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robot-radar · 8 years ago

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2017 Bugatti Chiron Review

The 21st century has brought us numerous fabulous extravagance autos, however with regards to execution, there is vanquishing everything. I’m discussing the Bugatti Veyron. It was surrendered in 2015 after 450 units were worked more than 10 years, amid which time it ruled as the road legitimate world’s quickest creation auto.

The Veyron Super Sport achieved 257.87 mph in 2010, a Guinness world record that has made due to the present day. That will change soon, in any case, as Bugatti has acquainted another hype car with supplant Veyron.

Enhancing an unimaginable supercar since it has a 1185 W-16 drive motor and can achieve right around 260 mph without the speed limiter is an overwhelming undertaking, yet by one means or another oversaw Bugatti Veyron better.

As anyone might expect, the auto bears the name of Louis 2017 Bugatti Chiron authentic driver at the European Championship in the 1930s was one of the speediest race day drivers before Formula One and he has effectively roused for Name the Bugatti 18/3 Chiron Concept 1999 after him. That 17 years prior this idea, yet the name Chiron now thanks that will get to be distinctly one of the best extravagance autos ever.

The Bugatti Chiron appeared at the Geneva Motor Show in 2016 and the Molsheim mark says it will break a few records. “It’s human instinct to cross outskirts and set up new records in 100-meter operation quicker than any time in recent memory, to travel assist into space and to enter new domains.

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2017 Bugatti Chiron 0-60

2017 Bugatti Chiron Black 1

2017 Bugatti Chiron Black

2017 Bugatti Chiron Blue

2017 Bugatti Chiron Caliper

2017 Bugatti Chiron Cost

2017 Bugatti Chiron Exterior Look

Obviously, in light of the covered models and renderings that sees the generation demonstrate, the Chiron is a development of Veyron plan. Some may call it a bit excessively moderate, yet plainly Bugatti is continuing existing clients to draw in new purchasers.

I have constantly considered the Veyron as the odd one out the extravagance auto industry, yet I cannot reprimand Bugatti for planning the entire 2017 Bugatti Chiron look effectively acclaimed Veyron. Also, that the new hyper car is likewise vigorously in view of the idea of Gran Turismo.

In spite of the fact that the survey does not appear to be noteworthy at first look, the planners of Bugatti rolled out a few improvements to change the Veyron into Chiron. Without a doubt a Bugatti for its amazing horseshoe radiator Chiron got more slender, four LED piece highlights that additionally fill in as outlet, sending air to the front brakes.

The intro page no longer stretches out into the guard and has a more rakish shape and V that gives the nose a more forceful appearance. The lower terminals are additionally more slender than the Veyron, while the cover has been upgraded efficiently.

Every one of the components of the front have been composed with the goal that Chiron will see as huge as could be expected under the circumstances. I should state that the new supercar is a great deal all the more debilitating.

At the point when seen from the side, the Chiron is in certainty a noteworthy Veyron of the yield. The principal thing that gets the attention is the investigation, the C-molded bend that characterizes the profile. Reviewing customary Bugatti models, for example, Type 57, the “Bugatti Line” likewise goes about as a streamlined gadget, advancing the wind current along the edge outlets, which channel into the tremendous 16 chamber motor.

In the back, Chiron is conditioned reality variant of Gran Turismo Concept. Particularly intended to diminish drag and make a suction impact that draws hot air from the motor, the back sash is really brought in three sections with an expansive diffuser with around 1.6 meters (5.2 feet) wide band of lights Rear compartment comprises of 82 LEDs.

The Veyron, the focal yield, has been supplanted by a fumes pipe in two, while the diffusers seem to have expelled a different race auto. The motor cover has additionally been overhauled and Bugatti Veyron relinquished to the knocks for a more streamlined, brace plan. Chiron likewise got a focal blade in a gesture to the Type 57SC Atlantic symbol.

Appeared here in the exemplary two-tone blue that Bugatti Chiron has made renowned will most likely be accessible in an extensive variety of hues and wraps up, an uncovered carbon fiber choice. The Veyron was a standout amongst the most versatile extravagance autos available and Chiron ought to in any event coordinate that.

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2017 Bugatti Chiron Engine

2017 Bugatti Chiron For Sale

2017 Bugatti Chiron Images

2017 Bugatti Chiron Interior Look

Like most Bugatti insides, the Chiron lodge is a magnum opus. Like the Veyron, the French have figured out how to locate the ideal harmony amongst energy and extravagance, Chiron’s position, aside from some other hyper car in this portion. There is not even a plastic thumb on it, with each surface being either carbon fiber, aluminum, or covered with fine calfskin.

The general plan is very basic; however, the natural lines give a present day feel. While the outside is still in view of the Veyron, the inside recounts an alternate story. Bugatti has upgraded each board and catch. The expansive Veyron focal battery was supplanted by a smaller unit with four on a level plane adjusted catches to little screens on them. This makes the extensive inside and approximately in view of the Gran Turismo Concept.

The instrument group is new, the two littlest meters being supplanted by TFT shows. The one on the correct demonstrates the route delineate. The principle marker is straightforward and exquisite, with dials with a light blue foundation.

The speedometer ventures out up to 500 km/h (310 miles/h). The two-tone guiding wheel has a level base, aluminum stripes and blue catches – the last being a similar usefulness not accessible in Veyron. Normally, the seats are said to be more agreeable than some other supercar, yet they likewise give most extreme support to games driving.

Like any extravagance auto, Chiron has an excellent sound framework with a one-carat precious stone film on each of the four speakers. Discuss perfectly clear stable quality, isn’t that so? Treble amplifiers are the main components to contain significant materials; The token “Bugatti” is made of lacquer and sterling silver. A refrigerated glove box adjusts the snazzy Chiron inside.

While this Bugatti can put a great deal of costly limousines to disgrace as far as solace and extravagance highlights, it won’t have the capacity to fit a full size car for bearable. Be that as it may, Bugatti engineers have made a few upgrades, figuring out how to get extra stature of 12 mm (0.47 inches). It won’t not look like much, but rather will permit taller drivers to fit in and permit clients to drive the auto with a cap.

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2017 Bugatti Chiron MSRP

2017 Bugatti Chiron Inside

2017 Bugatti Chiron Price

2017 Bugatti Chiron Sophistication

Having set the most elevated number of records with the Veyron, Bugatti had no real option except to raise the wager and build up a super games auto that is speedier and more intense than its antecedent. Luckily, Chiron is with a superior quad-turbo, 8.0-liter W-16 motor. Also, notwithstanding the gossipy tidbits about a crossover propeller, there is no electric engine under the body.

The reconsidered process now gives a tremendous force of 1,479 pull and a torque of 1,180 foot-pounds. Contrasted with the Veyron SuperSport is a change of 296 drive and 74 pound-feet. These new figures make the Chiron altogether more capable than the Koenigsegg Uno: 1, the Bugatti with extra 139 drive available to its. Be that as it may, Chiron is heavier than the Swedish supercar at 4398 pounds.

Bugatti says Chiron will reach 62 mph from remaining in under 2.5 seconds. Also, the sprint at 124 mph takes under 6.5 ticks, while 0 186 mph is come to in under 13.6 seconds. Just to give a thought of the mind boggling force of Chiron, the Centennial Lamborghini needs ten seconds to achieve 186 mph! Likewise, the Bugatti is very nearly three seconds quicker than the McLaren P1 and a moment speedier than the Veyron SuperSport.

With respect to the most extreme speed, constrained to the Bugatti Chiron at 261 miles/h as a wellbeing measure for go via auto. It’s three mph more than the Veyron SS, yet Chiron will support his endeavor to enroll. The Veyron, for instance, has a Guinness book record of 257.87 mph, yet this is accomplished with the electronic limiter introduced in every generation demonstrate.

Without the limiter, the Veyron SS is equipped for 267.857 mph. Sit tight for Chiron to outperform the 270-mile-per-hour stamp on the test track, regardless of the possibility that the generation model won’t have the capacity to do likewise for wellbeing reasons. Early reports said the Chrion would make 286 mph, yet this does not appear to be likely at this stage.

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2017 Bugatti Chiron White

2017 Bugatti Chiron Interior 1

2017 Bugatti Chiron

2017 Bugatti Chiron Interior

2017 Bugatti Chiron Review

2017 Bugatti Chiron Top Speed

2017 Bugatti Chiron Suspension and Brakes Chassis

Under the body is amended another carbon fiber monocoque with a carbon raise sub-outline intended to expand solidness. The brand did not give many subtle elements, but rather said that torsional unbending nature has been enhanced, while the auto ought to be more deft, with another electric directing framework and updated suspension.

The braking limit originates from lighter, thicker silicon carbide plates, a lighter, more tough material. The tongs are utilized eight cylinders at the front, with six cylinders mounted at the back.

Michelin tires uniquely grew new and bigger wheels’ wraps, which measures 20 creeps ahead and 21 crawls behind. The tires are 14 percent more extensive at the front and 12 more extensive back ideals for taking care of this additional power and top speed.

Regardless of these changes, the Chiron is a long way from being in extravagance track autos. Like its antecedent, which was produced basically to break the speed record, the Chiron does not have what it takes to set records on the track, while its weight/control proportion is lower than most top of the line extravagance autos.

2017 Bugatti Chiron – The quintessential ultimate super sports car, ultra-modern, incredibly fast, agile and powerful with a stylistically demanding design and the highest possible levels of comfort 2017 Bugatti Chiron Review The 21st century has brought us numerous fabulous extravagance autos, however with regards to execution, there is vanquishing everything.

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jesusvasser · 6 years ago

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The Pininfarina Battista Is a Stunning, Fully Electric 1,874-HP Hypercar

It has 1,874 horsepower and 1,696 lb-ft of torque. It’ll hit 60 mph in 1.9 seconds, 100 mph in 4.3 seconds, and 186 mph in 11.8 seconds. The quarter-mile? Gone in 9.1 seconds. Top speed? An autobahn-busting 218 mph. And there’s not a single turbocharger or camshaft or piston to be found. Welcome to the shocking future of the hypercar. Welcome to the Pininfarina Battista, one of the star cars of this year’s Geneva auto show.

The name is steeped in history. Battista “Pinin” Farina founded his eponymous coachbuilding company in Turin, Italy, in 1930. The 1947 Cisitalia 202 coupe he designed was the first car to become part of the Museum of Modern Art’s permanent collection in New York. Pininfarina has also designed and built cars for Ferrari, as well as Alfa Romeo, Peugeot, and Cadillac (remember the Allanté?), among others. But the Battista is a digital-age, crowd-sourcing-era hypercar, combining traditional notions of Italian design and craftsmanship with financial and technological resources that simply weren’t available 10 years ago.

Pininfarina SpA, which will build the Battista in Italy, is today majority owned by Indian automaker Mahindra, best known in the U.S. for its range of tractors and the Roxor off-roader, an ancient CJ Jeep clone it has built for decades. Automobili Pininfarina, which developed with the Battista concept and will sell the car, is 100 percent owned by Mahindra and staffed by highly experienced executives and engineers who have variously worked for Porsche and Pagani, Lamborghini and Bugatti, as well as Alfa Romeo and Audi.

The Battista’s potent electric powertrain is from Croatia’s Rimac Automobili, whose electric-powered Concept_One and C_Two hypercars are quick enough to frighten a Bugatti Chiron. Rimac pricked the pop-culture zeitgeist in 2017 when former Top Gear presenter Richard Hammond threw a Concept_One off the road while filming an episode of The Grand Tour. But performance-focused Rimac has also attracted attention from respected auto industry heavyweights: Porsche quietly took a 10 percent stake in the company last year. Rimac is also supplying high-performance hybrid battery systems for the forthcoming Aston Martin Valkyrie, and Koenigsegg’s Regera.

Designed by Pininfarina SpA, the Battista at first glance looks vaguely like a reworked Ferrari 488. The Ferrari vibe is perhaps understandable, given the company’s long association with Maranello, even though the brief for the Battista came from Automobili Pininfarina design director Luca Borgogno, who worked at Lamborghini’s studio in Turin, most recently on the Urus SUV. Automobili Pininfarina insiders insist, however, the carbon-fiber monocoque and body panels are all new and unique, a fact substantiated by doors that are cut into and are hinged at the roof, and swing forward and upward like those of a McLaren 720S.

The Battista’s proportions and stance are generic mid-engine supercar—the lack of exhaust pipes is the only clue to the e-powertrain underneath—which some may see as a missed opportunity. But as with a tuxedo, there are only so many ways you can tweak and tease a classic formula before it starts to look odd. The Battista is a conventional beauty, its form defined by a handful of artfully rendered lines. The most important of these run back from the front fender and tuck in toward the center of the car as they rise over the rear wheels, where they define the inner edge of surfaces that appear to float over the rear of the car. Critically, the lines—and the surfaces—don’t quite meet, making the Battista look as if it has a split rear wing.

“I love the wing,” says design director Borgogno. “It looks like two separate fins. On other supercars the rear wing leaves an ugly, dead hollow space when it’s raised, but on the Battista the wing is so thin it leaves just a shallow indentation, the floor of which we have perforated so that you can see into the rear airflow section.”

The lines also define air channels that run along each side of the greenhouse, similar to those of the McLaren 720S. The Battista may not need to gulp oxygen to make all that power and torque, but there are five radiators located around the car to help manage the temperatures of the 120-kWh,T-shaped lithium-manganese-nickel battery pack, as well as the four liquid-cooled Rimac synchronous permanent magnet electric motors.

Pininfarina claims a range of up to 280 miles between charges, though as in an internal-combustion engine vehicle, your mileage may vary. Rimac says the battery pack has the juice and the thermal stability to propel its C_Two concept for two full-power laps of the 12.9-mile Nürburgring Nordschleife with negligible performance loss. The Battista should have similar capability.

And they should be mighty quick laps. Carbon-fiber construction should keep the Battista’s overall weight around 4,500 pounds despite the heavy battery pack. Carbon-ceramic brakes are standard, with 15.4-inch rotors up front and 15.0-inch ones at the rear, each clamped by six-piston monobloc calipers. And with a motor powering each wheel (two motors share a common casing in the center of the car at each axle), the Battista will have infinitely variable torque-vectoring capability at each corner of the car.

Helping hone the Battista’s dynamics is former F1 and Le Mans 24 racer Nick Heidfeld, whose other day job is development driver for the Mahindra Formula E team. Working with Heidfeld is Peter Tutzer, who began his career at Porsche, where he was ultimately appointed chief engineer for the company’s race-car program; he then worked at Pagani on the Zonda before joining Bugatti, where he played an integral role in the engineering and development of the Veyron. No shortage of credibility there.

The Battista’s interior is at once high tech and luxurious, with state-of-the-moment infotainment interfaces and a wide range of available trim colors. Two screens are located either side of the steering wheel, the left controlling dynamics and performance, the right media and navigation. All vital information is displayed immediately in front of the driver on a small, centrally mounted screen. A rotary controller mounted on the door enables drive-mode settings; on the right is the transmission control. Drivers will also be able to set bespoke sound settings, ranging from silence to what Automobili Pininfarina intriguingly calls “a signature Battista sound.”

Automobili Pininfarina plans to make just 150 Battistas, with a third of them coming to the U.S. The first cars are scheduled to arrive in 2020, in time to celebrate Pininfarina’s 90th anniversary.

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eddiejpoplar · 6 years ago

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The Pininfarina Battista Is a Stunning, Fully Electric 1,874-HP Hypercar

Automobili Pininfarina plans to make just 150 Battistas, with a third of them coming to the U.S. The first cars are scheduled to arrive in 2020, in time to celebrate Pininfarina’s 90th anniversary.

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jonathanbelloblog · 6 years ago

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The Pininfarina Battista Is a Stunning, Fully Electric 1,874-HP Hypercar

Automobili Pininfarina plans to make just 150 Battistas, with a third of them coming to the U.S. The first cars are scheduled to arrive in 2020, in time to celebrate Pininfarina’s 90th anniversary.

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robertkstone · 6 years ago

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Pininfarina Battista First Look: The Fully Electric, Nearly 1,900-HP Hypercar

It has 1,874 horsepower and 1,696 lb-ft of torque. It’ll hit 60 mph in 1.9 seconds, 100 mph in 4.3 seconds, and 186 mph in 11.8 seconds. Quarter mile? Gone in 9.1 seconds. Top speed? An autobahn-busting 218 mph. And there’s not a single turbocharger or camshaft or piston to be found. Welcome to the shocking future of the hypercar. Welcome to the Pininfarina Battista, one of the star cars of this year’s Geneva auto show.

The name is steeped in history. Battista ‘Pinin’ Farina founded his eponymous coachbuilding company in Turin, Italy, in 1930. The 1947 Cisitalia 202 coupe he designed was the first car to become part of the Museum of Modern Art’s permanent collection in New York. Pininfarina has also designed and built cars for Ferrari, as well as Alfa Romeo, Peugeot, and Cadillac (remember the Allante?), among others. But the Battista is a digital-age, crowd source–era hypercar, combining traditional notions of Italian design and craftsmanship with financial and technological resources that simply weren’t available 10 years ago.

The Battista’s potent e-powertrain is from Croatia’s Rimac Automobili, whose electric-powered Concept_One and C_Two hypercars are quick enough to frighten a Bugatti Chiron. Rimac pricked the pop-culture zeitgeist in 2017 when former Top Gear presenter Richard Hammond threw a Concept_One off the road while filming an episode of The Grand Tour. But performance-focused Rimac has also attracted attention from respected auto industry heavyweights: Porsche quietly took a 10 percent stake in the company last year. Rimac is also supplying high-performance hybrid battery systems for the forthcoming Aston Martin Valkyrie, and Koenigsegg’s Regera.

Designed by Pininfarina SpA, the Battista at first glance looks vaguely like a reworked Ferrari 488. The Ferrari vibe is perhaps understandable, given the company’s long association with Maranello, even though the brief for the Battista came from Automobili Pininfarina design director Luca Borgogno, who worked at Lamborghini’s studio in Turin, most recently on the Urus SUV. Automobili Pininfarina insiders insist, however, the carbon -iber monocoque and body panels are all new and unique, a fact substantiated by doors that are cut into and are hinged at the roof, and swing forward and upward like those of a McLaren 720S.

The Battista’s proportion and stance are generic mid-engine supercar—the lack of exhaust pipes is the only clue to the e-powertrain underneath—which some may see as a missed opportunity. But as with a tuxedo, there are only so many ways you can tweak and tease a classic formula before it starts to look odd. The Battista is a conventional beauty, its form defined by a handful of artfully rendered lines. The most important of these run back from the front fender and tuck in toward the center of the car as they rise over the rear wheels, where they define the inner edge of surfaces that appear to float over the rear of the car. Critically, the lines—and the surfaces—don’t quite meet, making the Battista look as if it has a split rear wing.

The lines also define air channels that run along each side of the glasshouse, similar to those of the McLaren 720S. The Battista may not need to gulp oxygen to make all that power and torque, but there are five radiators located around the car to help manage the temperatures of the T-shaped, 120-kW-hr, lithium–manganese–nickel battery pack, and the four liquid-cooled Rimac synchronous permanent magnet e-motors.

Pininfarina claims a range of up to 280 miles between charges, though as in an internal combustion engine vehicle, your mileage may vary. Rimac says the battery pack has the juice and the thermal stability to propel its C_Two concept for two full-power laps of the 12.9-mile Nürburgring Nordschleife with negligible performance loss. The Battista should have similar capability.

And they should be mighty quick laps. Carbon-fiber construction should keep the Battista’s overall weight around 4,500 pounds despite the heavy battery pack. Carbon-ceramic brakes are standard, with 15.4-inch rotors up front and 15.0 at the rear, each clamped by six-piston monobloc calipers. And with an e-motor powering each wheel (two motors share a common casing in the center of the car at each axle), the Battista will have infinitely variable torque vectoring capability at each corner of the car.

Helping hone the Battista’s dynamics is former F1 and Le Mans 24 racer Nick Heidfeld, whose other day job is development driver for the Mahindra Formula E team. Working with Heidfeld is Peter Tutzer, who began his career at Porsche, where he was ultimately appointed chief engineer for the company’s race car program; he then worked at Pagani on the Zonda before joining Bugatti, where he played an integral role in the engineering and development of the Veyron. No shortage of credibility there.

The Battista’s interior is at once high tech and luxurious, with state-of-the-moment infotainment interfaces and a wide range of available trim colors. Two screens are located either side of the steering wheel, the left controlling dynamics and performance, the right media and navigation. All vital information is displayed immediately in front of the driver on a small, centrally mounted screen. A rotary controller mounted on the door enables drive mode settings; on the right is the transmission control. Drivers will also be able to set bespoke sound settings, ranging from silence to what Automobili Pininfarina intriguingly calls “a signature Battista sound.”

Automobili Pininfarina plans to make just 150 Battistas, with a third of them coming to the U.S. The first cars are scheduled to arrive in 2020, in time to celebrate Pininfarina’s 90th anniversary.

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numberplates4u-blog · 7 years ago

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Great stuff you might have missed at the 2017 Frankfurt Motor Show

Antony Ingram Will Beaumont 14 Sep 2017 This year’s Frankfurt motor show was a busy one for the evo team, covering the full spectrum of performance cars - bookended by the humble but incredibly appealing Suzuki Swift Sport, and the F1-engined Mercedes-AMG Project One. But there’s more to motor shows than just the big new arrivals, and in between press conferences and interviews we had a little time to investigate some of the show’s less publicised vehicles and booths. Below is our pick of some great exhibits and details that you might have otherwise missed at the 2017 Frankfurt motor show... Aspark Owl Image 2 of 43 Image 2 of 43 We’re wondering if Aspark’s positioning next to Mazda in Frankfurt’s halls was deliberate, as there’s more than a hint of Mazda’s design strategy in its dramatic lines. And like Mazda, Aspark hails from Japan, though from there things begin to diverge. The headline figures are 430bhp and 563lb ft, sent through all four wheels. Those sound refreshingly sane by the usual standards of small-volume supercar companies, but things do take a turn for the less likely with a kerb weight of little more than 850kg and a 0-60mph time quoted at two seconds flat. Figures presumably possible at the expense of range, as that’s given as only 93 miles. It is of course electric, and arguably looks more dramatic than Mercedes-AMG’s Project One, also launched at Frankfurt, but we’re not wildly hopeful it’ll ever make its way into production. Still, an interesting diversion. Chery Tiggo Image 5 of 43 Image 5 of 43 We’d not normally advocate a Chinese SUV concept as something worth diverting to should you be visiting the show. But while you might not be interested in the brand, nor yet another large, lumbering vehicle, the subtext behind the unusually-named Tiggo is fascinating. Just a handful of years ago, it would have been unthinkable for a Chinese car company to display something with this much focus on design, technology and quality. The pace at which Chinese car companies are advancing is even quicker than the two decades or so it took Korean companies to produce cars competitive with the West. The industry is hiring big design and engineering talent (Geely’s design office, for instance, is headed by Volvo’s Peter Horbury) and rapidly catching up established European brands in terms of quality and features. It can’t be long until China produces a car that evo readers will want on their driveways… Retro metal Image 19 of 43 Image 19 of 43 A motor show isn’t the sort of place you expect to find hoards of older cars, but fans of classic metal won’t have been disappointed as they meandered around the halls. Brabus promoted its restoration service with over a dozen immaculate old Mercedes. From a 600 Pullman to a 190 SL, each example on show could only be described as perfect with not a single tarnished nut visible. The German car club, ADV were at Frankfurt to encourage owners of classic and modified cars into their club. To do so they had amassed a collection of some rather unfashionable tuned cars from the ‘70s, ‘80s and ‘90s. But despite not being the epitome of taste, it was great to see that these cars still exist and that the owners haven’t removed the fibreglass arches, gullwing doors and airbrushed murals to turn them back to standard. Especially as some would be worth much more as a result. Bugatti deconstructed Image 22 of 43 Image 22 of 43 It shouldn’t need to be said how much engineering goes into creating something like the Bugatti Chiron - a car that can get from zero to 249mph and back to zero in under 42 seconds, according to its latest record - but there’s no harm in bringing a little extra attention to what’s going on under the skin. Behind Bugatti’s record-setter was a small enclosure featuring some of the individual components that go into the Chiron - from the enormous rear light bar, a single strip made up of 82 individual LED elements, to the entire 8-litre, quad-turbo W16 engine on a plinth, big enough to make you wonder how it could possibly fit within the confines of a car. BMW i8 MemphisStyle Image 25 of 43 Image 25 of 43 It’s probably pushing the boundaries of realism to suggest you might have missed as car as vibrant as this one-off art car-style BMW i8, but given BMW was making a much bigger deal of the Vision i Dynamics and X7 concepts, it’s fair to say the i8 MemphisStyle was less of a priority. It’s the work of Garage Italia, a Milan-based design centre which has tackled i3s and i8s in the past and has also made its name customising Mazda MX-5s, Fiat 500s and… Learjets. There’s a strong pop-art vibe to it - we saw hints of Alexander Calder’s CSL, David Hockney’s 850i and Andy Warhol’s M1 in its crazy colours - and unlike many of those cars, even the i8’s interior received the patchwork treatment. > Hypercar face-off - Mercedes-AMG Project One vs Aston Martin Valkyrie Brabus Smart Ultimate ED Concept Image 30 of 43 Image 30 of 43 With Daimler city car brand Smart announcing in Frankfurt that it would only produce electric vehicles from 2020, cars like the Brabus Ultimate 125 - a 123bhp, leather-lined take on Smart’s Fortwo - will soon make way for cars like the Ultimate ED Concept. Based loosely on Smart’s existing Fortwo ED (for electric drive, in case that acronym means something else where you live…) it features the same wild styling as the brand’s petrol models but even wilder performance. Courtesy of a 150kW, 350Nm electric motor, Brabus quotes a hilarious 4.5-second 0-62mph time and 180km/h top speed, with a range of around 100 miles from the 22kWh battery pack. While we’re not so sure about the eye-searing yellow and blue leather interior combination, that acceleration figure would show just about anything a clean pair of exhausts in city traffic. Honda Civic Type R Customer Racing Study Image 35 of 43 Image 35 of 43 The undoubted star of Honda’s stand was its ultra-funky Urban EV Concept, with sofa-like seats and styling influenced by the first-generation Honda Civic of 1972. But the modern Civic has plenty to offer, particularly with a Type R badge on the back - and the Civic Customer Racing Study concept was one of the highlights. In matte-black paintwork it wasn’t the most eye-catching car at the show (even with a racing livery), but the keen-eyed would spot the lightweight 18-inch alloy wheels wrapped in square-shouldered racing slicks, and a lower stance over uprated suspension. It’s an example of the kind of car Honda is considering offering for club-level racing. Tuning parts Image 39 of 43 Image 39 of 43 As well as whole cars filling the halls of the show, there is an awful lot of floor space dedicated to car components. If you want to find manufacturers of dashboard support bracketry or have a look around an un-machined, freshly cast crankshaft the Frankfurt motor show gives you that option. It isn’t all deeply nerdy, functional components that end up hidden within the depths of a car, though. Recaro were at the show celebrating 50 years of its shell-backed seat. As well as a new, angular-looking carbonfibre seat suitable for both race and road cars, there was the brand’s famous Pole Position with a special commemorative finish. With carbonfibre effect leather, Dinamica cushions and lime green trim, the Pole Position Edition 2018 is limited to just 500 units. Brembo had its full range of discs on show, from basic cast iron ones to its two-piece aluminium bell and carbon-ceramic rotor versions, too. Its stand was made all the more colourful with calipers in numerous different hues on display. Slovenian exhaust manufacturer, Akrapovič, had a sparse stand with only a few of its systems on show as well as a couple of cars. Even so, never has titanium and carbonfibre looked like it was aching to make so much noise. The stubby, compact Lamborghini Aventador unit looked menacing even without a car attached to it. Image 1 of 43 Image 1 of 43

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privateplates4u · 7 years ago

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Great stuff you might have missed at the 2017 Frankfurt Motor Show

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vehicleleasingspecialists · 8 years ago

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Great stuff you might have missed at the 2017 Frankfurt Motor Show

Antony Ingram Will Beaumont

14 Sep 2017

This year’s Frankfurt motor show was a busy one for the evo team, covering the full spectrum of performance cars - bookended by the humble but incredibly appealing Suzuki Swift Sport, and the F1-engined Mercedes-AMG Project One.

But there’s more to motor shows than just the big new arrivals, and in between press conferences and interviews we had a little time to investigate some of the show’s less publicised vehicles and booths. Below is our pick of some great exhibits and details that you might have otherwise missed at the 2017 Frankfurt motor show...

Aspark Owl

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We’re wondering if Aspark’s positioning next to Mazda in Frankfurt’s halls was deliberate, as there’s more than a hint of Mazda’s design strategy in its dramatic lines. And like Mazda, Aspark hails from Japan, though from there things begin to diverge.

The headline figures are 430bhp and 563lb ft, sent through all four wheels. Those sound refreshingly sane by the usual standards of small-volume supercar companies, but things do take a turn for the less likely with a kerb weight of little more than 850kg and a 0-60mph time quoted at two seconds flat. Figures presumably possible at the expense of range, as that’s given as only 93 miles.

It is of course electric, and arguably looks more dramatic than Mercedes-AMG’s Project One, also launched at Frankfurt, but we’re not wildly hopeful it’ll ever make its way into production. Still, an interesting diversion.

Chery Tiggo

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We’d not normally advocate a Chinese SUV concept as something worth diverting to should you be visiting the show. But while you might not be interested in the brand, nor yet another large, lumbering vehicle, the subtext behind the unusually-named Tiggo is fascinating.

Just a handful of years ago, it would have been unthinkable for a Chinese car company to display something with this much focus on design, technology and quality. The pace at which Chinese car companies are advancing is even quicker than the two decades or so it took Korean companies to produce cars competitive with the West.

The industry is hiring big design and engineering talent (Geely’s design office, for instance, is headed by Volvo’s Peter Horbury) and rapidly catching up established European brands in terms of quality and features. It can’t be long until China produces a car that evo readers will want on their driveways…

Retro metal

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A motor show isn’t the sort of place you expect to find hoards of older cars, but fans of classic metal won’t have been disappointed as they meandered around the halls. Brabus promoted its restoration service with over a dozen immaculate old Mercedes. From a 600 Pullman to a 190 SL, each example on show could only be described as perfect with not a single tarnished nut visible.

The German car club, ADV were at Frankfurt to encourage owners of classic and modified cars into their club. To do so they had amassed a collection of some rather unfashionable tuned cars from the ‘70s, ‘80s and ‘90s. But despite not being the epitome of taste, it was great to see that these cars still exist and that the owners haven’t removed the fibreglass arches, gullwing doors and airbrushed murals to turn them back to standard. Especially as some would be worth much more as a result.

Bugatti deconstructed

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It shouldn’t need to be said how much engineering goes into creating something like the Bugatti Chiron - a car that can get from zero to 249mph and back to zero in under 42 seconds, according to its latest record - but there’s no harm in bringing a little extra attention to what’s going on under the skin.

Behind Bugatti’s record-setter was a small enclosure featuring some of the individual components that go into the Chiron - from the enormous rear light bar, a single strip made up of 82 individual LED elements, to the entire 8-litre, quad-turbo W16 engine on a plinth, big enough to make you wonder how it could possibly fit within the confines of a car.

BMW i8 MemphisStyle

Image 25 of 43

It’s probably pushing the boundaries of realism to suggest you might have missed as car as vibrant as this one-off art car-style BMW i8, but given BMW was making a much bigger deal of the Vision i Dynamics and X7 concepts, it’s fair to say the i8 MemphisStyle was less of a priority.

It’s the work of Garage Italia, a Milan-based design centre which has tackled i3s and i8s in the past and has also made its name customising Mazda MX-5s, Fiat 500s and… Learjets. There’s a strong pop-art vibe to it - we saw hints of Alexander Calder’s CSL, David Hockney’s 850i and Andy Warhol’s M1 in its crazy colours - and unlike many of those cars, even the i8’s interior received the patchwork treatment.

> Hypercar face-off - Mercedes-AMG Project One vs Aston Martin Valkyrie

Brabus Smart Ultimate ED Concept

Image 30 of 43

With Daimler city car brand Smart announcing in Frankfurt that it would only produce electric vehicles from 2020, cars like the Brabus Ultimate 125 - a 123bhp, leather-lined take on Smart’s Fortwo - will soon make way for cars like the Ultimate ED Concept. Based loosely on Smart’s existing Fortwo ED (for electric drive, in case that acronym means something else where you live…) it features the same wild styling as the brand’s petrol models but even wilder performance.

Courtesy of a 150kW, 350Nm electric motor, Brabus quotes a hilarious 4.5-second 0-62mph time and 180km/h top speed, with a range of around 100 miles from the 22kWh battery pack. While we’re not so sure about the eye-searing yellow and blue leather interior combination, that acceleration figure would show just about anything a clean pair of exhausts in city traffic.

Honda Civic Type R Customer Racing Study

Image 35 of 43

The undoubted star of Honda’s stand was its ultra-funky Urban EV Concept, with sofa-like seats and styling influenced by the first-generation Honda Civic of 1972. But the modern Civic has plenty to offer, particularly with a Type R badge on the back - and the Civic Customer Racing Study concept was one of the highlights.

In matte-black paintwork it wasn’t the most eye-catching car at the show (even with a racing livery), but the keen-eyed would spot the lightweight 18-inch alloy wheels wrapped in square-shouldered racing slicks, and a lower stance over uprated suspension. It’s an example of the kind of car Honda is considering offering for club-level racing.

Tuning parts

Image 39 of 43

As well as whole cars filling the halls of the show, there is an awful lot of floor space dedicated to car components. If you want to find manufacturers of dashboard support bracketry or have a look around an un-machined, freshly cast crankshaft the Frankfurt motor show gives you that option.

It isn’t all deeply nerdy, functional components that end up hidden within the depths of a car, though. Recaro were at the show celebrating 50 years of its shell-backed seat. As well as a new, angular-looking carbonfibre seat suitable for both race and road cars, there was the brand’s famous Pole Position with a special commemorative finish. With carbonfibre effect leather, Dinamica cushions and lime green trim, the Pole Position Edition 2018 is limited to just 500 units.

Brembo had its full range of discs on show, from basic cast iron ones to its two-piece aluminium bell and carbon-ceramic rotor versions, too. Its stand was made all the more colourful with calipers in numerous different hues on display.

Slovenian exhaust manufacturer, Akrapovič, had a sparse stand with only a few of its systems on show as well as a couple of cars. Even so, never has titanium and carbonfibre looked like it was aching to make so much noise. The stubby, compact Lamborghini Aventador unit looked menacing even without a car attached to it.

Image 1 of 43

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dasupercarblog · 8 years ago

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A special edition Bleu Royal Bugatti Chiron will be on display at the 2017 Geneva Motor Show. It is one of the first Chiron customer cars that will be delivered soon.

The Swiss owner of this stunning Bleu Royal Bugatti Chiron spent a whole day at the “Atelier” in Molsheim. The result is breathtaking!

It’s one of the first Bugatti Chirons with an exposed carbon fiber exterior. I think the blue carbon with the subtle silver accents look awesome on the car. While, interior is finished in dual-tone blue, it comes with matching brake calipers. In all, there are eight carbon color options available on the Chiron.

Out of the 500 units of the Chiron planned for production, half of them have already been sold. Deliveries of the first customer Chirons are expected to commence a couple of days. So, expect to see more of these stunning supercars on the roads soon.

Bleu Royal Bugatti Chiron image gallery:

Swiss Owner’s Bleu Royal Bugatti Chiron to be displayed at Geneva A special edition Bleu Royal Bugatti Chiron will be on display at the 2017 Geneva Motor Show.

#2017 Geneva Motor Show #Chiron

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eddiejpoplar · 7 years ago

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This Koenigsegg Agera RS Beat Bugatti’s Zero–to-249–MPH-to-Zero Record [Video]

Less than a month ago, Bugatti announced that, with Juan Pablo Montoya at the wheel, the Chiron managed to record a run from zero to 249 mph to zero (zero to 400 km/h to zero) in 41.96 seconds. Somewhere in Sweden, Christian von Koenigsegg thought his car could do better. And it has.

Interestingly, Koenigsegg is planning to do a record run with the Regera, its equally sold out electrified hypercar. However, it used a brand-new Agera RS this time, simply because its owner was very keen to verify the car’s performance. Following its completion, the car went through the usual 186-mph testing at Koenigsegg’s airfield, only to head immediately for Vandel, a former base for the Danish Army Air Service that was closed for military purposes in 2003 and became the largest solar farm in Scandinavia.

Destined for America, this Agera RS features Koenigsegg’s 1MW engine upgrade providing 1360 horsepower and 1011 lb-ft of torque, as well as the optional removable roll cage.

Originally, the test was planned to run between September 30 and October 2 at the Papenburg test facility in Germany, but the weather forecast forced Koenigesegg to engage plan B. As there was a window of good weather in southern Scandinavia on Sunday, October 1, the team rushed to Vandel with a car that still had its protective industrial tape over various surfaces to protect it from debris.

And there was plenty of debris. After being closed for 14 years, Vandel’s 1.7-mile runway was in a condition that forced Koenigsegg factory driver Niklas Lilja to watch out for bumps and small potholes as he gradually ran the car up to 250 mph. Since the Agera RS hadn’t been tested at that speed before, Koenigsegg made a small change to the rear-wing angle to reduce drag. This setting is now standard on all cars.

With the crosswinds dying away and both car and driver ready for the big run, the team went for it. Due to the low grip level on the mostly concrete surface, Koenigsegg’s data shows the traction control was engaging on the first three gears, with the highest-speed instance logged at 113 mph during third and fourth.

With that adding to the challenge, Lilja managed to record a run from zero to 248 mph and back to zero in 36.44 seconds, beating Bugatti’s record by 5.52 seconds.

The Agera RS took 26.88 seconds to reach 248 mph over a distance of 1.21 miles. Deceleration to zero took 9.56 seconds over 1584 feet, thanks to the Agera RS’s carbon-ceramic discs and bespoke calipers as well as Michelin’s sticky rubber.

2017 Bugatti Chiron First Drive: More Car, Less Weapon of Mass Destruction

Fortress of Supertude: The Most Insane Supercars at the Geneva Auto Show

Koenigsegg Regera: Full Coverage

Amazingly, the car went even faster during the run, reaching 250 mph and coming back to a halt in 37.28 seconds over a distance of 1.57 miles. Talk about cutting it close on a 1.7-mile runway!

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This story originally appeared on Road & Track.

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jesusvasser · 7 years ago

Text

This Koenigsegg Agera RS Beat Bugatti’s Zero–to-249–MPH-to-Zero Record [Video]

Destined for America, this Agera RS features Koenigsegg’s 1MW engine upgrade providing 1360 horsepower and 1011 lb-ft of torque, as well as the optional removable roll cage.

With that adding to the challenge, Lilja managed to record a run from zero to 248 mph and back to zero in 36.44 seconds, beating Bugatti’s record by 5.52 seconds.

2017 Bugatti Chiron First Drive: More Car, Less Weapon of Mass Destruction

Fortress of Supertude: The Most Insane Supercars at the Geneva Auto Show

Koenigsegg Regera: Full Coverage

Amazingly, the car went even faster during the run, reaching 250 mph and coming back to a halt in 37.28 seconds over a distance of 1.57 miles. Talk about cutting it close on a 1.7-mile runway!

youtube

This story originally appeared on Road & Track.

- from Performance Junk WP Feed 4 http://ift.tt/2kqpABM via IFTTT

#IFTTT #Performance Junk WP Feed 4

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jesusvasser · 8 years ago

Text

Mercedes-AMG Project ONE Revealed: AMG’s $2.5 Million Halo Hypercar

In 1997, it took AMG engineers just 126 days to design and build the awesome and barely street-legal CLK GTR. Two decades later, the gestation process of the Mercedes-AMG Project ONE hypercar, which has just been revealed ahead of its debut at the 2017 Frankfurt auto show, has taken years. The long-awaited result? More than 1,000 horsepower of Formula One inspired, hybrid-electrified design at roughly $2.53 million a copy (or 2.275 million euro if your bank account is in that denomination).

It began with the divorce from McLaren and with the need to eventually come up with an in-house replacement for the Mercedes-Benz SLR McLaren. True, the AMG GT lineup has accomplished a volume-generating and brand-shaping mission, but even the range-topping AMG GT R isn’t a true hardcore supercar, let alone a mind-blowing hypercar like the Project ONE.

What AMG aimed for was a one-of-a-kind machine even more outrageous than the McLaren P1 and LaFerrari, the ultimate fusion of combustion and electrification. Originally known as X1 and initially dubbed AMG R50 to celebrate AMG’s then-upcoming 50th anniversary, the project was kicked off in late 2014 by an undercover team led by AMG’s chief engineer at the time Tobias Moers, who later replaced Ola Källenius at the top of the Mercedes satellite.

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In March of this year at the 2017 Geneva auto show, a fiberglass model without an interior was shown to selected customers. The private viewings took place in an anonymous cordoned off tent on the lawns of the high-end La Reserve hotel, where the gunmetal over black two-seater was heralded by Moers as the next big step towards the future of high-performance motoring.

Out of a pool of more than 1,000 applicants, Mercedes accepted six-figure deposits from 275 carefully selected friends of the three-pointed star. Before the first car will be delivered in early 2019, a group of 12 pre-production prototypes have been queued up for demolition in comprehensive EU and U.S. crash tests. “As far as passive safety is concerned, we pulled out all the stops,” states Moers. “There will be at least four airbags — maybe six — and the monocoque is strong enough to absorb the pole during side impact.”

Shaped by Mercedes chief designer Gorden Wagener, whose recent works include the flamboyant Vision 6 concepts, Project ONE is indeed a striking piece of kit. Less extreme than Aston Martin’s Valkyrie and more track-oriented than Bugatti’s Chiron, it is visually — and in content — in league similar to the Koenigsegg Regera and McLaren’s planned BP23 three-seater.

The most striking feature is perhaps its full-length vertical aero blade, which is said to enhance directional stability at very high speeds. Wide and low, the new King of the Autobahn boasts a coke bottle plan view, uncluttered flanks, narrow cutlines as well as low-drag wipers, door openers, and wheels. Smoothly integrated in the beautifully sculpted architecture are slim LED headlights, bigger-than-expected doors, smaller-than-expected air intakes, and several active aero aids. Up front, we find a pair of selectively blocked louvres; in the back, two flaps and the dual-mode wing balance lift and downforce.

Unlike the Nurburgring lap record-setting Nio EP9, which is all purpose and no comfort, Project ONE caters to rich poseurs as well as professional racers. Common to both cars (and the LaFerrari) is the blend of fixed seats and adjustable pedals. One can also alter the position of the steering column and the backrests, and there are three different seat sizes to choose from. While certain elements of Benz’s COMAND infotainment system look familiar, images taken by the roof-mounted reversing camera are displayed in the rear-view mirror. Instead of a conventional instrument cluster, AMG opted for two LED monitors — one in front of the driver, the other in the center stack. The quartic steering-wheel is equipped with two controllers that tweak vehicle dynamics and tap other functions.

Cabin space is not exactly abundant, but there are door pockets, a convenient storage bin with a transparent lid, and small recesses behind the seats big enough for swimming trunks, a bikini, and a couple of spare T-shirts. The materials of choice are carbon-fiber, various metals, leather, microfiber fleece, textile mesh, and signature yellow stitching. It’s a purposeful driver environment, minimalistic in places, comprehensive elsewhere.

The detail we can’t wait to put our finger on is the starter button that rests between the seats next to the window winder switches. Push it and your garage will instantly turn into a Formula One pit, guaranteed. But even though the 1.6-liter V-6 does sound vaguely like the engine in Mr. Hamilton´s company car when revved, it normally settles on a lower rung of the decibel ladder and blipping the throttle doesn’t automatically trigger a rain of paint chips from the ceiling.

“It certainly plays its own tune,” says the pensive CEO Moers. “But the turbocharger makes still too much noise, and the exhaust note at high revs is, well, not quite legal yet.”

Underneath, Project ONE is a complex animal that takes modularity to a new level. Highlights include a steel platform that supports its carbon-fiber tub, an adjustable multilink suspension with transversely mounted pushrods and a spring-damper unit replacing the anti-roll bar, all-wheel drive with torque vectoring, rear-wheel steering, magnesium wheels with featherweight aero blades, and no fewer than five different cooling circuits. The 10-spoke wheels are staggered in size, with the rears being larger and wider than the fronts, and wear bespoke Michelin Pilot Sport 2 tires sized 285/35ZR19 and 335/30ZR20, respectively. On the inside are massive golden calipers that straddle sombrero-size carbon-ceramic brake discs. While the rear suspension assembly bolts on to the engine and eight-speed automated manual transmission, the front suspension and electric motors are supported by a compact subframe.

There are four electric motors in all, each governed by its own performance electronics. While normal motors rev up to 15,000 rpm, the AMG versions redline at 50,000 rpm. There are two front-wheel motors, each good for 161-hp and attached to its own single-speed transmission; the layout sharpens turn-in and handling and supports an energy recuperation at a rate of up to 80 percent in normal road use. The third motor also makes 161 hp and is attached directly to the V-6’s crank via a helical gear, while the fourth sits inside the turbocharger, where it splits the cool compression side from the hot exhaust element.

Capable of spinning at 100,000 rpm, the 121-hp motor inside the turbo eliminates lag while kicking butt whenever you floor the throttle. In F1 slang, this feature is known as a MGU-H — Motor Generator Unit Heat. Another F1-related windfall, the so-called MGU-K (Motor Generator Unit Kinetic) spur gear, generates electric energy that can be stored or passed on to the engine-mounted motor.

As for the internal combustion engine, it comes straight from Mercedes-AMG High Performance Powertrains, the Brixworth, England-based skunkworks team that builds Mercedes’ F1 powerplants. The direct-injection, single-turbo mill is by and large a blueprint of what’s installed in the AMG Petronas race car. While the four overhead camshafts are still driven by spur wheels, pneumatic actuators replaced the mechanical valve springs. To allow the car to operate on pump gas, the rev limit is capped at 11,000 rpm, which still marks a world record for a road car engine.

At 612-hp, this small-displacement six-cylinder is almost as potent as the 6.0-liter V-12 that powers the S65. Total system power adds up to “over 1,000 hp” — and that’s before you call upon the 50 hp freed in overboost mode. While a F1 engine must be rebuilt after four or five races, its tamer Project ONE sibling is good for 30,000 miles, so don’t even think of using this car as daily driver despite the extra durability.

AMG remains tight-lipped when it comes to the final power output and performance data. The Affalterbach grapevine suggests a curb weight of around 2,650 pounds, which is remarkable in view of the roughly 925 pounds the battery packs and electric motors add to overall package. Regardless of the final number, Project ONE’s estimated performance figures are suitably impressive: 0-60 mph acceleration time should be in the area of 2.6 seconds, 0-124 mph takes less than 6.0 seconds, and top speed is electronically limited to 218 mph. When fully charged, it reportedly has an electric-only range of around 15 miles.

As the bleeding edge of Mercedes’ rapidly accelerating electrification efforts, Project ONE serves as a technological test bed as well as a halo for AMG and the Mercedes brand as a whole. While the hypercar will only be available on the secondary market to all but the ultra-lucky few, expect tech from it to trickle down to future production AMG models before long.

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jonathanbelloblog · 8 years ago

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Mercedes-AMG Project ONE Revealed: AMG’s $2.5 Million Halo Hypercar

“It certainly plays its own tune,” says the pensive CEO Moers. “But the turbocharger makes still too much noise, and the exhaust note at high revs is, well, not quite legal yet.”

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eddiejpoplar · 8 years ago

Text

Mercedes-AMG Project ONE Revealed: AMG’s $2.5 Million Halo Hypercar

“It certainly plays its own tune,” says the pensive CEO Moers. “But the turbocharger makes still too much noise, and the exhaust note at high revs is, well, not quite legal yet.”

IFTTT

#IFTTT #Performance Junk Blogger 6

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