The Aston Martin One-77 is Beautifully Engineered
Prior to the One-77’s Paris Motor Show debut, various details about the car had been leaked, but official specifications were not fully revealed until the 2009 Geneva Motor Show.
The One-77 will feature a full carbon fibre monocoque chassis, a handcrafted aluminium body, and a naturally aspirated 7.3 litre V12 engine with 750 hp (560 kW). Aston Martin claims that this will be the most powerful naturally aspirated production engine in the world when the car is delivered.
The car will also use a strengthened version of the DB9’s 6-speed automated manual transmission and height-adjustable pushrod suspension coupled with dynamic stability control. It will feature Pirelli P Zero Corsa tyres (255/35 ZR20 front, 335/30 ZR20 rear) and Carbon Ceramic Matrix brakes.
The top speed was estimated to be 200 mph (320 km/h) but actual tests in December 2009 showed a figure of 220.007 mph (354.067 km/h), with a 0–60 mph time of approximately 3.5 seconds.
The engineering and build source of the carbon chassis and suspension system is contracted to Multimatic of Canada.
The projected weight is 1,500 kg (3,307 lb).
Video:
- One-77 Marketing Video
- Megafactories: Aston Martin Part 1, Part 2, Part 3
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
The Ferarri F40 is Beautifully Engineered
The first road-going production car to break the 200mph barrier. A twin-turbocharged machine without compromise. According to Top Gear, the F40 is “the greatest supercar the world has ever seen.”
The Ferrari F40 is a mid-engine, rear-wheel drive, two-door coupé sports car produced by Ferrari from 1987 to 1992 as the successor to the Ferrari 288 GTO. From 1987 to 1989 it was Ferrari’s fastest, most powerful, and most expensive car. The car had no traction control, and was one of the few to utilize turbochargers.
Power came from an enlarged, 2.9 L (2936 cc) version of the GTO’s twin IHI turbocharged V8 developing 478 PS (352 kW; 471 hp) under 110 kPa (16 psi) of boost. The F40 did without a catalytic converter until 1990 when US regulations made them a requirement for emissions control reasons. The flanking exhaust pipes guide exhaust gases from each bank of cylinders while the central pipe guides gases released from the wastegate of the turbochargers.
The suspension setup was similar to the GTO’s double wishbone setup, though many parts were upgraded and settings were changed; the unusually low ground clearance prompted Ferrari to include the ability to raise the vehicle’s ground clearance when necessary.
The body was an entirely new design by Pininfarina featuring panels made of kevlar, carbon fiber, and aluminum for strength and low weight, and intense aerodynamic testing was employed. Weight was further minimized through the use of a plastic windshield and windows. Although the cars did have air conditioning, no carpets, sound system, or door handles were installed. The first 50 cars produced had sliding Lexan windows, while later cars were fitted with normal windows that could be rolled down. Due to the extensive use of lightweight materials, the F40 weighed a mere 2425lbs.
The F40 was designed with aerodynamics in mind. For speed the car relied more on its shape than its power. Frontal area was reduced, and airflow greatly smoothed, but stability rather than terminal velocity was a primary concern. So too was cooling as the forced induction engine generated a great deal of heat. In consequence, the car was somewhat like an open-wheel racing car with a body. It had a partial undertray to smooth airflow beneath the radiator, front section, and the cabin, and a second one with diffusers behind the motor, but the engine bay was not sealed. Nonetheless, the F40 had an impressively low Cd of 0.34 with lift controlled by its spoilers and wing.
Engine
- Configuration Type F120 A 90º V8
- Location Mid, longitudinally mounted
- Construction alloy block and head
- Displacement 2.936 liter / 179.2 cu in
- Bore / Stroke 82.0 mm (3.2 in) / 69.5 mm (2.7 in)
- Compression 7.8:1
- Valvetrain 4 valves / cylinder, DOHC
- Fuel feed Weber-Marelli Fuel Injection
- Aspiration Two IHI Turbos with two Behr intercoolers
- Power 478 bhp / 357 KW @ 7000 rpm
- Torque 577 Nm / 426 ft lbs @ 4000 rpm
- BHP/Liter 163 bhp / liter
Drivetrain
- Chassis kevlar body on steel spaceframe, integrated with composite materials
- Suspension (fr/r) unequal A arms, coaxial springs, Koni hydraulic shock absorbers, anti roll bar
- Steering rack-and-pinion
- Brakes ventilated discs, all-round
- Gearbox 5 speed Manual
- Drive Rear wheel drive
Performance figures
- Power to weight 0.43 bhp / kg
- Top Speed 324 km/h (201 mph)
- 0-60 mph 3.5 s
- 0-100 mph 8.2 s
The Honda NSX chassis is Beautifully Engineered
The NSX was the first production car to feature an all-aluminum monocoque body, incorporating a revolutionary ultra-light yet extremely rigid extruded aluminum alloy frame and front and rear double wishbone suspension, with forged control arms connected to forged alloy wheels. The use of aluminum in the body alone saved nearly 200 kg in weight over the steel equivalent while the aluminum suspension saved an additional 20 kg; a suspension compliance pivot helped maintain wheel alignment changes at a near zero value.
The car’s strong chassis rigidity and cornering/handling capabilities were the results of Ayrton Senna’s direct input with NSX’s chief engineers while testing the NSX prototype car at Honda’s Suzuka Circuit during its final development stages.
