C/SiC Brakes are Beautifully Engineered

Carbon Fibre Reinforced Silicon Carbide

Carbon–carbon (abbreviated C/C) is a composite material consisting of carbon fibre reinforcement in a matrix of graphite. It was developed for the nose cones of intercontinental ballistic missiles, and is most widely known as the material for the nose cone and wing leading edges of the Space Shuttle. It has been used in the brake systems of Formula One racing cars since 1976; carbon–carbon brake discs and pads are a standard component of Formula One brake systems.

Carbon fibre-reinforced silicon carbide (C/SiC) is a development of pure carbon–carbon, and can be used in automotive applications, such as components of brake systems on high performance road cars, namely the brake disc and brake pads. C/SiC utilises silicon carbide with carbon fibre, and this compound is thought to be more durable than pure carbon–carbon.

Introduction and Advantages:

At the IAA in Frankfurt in 1999, the carbon-ceramic brake disk had its world premiere. The use of the high-tech material had revolutionized the brake technology: In comparison to the conventional grey cast iron brake disk the carbon-ceramic brake disk weighed round 50 per cent less reducing the unsprung mass by almost 20 kilograms. Further significant advantages are: improved brake response and fading data, high thermal stableness, no hot judder, excellent pedal feel, improved steering behavior, high abrasion resistance and thus longer life time and the advantage of avoiding almost completely brake dust.

The 2001 Porsche 911 GT2 was the first car to feature carbon-ceramic brakes.

Links:

Source: Wikipedia

The Pagani Zonda R is Beautifully Engineered

Not made for any racing series; made only for unrivaled speed.

The Zonda R debuted at the Geneva Motor Show 2007, using the 6.0 litre V12 M120 engine sourced from the race version of the Mercedes-Benz CLK-GTR. The Zonda R’s competition lies with track-biased cars such as the Ferrari FXX and Maserati MC12 Corsa rather than the original Zonda’s road competitors as it is not road-homologated.

Despite sharing much of the Zonda’s shape, the R is almost entirely new, sharing only 10% of the Zonda F’s components. It has been obliquely suggested by Horacio Pagani that this car is a testbed chassis for certain components of the Zonda’s replacement (in the same vein as the Ferrari 288 GTO Evoluzione and the successive F40) and that the Zonda R accurately reflects some of the Zonda’s successor’s features.

Chassis

The central carbon chassis incorporates a roll cage and a rubber racing fuel cell with 4 fuel pumps and quick refuel filler cap, similar to GT race cars. The wheelbase has been increased by 47 mm (1.9 in) to increase stability. The front and rear subframes are brand-new, built to accommodate new suspension geometry, and produced in Avional. The slick-shod wheels are new forged-magnesium center-lock models, which in conjunction with on-board pneumatic airjacks (again, like the FXX) allow rapid change of the entire wheel assemblies.

The car senses, displays and logs information about the amount of downforce that is generated at each wheel at all times. It is thought that this system will enable owners to adjust set-up according to track conditions and to improve their cornering technique.

Bodywork

In addition to the wheelbase increase (47 mm), overall length has increased by 394 mm (15.5 in) and track by 50 mm (2.0 in). The bodywork and aerodynamics have been altered to offer maximum downforce, featuring a longer front bonnet with flaps, a closed underbody and a new rear overhang with adjustable rear wing and race-derived diffuser. These are intended to translate into increased aerodynamic efficiency and downforce for maximum cornering speed. It is also noted that the car’s new rear bodywork is minimal in the extreme, being composed mostly of vent. This is thought to be symptomatic of the need to keep the engine cool enough, even under hard track use. Again, this is similar to the gutted bodywork of the Ferrari FXX Evoluzione.

Engine

Zonda R engine (Mercedes-Benz M120 AMG) Output has increased to 750 PS (552 kW; 740 hp) at 8500 rpm and 710 N·m (524 lb·ft) of torque. A lightweight carbon fibre high performance intake system, racing multiple disc centered clutch and Formula One-style exhaust system, hydroformed in Inconel 625 and ceramic coated for optimal heat dissipation, have been added. The AMG-built engine is mated to a 6-speed transverse-mounted manual sequential synchronized gearbox.

Interior

The car’s interior is spartan reflecting the car’s racetrack aspirations and intended home, and features bespoke seats, customized to the driver to offer maximum support. As before, the Digitek instrumentation provides essential information and the sophisticated telemetry allows a variety of sensors to monitor numerous aspects of the car.

  • Configuration AMG / Mercedes-Benz M120 60º V12
  • Location Mid, longitudinally mounted
  • Construction light alloy block and head
  • Displacement 5.987 liter / 365.3 cu in
  • Bore / Stroke 89.0 mm (3.5 in) / 80.2 mm (3.2 in)
  • Valvetrain 4 valves / cylinder, DOHC
  • Fuel feed Fuel Injection
  • Aspiration Naturally Aspirated
  • Power 750 bhp / 560 KW @ 7500 rpm
  • Torque 710 Nm / 524 ft lbs @ 5700 rpm
  • BHP/Liter 125 bhp / liter
  • Chassis carbon composite body panels on carbon fibre monocoque with stressed engine
  • Suspension (fr/r) double wishbones, pull rod actuated coil springs, Ohlins adjustable shock absorbers, anti-roll bar
  • Steering rack-and-pinion
  • Brakes carbon ceramic ventilated discs, all-round, ABS
  • Gearbox XTrac 672 6 speed Sequential
  • Drive Rear wheel drive
  • Weight 1070 kilo / 2358.9 lbs
  • Performance figures
  • Power to weight 0.7 bhp / kg
  • Top Speed 350 km/h (217 mph)
  • 0-60 mph 2.6 s

Source: Wikipedia