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Porsche Mission X: a vivid dream of incredible performance

  • To create the fastest road-legal car on the Nürburgring Nordschleife
  • Power-to-weight ratio of roughly one hp per 2.2 lbs. (1 PS per kilogram)
  • Significantly more downforce than the current 911 GT3 RS
  • Charges roughly twice as quickly as the Taycan Turbo S

At Porsche, innovative concept cars have always laid the groundwork for the future. The sports car manufacturer is continuing this tradition with this latest concept study. Mission X is a spectacular, conceptual reinterpretation of a hypercar, with Le Mans-style doors that open upwards to the front and an ultra high-performance, efficient electric powertrain.Atlanta. Celebrating 75 years of Porsche sports cars, the storied marque today revealed its newest concept car: the Mission X. As a design study, not offered for sale, with production to be decided in due time, the Mission X is a glimpse into what the sports car of the future could look like.

“The Porsche Mission X is a technology beacon for the sports car of the future. It picks up the torch of iconic sports cars of decades past: like the 959, the Carrera GT and the 918 Spyder before it, the Mission X provides critical impetus for the evolutionary development of future vehicle concepts,” says Oliver Blume, Chairman of the Executive Board of Porsche AG. “Daring to dream and dream cars are two sides of the same coin for us: Porsche has only remained Porsche by constantly changing.”

Michael Mauer, Head of Style Porsche, says: “The Mission X is a clear commitment to the core of the brand. The continuing, enhanced expression of our brand and product identity is an important compass for us to navigate the development of our series-production models. The concept study symbolizes a symbiosis of unmistakable motorsport DNA with a luxurious overall impression.”

Measuring approximately 177 inches long and 78.7 inches wide, the Mission X concept study is a relatively compact hypercar. With a wheelbase of 107.4 inches, it has the dimensions of the Carrera GT and 918 Spyder. For aerodynamic purposes, the concept car has staggered tires, with 20-inch wheels at the front and 21-inch wheels at the rear.

Design: classic brand elements reinterpreted
The Mission X represents the pinnacle of performance and modern luxury. At the same time, its sculpted form and muscular lines demonstrate that hypercars do not have to look aggressive. The low-slung body, which is less than 47.2 inches tall, is finished in Rocket Metallic – an elegant paint color specially designed for the concept study. Design elements in a carbon fiber are found below the beltline. These components have a satin finish and are therefore slightly colored, but their material structure remains recognizable.

The wheels of the concept study feature elaborate details: the rear axle is fitted with almost transparent aero blades, which are designed like turbines for better cooling of the brakes.

A lightweight glass dome with an exoskeleton made of carbon fiber reinforced plastic (CFRP) extends over both occupants. Le Mans-style doors are attached to the A-pillar and the roof; they open forwards and upwards. This type of door was previously used on the legendary Porsche 917 racing car. Another eye-catcher is the light signature: for the Mission X, the designers have reinterpreted the characteristic Porsche four-point graphic. The vertical base form of the headlights was inspired by historic racing cars such as the Porsche 906 and 908 and drawn well down towards the road. A high-tech support structure frames the LED light modules and presents the exposed narrow elements of daytime running lights and indicators. When activated, the light opens up like an eye blinking open. Fully illuminated, the headlights make a confident statement.

A full-length light unit that appears to float characterizes the rear of the Mission X. Transparent, illuminated Porsche lettering is a standout feature. The sculptural rear light emerges, as if suspended in the air, from a support structure and extends across the entire width of the vehicle in four segments. While charging, the ‘E’ of the Porsche lettering pulses.

One special detail is the modernized Porsche crest, which makes its debut on the Mission X. Brushed precious metal, a three-dimensional honeycomb structure, a refreshed heraldic beast and more subtle gold color – on close inspection, these are the differences between the modernized Porsche crest and its immediate forerunner. With its cleaner and more state-of-the-art execution, the refined crest communicates the character of Porsche. On the Mission X, it is found on the hood and steering wheel as well as in monochrome form on the wheel centers.

The driver focus can be seen in the asymmetry of the interior and its color concept. The two seats are colored differently. Apart from the leather pads in Andalusia Brown, the driver’s seat is Kalahari Grey and forms a single unit of color with the center console and the dashboard. The passenger seat is in the contrasting Andalusia Brown shade. Beyond the CFRP seat shells, and their six-point seatbelts integrated into the monocoque, further motorsport parallels include the open-top steering wheel, which has mode switches and shift paddles. There are multiple cameras on board. Recording starts as soon as the driver presses the Record button (REC) on the multi-purpose controller.

Another highlight is found on the passenger side, where there is a bayonet system embedded in the instrument panel to which a stopwatch module can be attached. For the Mission X, Porsche Design has created a special stopwatch module with an analogue and digital display. The clocks are designed for both racetrack and rally use and can display the lap times or vital data of the driver, among other information.

Technical vision: top marks in power-to-weight ratio, downforce and charging performance
Porsche exemplifies e-performance yet is also a pioneer in sustainable mobility. The concept study meets both objectives in full measure. If the Mission X goes into series production, then it should:
• be the fastest road-legal vehicle around the Nürburgring Nordschleife
• have a power-to-weight ratio of roughly one hp per 2.2 lbs.
• achieve downforce values that are well in excess of those delivered by the current 911 GT3 RS
• offer significantly improved charging performance with its 900-volt system architecture and charge roughly twice as quickly as the current Porsche frontrunner, the Taycan Turbo S

The battery is installed centrally behind the vehicle’s seats. This ‘e-core layout’ centers the mass in the car. As with a conventionally powered mid-engine car, this provides the basis for excellent agility.

Predecessors: innovative super sports cars from Porsche
The fastest series-production car of its time; first series-production Porsche to be made of carbon fiber, and the first road-legal vehicle to beat the seven-minute mark on the Nürburgring Nordschleife – the Porsche 959 (1985), Carrera GT (2003) and 918 Spyder (2013) were milestone models in the world of super sports cars. And that makes them the conceptual forerunners of the Mission X.

In 1985, the Porsche 959 made its debut as a technology platform. Its 443 hp six-cylinder twin-turbo boxer engine, combined with an aerodynamically optimized body, propelled the super sports car to a top speed of 197 mph – then the world record for a series-production sports car.
With its V10 engine and 605 hp, fierce design and, not least, its incomparable driving experience, the Porsche Carrera GT remains an icon among super sports cars to this day.

Porsche hybrid technology reached a spectacular zenith with the 918 Spyder. In September 2013, the 887 hp two-seater was the first road-approved vehicle to crack the seven-minute barrier on the 12.8-mile Nürburgring Nordschleife, completing the lap in 6:57 minutes. Porsche aims to stay true to this standard of the highest e-performance: our vision, should the Mission X go into series production, is for it to be the fastest road-legal vehicle on the Nürburgring Nordschleife.
On our press microsite for the Porsche Mission X you will find both the detailed press kit and a generous selection of additional photos and video

About Porsche Cars North America, Inc. | One Porsche Drive, Atlanta, GA 30354 USA
Established in 1984, Porsche Cars North America, Inc. (PCNA) is the exclusive U.S. importer of the Porsche 911, 718 Boxster, 718 Cayman, Macan, Cayenne, Panamera and Taycan. Headquartered in Atlanta, Georgia, since 1998, PCNA is home to the first Porsche Experience Center in North America, which features two module-based 1.6 mile driver development tracks, a business center and Restaurant 356. The campus is also home to the U.S. headquarters of Porsche Classic. The company operates a second Porsche Experience Center near Los Angeles. That complex features a driver development track with eight educational modules totaling 4.1 miles, a business center, Restaurant 917 and the headquarters of Porsche Motorsport North America. PCNA supports 197 independently owned and operated Porsche Centers in the U.S., including supplying parts, service, marketing, and training. They, in turn, work to provide Porsche customers with a best-in-class experience that is in keeping with the Porsche brand’s 75-year history of leadership in the advancement of vehicle performance, safety, and efficiency. PCNA is an indirect wholly-owned subsidiary of Porsche AG, which is headquartered in Stuttgart, Germany.



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GMC EXPANDS EV LINEUP, OFFERS FIRST LOOK AT ELECTRIC SIERRA DENALI
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GMC Hummer EXPANDS EV LINEUP, OFFERS FIRST LOOK AT ELECTRIC SIERRA DENALI

GMC EXPANDS EV LINEUP, OFFERS FIRST LOOK AT ELECTRIC SIERRA DENALI

GMC has given the first look at its upcoming all-electric Sierra Denali pickup truck (availability announced at a later date), previewing the truck’s unique and premium exterior lighting sequence.

The electric Sierra, which will launch in the popular Denali trim, will be the third all-electric vehicle in GMC’s portfolio after the GMC Hummer EV Pickup (initial availability Fall 2021) and GMC Hummer SUV (initial availability early 2023).

GMC EXPANDS EV LINEUP, OFFERS FIRST LOOK AT ELECTRIC SIERRA DENALI

“Sierra Denali holds tremendous equity for GMC and our customers,” said Duncan Aldred, GMC Vice President. “We now will have an opportunity to evolve Sierra’s capabilities and technologies, as afforded by transitioning to an all-electric propulsion, while also elevating the luxurious design and comfort Denali is associated with.”

Like the GMC Hummer EV, the electric Sierra will be purposefully built on the Ultium Platform with the premium materials and capability customers have come to expect from GMC trucks.

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This is Ken Block’s Audi S1 Hoonitron
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This is Ken Block’s Audi S1 Hoonitron

This is Ken Block’s Audi S1 Hoonitron

It instantly brings back memories of the legendary Audi Sport quattro S1 with which the four rings used to charge to the summit in the famous Pikes Peak Hill Climb event, aka the “Race To The Clouds:” Audi is presenting the Audi S1 e-tron quattro Hoonitron that has been exclusively and uniquely developed for American drift artist Ken Block. The all-electric one-of-a-kind car will be the protagonist in a new video that Block is producing together with his team for release in the next few months.

This is Ken Block’s Audi S1 Hoonitron

This is Ken Block’s Audi S1 Hoonitron

“The S1 Hoonitron combines a lot of what Audi was already famous for in the nineteen-eighties,” says Ken Block, whose enthusiasm for Audi’s rally cars was sparked at an early age. “For instance, the car’s spectacular aerodynamics have now been translated into a totally modern form. I think it’s cool that the Audi designers have been inspired by their own past and uniquely transferred the car’s technologies and appearance into the present.” 

Two electric motors, all-wheel drive, power galore, a carbon fiber chassis, and the full safety standards as prescribed by motorsport’s top governing body, the FIA – these are merely the S1 Hoonitron’s statistics. In November, the driver got to know the car for the first time. “Audi gave me the opportunity to test it for a few days in Germany,” says Ken Block.

This is Ken Block’s Audi S1 Hoonitron

This is Ken Block’s Audi S1 Hoonitron

“I’m familiar with a wide variety of cars using internal combustion engines and transmissions, but there were a lot of new things for me to learn here. Spinning into a donut at 150 km/h directly from standstill – just using my right foot – is an all-new experience for me. Our work was focused on getting the car and I used to each other. My thanks go to the whole Audi Sport squad for their outstanding teamwork.”

This is Ken Block’s Audi S1 Hoonitron

This is Ken Block’s Audi S1 Hoonitron

The entire development, including the technology, of the S1 Hoonitron was conducted by Audi Sport at the Neckarsulm location – a perfect fit for the project, because that’s also where the Audi RS e-tron GT1 is produced. Audi Design in Ingolstadt was responsible for the styling, which has been anything but a run-of-the-mill job for Marc Lichte and his team. “When we first heard about this project, the whole team was thrilled immediately: we had the opportunity to develop a car that combines an icon of our brand with the future,” says Audi’s chief designer. The challenges were tremendous: “It was about creating a modern, all-electric interpretation of the S1 Pikes Peak. The timeline was extremely tight: while our design process normally takes one to one-and-a-half years, we only had four weeks from the first drawing to the final design. We were constantly in touch with Ken Block and his team and engaged in intensive exchanges.”

This is Ken Block’s Audi S1 Hoonitron
This is Ken Block’s Audi S1 Hoonitron
This is Ken Block’s Audi S1 Hoonitron
This is Ken Block’s Audi S1 Hoonitron

Fans will soon be able to see the US star’s success with the project for themselves: under the working title Elektrikhana, Ken Block and his team are going to produce the next video of his famous Gymkhana series featuring the S1 Hoonitron. “The collaboration with Audi is a very special partnership for me. The brand and its passion for motorsport motivated me to get into rallying,” says Ken Block. “That Audi has now developed this car for me and my team, and has joined us in our next project, has made a dream come true for me. The Hoonitron is writing the next chapter in our history and taking our Gymkhana story into the future.”

This is Ken Block’s Audi S1 Hoonitron

This is Ken Block’s Audi S1 Hoonitron

A story of the future that everyone at Audi is also looking forward to: “Knowing that we’re developing a car for a video with Ken Block that millions of people around the world are going to watch has provided our team with additional motivation,” says Marc Lichte. “These new inspirations are also immensely important for our daily work. The development of this car will encourage us to approach future projects with an even more open and progressive mindset.”

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Polestar Precept -The near future of automotive

Polestar Precept
The near future of automotive

Polestar Precept is not a conventional concept car. It’s the embodiment of our ambitions for design, technology and sustainability. A vision that will lead to Polestar 5, our electric performance 4-door GT, set to be launched in 2024.

Not a concept car, but a statement car

The automotive industry is facing pressing questions about design and environmental impact. Precept aims to answer these questions, showing our commitment to sustainable and engaging electric mobility.

The next step in Polestar’s evolution

Precept is both ambitious and logical. The next step for Polestar, not a leap. It combines sustainable materials that can already be produced, technology that is under development, and a design language that is futuristic yet realistic. We’ve borrowed from tomorrow. Not fifty years from now.

Intentional innovation

We can’t afford to waste time on sci-fi flights of fancy. Precept defines and displays potential solutions to the real-world challenges that lie before us. It questions conventions without indulging in daydreams.

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Cadillac to Compete in IMSA and WEC in 2023

Cadillac to Compete in IMSA and WEC in 2023

New Le Mans Daytona hybrid under development

Cadillac today announced it will compete in the IMSA WeatherTech SportsCar Championship and Automobile Club de l’Ouest (ACO) LMDh category in 2023 with a fourth-generation Cadillac V-Series prototype. Cadillac and its partners will bring their considerable experience from American endurance racing to compete for overall victory in the 24 Hours of Le Mans.

“For nearly 20 years, Cadillac V-Series has brought winning technologies from the racetrack to our performance cars on the road,” said Rory Harvey, global vice president, Cadillac. “We look forward to continuing that heritage by competing in this exciting new chapter at the highest level of international motorsport.”

The new Cadillac LMDh-V.R prototype is designed to conform to IMSA and ACO Le Mans Daytona hybrid specifications for the new top tier of endurance racing that replaces the current DPi class. As with the other competitors in the series, it will be based on a standardized chassis and incorporate the spec hybrid powertrain system, but will feature a unique combustion engine and distinctive bodywork.

As with the Cadillac DPi-V.R, the Cadillac LMDh-V.R will be a partnership between GM Design and the constructor Dallara. A new Cadillac engine package will work in conjunction with the LMDh common hybrid system.

Cadillac’s program will partner with Chip Ganassi Racing and Action Express Racing. The Cadillac LMDh will debut on the track for the first time at the Rolex 24 Hours at Daytona in January 2023.

 

 

“We are looking forward to the new international prototype formula and running the Cadillac LMDh,” said Chip Ganassi. “We have had a great relationship across three different racing disciplines with GM and we are looking forward to developing the car with Cadillac and Dallara over the next year-and-a-half.”

“The IMSA LMDh category is looking to be very competitive with multiple manufacturers,” said Gary Nelson, AXR team manager. “We’ve had a lot of success running the Cadillac DPi-V.R as one of the original teams since 2017, and we are looking forward to being a part of the next chapter of Cadillac Racing.”

Recent Cadillac Racing achievements with the Cadillac DPi-V.R include:

  • Winning the Rolex 24 at Daytona four times in a row: 2020, 2019, 2018 and 2017
  • Winning the Michelin North American Endurance Cup four times: 2020, 2019, 2018 and 2017
  • Winning the IMSA WeatherTech SportsCar Championship twice: 2018 and 2017
  • Prior to competing in the IMSA WeatherTech SportsCar Championship, Cadillac competed in the Pirelli World Challenge Championship, earning five Manufacturing Championships (2014, 2013, 2007, 2005), and five Driver’s Championships (2015, 2014, 2013, 2012, 2005).

Cadillac’s commitment to performance is embodied in the V-Series portfolio. Its recent expansion includes the CT4-V and CT5-V sport sedans, as well as the track-capable CT4-V Blackwing and CT5-V Blackwing.

From the most powerful Cadillac engine ever to the fully functional aerodynamic bodywork and carbon-ceramic brakes, the CT5-V Blackwing and CT4-V Blackwing incorporate learnings from the track to the road with zero compromises. Early reservations for the first 250 CT5-V Blackwing and 250 CT4-V Blackwing models were exhausted in only a few hours.

“We have combined thoughtful technology and luxury with a driving experience that’s clearly V-Series,” said Brandon Vivian, executive chief engineer, Cadillac. “By incorporating the technologies and expertise learned on the track, Cadillac V-Series continues to build incredible performance vehicles for the road with zero compromises.”

The 2022 Cadillac CT5-V Blackwing and CT4-V Blackwing are on sale now with limited availability. The CT4-V Blackwing has a starting MSRP of $59,9901 and the CT5-V Blackwing has a starting MSRP of $84,9901. Customers can build their own V-Series Blackwing online at Cadillac.com.

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Drive2Extremes: the Taycan Turbo Cross Turismo between ice and desert

Drive2Extremes: the Taycan Turbo Cross Turismo between ice and desert

In the clip “Drive2Extremes. Taycan Cross Turismo x Johnny FPV”, the CUV demonstrates its typically Porsche sportiness on unpaved roads in the desert and on ice. The precision of the drone pilot Johnny FPV transports the viewer from one world to the other in seamless motion.

A hot-air balloon glides over seemingly endless forests of pine. A sports car is drifting in the snow. Between the two, a drone slices through the air, before it swoops down dramatically and captures the car at breakneck speed. A winter landscape? The eye can scarcely apprehend how the flight manuever suddenly transitions to a desert. The music underscores the dynamic acts of cinematography and driving like a symphony of contrasts. The locations provide the extremes in this action film: snow in Finland, desert sands in the United Arab Emirates. The protagonist is the Porsche Taycan Turbo Cross Turismo.

“It’s important to fly in a unique way, to establish a trademark style.”Johnny FPV

The second hero is somewhat in the background. Johnny FPV has both feet on the frozen ground, about 60 miles north of the Arctic Circle, as he works his magic from the bird’s-eye view above. One of the best drone pilots in the world, he is wearing black video glasses and holding a controller. Gloves protect his hands from the icy air – the filmmaker’s biggest challenge today, as he films against the stunning backdrop of the Porsche Driving Area – a closed course with prepared ice tracks.

The long view: with the camera eye of his drone, Johnny FPV tracks the Porsche Taycan Turbo Cross Turismo on two identical course layouts on two continents.

Born Johnny Schaer, the three initials in his professional handle stand for “first-person view” – the camera perspective of the films that have turned his passion into a career. Thanks to instantaneous transmission speeds, the drone pilot sees the world through the eye of his camera. Later, the viewer experiences the spectacular flights with sensory directness. The 25-year-old from Chicago loves speed, cars and flying, and is known for exceptionally dexterous maneuvers. Few can match his skill in making the viewer a part of the action. He opens up new horizons, offering surprising dimensions in technical perfection. Watching him and his drone at work, one senses how the virtual and real worlds meld into one.

Two-tone: the striking red and blue foiling symbolises heat and cold. The script adds further extremes.
Dancing on ice: there is a spirit of adventure in every detail of the Taycan Turbo Cross Turismo. The snow mutes almost every sound coming from the tyres. A silent drift is all but unimaginable, yet possible.
Dancing on ice: there is a spirit of adventure in every detail of the Taycan Turbo Cross Turismo. The snow mutes almost every sound coming from the tyres. A silent drift is all but unimaginable, yet possible.

The film – Drive2Extremes. Taycan Cross Turismo x Johnny FPV – is set in the Lapland town of Levi and the Liwa Oasis on the northern edge of the Rub al Khali desert. More than 3,100 miles as the crow flies and roughly 1400 degrees Fahrenheit separate the two filming locations but in both places the Taycan Turbo Cross Turismo, the first all-electric Cross Utility Vehicle (CUV) from Porsche, conquers identically set courses. The aerial precision of the drone pilot is what allows the gripping splicing of the shots between ice and desert. The film was directed by Los Angeles-based Nicholas Schrunk, who won an Emmy for the documentary Blood Road. He’s a master of the craft of accentuating emotional stories with spectacular stunts.

Teamwork: director Nicholas Schrunk, racing car driver Jukka Honkavuori, and drone pilot Johnny FPV (from left) collaborated on the video spot.

Schaer bought his first drone at the age of 15, followed days later by a second, and shortly thereafter by a third. He practiced relentlessly. He got good. And then he became a pro. “Hand-eye coordination is crucial to being a good pilot. Otherwise it’s just a mix of hard work, good ideas and talent,” he says. In Drive2Extremes, the shots are dynamic in multiple ways. The car moves forward – the drone in all directions. Schaer has developed his own style and it is one that captivates the viewer. “It’s important to fly in a unique way, to establish a trademark style. My videos bear my signature. They’re not jerky, they’re precise and they’re very fluid.”

In just seven years, he’s ascended into the upper echelons of FPV pilots. “It’s indescribable to see and feel how strongly the Taycan Turbo Cross Turismo performs on different surfaces. I knew that electric cars accelerate very quickly, but the fact that the power can be called up like that on ice and sand is something I find incredible.” For him, electric cars are the future. “I’m quite sure I’ll own one too,” says Schaer. With his film, one ‘wow’ moment follows another, punctuated by breathtakingly beautiful slow-motion sequences. The Cross Turismo and its filmmaker – two masters in two different worlds.

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Audi grandsphere concept – First class toward the future

Audi grandsphere concept

First class toward the future

The private jet for the road – At the IAA 2021, Audi is presenting the Audi grandsphere concept study. Like a first class flight, the 5.35 m (17.6 ft.) long grandsphere sedan combines the luxury of private travel in the greatest of comfort with a comprehensive onboard experience offering.

Level 4 automated driving makes new dimensions of freedom possible: in this mode, the interior turns into a spacious sphere of experience without a steering wheel, pedals, or displays. And the front seats become a first class lounge with maximum space, freer views, and access to all the functions of a holistic digital ecosystem that the Audi grandsphere is integrated into.

As the second of three “sphere” concept cars from the brand with the four rings, the Audi grandsphere has a special place. That is because the technologies and design features assembled in it will turn up again within a few years in future Audi series. The Audi grandsphere concept illustrates the brand’s claim that it is becoming the trendsetter at the top of the automotive industry for technological transformation and completely new, holistic mobility offerings.

The electrically driven roadster Audi skysphere concept debuted in August 2021 – it was a spectacular vision of an automatically driving GT that transforms into a self-driving sports car with a variable wheelbase. These two concept cars – as well as the Audi urbansphere, which will appear as the third part of the trio in 2022 – are linked by their overall concept, which is derived from their ability to drive automatically at level 4. Audi is working with CARIAD, the Volkswagen Group’s software think tank, toward introducing that technology in the second half of the decade.

Level 4: not only does it change the interior space of the traditional driver-oriented cockpit and passenger seats into a spacious lounge as soon as the steering wheel and pedals are reduced. At the same time, it opens up new levels of freedom for all the passengers. That is because the Audi grandsphere not only frees the driver from the tasks of driving whenever possible, but at the same time also offers everyone onboard a wide range of options to use that freedom for individually variable experiences: communication or relaxation, work or withdrawal into a private sphere as desired. The Audi grandsphere concept transforms from being strictly an automobile in an “experience device.“

Thanks to Audi’s own services and the ability to integrate digital services, the possibilities are nearly endless. These can be used to access a variety of service options related to the current trip – such as designing a spectacular scenic route, as well as restaurant or hotel options. The vehicle also takes care of everyday tasks that go beyond the ride itself. For example, the autonomous Audi grandsphere concept picks up its passengers with information about their current destination and independently handles parking and charging.

Customized infotainment options are also available, such as seamless integration of onboard streaming from music and video providers that have been used previously. In an additional step, Audi will keep personalized and exclusive options available in the future – concerts, cultural events, or even sporting events that customers are invited to.

The Audi grandsphere concept illustrates the brand’s claim that it defines the progressive luxury of the future: for Audi, that includes the option of new high-class experiences, enabled by digitalization, as well as a holistic approach to sustainability with the goal of carbon neutrality in the near future along the entire value chain.

First class for the future times three

Audi skysphere, Audi grandsphere, and Audi urbansphere are the three concept cars that the brand with the four rings is using to showcase its vision of progressive luxury. In the process, Audi is creating a vehicle experience that goes far beyond the purpose of merely spending time in a car to get from point A to point B, and even far beyond the driving experience itself.

These concept cars feature a new design that ultimately reimagines the interior, the passenger compartment, as the center of the vehicle and no longer subordinates the passenger experience to the requirements of the technology. This is reflected in the variable layout of the interior, the disappearance of the controls, and the sheer expanse of the cabin, in addition to linking them to new service offerings.

The design process – from the inside out

Even the “sphere” in the name sends a signal: the heart of the Audi skysphere, grandsphere, and urbansphere concept vehicles is always the interior. The drive system and the handling are no longer at the top of the design specifications in this new generation of cars. Instead, the starting point is the interior, the occupants’ living and experience sphere while traveling. Their needs and desires shape the space, the architecture, and the functions. With that reassessment, the design process itself changes. At the beginning of all discussions, the focus is directed toward the interior and its design. Only after that do we design the package, exterior lines, and proportions that shape the car into a total work of art, along with the technological premises.

Space, form, function – the interior

The doors of the Audi grandsphere concept are reversed so front and back touch; there is no B-pillar. The whole world of the interior opens up to passengers as soon as they climb in. But even before that, the Audi grandsphere has identified its passengers with a pathway identification – an innovative feature – that opens the doors and welcomes them with individually staged displays and ambient light. The driver and passenger positions are automatically detected and an array of personal comfort features – such as the climate control settings and the seats – are adjusted for the individual seats. At the same time, the infotainment system accesses the passengers’ most recently used services and seamlessly resumes them inside the car. For instance, a video that a passenger was streaming on a tablet is automatically played back over the display surface in the Audi grandsphere. On the driver’s side, on the other hand, the projection surface automatically picks up on displaying the news the occupant was reading before getting in.

In the interior, the lines on the decorative surfaces and functional elements are emphatically horizontal. The open, broad interior supports the impression of a unique space and the lack of a steering wheel, pedals, or conventional dashboard create a feeling of openness and breadth.

The large glass surfaces, expansive windshield, and transparent ceiling also emphasize that feeling. The same goes for the particular geometry of the side windows: their upper half is distinctively angled – the widest part is just slightly above eye level. It is a trick that Audi demonstrated for the first time in 2017 with its futuristic AI:CON concept car and which is now moving toward series production.

The change in the comfort zone is radical: if the boss’ seat is in the back in a conventional sedan, first class has now shifted forward into the front row. That is because it is no longer necessarily subordinated, first and foremost, to the driving function and the controls. In level 4 driving, the steering wheel and pedals disappear and the front area of the cabin becomes actual free space in all its breadth, with a perfect view through the large front and side windows, as well as maximum possibilities for movement.

The interior appears particularly wide when the two individual front seats are pushed all the way back. The Audi grandsphere is a 2+2-seater. An upholstered, two-person bench with an armrest that goes around the side is integrated as a seating option in the back, while both front seats are designed for first class comfort and space.

The seating surfaces and backs of the two seats with integrated belts are visually separate. The side bolsters of the seat backs are discreetly bent, thereby ensuring support while driving through curves. The possible seat positions are optimized for every use: in the upright position, the Audi grandsphere can be perfectly ergonomically controlled – as desired and outside level 4 zones. With the back tilted 40 degrees, passengers can relax and use the infotainment system. Finally, if the back is folded out to 60 degrees, it achieves a perfect resting position. The headrest can be bent 15 degrees forward. Outlets for air that is filtered and temperature controlled – even scented, as desired – as well as speakers that are inaudible to other passengers and allow for a private aural zone are all integrated into this area.

Between the front seats – normally concealed under metallic trim – there is a compact, onboard cooler with two glasses and a designed, elegant bottle for soft drinks. This is another sign of the Audi grandsphere concept’s first class claim.

No fittings, no screens: displays and operation

One surprise when looking around in the Audi grandsphere’s natural-colored, reduced-design interior: neither batteries of dial instruments nor black screens for virtual display concepts are visible before activating the driving functions – the oft-cited digital detox at its finest.

Instead, there are clearly articulated and sedate areas with materials of the highest quality. Wood and wool, synthetic textile fabrics and metal are visible and pleasant to touch as wall cladding, seat covering, and carpeting. Many of these materials, like the hornbeam veneers, come from sustainable cultivation or are made from recycled raw materials. There is no leather in the Audi grandsphere – even this is in keeping with a progressive understanding of luxury, which is always inseparable from sustainability.

Another surprise whenever the vehicle comes to life at the touch of a fingertip: there are displays – but they take the form of projections on the wooden surfaces under the windshield. Depending on the driving status – whether manual with a steering wheel or level 4 – they are either distributed across the entire width of the interior or segmented for the driver and front seat passenger. All the information that is necessary while traveling is there in high resolution and precisely readable.

Alternatively, the projection surfaces can also be used – in automated driving mode – as CinemaScope screens for infotainment content or even as screens for video conferences. In addition, a sensor bar is integrated under the projection surfaces for quick switching between content – for instance, for music or navigation. It shows all the functions and applications that are active in the car. Icons flash for the different menus.

One particular, extremely innovative control element is located near the door cut-out on the interior cladding: the MMI touchless response. If the driver is sitting in the active position behind the steering wheel, far toward the front in the interior, he or she can use that control to haptically select various function menus via a rotary ring and buttons and click through the different levels. A simple, intuitive operation.

If, on the other hand, the driver reclines the seat far to the back during level 4 driving, he or she does not have to do without these comfort items. That is because, at that point, a combination of eye tracking and gesture control are used. A sensor directed at the eye detects the line of sight when the control unit is to be engaged. And the passenger only needs to make analogous hand motions – without leaning over – that are similar to haptic operation and can use the system just as well that way – without touching a thing.

Whether it is eye tracking, gesture or voice control, handwritten input, or touch, the same thing applies to all operation modes: the Audi grandsphere concept adjusts to the individual user and learns his or her preferences and frequently used menus – and on that basis it can not only sensibly complete rudimentary commands, but also give personal proposals directly to the user.

Control panels are even integrated into the armrests on the doors. That way, the car always offers passengers invisible touch surfaces using an optic indicator to show its position. At the same time, there are VR glasses in the armrests on the left and right doors that can be used in conjunction with infotainment options – for instance for the holoride system.

Dynamic monolith – the exterior design

At 5.35 m (17.6 ft.) long, 2 m (6.6 ft.) wide, and 1.39 m (4.6 ft.) high, the Audi grandsphere concept’s measurements reveal this sedan as an unambiguous example of the luxury class automobile. The 3.19 m (10.5 ft.) wheelbase indicates top value, which even overshadows the long version of the current Audi A8. But even more striking than what these figures suggest is the visual impression that it makes upon seeing it for the first time. That is because the Audi grandsphere looks nothing like a traditional sedan, but rather more like a tightly drawn four-door GT with a line the comes straight from the wind tunnel. And it does that while doing without any decor or superfluous flourishes.

In the process, the Audi grandsphere consistently implements the specific conditions of the electric drive system right in the front end – a short overhang, a flat hood, and the windshield that projects far forward as the foremost limit of the large interior. Nonetheless, unlike many electric cars, it does not look futuristic at all, but rather emphasizes traditional beauty ideals. The top edge of the hood is drawn far into the side of the chassis in a horizontal line, suggesting a long engine compartment – all characteristics of a GT. In the rear, that line continues at the same height across the rear wheel well, encompassing the whole cabin and emphasizing its size.

A second horizontal line emanates from the bottom edge of the hood and runs under the side windows and likewise around the entire cabin. This subdivides the door surfaces into horizontally oriented shoulders and the convex verticals below them above the rocker panel. The wheel wells have a soft, yet distinctive shape – typical Audi. The slender rear behind the massive C-pillar is a quote from traditional streamlining. And the dynamically sloping arc of the roofline reveals the grandsphere as part of the Audi Sportback tradition. All lines and all surfaces seem to organically correlate, combining to form one monolithic body.

At 23 inches, the wheels of the Audi grandsphere concept quote an icon from the 1990s – the Audi Avus. At the same time, the six double spokes signal light construction and stability, recalling functional motorsport wheels and the Bauhaus tradition in brand design.

Visible technology – light

In the front end, there is an innovative interpretation of the Singleframe that defines Audi’s look: it is shaped like a flat hexagon. The interior surfaces, behind a transparent covering, are indirectly lit from above while driving – a distinctive, extremely three-dimensionally structured visual effect.

The headlight units on the upper side of the Singleframe look narrow, like focused eyes. The lighting units reference the four rings brand logo: they enlarge and isolate the intersection of two rings into a pupil – a new, unmistakable digital light signature. This means that the size of the light areas can be adjusted according to their function as daytime running lights or as dynamically staged blinkers – depending on the traffic situation – and thereby issue an obvious signal in the interest of safety. The same graphic is also in the rear lighting units – another significant characteristic of the Audi light design.

Drive system and charging

The technology platform of the Audi grandsphere – what is known as the Premium Platform Electric, or PPE – was conceived exclusively for battery-powered electric drive systems and therefore it takes full advantage of that technology. The key element of PPE is a battery module between the axles that holds around 120 kWh of energy in the grandsphere concept. A flat battery layout is possible because Audi uses the entire vehicle base between the axes.

Together with the large wheels, this produces basic proportions that are perfect not only from a design perspective. The core benefits include a long interior and therefore legroom in both rows of seats. Additionally, the absence of a gearbox cover and a cardan tunnel increases spatial comfort in electric cars.

Nonetheless, the Audi grandsphere does not forego the quattro drive system, which is essential to the brand. That is because the concept car has separate electric motors mounted on the front and rear axles that use electronic coordination to deliver all-wheel drive on demand and execute a perfect balance between driving dynamics and energy efficiency. The Audi grandsphere concept’s two electric motors are capable of delivering a total output of 530 kW and a torque of 960 Newton meters.

Fast charging, high range

The heart of the drive system is the 800 volt charging technology. Like the Audi e-tron GT before it, this technology ensures that the battery can be charged with up to 270 kW in a very short time at fast-charging stations.

This strategy makes charging times that approach a refueling stop for a car with a conventional engine possible. Just ten minutes are enough to charge the battery to a level sufficient to power the car more than 300 kilometers (186 miles). In less than 25 minutes, you can charge the 120 kWh battery from 5 to 80 percent.

Together with a range of more than 750 kilometers (466 miles) – depending on the selected drive system and power output – the Audi grandsphere concept is unconditionally suitable for long distances. Furthermore, its range and charging speed keep pace with those of combustion engines, making it the perfect universal car for everyday needs.

In terms of dynamic qualities, the Audi grandsphere concept – as is typical for an electric car – truly outshines its rivals with combustion engines. Thanks to the high torque that is available from the first revolution, acceleration from 0-100 km/h (62 mph) takes just over four seconds; maximum speed is limited in the interest of increased range.

Air suspension and active suspension for maximum comfort

The front wheels are connected via a five-link axle, specially optimized for electric vehicles. In the rear, there is a multi-link axle that, like the front, is made of aluminum. Despite the long wheelbase, the steerable rear wheels provide excellent maneuverability. The luxurious Audi grandsphere concept touring sedan utilizes Audi air suspension – a single chamber system with adaptive dampers. Quite well suited for dynamic driving when necessary it guarantees gentle comfort without noticeable vehicle body movements, under normal conditions.

The reason: the Audi grandsphere concept has active suspension. The high-tech system can separately pull up or push down on each wheel separately in milliseconds via electromechanical actuators. That makes it possible to actively control the state of the chassis in every driving situation and therefore significantly reduce pitching and plunging when accelerating or braking. Thanks to the front camera, which recognizes unevenness, the adjustments happen predictively. The navigation system’s topographical data are also used to integrate curve radii, gradients, and inclines into the system’s projection.

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Audi skysphere concept – The future is wide open 2021

Audi skysphere concept (2021)

Audi has unveiled the first member of a new family of concept vehicles, a spectacular roadster. Audi skysphere concept is the name of the electric-powered, two-door convertible whose lines lead directly to the Audi design of tomorrow. With it, the brand is illustrating its vision for the progressive luxury segment of the future, in which the interior becomes an interactive space and the vehicle a platform for captivating experiences. This is being made possible thanks to autonomous driving, a revolutionary redesign of the interior, and a seamless digital ecosystem.

The Audi skysphere concept shows how the brand is redefining luxury in the future – it’s no longer just about driving. The concept car was designed with the clear objective of offering its occupants captivating and world-class experiences.

Static photo,
Colour: Stage Light

To give passengers the maximum amount of freedom, the Audi skysphere concept was designed for two different driving experiences: a grand touring experience and a sports experience. This makes use of a spectacular technical detail – the variable wheelbase. Electric motors and a sophisticated mechanism with body and frame components that slide into one another make it possible to vary the wheelbase itself and the exterior length of the car by 250 millimeters. At the same time, the vehicle’s ground clearance is adjusted by 10 millimeters to enhance comfort and driving dynamics.

With the touch of button, the driver can take advantage of their freedom and choose their own driving experience– either they pilot their 4.94-meter-long e-roadster themselves in “Sports” mode with a reduced wheelbase, while the rear-wheel steering ensures that the vehicle remains extremely agile despite its dimensions. Or they can choose to be chauffeured around in a 5.19-meter GT in the autonomous “Grand Touring” driving mode while enjoying the sky and the scenery, maximum legroom, and the services offered by a seamlessly integrated digital ecosystem.

In this mode, the steering wheel and pedals move into an invisible area; the feeling of space in the concept car opens up completely new realms of possibility for such a sporty convertible. Meanwhile, the Audi skysphere automatically keeps an eye on the road and traffic with its sensor system and drives the occupants safely to their destination.

Static photo,
Colour: Stage Light

Similar to how the interior design offers a new, contemporary interpretation of luxury, digitization and the ecosystem open up unprecedented levels of freedom and worlds of experience for the vehicle’s passengers. Thanks to Audi’s own services and the ability to integrate digital services, the possibilities are nearly endless. In addition, the passengers can share their experience on the road with friends via social media, with images of the interior and the surrounding area. The vehicle also takes care of everyday tasks that go beyond the ride itself. For example, the autonomous Audi skysphere concept picks up its passengers with information about their current destination and independently handles parking and charging.

Static photo,
Colour: Stage Light

Audi skysphere to be unveiled on its home turf in California

The Audi skysphere concept will make its public debut on August 13, 2021, as part of Monterey Car Week – on the legendary fairways of the Pebble Beach golf course. This means the vehicle’s unveiling in California is taking place more or less on its home turf. This is because the concept car was conceived and designed at the Audi Design Studio in Malibu, just a stone’s throw away from the Pacific Coast Highway, the legendary coastal road that connects the suburbs of Los Angeles with northern California. Studio manager Gael Buzyn and his team are the creative minds behind the project. A legendary classic model from the company’s own history – the Horch 853 roadster – served as the inspiration for the new groundbreaking model. The impressive convertible, which is also around 5.20 meters in length, was not only the definition of modern luxury in the 1930s, but also won the Concours d’Elegance in Pebble Beach in 2009.

But the visual inspiration from its predecessor is limited to the concept car’s dimensions and typical proportions with a rather compact cabin and long front end. A look under the hood of the Horch reveals an imposing straight-eight engine with a displacement of 5 liters. The Audi skysphere, on the other hand, mainly has electric drive components between the front axle and the windshield, such as the charger and the DC/DC converter, plus the actuators and electronic and mechanical components for the adaptive wheelbase. It also features a spacious trunk filled with two golf bags specially designed for the concept car.

Static photo,
Colour: Stage Light

The drive system: 465 kW of power

“New technologies like electrification, digitalization, and autonomous driving gave us the opportunity to create an experience that goes way beyond the one that typical roadsters offer today,” said design project manager Gael Buzyn.

An electric motor positioned on the powered rear axle is responsible for delivering power to the wheels of the Audi skysphere. A total of 465 kilowatts of power and 750 Newton meters of torque have an easy time with the roadster, which only weighs around 1,800 kilograms. The weight distribution of around 60 percent on the powered rear axle results in ample traction and acceleration from 0 to 100 km/h in just four seconds, if required.

The Audi skysphere’s battery modules are primarily positioned behind the cabin – an ideal configuration for the vehicle’s center of gravity and agility. Further modules can be found between the seats in the center tunnel of the skysphere interior – another position chosen in favor of vehicle dynamics. The battery’s capacity is expected to be more than 80 kWh, giving the car a range of more than 500 kilometers according to the WLTP standard, at least in the economical GT mode.

Static photo,
Colour: Stage Light

The chassis: rear-wheel steering and adaptive air suspension

The vehicle features double wishbone axles in the front and the rear. The upper and lower wishbones are forged or cast from aluminum. Steering takes place via a steer-by-wire system that controls both the front and the rear wheels. Because the system is not mechanically connected to the front axle, the driver can select different steering ratios and steering settings – all at the touch of a button. This allows the steering to be adjusted from extremely direct to comfortable, but also from high self-aligning forces to minimal self-aligning forces, for example when parking. The rear-axle steering and adaptive wheelbase also contribute to the car’s small turning radius.

A long-established Audi chassis technology ensures that the suspension delivers the necessary level of versatility – the latest evolutionary stage of Audi’s adaptive air suspension has been implemented in the concept car and features three independent air chambers to provide a comfortable base suspension. Individual chambers can be deactivated for a more sporty ride with fast acceleration. The result is that the characteristic curve of the spring becomes more progressive, reducing roll and pitch to a minimum. Lowering the body by 10 mm reduces aerodynamic drag – particularly relevant when driving long distances.

The Audi skysphere’s active suspension plays a key role in the versatility of the car’s handling characteristics. When simply coasting along, the individual wheels are selectively raised or lowered to compensate for unevenness and undulations in the road surface – the result of a symbiosis between the navigation system’s digital predictions and the active chassis’ sophisticated control and actuation systems. Mounted on aerodynamically styled 23-inch alloy rims, the 285/30 tires strike a perfect balance between suitability for long-distance trips thanks to minimal rolling resistance and a sporty, active driving style with high longitudinal and lateral acceleration.

Design Sketch

The exterior: reverence without retro

When it comes to their footprint – 5.23 meters in length versus 5.19; a width of 1.85 versus 2.00 meters – it is easy to see the similarity between the legendary Horch 853 convertible and the Audi skysphere. A striking difference, on the other hand, can be found in their height – the legendary Horch, with its iconic design, towered up to 1.77 meters depending on the body shape, while its autonomous descendant, the Audi skysphere, ducks down to the road in Sport mode at 1.23 meters flat, with an optimized center of gravity and aerodynamics. The concept car pays its respects to the classic model without merely remaining a retro imitation.

After all, apart from its dimensions, it’s the lines that make a real difference. With its wide curved and flared wheel arches typical of the brand, the skysphere emphasizes the wide track – a visible indication of its dynamic talents. Viewed from the side, the proportions are impressive with a long hood and – especially at the front – a short overhang. The surfaces of the wheel arches and front hood are organically curved. The rear end was developed in a wind tunnel and combines elements of a speedster and a shooting brake with large glass surfaces in a traditional streamlined design. Two overnight bags designed specifically for the Audi skysphere find space under the glass, and are held in place with straps that are stretched in a crosswise pattern.

The front end – although no longer serving as a radiator grill – clearly features the brand’s typical Singleframe and the three-dimensionally designed, illuminated emblem with the four rings. The entire Singleframe and also the adjacent surfaces on the sides are designed with white LED elements to literally act as a stage for visual effects – both functional effects as well as moving welcome sequences when the vehicle is opened and closed.

Detail

Gentle dimming and a structured, rhythmically pulsating light produce an elegant effect. The daytime running lights in the side front sections, in turn, give the lighting units a resolute, focused “gaze.” If the wheelbase is changed, the LEDs in the front and rear display a specially composed dynamic sequence.

The rear end is also dominated by a digitally controlled LED surface that extends across the entire width of the vehicle. Countless red LEDs are scattered like rubies across the vertical rear surface. Reflections create dynamic lighting and shadow effects when the lighting units are switched on and off.

Upon changing the wheelbase and thus the operating mode from GT to Sport, the light signature also changes and sends a clear indication of the changed character of the Audi skysphere concept, particularly in the area around the Singleframe.

A characteristic feature of the side view are the rocker panels, which seem to protrude into the rear wheel arch – a necessary feature when varying the wheelbase actually pushes it backwards. The rocker panel is attached to the front end of the car, and as it moves, the panel also slides to the rear under the fixed door. In the process, the wheelbase is reduced from the standard size of an A8 L to the significantly more compact size of the curve-compatible Audi RS 5 – 25 centimeters make all the difference. And not just technically, but also visually and, above all, in terms of the driving experience.

There’s no doubt that the Audi skysphere concept has two personalities – a GT and a luxury sports car. The key differences, however, can only be enjoyed in the interior, because here, behind the rear-hinged and wide-opening doors, the Audi skysphere offers highly contrasting experiences.

The interior: two spheres of experience in one

When it comes to the three upcoming concept cars Audi skysphere, Audi grandsphere, and Audi urbansphere, the brand is placing the space that surrounds the passengers (“sphere”) and which becomes an experience for them – the interior – at the center of its designs. This is because all three vehicles are designed for level 4 autonomous driving – meaning that in certain defined road and traffic situations, the driver can delegate complete responsibility to the car and no longer has to intervene.

As a result, control elements such as the steering wheel and pedals can be swiveled into an invisible position and thereby completely removed from the interior. And passengers, including the one in the front left seat, can enjoy a new form of freedom – the freedom to relax in the open air, enjoy the scenery and the wind, or interact with the Internet and the world thanks to the connection with the digital ecosystem in the Audi skysphere.

Free of controls, the interior appears as a light, spacious environment, inspired in many areas by the Art Deco universe. The comfortable seats boast the visual elegance of designer furnishings, yet they fulfill the functions of an car seat in driving mode without any compromises – side support and safety features are part of the package. They are upholstered in sustainably produced microfiber fabric and, thanks to their variable position in the interior, offer the kind of freedom to move and legroom that can otherwise only be experienced when flying first class on an airplane. Environmentally certified eucalyptus wood and synthetically produced imitation leather are other sustainably manufactured materials that contribute to creating an unparalleled experience in the vehicle’s interior.

Should the Audi skysphere concept be used in driver-operated mode, then the interior transforms into an ergonomically perfect driving machine cockpit. Together with the chassis and body, the instrument panel and the monitor panel on the center console also move to the rear. The driver finds all the controls, including the steering wheel and pedals, in the position that best suits them.

Large touch monitor surfaces – 1415 mm wide, 180 mm high – on the dashboard and in the upper area of the center console are used to operate the vehicle and infotainment systems. In Grand Touring mode, this can be used to display content from the Internet, video conferences, or streamed movies. Small touch panels in the doors are used to operate the air conditioning.

A high-quality sound system – befitting of this luxury convertible – delivers concert hall audio quality even when the vehicle is in motion. The speakers are hidden behind the door panels; a few more in the rear interior wall even produce surround sound. The shape of the headrests prevents turbulence and also annoying wind noise.

The vehicle experience: luxury without limits

Audi skysphere, Audi grandsphere, and, coming in 2022, Audi urbansphere are the three concept cars that the brand with the four rings is using to showcase its vision of progressive luxury. In the process, Audi is creating a vehicle experience that goes far beyond the purpose of merely spending time in a car to get from point A to point B, and even far beyond the driving experience itself.

These concept cars feature a new design that ultimately reimagines the interior, the passenger compartment, as the center of the vehicle and no longer subordinates the passenger experience to the requirements of the technology. This is reflected in the variable layout of the interior, the disappearance of the controls, and the sheer expanse of the cabin. In Grand Touring mode, this not only allows both passengers to enjoy a smooth and pleasant journey, but also combines it with new service offerings. These can be used to access a variety of service options related to the current trip – such as designing a spectacular scenic route, as well as restaurant or hotel options.

Customized infotainment options are also available, such as linking the on-board streaming service to music and video providers used at home. And in a further step, Audi also aims to provide personalized and exclusive options for users of its luxury cars in the future – such as concerts, cultural events, or even sporting events that are only available upon special invitation. In this way, a vehicle like the Audi skysphere concept will become a platform for experiences that expand horizons beyond the mere ride in just a few years.

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“Porsche Unseen” provides a glimpse of unreleased concept cars
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“Porsche Unseen” provides a glimpse of unreleased concept cars

“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

“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

“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

“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.

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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.

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