with my father’s trusted business partners. Many of them rank among today’s leading suppliers in the automotive industry, and in addition to their decades of experience, they know the standards we strive for and perfectly understand what matters. My father trusted the technical expertise as well as the highquality standards and the well-proven working methods of Alois Ruf. Consequently, the choice to partner with RUF Automobile for the engine development was a natural decision for us. I am pleased that we can continue this very special friendship and partnership”.

Just as RUF had developed the powertrains of several legendary models from Uwe Gemballa in the 1980s, the Pfaffenhausen-based manufacturer is now also taking over the engine development of Marc Philipp’s new model. Alois Ruf, Managing Director of RUF Automobile GmbH, is pleased that this success story is being revived with the project by Marc Philipp Gemballa, and remembers:

“With the vehicles of Uwe Gemballa, I associate the courageous, radical, and uncompromising expression of driving pleasure. I look forward to working with his son Marc Philipp”.

The collaboration kicks off with the young entrepreneur’s first project – an off-road supercar inspired by the legendary Porsche 959 ‘Paris-Dakar’ – currently still camouflaged under the name ‘Project Sandbox’ – which is based on the all-new Porsche 911 Turbo S from the 992 series. The engine upgrade under the name ‘Powered by RUF’ enables the six-cylinder boxer engine to deliver over 750 hp and 930 Nm of torque. “Despite the enormous power reserves, the engine complies with the latest EURO 6 emissions regulations and has been subject to the strictest WLTP and RDE tests,” explains Moritz Renner, technical director of MARC PHILIPP GEMBALLA GmbH (MPG). The world premiere of the project is scheduled for Spring 2021, and the demand is already very high.

The exclusive launch edition, limited to only ten units, has sold out even before the official launch, leaving only 30 out of the original 40 units available while the company is preparing for the start of serial production later this year.

Besides being offered in ‘Project Sandbox’, the power upgrade to over 750 hp, developed by RUF, can also be offered for every conventional Porsche 992 Turbo (or Turbo S).

Technical Specifications

Base vehicle: Porsche 911 Turbo S (992 series)
Engine: 6-cylinder twin-turbocharged flat-six
Power (kW): 552 kW (Series: 478 kW)
Power (hp): 750+ hp (Series: 650 hp)
Max. torque: 930 Nm torque (Series: 800 Nm torque)

Further information and more technical details about the vehicle will be released in the upcoming weeks leading up to the project‘s ocial market launch.

BORN AND RAISED IN A 911

With the newly founded company MARC PHILIPP GEMBALLA GmbH (not associated in any form with Gemballa GmbH), the 27-year-old son of the world-famous Porsche specialist Uwe Gemballa is launching his very first project in 2021, starting a new era exactly ten years after his father‘s passing. Born and raised in a sports car enthusiastic family, Marc Philipp developed his passion for automobiles from a very early stage. After completing his business studies at EBS University of Economics and Law, he gained professional expertise in the automotive industry, working for various sports car manufacturers, including Aston Martin, Mercedes-Benz, and Porsche.

TIME FOR A CHANGE

Growing up in an environment where building the fastest and most powerful production car on the planet and setting the next world record on the Nürburgring was key, now ten years down the road, the market has changed. The horsepower game is over, tuning is done by the OEM themselves, and the market is being flooded with an influx of new supercars with hyped-up horsepower figures constantly. Marc Philipp realised when aiming to build a successful company for the next decades – and not just toss the next ‚me too‘ product onto the market, he needed to come up with something very special for the clients.

24 February, 2021/by Nico Nico

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
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@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
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23 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, Concept, Especiales, MOTOR, Superdeportivos

“Porsche Unseen” provides a glimpse of unreleased concept cars

Stuttgart, Germany. Under the title “Porsche Unseen”, Porsche is for the first time publishing design studies from 2005 to 2019 which have until now been kept under lock and key. The sports car manufacturer is showing spectacular visions of 15 different cars. The early studies cover the segments “Spin-offs“, “Little rebels“, “Hyper cars“ and “What’s next?”. In this way, Porsche is offering an exclusive insight into its design process – from the very first drawing to the finished model ready for series production.

“Porsche Unseen” provides a glimpse of unreleased concept cars

“People all over the world love the timeless and innovative design of our sports cars,” says Oliver Blume, Chairman of the Executive Board at Porsche AG. “Visionary concept studies are the foundation of this success: they provide the pool of ideas for the Porsche design of tomorrow, and combine our strong tradition with trailblazing future technologies.”

“Porsche Unseen” provides a glimpse of unreleased concept cars

The previously unpublished design studies are being presented exclusively by the Porsche Newsroom in a series of articles. The 911:Magazine web TV format has also dedicated an episode to selected studies and examines the connection between the studies and the current production models together with Porsche Chief Designer Michael Mauer. For fans of the brand, the book entitled “Porsche Unseen” is released today by the Delius Klasing publishing house. Interested readers are given a detailed look behind the scenes of Style Porsche. A selection of studies will also be on display later for fans to admire live: the Porsche Museum will be integrating the models in the exhibition in 2021.

The design process: from the first drawing to the drivable prototype
The design process starts with a sketch. This is visualised in the next step as a 3D model. As soon as an idea is to be developed further, small models are produced in a scale of 1:3, then followed by hard models in the scale 1:1. “The virtual world is the first step, but you especially have to experience the unusual models in reality in order to understand whether a car has small, large or surprising proportions,” says Michael Mauer, Vice President Style Porsche. In contrast to the development of a production model where several models are always developed with different styling formats, the vision projects, on the other hand, concentrate on a single vision model which serves as a protagonist for the central idea.

“Porsche intentionally has just a single design studio – located in the direct proximity of development,” says Michael Mauer. “Weissach is our epicentre. Instead of opening advanced design studios in the distant metropolises of North America and Asia, our designers come from all over the world to Porsche in Weissach in order to create the latest production sports cars and automotive visions at the heart of the brand. More than 120 designers, experts for interior, exterior, colours and materials, model builders, modellers and study engineers work in the Porsche Design Studio.

“Porsche Unseen” provides a glimpse of unreleased concept cars

The design studies: on a journey of the mind into the future of mobility
“When it comes to the visions we develop, it is not about bringing every car onto the road. Instead, it is more a question of establishing creative space and a relationship with the future,” says Michael Mauer when describing the design process and adds: “There are two possibilities for continuing to develop as a brand: either you improve your products from the present, that is to say step-by-step. However, it is difficult to be really innovative in this process. Or you give free rein to your creativity. The idea is to let your thoughts jump to the day after tomorrow, and to then move back from there to tomorrow.”

Based on this idea, Porsche develops the product and brand identity which characterises and secures the appearance of all models in the long term. The design language for future models develops from the long-term vision. In this process, the higher-level goal is to combine the Porsche design DNA with state-of-the-art vehicle engineering. On the one hand, this secures the innovative capability of future Porsche models and, on the other, also provides an evolutionary reference to the rich history of Porsche. A closer look at some examples:

The Porsche 919 Street (2017; 1:1 clay model) was developed on the basis of the technology used in the Porsche 919 Hybrid, promising to make the exhilarating driving experience of the LMP1 race car available to amateur drivers. Under the outer shell are the carbon monocoque and powerful 900 PS hybrid racing drivetrain that helped the Porsche 919 to achieve numerous victories at Le Mans. The dimensions and wheelbase were also the same as on the race car.

With its spartan, puristic cockpit, the characteristic radiator grilles over the mid engine, red graphic elements and the suggested fins at the rear, the compact Porsche Vision Spyder (2019; 1:1 hard model) clearly calls to mind the Porsche 550-1500 RS Spyder from 1954. At the same time, the study was intended to further develop the design identity of Porsche and provide a pool of ideas for future details – for example, the ultra-modern roll bar.

The Porsche vision “Renndienst” (2018; 1:1 hard model) is the free interpretation of a family-friendly space concept for up to six persons. The design team designed a futuristic “space shuttle“ with exciting proportions. The study shows how the Porsche design DNA with its characteristic surface modelling can be transferred to an unknown vehicle segment for the brand. In the interior, passengers find a comfortable and modular travel cabin. The driver sits in a central driver’s seat. The all-electric drive technology is located in the underbody. As a result, passengers can enjoy an unexpectedly generous space and travel experience combined with Porsche-like flair.

The book “Porsche Unseen” is now available from retailers with the ISBN number 978-3-667-11980-3. The design studies are presented in detail over 328 pages with impressive photos from Stefan Bogner and informative text by Jan Karl Baedeker. It is published by Delius Klasing Verlag and is also available in the Porsche Museum shop.

21 November, 2020/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

Для гиперкара Bugatti Bolide заявлена безумная динамика

Bugatti разработала экстремальный, ориентированный на трек гипер-спортивный автомобиль с беспрецедентным соотношением веса к мощности всего 0,67 кг на л.с.?

Уменьшенный, сырой, аутентичный. С технологической концепцией Bugatti Bolide1 французский производитель роскошных автомобилей теперь дает ответ на вопрос: а что, если Bugatti построит радикально легкий автомобиль на основе своего легендарного 8,0-литрового двигателя W16? Экспериментальное исследование Bugatti Bolide – это ориентированный на трек гиперспорткар с двигателем W16, полученным из серийного производства, в качестве трансмиссии в сочетании с минимальным корпусом для максимальной прижимной силы. Поэтому он обещает предложить максимальную производительность Bugatti.

Идея – а что, если? Эксперимент.

«Bugatti олицетворяет непрерывный поиск технологических инноваций в соответствии с ценностями бренда компании, такими как превосходство, смелость и преданность делу. И Bugatti никогда не стоит на месте. Мы постоянно стремимся к новым и интересным целям, и всегда держим в голове вопрос: а что, если? » говорит Стефан Винкельманн, президент Bugatti.

«Мы спросили себя, как нам реализовать мощный двигатель W16 как технический символ бренда в его чистом виде – с четырьмя колесами, двигателем, коробкой передач, рулевым колесом и, как единственной роскошью, двумя сиденьями. Важными аспектами наших размышлений были точная настройка нашей легендарной трансмиссии без каких-либо ограничений в отношении соотношения веса к мощности. Эти соображения привели к созданию Bugatti Bolide. Бескомпромиссный эксперимент, чистокровный Pur Sang, который своей грубой эксклюзивностью впечатляет, прежде всего, высокими характеристиками, малым весом и впечатлениями от вождения в совершенно новом измерении. Управлять Bolide – все равно что кататься на пушечном ядре ».

Технология – трансмиссия, разработанная специально для гоночной трассы.

«Bolide – это окончательный ответ на вопрос, что, если бы Bugatti построила гоночный гиперспорткар, который отвечал требованиям безопасности FIA. Разработан на основе трансмиссии W16 с минимальной структурой кузова и невероятными характеристиками. Результат: наименьшая возможная оболочка для автомобиля с потрясающими характеристиками, позволяющая W16 по-настоящему проявить себя », – объясняет Стефан Эллротт, член правления Bugatti и глава отдела технического развития. «Весь опыт Bugatti был воплощен в Bugatti Bolide. Таким образом, это инновационный источник информации о технологиях будущего. Таким образом, Bolide – это больше, чем просто интеллектуальное упражнение.

«С точки зрения технологии и организации Bolide был одним из самых амбициозных проектов в моей карьере», – говорит Франк Гётцке. Сыграв решающую роль в разработке Veyron 16.4 и Chiron, инженер также отвечал за техническую концепцию Bolide. Всего за восемь месяцев он создал совершенно новый автомобиль на базе хорошо известной полноприводной трансмиссии Bugatti W16, которая была сильно модифицирована для этого проекта.

В его основе – 8,0-литровый 16-цилиндровый двигатель W16 мощностью 1850 л.с. и крутящим моментом 1850 Нм. Bugatti разработала привод специально для использования на гоночной трассе и оптимизировала двигатель и коробку передач, в частности, для более высоких оборотов двигателя. Среди прочего, это включает в себя снижение дросселирования впускной и выпускной системы для достижения еще более быстрой, более спонтанной и экстремальной реакции. Четыре недавно разработанных турбокомпрессора оснащены оптимизированными лопастями для создания большего давления наддува и мощности при более высоких оборотах двигателя. Для достижения оптимальной смазки даже при чрезвычайно высоких центробежных силах были оптимизированы масляный контур, давление масла, обратные клапаны, перегородки, масляные баки, масляные резервуары и конструкция насоса системы смазки с сухим картером. При этом значительно снижается вес приводной системы.

Вместо промежуточного охлаждения вода-воздух в Bugatti Bolide используется промежуточное охлаждение воздух-воздух с предварительным водяным охлаждением для оптимальной работы на гоночной трассе. Приток осуществляется спереди через один внутренний и один внешний воздуховоды с каждой стороны автомобиля. Два водяных охладителя, которые расположены перед передней осью, обеспечивают более эффективную радиаторную систему с точки зрения потока, чем это принято даже в Формуле 1. Три маслоохладителя с воздушным охлаждением для двигателя, трансмиссии и дифференциала с предварительным водяным охлаждением. охлаждение снижает температуру даже на динамично сложных гоночных кругах. Недавно разработанные и гибридные радиальные компрессоры с ТРДД из углеродного титана обеспечивают вентиляцию и охлаждение высокопроизводительной гоночной тормозной системы.

1850 л.с. и 1240 кг – удельная масса 0,67 кг / л.с.

Чтобы добиться сухого веса в 1240 килограммов, были сняты все ограничения в отношении используемых материалов и производственных процессов, как с точки зрения того, что возможно в настоящее время, так и с точки зрения того, что станет возможным в будущем.

Все винты и элементы крепления Bolide полностью выполнены из титана. Кроме того, во многих местах используются полые тонкостенные функциональные компоненты из аэрокосмического титанового сплава. Они созданы на 3D-принтере и очень тонкие, с толщиной стенок до 0,5 миллиметра. Однако они по-прежнему очень стабильны с пределом прочности на разрыв 1250 ньютонов на квадратный миллиметр. Гибридные компоненты, такие как вспомогательный приводной вал длиной 0,5 метра, сочетают намотанные высокопрочные и сверхжесткие углеродные волокна с напечатанными на 3D-принтере титановыми концевыми фитингами и могут выдерживать непрерывную рабочую температуру до 260 градусов Цельсия. В этом примере это снижает вес примерно на половину до 1,5 кг и, за счет уменьшения вращающихся масс, одновременно увеличивает способность двигателя к увеличению оборотов. Силы, действующие на переднее и заднее крылья, передаются сверхлегкими, но очень прочными титановыми элементами. Они весят всего 600 граммов спереди и поразительно 325 граммов сзади.

Мировая инновация – это изменяемая внешняя оболочка воздухозаборника на крыше, обеспечивающая активную оптимизацию воздушного потока. Если автомобиль движется с малой скоростью, поверхность ковша остается гладкой. Напротив, при движении на высокой скорости поле пузырей выпирает. Это снижает аэродинамическое сопротивление ковша на 10 процентов и обеспечивает снижение подъемной силы на 17 процентов. Кроме того, оптимизирован поток на заднее крыло. На скорости 320 км / ч прижимная сила составляет 1800 кг на заднем крыле и 800 кг на переднем.

Как и в Формуле 1, Bolide замедляется с помощью гоночных тормозов с керамическими дисками и покрытиями. Тормозные суппорты весят всего 2,4 кг каждый. Передние кованые магниевые диски с центральным замком весят 7,4 кг, а задние – 8,4 кг – с очень широкими шинами 340 мм на передней оси и 400 мм на задней оси (Chiron: 285 мм на передней оси). и 355 мм сзади). Система домкратов с пневматическим приводом и четырьмя гидроцилиндрами упрощает замену шин, а система быстрой заправки позволяет производить дозаправку под давлением.

Среди прочего, кинематическая система толкателя с горизонтальными амортизаторами обеспечивает точное управление. Масляные резервуары расположены внутри амортизаторов, что улучшает аэродинамику. Толкатели весят всего 100 граммов и представляют собой тонкостенную и оптимизированную по потоку легкую титановую конструкцию с нагрузкой на изгиб 3,5 тонны, что соответствует сухому весу почти в два хирона. Сварные рычаги управления, изготовленные из нержавеющей стали для авиакосмической промышленности, имеют предел прочности на разрыв 1200 ньютонов на квадратный миллиметр и также выполнены в виде профилей крыла.

Легкий монокок из карбона

Команда Bugatti разработала легкий монокок из карбона вокруг привода. Цельный передний конец, присоединенный к нему фланцами, также сделан из высокопрочных углеродных волокон, как и полностью аэродинамически эффективная днище и сам монокок. Прочность на растяжение одного волокна используемых волокон составляет 6750 ньютонов на квадратный миллиметр, жесткость одного волокна составляет 350 000 ньютонов на квадратный миллиметр. Это цифры, которые достигаются только в аэрокосмической отрасли. Задняя рама, выполненная в виде сварной стальной сборки, обеспечивает максимальную прочность на разрыв 1200 ньютонов на квадратный миллиметр, несмотря на толщину стенок всего 1 миллиметр – это стало возможным благодаря использованию высокопрочной нержавеющей стали, которая в остальном только используется в авиации.

При общей высоте всего 995 миллиметров, Bugatti Bolide точно такой же, как исторический Bugatti Type 35, в зависимости от рулевого колеса и укороченного лобового стекла, и примерно на 300 миллиметров более плоский, чем Chiron. Колесная база составляет 2,75 метра, ширина – 1,99 метра. Как и в гоночном автомобиле LMP1, пассажиры складывают двери, которые навешиваются спереди под углом, садятся на подоконник шириной всего 70 миллиметров, как в Type 35, а затем ставят ноги в салон. Благодаря боковой стенке, которая примерно на 150 миллиметров ниже, чем у Type 35, процедура выполняется быстро и легко – для водителей ростом до 2 метров.

Безопасность обеспечивается оборудованием для обеспечения безопасности, разработанным в соответствии с правилами FIA. К ним относятся совместимость устройства HANS, автоматическая система пожаротушения, буксирное устройство, дозаправка под давлением с топливным баллоном, центральные замки колес, легкие окна из поликарбоната и система ремней безопасности с шестью точками. Боковые перекрытия из монокока со встроенными угольными трубами охлаждающей жидкости одновременно спроектированы как конструкции для бокового удара и структурное усиление монокока. Водитель может видеть все необходимые данные на дисплее автоспорта. Для оптимального положения сидя педали и подножку пассажира можно сдвинуть на 150 миллиметров.

Дизайн – квинтэссенция формы следует за качеством

Экспериментальное исследование Bugatti Bolide также является особенным проектом для Ахима Аншайдта, директора по дизайну Bugatti. «За 16 лет работы в Bugatti я никогда не работал над более экстремальной концепцией». Дизайн Bolide в корне соответствует идее облегчения конструкции, и поэтому принцип конструкции следует из главной цели – достичь удивительного отношения веса к мощности 0,67 кг на л.с.

«Впервые моя команда смогла создать абсолютно минималистичный дизайн двигателя W16. В результате получается самая вызывающая пропорция современного Bugatti из всех, когда-либо существовавших, и квинтэссенция нашего духа дизайна Bugatti: форма следует за производительностью », – говорит Аншайдт. «Однако Bugatti Bolide – это проект, более ориентированный на технические аспекты, чем на стиль».

Стилистическая задача заключалась в том, чтобы преобразовать непреклонные требования к аэродинамике и легкой конструкции в эстетику, отражающую уникальную ДНК Bugatti, но в то же время иллюстрирующую стремление к впечатляющему соотношению веса и мощности. Во внешнем виде преобладают воздуховоды, которые больше напоминают аэродинамически сложные гоночные автомобили Формулы 1, чем классические спортивные автомобили. На первый взгляд филигранная и полуоткрытая передняя часть является ярким примером сочетания опыта работы с воздуховодами, требований к легкой конструкции и эстетической динамики.

Драматический эффект общих пропорций проявляется в аэродинамически выгодной общей высоте всего 995 миллиметров. Ультра-спортивные сиденья водителя позволяют создать низколетящую форму автомобильного низколетящего самолета. Поэтому неудивительно, что внешний вид Bugatti Bolide напоминает так называемые X-самолеты из истории авиации и демонстрирует четкую X-подпись со всех сторон. Он косвенно напоминает реактивный самолет Bell X-1, на котором в 1947 году пилотировал капитан Чарльз «Чак» Йегер, который первым преодолел звуковой барьер на скорости 1,06 Маха. Bugatti Bolide «X-periment» имеет форму аэродинамически оптимизированного, бескомпромиссного гоночного автомобиля и предлагает сверхспортивные, превосходные характеристики – без намека на роскошь.

Как и в случае с другими автомобилями Bugatti, команда дизайнеров Bugatti также использует цветовое разделение в Bolide. По сравнению с другими моделями доля видимых карбоновых деталей увеличена до 60 процентов. Окрашено только около 40 процентов поверхностей – в новой интерпретации исторического французского Racing Blue.

«Пятнадцать лет назад Bugatti удалось создать новый сегмент с Veyron 16.4: сегмент суперкаров высшего класса. С выпуском Chiron в 2016 году мы планомерно развивали этот сегмент. Эти модели свидетельствуют о силе и элегантности, уникальном сочетании технологий, дизайна, роскоши и качества в ранее неизвестной комбинации », – поясняет Аншайдт. «Напротив, Bugatti Bolide – абсолютный бунтарь. Понятно, что его единственная цель – передать чистую мощность двигателя W16 в визуально и технически безупречной форме. Уменьшенное, сырое и аутентичное – как свежевыловленные сашими ».

ДНК – Bugatti Type 35

Создав Type 35, Bugatti произвел один из самых успешных гоночных автомобилей всех времен. В период с 1924 по 1930 год спортивный автомобиль с открытым верхом одержал более 2000 побед. Сегодня Type 35 – легенда в истории гонок. В свое время он был неповторим с точки зрения технологий, дизайна и производительности – и остается таким до сих пор. Ettore Bugatti впервые применил кривошипно-шатунный механизм с двойным роликоподшипником и тройным шарикоподшипником. Это позволяло двигателю вращаться со скоростью до 6000 об / мин для перемещения восьми поршней. Два карбюратора увеличили мощность до начальных 95 л.с. С этим двигателем первые автомобили Type 35 могли развивать скорость более 190 км / ч. В более поздних эволюционных моделях Type 35 B с 2,3-литровым восьмицилиндровым двигателем и компрессором выходная мощность возросла до 140 л.с., а максимальная скорость Bugatti составила более 215 км / ч.

Помимо невероятной мощности, двигатели славились прежде всего своей надежностью и долговечностью. И их легкость. Этторе Бугатти не пошел на компромиссы, когда дело дошло до облегчения конструкции и максимальной управляемости. Он разработал специальные колеса с плавным ходом, чтобы уменьшить неподрессоренные массы и, как следствие, улучшить реакцию подвески. Новый кованый передний мост с полыми отверстиями весил всего 10 кг и, тем не менее, оставался стабильным. Готовый к гонкам Bugatti Type 35 весил всего около 750 килограммов. Шедевр по соотношению массы к мощности.

Вердикт – трековые чистокровные современности.

Bugatti Bolide – это непревзойденная технологическая концепция гоночного гипер-спортивного автомобиля Bugatti. Сочетание 1850 л.с. и 1240 кг сухого веса обеспечивает невероятное соотношение веса к мощности. Это ставит Bolide с двигателем W16 на вершину с точки зрения двигателей внутреннего сгорания, используемых в автомобилестроении. «Мы впервые показываем, на что действительно способен двигатель W16. Мы освободили автомобиль от всего багажа, проиллюстрировали и соединили двигатель с максимально легким шасси, чтобы создать непревзойденный Bugatti и обеспечить максимальное удовольствие от вождения. С Bolide мы представляем нашу интерпретацию гоночного автомобиля Bugatti современности энтузиастам Bugatti во всем мире и, наконец, воплощаем в жизнь их самые горячие желания », – объясняет Стефан Винкельманн.

Пойдет ли Bugatti Bolide в серийное производство, пока не решено.

1 November, 2020/by Carlos

Coches, MOTOR, MOTOR

BENTLEY BLOWER CONTINUATION СЕРИИ

Один из самых знаковых автомобилей в истории Bentley, 4½-литровый «Blower» сэра Тима Биркина 1929 года с наддувом будет возрожден с новой сборкой из 12 подходящих автомобилей, каждый из которых индивидуально вручную собран командой специалистов из Bentley Mulliner’s Body and Customization Division. Вместе новые автомобили сформируют первую серию довоенных гоночных автомобилей.

Всего четыре оригинальных «Team Blower» были построены Биркиным для гонок в конце 1920-х годов. Все они были изготовлены на гоночных трассах Европы, с самым известным автомобилем, «Командным автомобилем Биркина» № 2 с номерным знаком США. 5872, участвуя в гонках Ле-Мана и сыграв ключевую роль в победе завода Bentley Speed Six в 1930 году.

Теперь, используя сочетание навыков ремесленников поколений и новейших цифровых технологий, Team Blower 1929 года станет образцом из 12 продолжений, по одному на каждую гонку, в которой участвовал оригинальный парк из четырех Team Blower.

ИСПОЛЬЗОВАНИЕ ОРИГИНАЛЬНОЙ ДНК

Собственная Bentley Team Blower, номер шасси HB 3403, будет разобрана на отдельные компоненты перед каталогизацией каждой детали и тщательным 3D-сканированием для создания полной цифровой модели всего автомобиля. Используя оригинальные формы и приспособления для инструментов 1920-х годов, а также различные традиционные ручные инструменты вместе с новейшими производственными технологиями, будут созданы 12 комплектов деталей, прежде чем опытные техники Bentley соберут новые воздуходувки. 12 продолжений будут идентичны оригиналу везде, где это возможно – механически и эстетически – с минимальными скрытыми изменениями, продиктованными современными проблемами безопасности.

Затем оригинальный автомобиль будет повторно собран, и команда специалистов по наследию воспользуется возможностью, чтобы завершить детальный осмотр и, при необходимости, комплексную механическую реставрацию.

90-летний Bentley Team Blower до сих пор регулярно используется на дорогах, включая завершение итальянской Mille Miglia, ежедневные гонки по холмам на фестивале скорости в Гудвуде и недавний тур по побережью Калифорнии. Blower был замечен на Monterey Car Week 2019, которая включала в себя парад в Laguna Seca и завершилась в 2019 Pebble Beach Concours d’Elegance, где автомобиль появился вместе с двумя из трех других Team Blower.

ПРОДОЛЖЕНИЕ ОРИГИНАЛЬНЫХ ЭЛЕМЕНТОВ

Продолжая оригинальный Team Blower, каждый из новых автомобилей серии Continuation будет оснащен 16-клапанными четырехцилиндровыми двигателями с алюминиевым блоком цилиндров с чугунными гильзами цилиндров и несъемной чугунной головкой блока цилиндров. Нагнетатель будет точной копией универсального нагнетателя Amherst Villiers Mk IV, помогая двигателю 4398 куб.см развивать 240 л.с. при 4200 об / мин. Рама автомобиля будет представлять собой прессованную стальную раму с полуэллиптической листовой подвеской с копиями амортизаторов Bentley & Draper. Шасси завершено воссозданием механических барабанных тормозов Bentley-Perrot 40 см (17,75 дюйма), винтового и секторного рулевого управления.

Муллинеру потребуется около двух лет кропотливой работы, чтобы завершить серию из 12 автомобилей. Цены будут в приложении.

ИСТОРИЯ ВОЗДУХОДУВКИ

Никакой другой довоенный Bentley не произвел такого впечатления, как 4½-литровый Bentley “Blower” с наддувом. Несмотря на то, что Blower Bentley никогда не выигрывал гонок на выносливость, он был самым быстрым гоночным автомобилем того времени, если считать среди его поклонников писателя Яна Флеминга, который позже решил, что его знаменитый вымышленный секретный агент Джеймс Бонд будет водить 4½-литровый Bentley. с наддувом. , с конкурирующим британским спортивным автомобилем, который часто ассоциируется просто с «пул-каром» МИ-6.

Bentley Blower родились из философии, разработанной сэром Тимом Биркиным, известным автогонщиком и Bentley Boy, для извлечения большей скорости из гоночных Bentley того времени. В то время как метод WO Bentley заключался в увеличении объема двигателя с 3 литров до 4½ литров до 6½ литров, Биркин был впечатлен нагнетателем типа Рутса, разработанным британским инженером Амхерстом Вильерсом, который увеличил мощность двигателя 4½ со 130 л.с. 240 л.с. в гоночном тоне. Он убедил президента Bentley Вульфа Барнато санкционировать производство 55 4½-литровых Bentley с наддувом, пять из которых были назначены на соревнования. Bentley Historic Fleet Car, UU 5872, является вторым из четырех «командных» автомобилей, разработанных в мастерских Birkin & Co в Велвин-Гарден-Сити при финансовой поддержке богатой наследницы достопочтенного. Дороти Пэджет.

www.bentleymotors.com

25 October, 2020/by Carlos

Coches, MOTOR

The Lamborghini Sián Roadster: Experience future technology under open skies

Limited edition Roadster version of visionary V12 super sports car, combining groundbreaking hybrid technologies and design
Roadster features Lamborghini Sián’s world-first use of super capacitor in hybrid solution and unique materials-science application
Producing combined thermal and electric power of 819 hp (602 kW): roofless version of the most powerful Lamborghini ever produced
Low weight-to-power ratio of 2.0 kg/hp, acceleration 0-100 km/h in under 2.9 seconds and a top speed of over 350 km/h
Produced in a limited series of 19 units: all already sold

The Lamborghini Sián Roadster: Experience future technology under open skies

Sant’Agata Bolognese, 8 July 2020 – Automobili Lamborghini presents the Lamborghini Sián Roadster: a limited edition, open-top hybrid super sports car engineered around Lamborghini’s iconic V12 engine, with unique hybrid technologies and delivering unsurpassed Lamborghini and hybrid performance. The roofless design of the Sián Roadster puts an exclusive group of drivers in one of the most spectacular cockpits ever: always open to the sky; resonating with the inimitable V12 sound from the most powerful Lamborghini engine to date; and experiencing extraordinary performance while reveling in the Sián Roadster’s role in Lamborghini’s route to future hybridization.

“The Sián Roadster encapsulates the spirit of Lamborghini,” says Stefano Domenicali, Automobili Lamborghini Chairman and Chief Executive Officer. “It is the expression of breathtaking design and extraordinary performance, but most importantly embodies important future technologies. The Sián’s innovative hybrid powertrain heralds the direction for Lamborghini super sports cars, and the open-top Sián Roadster affirms a desire for the ultimate lifestyle Lamborghini as we move towards a tomorrow demanding new solutions.”

The Sián Roadster makes its debut in Blu Uranus, especially selected by Lamborghini’s Centro Stile, which together with the Ad Personam department works with every Sián client to entirely personalize the color and finish of their Roadster. Encapsulating the blue of the sky and the green of the fields, evoking the freedom and driving elation delivered by the open top Sián Roadster’s performance, the car is finished with Oro Electrum wheels: the color chosen by Lamborghini to signify electrification. The complementary interior is an elegant combination of white with Blu Glauco detailing and aluminum elements in Oro Electrum: new-design air vents produced via 3D printing allows customization with a client’s initials.

Design for the future

The Lamborghini Sián Roadster asserts the futuristic design of the coupé, but as a true roadster adds a new purity with the open-air cabin. The aerial view of the Sián Roadster is evocative of the iconic periscopio line inspired by the first Countach, running diagonally from the cockpit to the rear and culminating in the aerodynamic airstreamers behind driver and passenger. The Sián’s long sculptured contours and characteristic aero wings give the Sián Roadster an unmistakably powerful profile. The car’s very low front, with integrated carbon fiber splitter, houses the iconic Lamborghini Y-shape headlights.

The pure and uncluttered Sián design is a clear statement of the car’s optimized aerodynamic efficiency and technological prowess: airflow is directed through the front splitters and through the front bonnet, through the side air intakes and outlets and over the rear spoiler, with no loss of aerodynamic efficiency from the roadster’s roofless design. Active cooling vanes on the rear use unique materials-science technology patented by Lamborghini: operation of the vanes is triggered by the reaction of smart-material elements to the temperature generated by the exhaust system, causing them to rotate and providing an elegant and lightweight cooling solution.

The extreme and strong rear of the car incorporates Lamborghini’s evocative hexagon design, including six hexagonal taillights inspired by the Countach. The rear wing is integrated within the profile and extends out only during the driving to enhance the performance.

Electrification and hybrid technologies for a new tomorrow

The low, powerful chassis houses a next-generation V12 powerplant: ‘Sián’ in local Bolognese dialect, meaning ‘flash’ or ‘lightening’, denotes the Sián Roadster’s electrification as part of the future hybrid strategy, while maintaining the extraordinary emotion and dynamic performance inherent in naturally aspirated Lamborghini super sports cars.

The Sián Roadster’s hybrid system provides the highest power possible via the lightest solution, combining the V12 engine with a new powertrain. A 48-volt e-motor, delivering 34 hp, is incorporated into the gearbox to provide immediate response and improved performance. The e-motor also supports low-speed maneuvers such as reversing and parking with electric power.

The Sián Roadster sports Lamborghini’s innovative supercapacitor application: a world-first technology storing ten times the power of a lithium-ion battery. Located in the bulkhead between cockpit and engine it ensures perfect weight distribution. Three times more powerful than a battery of the same weight and three times lighter than a battery producing the same power, the electric system with the supercapacitor and e-motor weighs only 34 kg, thus it delivers a remarkable weight-to-power ratio of 1.0 kg/hp. Symmetric power flow ensures the same efficiency in both charging and discharging cycles: the most lightweight and efficient hybrid solution.

This advanced technology combines with the V12 engine, which incorporates titanium intake valves and is uprated to 785 hp (577 kW) at 8,500 rpm. Combined with the additional 34 hp from the hybrid system, the Sián Roadster delivers a total of 819 hp (602 kW) and reaches a top speed of over 350 km/h.

The Lamborghini Sián Roadster incorporates a highly sophisticated regenerative braking system, especially developed by Lamborghini. The symmetric behavior of the supercapacitor, which contrary to normal Li-Ion batteries can be charged and discharged with the same power, fully charges the Sián’s energy storage system every time the vehicle brakes. The energy stored is an instantly-available power boost, allowing the driver to draw immediately on increased torque when accelerating away, up to 130 km/h when the e-motor automatically disconnects, improving the elasticity maneuvers and making it more than 10% faster than a car without this system.

The innovative system also delivers instant acceleration in low gears, with improved traction force provided by the combination of V12 engine and hybrid system. The Sián Roadster accelerates from 0 to 100 km/h in less than 2.9 seconds. The improvement in elasticity maneuvers is even more evident, for example traction force is improved by up to 10% in third gear.

The Lamborghini Sián Roadster benefits from a heightened level of driving comfort facilitated by the hybrid system alongside dynamic handling and performance. The moment when deceleration and missing torque is felt during gear changes powered by a traditional combustion engine, is eliminated by the torque upshift fill provided by the hybrid’s e-motor: the pilot will feel only the pull backward of acceleration, eliminating uncomfortable jerking movements.

9 July, 2020/by Carlos

Coches, Eléctrico, Especiales, MOTOR

Rolls-Royce Collection Cars – The Wraith Kryptos collection a labyrinth of complex ciphers

Rolls-Royce Collection Cars are poetic embodiments of artistry and skill, envisioned at the hands of the marque’s accomplished designers. They are illustrative of the Bespoke Collective’s mastery of their craft, and extremely limited in number. Incorporating only the finest materials and contemporary applications, Rolls-Royce Collection Cars are executed with creative passion and technical precision.

THE WRAITH KRYPTOS COLLECTION A LABYRINTH OF COMPLEX CIPHERS

Rolls-Royce Collection Cars are poetic embodiments of artistry and skill, envisioned at the hands of the marque’s accomplished designers. They are illustrative of the Bespoke Collective’s mastery of their craft, and extremely limited in number. Incorporating only the finest materials and contemporary applications, Rolls-Royce Collection Cars are executed with creative passion and technical precision. These cars capture clients’ imaginations around the world, joining the chronicles of some of the greatest and most storied Rolls-Royces ever to have been created.

Design is naturally the starting point for these endeavours. For the new Wraith Kryptos Collection, one designer’s passion for cryptography led to Wraith becoming a willing canvas for an intricate and clandestine design. The Wraith Kryptos Collection, which will consist of just 50 motor cars, incorporates a labyrinth of complex ciphers into its beguiling façade.

Rolls-Royce Bespoke Designer, Katrin Lehmann, commented, “The name Kryptos is derived from Ancient Greek, referring to something unseen, hidden and coded, mythical even. Ciphers can be traced through millennia, capturing the imagination of some of the world’s most brilliant minds.

As a designer, I’ve always been fascinated by the notion that you can communicate messages that are understood by only an elite few, using symbols, pictograms, and ciphers. Finding the key becomes integral to appreciating the full meaning of an item that can otherwise be viewed simply as a work of art.”

The Wraith Kryptos Collection carries within it an encrypted cipher that evolves throughout the car for the clients’ pleasure and amusement, leading them on a journey of discovery and intrigue. To the uninitiated, these ciphers appear, on the surface at least, to be an alluring design purely for aesthetic purposes and devoid of any discernible pattern. However, for those that look closer, those few who hold the key, they will embark on an experience that leads to an enlightening conclusion.

Torsten Müller-Ötvös, CEO, Rolls-Royce Motor Cars, commented, “The brilliant and creative minds of our Rolls-Royce Bespoke Collective have excelled once again, creating an extraordinarily contemporary and compelling iteration of Wraith. The Wraith Kryptos Collection, on first glance, is a statement of dynamism. On closer examination, a series of messages are hidden behind a unique Rolls-Royce cipher. I look forward to seeing whether any of our clients will crack the code!”

Indeed, the code is so secret that only two people at the Home of Rolls-Royce in Goodwood know the full resolution of the sequence – the designer and the Chief Executive. The answer has been placed in a sealed envelope, in the safe of the Chief Executive Officer, at the Home of Rolls-Royce, in Goodwood, West Sussex. Clients will be invited to submit their efforts at cracking the code via the members only Rolls-Royce Application, Whispers.

The cryptographic journey begins with the Spirit of Ecstasy, which has graced the bonnet of the marque’s motor cars for over a century. An engraving with green enamel detailing introduces the Rolls-Royce cipher on the base of the enigmatic figurine. Below, recrafted bumper inserts draw the eye lower, subtly modifying both the gesture and posture of Wraith, giving this Collection an identity of its own.

The alluring colourway of the Collection hints at the car’s inner-most secrets. Delphic Grey, a Bespoke exterior hue consisting of a solid Anthracite base colour has a hidden effect – only in sunlight do the blue and green mica flakes appear. This effect is accentuated by a hand-painted double coachline, the upper being painted in the newly developed Kryptos Green while the lower acts as a shadow in Dark Grey, both depicting clues relating to the interior code. Completing the exterior aesthetic are part polished wheels, with Orbit Grey coloured centres featuring a coloured pinstripe.

Inside, stepping over the illuminated treadplates, the cipher evolves deep into the fabric of the motor car. One is immediately greeted by the accented Bespoke Kryptos Green leather hue, which has been developed to incorporate a metallic effect, set against either Selby Grey or Anthracite. In perhaps the most apparent clue, elements of the cipher are embroidered into Wraith’s headrests, where the customary ‘double-R’ emblem can so often be found. For the driver’s enjoyment, an intriguing screen print flows across the metal fascia, spanning the width of the interior.

Enrapturing Wraith’s occupants with light, Wraith Kryptos Collection features a beautifully elaborate, bi-coloured headliner depicting an in-motion data-stream inspired motif. Illuminated door pockets continue this theme with Rolls-Royce woven leather and Kryptos Green threads to reveal an unexpected and subtle illumination that fades towards the base of the pocket. The centre tunnel is exquisitely stitched, repeating the horizontal lines of the door pockets, also hinting towards the driver focused nature of this special motor car.

Rolls-Royce is delighted to unveil this new generation of Collection Car; one that brings with it an intriguing and entertaining challenge, that will be sure to delight. Who will crack the code? And what answers will the code bring? Only time will tell. Or will it?

9 July, 2020/by Carlos