The Porsche Carrera GT is Beautifully Engineered
Also on the list of best exhaust note ever
The development of the Carrera GT can be traced back to the 911 GT1 and LMP1-98 racing cars. Due in part to the FIA and ACO rule changes in 1998, both designs had ended. Porsche at the time had planned on a new Le Mans prototype for 1999. The car was initially intended to use a turbocharged flat-6, but was later redesigned to use a new V10 engine, pushing the project back to planned completion in 2000. The V10 was a unit secretly built by Porsche for the Footwork Formula One team in 1992, but later shelved. The engine was resurrected for the Le Mans prototype and increased in size to 5.7 litres. Unfortunately the project was canceled after two days of testing for the first car, in mid-1999, mostly due to Porsche’s wish to build the Cayenne SUV with involvement from Volkswagen and Audi, thus requiring engineering expertise to be pulled from the motorsports division. It was also speculated that VW-Audi chairman Ferdinand Piëch wanted Audi’s new Le Mans Prototype, the Audi R8 not to face competition from Porsche in 2004.
The Carrera GT is powered by a 5.7 litre V10 engine producing 612 PS (450 kW; 604 hp), whereas the original concept car featured a 5.5 litre version rated at 558 hp (416 kW). Porsche claims it will accelerate from 0 to 100 km/h (62.1 mph) in 3.9 seconds and has a maximum speed of 330 km/h (205 mph), although road tests indicated that in reality the car can accelerate from 0-60 mph (97 km/h) in 3.5 seconds and 0-100 mph (160 km/h) in 6.8 seconds. A traditional six-speed manual transmission is the only available transmission.
The Carrera GT has large side inlets and air dams that help cool the large V10 engine framed by the carbon fibre rear bonnet. Fitted with Porsche’s latest Carbon fibre-reinforced Silicon Carbide (C/SiC) ceramic composite brake system, the 15-inch (380 mm) SGL Carbon disc brakes make an impressive appearance underneath the 19 inch front and 20 inch rear wheels. Similar to other Porsche models, such as the 911, the GT includes an automated rear wing spoiler which deploys above 70 mph (110 km/h).
Notable technology includes a pure carbon fiber monocoque and subframe, dry sump lubrication and inboard suspension. The carbon fiber monocoque and subframe were produced and assembled by ATR Composites Group of Italy. The spoiler of the Carrera GT extends into the air when the car reaches about 70 miles (110 km) an hour and evens out the air flow, which causes less drag. The Carrera GT radiator is about five times the size of a 911 Turbo’s. Front and rear suspension consist of pushrod activated shock absorbers and dampers with front and rear anti-roll bars.
Video:
- Carrera GT “Sound Compilation” hnnnnnnnnnggg
Source: Wikipedia
The BMW S85 is Beautifully Engineered
Very possibly the highest output N/A road-going engine BMW will ever make.
The S85B50 is a high-revving engine designed to utilize power from a wide rev band. Having a redline of 8250 rpm, it achieves over 100 bhp (70 kW)/litre which is an incredible feat for a naturally aspirated production engine, as other manufacturers have used supercharging or turbocharging to reach a similar output level. The S85 features a very high compression ratio of 12.0:1, exceeding the previous S54’s ratio of 11.5:1
- 5.0 Litre V10 engine, 90 degree bank angle, 507 hp (378 kW) @ 7750rpm/520 N·m (384 lb·ft) torque @ 6100rpm
- Cast aluminum block with bed plate design split at the crankshaft axis.
- Cast aluminum heads with four valves per cylinder and CNC machined ports and combustion chambers. Valves are actuated through non-rotating inverted bucked cam followers.
- Oil-cooled, forged aluminum pistons from Mahle Motorsport
- Forged steel crankshaft with counterweights, shared crankpins producing an uneven firing interval of 90 or 54 degrees.
- Double VANOS system which varies both intake and exhaust cam phasing
- 10 individual electronically controlled throttle butterflies
- Knock sensors have been eliminated by utilizing the “ionic current” measuring system. Using the ionic current system, engine misfires as well as knock can be measured simultaneously. The ionic current is measured by passing a low voltage across the spark plugs immediately following the ignition spark.
- Quasi-dry sump lubricating system
- The firing order for the S85 engine is 1-6-5-10-2-7-3-8-4-9.
Source: Wikipedia
The Renault Espace F1 is Beautifully Engineered
In 1995, Renault displayed a show car called the Espace F1 (created by Matra) to celebrate the 10th anniversary of the Espace and Renault’s involvement in Formula One racing. Though it resembled an Espace with substantial bodywork changes, the vehicle had more in common with a Formula One car.
The vehicle used a lightweight carbon fibre F1-style chassis in combination a carbon-fibre reinforce Espace J63-series body (as opposed to fibreglass on the standard model. Powering the Espace F1 was an 800 hp (upgraded from its original rating of 700 hp), 3.5-litre, 40-valve Renault RS5 V10 engine as used in the 1993 Williams-Renault FW15C. As with an F1 car, the V10 engine is mid-engined (as opposed to the conventional front-engined layout) and the power was transmitted to the rear wheels via a 6-speed semi-automatic gearbox, also used in the FW15C.
The engine and transmission allowed the Espace F1 to accelerate from 0–100 km/h (0–62 mph) in 2.8 seconds, 0–200 km/h (0–124 mph) in 6.9 seconds and carry on accelerating to a top speed of 312 km/h (194 mph). With the use of carbon-ceramic brakes, the Espace F1’s deceleration was no less impressive that its acceleration - it could accelerate from 0–270 km/h (0–168 mph) and brake to a complete halt in under 600 metres (1,969 ft).
This version of the Espace was featured in the driving simulator, Gran Turismo 2. Frank Williams was a noted passenger of the Espace F1, being chauffeured by David Coulthard.
Source: Wikipedia
The BMW P84 is Beautifully Engineered
For the 2004 Formula 1 season, BMW developed their most exceptional naturally-aspirated engine. This 90-degree, 3-liter V10 was the first F1 engine ever to exceed 19,000 rpm, and it was a model of reliability. Throughout the entire 2004 season, only one P84 failed. Power output peaked at around 900hp. The P84 was the pinnacle of the F1 V10-era — the following year, regulations were changed to only allow V8 engines.
