A car radiator leak requires immediate fixing so as to prevent loss of coolant and overheating of the engine. You will need a sealant and basic tools for opening the system. Follow the steps mentioned in this article to fix it efficiently.
In all combustion engines, a radiator plays the major role of a heat exchanger. The coolant, after absorbing heat from the hot engine block, passes this auto part, wherein it is cooled down with the help of an electrical or belt-driven fan, and returns back to the engine. In this way, the radiator serves as a heat exchanging system for the coolant. Structure wise, a car radiator consists of several folds and chambers for increased surface area to aid in effective cooling of the system.
Car radiator leaking occurs with time and requires instant fixation. The most obvious signs of this problem are a low coolant level and overheating of the engine. If you continue to drive with a leaked radiator, soon you will smell burnt coolant from the underside of the car hood. At the same time, you will notice a slimy puddle leaking from the car. This is nothing but the anti-freeze coolant dripping from the defected radiator. Repairing it is an easy procedure, which you can perform on your own, if you have the knowledge of some basic mechanical skills.
If you know the location and function of a radiator, you are at an added advantage and you will fix it in no time. For temporary fixing, many people prefer using ground black pepper and duct tape. You can also find a car radiator leak sealant, which is specifically meant for fixing radiator leakage. Depending upon the model of your car and whether the radiator is made up of copper or aluminum, you will find different radiator sealants.
The first thing to do is to detect the leak spot. Check for a hole and/or puddle deposits in the radiator. An easy approach is to wash the hose and the radiator with water and then look for leakage signs. In case, you cannot locate the leak this way, consider removing the radiator to check for it. You can dip the radiator in a tub filled with water and see if there are any air bubbles escaping from the radiator.
The next step is to patch up the leak. In case of leakage in the hose pipe, use duct tape to fix the problem. If the leak is in the radiator itself, then use the car radiator leak sealant, as per the directions provided in the kit. If you are using pepper, open the radiator cap and pour 1-2 teaspoons of ground pepper powder. Pepper powder is a good sealant, which automatically lodges into the leaks. And after coming in contact with water, pepper swells up, thus fixing the leaks properly.
Once you have used the sealant or pepper powder, add coolant up to the correct level. Then close the cap of the radiator and check again for leaks. If there is any, proceed with the above mentioned steps again until there are no more signs of any leaks. But, it is to be borne in mind, that this is a temporary solution and you need to contact a professional mechanic as soon as possible.
Regular inspection of the radiator is important to avoid leakage and other major car problems. As stated above, you can check the coolant level by opening the radiator cap. If it is low, then chances are high that your car radiator requires repairing. Though repair can be done on your own, it is always better to call a professional to solve the problem. By doing so, you can ensure smooth functioning of the radiator and your car engine. (Source : www.buzzle.com/articles/radiator-leak-repair.html)
Michelin's Tweel airless tire was named 2014 Innovations Winner by the publication Equipment World earlier this week.
Amy Materson, managing editor at Equipment World, said the tire market is a precise, refined, mature market that has, for the most part, relied on pneumatic tires for more than a century. Despite the vulnerability associated with air loss, pneumatic tires became the dominant technology thanks to several performance advantages —low contact pressure, low vertical stiffness, low rolling resistance over rough surfaces and low mass per unit load carried,
So, when Michelin's engineers were asked to replicate the basic characteristics of a pneumatic tire without the potential for pressure loss and rapid failure, they asked themselves: How do we get rid of the air?
The answer was the Tweel, a single, non-pneumatic radial tire and wheel assembly, which replaces the traditional pneumatic tire and wheel assembly.
"Our engineers have spent a decade refining the Tweel," said Jack Olney, marketing and sales for Michelin Tweel Technologies. "They've overcome many hurdles to make it commercially available."
Engineers discovered a top-loader airless radial tire was the solution. The Tweel is composed of a shear beam made from steel and rubber connected to a rigid or deformable hub with thin, deformable polyurethane spokes that transfer the load around the circumference of the tread band. It has a simple design that replaces the 23 components found in a radial tire with just six.
The tire works similar to a bicycle wheel, with the load carrying structure distributed over the entire volume.
Since the whole structure participates in carrying the load simultaneously, no portion of the wheel is unnecessary. The load at the ground is transmitted around the structure where it can be "hung" from the top. It works in a similar fashion to a suspension bridge, says Tim Fulton, head of Tweel Technologies for Michelin.
With no air, there are no flats and no blowouts, yet the Tweel retains the performance advantages of a pneumatic tire. The Tweel is even retreadable. Michelin launched its first commercial Tweel, the X-Tweel SSL skid steer tire, this April. Fulton says it was a simple choice to make.
"With skid steers, there's not a lot of suspension, no ABS, no dynamic handling system—it's a simple platform," he said. "We wanted to start with a construction tire because the need is very high."
(source : http://www.rubbernews.com/article/20140108/NEWS/140109974/michelins-tweel-airless-tire-wins-innovation-award)
Inflating and maintaining proper tire pressure ensures safer, more comfortable driving and better fuel efficiency. Particularly in times of high gas prices; in inclement driving conditions such as heavy rain, snow, or ice; and in vehicles of all sizes, tire pressure can make a major difference in driving, wherever you are.
Given the importance of the task, you might think it is complicated, but checking and maintaining your tire pressure is simple, provided you have a good tire air pressure gauge and source of air, both of which are available at many gas stations.
Get a Gauge
A simple tire air pressure gauge, available at most auto parts stores, for a few dollars, is adequate for the job. You do not necessarily need a digital air pressure gauge. If it is worth the $14 to $15 to you, a digital pressure gauge is easy to read and accurate. However, you should consider whether it will require batteries, and whether this would prevent you from using it.
Again, a standard pressure gauge that measures pounds per square inch (PSI) and fits easily in the glove box of your vehicle, is sufficient. Do avoid ultra-cheap models that may not give a proper reading.
As for a source of air, many gas and service stations have air available for 50 cents or so. Some of these air machines have gauges on them, and if you have no other means of measuring the pressure of your tires, these will work. However, they are typically beat and inaccurate, so have your own gauge to ensure the proper PSI for your tires and vehicle.
Checking Pressure
PSI is measured by the notches on a tire air pressure gauge or with a number reading on digital gauges. To find out what PSI is right for your tires, consult your owner's manual or the sticker on the driver's side door. When buying new tires, or getting a rotation, it's a good idea to ask what the ideal pressure is.
Recommendations may vary, but you should never inflate the tires five PSI more or less than what is recommended. Under-inflating wears out the sides of the tire, and is actually a driving hazard. Over-inflated tires will wear more quickly, and are also dangerous because of the increased possibility of a blowout. If you are unsure about the PSI for your tires, or it is unclear or worn away on the side of your tires, ask your mechanic or someone who knows about vehicles what PSI you should have for your tires.
Smaller compact and mid-size sedans typically have PSI levels between 30 and 40 PSI. Larger vehicles with larger tires, including bigger sedans, usually have higher pressure, around 45 PSI. These are general PSI figures, and the most accurate PSI for your tires is the number listed on the side. Tires should all be inflated to the same PSI for safety, proper vehicle function, comfort, and fuel efficiency.
Also, check your vehicle's tire pressure when the tires are cold. This means the tires should not have been driven on for at least three hours. If you need to drive to get air, try to drive less than a mile.
To get a PSI reading on your tire, place the air pressure gauge onto the tire's valve stem, the pencil-width air nozzle on the side of the tire. Try to place the gauge evenly onto the valve stem. This will allow air to escape, but once you firmly press the gauge down on the valve stem, it will stop the flow of air and give your gauge a reading, either by blowing out the metered stick with a traditional gauge, or a reading with a digital model gauge.
Adjusting Tire PSI
So you have a tire pressure gauge, and a source of air. It is best if you can park your car centered on the source of the air, which usually has a hose to reach the vehicle's tires. You may need to move the car to reach all of the tires, depending on the situation. Before you pay any money for air or start pumping up your tires, remove the caps on all the tire valve stems.
Next, you should check the pressure of all four tires, noting which ones need the most air. This will help you maintain uniform pressure in the tires, some of which may need less air. Hot weather, extreme temperatures and other conditions can cause the air in your tires to expand, and PSI can subsequently increase.
Once you know which tires need more air, you can deposit coins into the air machine, or get your air hose ready. Choose the first tire to fill, and fit the air hose nozzle onto the tire stem. When you start to place the air hose onto the tire stem, it will hit a pin inside the stem and start leaking air. You know when you have the air hose nozzle properly applied when the leaking air stops. It takes some force to get the hose pressed firmly on, but once it is in place, you will be ready to increase the tire pressure.
Some air hoses are automatic, and will release air in your tire once you have it on the tire's valve stem. Other air hoses have handles and require you to squeeze them to activate the air.
It is important to have your gauge as you fill the tire, taking the hose off somewhat frequently to check the pressure. It is extremely important not to over-inflate your tires. You can avoid this by using small bursts of air between your checks. As you increase the PSI and keep checking it, you will get a feel for how much air you are putting into the tire, and how much more you need. Once you get close to your recommended PSI, use less air, and keep going until you are at the right level.
Once you have the tires properly inflated, replace the stem caps by screwing them back on. Do not over-screw them, as they will break on the top. Tire stem caps are important to keep your tire valve stems clean and undamaged.
Tire pressure should be checked weekly, or every other week at least. Particularly with severe weather and temperature swings, tire pressure on the nicest tires with the nicest cars can still fluctuate, and must be monitored and maintained regularly for safe and fuel-efficient driving.
Buy any machine, and you need to buy lubricating oil to smooth the working of its moving parts. Your automobile is not an exception to this rule. The propulsion force in a car, to move it along the road is generated by its engine, which employs a number of well synchronized parts located within it. Engine oil, also called motor oil, is one of the most essential thing for the health of the beast that lies under the hood of your car.
What Does Low Oil Pressure Mean? Fuel pump, which functions as the heart of the automobile, maintains the flow of oil to the engine block. The oil pressure in the system is created by the resistance offered by the action of the input valves in the engine block, through which the oil enters the engine. Proper amount of oil is necessary to lubricate all the moving parts within the engine. In the absence of lubrication, these metal parts grate on each other, generate tremendous amount of heat, and get damaged. Low oil may ultimately cause seizing of your car's engine, thereby needing costly car repairs to restore its functionality. The warning light turns on to warn the driver of exactly this impending car problem.
Reasons There are number of reasons behind the flashing warning light, ranging from a clogged oil filter to the change of temperature. Following is a brief list of relevant causes, which you may like to go through.
Temperature: There are so many brands of engine oil in the market, advertised for their performance characteristics. Motor oil viscosity is an attribute which comes into play when the temperature drops down in the cold season, or while driving high in the mountains. When the temperature drops below the tolerance level of the oil, it starts to gel; its flow becomes restricted; hence the oil pressure decreases in the system. At such a time, it becomes difficult even to start your vehicle. The solution is to drain the existing engine oil and replace it with a less viscous one, before it is too late. On the other hand, when the temperature rises above the tolerance level of the oil, it expands and becomes a cause of low pressure at idle. In such a situation, using a more viscous engine oil than your existing brand should be considered.
Clearance: All the moving parts in a machine must work together without grinding too much on the other parts. For this reason, they are separated by a very minute space which is referred to as clearance. This clearance, which can be as small as 0.001 inch, goes on increasing as these parts get worn out, and oil starts leaking, causing the pressure to drop below normal. If you think, low oil pressure is an issue that affects only used vehicles, you need to know that improper or loose assembly in a brand new car may also develop this problem and trigger the warning light.
Oil Pump: Malfunction of the oil pump, may it be due to clogging or any other thing, affecting the flow or the amount of oil that is being delivered to the engine can cause lowered pressure. Excessive or less than normal clearance between the parts, within the fuel pump, can also affect the effectiveness of the fuel pump.
Other than the causes mentioned above, cracks, leakages, clogging in the transmission lines, oil galleys, leaking galley plugs, and debris in the engine oil can contribute to a drop in the oil pressure in the system. So, whenever the light comes on while driving, it means that you should stop your car as soon as possible, to contain the damage and get the problem investigated by an expert mechanic. (Source: http://www.buzzle.com/articles/low-oil-pressure-warning-light.html)
The Bugatti Veyron can boast of the second highest top speed of 268 mph (431 km/h). It reaches 0-60 in just 2.2 secs and has an 8.0 liter, quad-turbocharged, W16 cylinder engine, making it equivalent to two narrow-angle V8 engines. This world no. 1 fastest car on street has a price tag of USD 1,700,000, making it one of the most expensive cars in the world. It is named after Pierre Veyron, the French race car driver.
The Bugatti Veyron is, by every measure, the world's most extreme production road car. It's the quickest to 60, has the highest top speed, and it can absolutely dominate a track in spite of its weight.
The original Veyron claimed 1,001 horsepower, which in itself was a major technical achievement. Its engine, boasting 16 cylinders, was essentially formed by joining two V8 engines at the crank.
The W16 powerplant displaces 8.0-liters and features ten radiators for everything from the engine cooling systems to the air conditioner.
The standard Bugatti Veyron 16.4 Coupe ran a cool $1.3 million and could reach a top speed of 253 mph - a speed it can maintain for 12 minutes before all the fuel is gone. Power is transmitted to the pavement via four-wheel-drive and a seven-speed dual-clutch automated manual transmission.
The car could hit 60 mph in just 2.5 seconds, 100 mph in 5.5 seconds, and 150 mph in 9.8 seconds. Getting to 200 mph took 18.3 seconds, and 250 mph takes 42.3 seconds.
A special key is required to "unlock" the Veyron's top speed of 250+ mph. The car is then lowered to just 3.5 inches from the ground. A hydraulic spoiler extends at speed, and it can also serve as an air brake.
The Veyron weighs a hulking 4,160 lbs, but even its harshest critics admit its handling is surprisingly sharp. Gordon Murray, designer of the McLaren F1 was very skeptical of the Veyron during its development, but after driving the finished car, he conceded it is a "huge achievement."
Top Gear's Jeremy Clarkson also publicly stated the Veyron was ridiculous and would never be built, only to call it "best car ever made" after he drove it. He famously characterized it as "utterly, stunningly, mind blowingly, jaw droppingly brilliant."
Bugatti Veyron 16.4 Grand Sport
Bugatti has ceased production of the original coupe version of the Veyron, but continues to churn out limited edition open-air Veyron models. The latest such example, the Veyron 16.4 Grand Sport Vitesse, boasts an enormous 1,200 horsepower and 1,106 lb-ft of torque.
Bugatti managed to bump the Vitesse to 1,200 horsepower by fitting the convertible with four enlarged turbochargers and intercoolers. Due to the car's open roof, additional chassis supports had to be added to the Vitesse to handle the added power, so the car's top speed will likely fall just short of the Super Sport's 267 mph top end.
Key competitors
Though nothing short of a jet can match the speed, power (and price) of the big Bugatti, similarly quick and rare performance machines include the Koenigsegg Agera R, the Lamborghini Aventador LP700-4 and the Pagani Huayra.
Buyers interested in a Veyron should act quickly as production is set to end in the near future.
My top ten cool car list would not be complete without the SSC Ultimate Aero, conceptualized by Jerod Shelby, of Shelby SuperCars, an American automotive manufacturer, founded in 1999. Billed as the World's Fastest Production Car, as verified by Guinness World Records™ in 2007, the Aero takes driving to a new level. With the world's first one-piece carbon fiber wheel produced by Carbon Revolution, this supercar is reputed to be one-third lighter than the Bugatti Veyron, and boasts a massive 1200 horse power. Its top speed has been tested at 257.41mph. Believe it or not, they are projecting another first for the car at speeds of 273mph.
Headquartered in Tri-Cities, Washington, SSC labored seven long years on the development of the Ultimate Aero. What is truly impressive about Shelby's design and subsequent production vehicle, is that he did not make his announcement until the car was actually built and tested. Often, car manufacturers announce their concepts in advance. Sketches might be available for public viewing, but for the most part, they do not keep the possibility of a newer model secret. They want people to anticipate the release of the car. Even now there is plenty of talk about the next generation SSC supercar, which presently has no name.
The Ultimate Aero is a direct competitor to Ferrari, Lamborghini and Bugatti. What separates the Aero from other exotic cars, though, is the fact that almost every feature is optional, in order to reduce the weight, giving it the edge on speed. Trunk space and air conditioning are two components that can be omitted, for instance. With a price tag of between $650,000 and $750,000US, it certainly is much cheaper than the Bugatti Veyron, and the Lamborghini Reventon, but, it is still one of the most expensive cars in the world, making it around number five or six depending on whose list is consulted.
The exterior of the SSC Ultimate Aero is sleek with the rear sloping down dramatically, making it almost flat in appearance. It is offered in twelve colors ranging from white or black to blues, oranges, reds, green, yellow, gray and purple. The interior coordinates with black, tan, creme, gray and red. If none of these standard colors suit your fancy, custom colors can be ordered. Like the Ferrari Enzo, and older model Lamborghinis, the two scissor doors work in a butterfly fashion to open and close.
Lastly, some of the specifications that make up the SSC Ultimate Aero are carbon fiber, composite, steel space frame; Michelin Pilot Sport tires; SSC Designed Billet Aluminum V-8 engine (based on the Corvette engine); torque of 1112; total weight of 2750 pounds; and acceleration of 0-60 in 2.78 seconds. In 2010, it was announced that SSC had signed an agreement with Jason Castriota to help design the next-generation Ultimate Aero. Castriota is a supercar designer who has worked for Saab, Stile Bertone, and Pininfarina.
Critics have already complained that the design of the Aero is unfashionable, and not worthy or elitist enough of the technological performance it provides. Hiring Castriota is one way to make the newer model perfect in design. Plus, his name alone can help justify the new price tag, which rumors say will be close to $900,000US.
The Koenigsegg CCX is a mid-engine roadster that can reach the top speed of 245 mph and 0-60 in just 3.2 secs. It has a 90 degree V8 Engine with 806 hp. This made in Sweden car was born with the ambition of becoming the fastest car in the world. However, looking that speeds offered by the two top fastest cars in the world, this baby has a long way to go. You can be a proud owner of this Swedish car for just USD 545,568! You won't mind spending on this baby as it is one of the fastest street legal cars in the world!
Do you think super cars are fuel guzzlers? Do you believe they are nothing but big pollutants on wheels? Then think again; because Koenigsegg CCXR can prove you wrong. It can achieve top speed of over 400 km/h while running on bio fuels like E85 and E100. CCXR is successor to Koenigsegg's first hyper car CCX with modified flexfuel engine, capable of burning both of normal gasoline and ethanol fuels.
CCXR was truly a wonder car. It took care of performance as well as in-cabin comfort to make the car livable. For safety CCXR had dual air bags, and bucket seat with safety harness. Seats, pedals and steering wheels were completely adjustable according to the users’ preference. Among other gadgetry, the car had a satellite navigation system, music system with USB connection, climate control, G-sensor, tire-pressure monitoring and digital temperature warning system.
CCXR looked quite similar to CCX. Like any top grade street legal supercar, it’s a two-seater coupe. Hardtop of the car was removable and could be stored in the front boot. Sturdy body frame was constructed with carbon fiber and Kevlar composite along with lightweight sandwiched reinforcements. Dimension-wise, CCXR was 4293 mm long and 1996 mm wide. Low drag area, flat underbody, venture tunnel and rear spoiler are some of the basic exterior features. They helped the car to attain low drag coefficient of only 0.33 and also made the car lot stable even at top of the scale speed.
Performance
Power output: 1018 Bhp at 7000 rpm (E85 or E100 fuel)
Maximum torque: 1060 Nm (740 ft/lb) at 5600 rpm (E85 or E100 fuel)
Acceleration: 0-100 km/h (0-62 mph) 3.1 seconds
0-200 km/h 8.9 sec, 0-200-0 km/h 13.7 sec
Top Speed: 400+ km/h (250+ mph) (estimated)
Braking distance: 32m (100-0 km/h)
Lateral G-force: 1.45 G
Fuel consumption:
Highway travel: 18 l/100km (E85/E100 fuel),
Combined: 22 l/100km (E85/E100)
Weight-to-power ratio: 1.26 kg/hp
Weight distribution: 45% front, 55% rear
Emission levels: Euro IV and US
Koenigsegg CCX Engine
Engine
Koenigsegg aluminum V8, 4 valves per cylinder, double overhead camshafts
Displacement: 4700 cc
Compression: 8.8:1
Sequential, multipoint fuel injection.
Twin Rotrex centrifugal superchargers with response system, 1.6 bar boost pressure.
Dry sump lubrication.
Carbon fibre intake manifold with optimised intake tracts.
Patented response charge system for optimal engine response.
Tig-welded ceramic coated inconell exhaust system manifold with merge collector.
Weight: 178 kg
The Saleen S7 Twin Turbo is one of the fastest production cars in the world. It comes with twin turbochargers and an oversized V8 engine. When it was introduced in the year 2002, it became the only street legal fasted car in United States of America. It can reach the top speed of 248 mph (399 km/h). During test rides, it reaches 0-60 mph in just 2.8 sec. This is a car to show off in style as has a base price of USD 555,000.
If I start describing a car with a carbon fiber body, scissor doors, and 750 horsepower – I’m willing to bet we’re not thinking of the same car. Now add a set of twin turbos to possibly narrow it down for the supercar affluent, but what if I told you it was painted “Bianco Fuji” – a Ferrari color. But I just said scissor doors…confused yet? Oh..by the way, it’s AMERICAN.
If you guessed Saleen S7 after the first sentence, congratulations – you’re the Rain Man of supercar knowledge. Truth be told, I have a pretty decent education in exotic supercars, but when it comes to American cars in general…I’m like the kid in school who was staring out the window for that lesson, just not interested. For those of you who read my European car based articles, the fact that I’m not an American car fanboy shouldn’t be a surprise. If you told me I’d have to drive an American car in order to save the world, it would have to be a Saleen S7 or Ford GT. Not to offend anyone, but we all have our individual tastes… and mine just doesn’t include most American cars.
The Saleen S7 is SICK. It’s fast, it’s exotic, it looks the part, it’s got good technology (Carbon Fiber body)…and it’s 8 years old! (MERICA!) Its chassis is also 50% stiffer than an Enzo (one of the S7’s “competitors” at release date) and at the time was the quickest production car tested by Car and Driver.
Mostly well known for producing highly tuned Mustangs, the S7 was produced by…wait for it, Steve Saleen. It was America’s first modern “Supercar”, introduced 5 years before the Ford GT (which incidentally Saleen helped work on as well).�
Powering the S7 is a 750 horsepower, 7-liter push rod V8 Twin-turbo derived from a Ford NASCAR engine. Nothing says MERICA more than displacement, horsepower and NASCAR right? 0-60 was 2.8� per the manufacturer along with a blistering 10.5-second quarter mile. Very believable considering the car weighs in at less than 3000 lbs.
The lines of the S7 are pure and sexy. There is a definitive American feel to the car, long and sweeping, almost like a flag. No hard angles like a Lamborghini (although the door presentation is similar) and it’s longer and wider than most Ferrari’s.
Saleen S7 Twin Turbo Engine
This particular example wears a pearl white Ferrari color, Bianco Fuji. Starting life as a yellow car, the owner repainted and replaced all wearable’s (down to bolts that weren’t black enough) in order complete a very custom S7.
Black center lock one-piece wheels with PS2’s do their best to keep the S7 and its 750HP grounded, working in conjunction with diffusers and aero that not only looks amazing but is fully functional. Brembo brakes along with a race-derived twin master cylinder braking system bring the S7 to halt. (Source : www.drivingline.com/2014/06/americas-first-supercar-saleen-s7-twin-turbo)
The McLaren F1 flaunts the top speed of 248 mph and can reach 0-60 in 3.2 secs flat. This car comes with a BMW S70/2 60 Degree V12 Engine and a hp of 627. The most attractive feature of this car is its doors, that open like the doors of a Batmobile. If you have a hidden superhero inside you, then this supercar can be yours for a base price of USD 970,000.
This engine, used in the M8 prototype also, in my opinion and many others, is the absolute finest to ever come from the Bavarians.
EVO magazine just recently did an incredibly envious test of two cars, separated by two decades and one letter, made by the same company but with one focus — to be the most incredible supercar the world has ever seen. The two cars in question are the McLaren F1 and the McLaren P1.
The P1 is a modern marvel, with a twin-turbo V8, mated to an electric motor and battery pack, which enables it to hit 60 mph in under 3 seconds and onwards to 217 mph. It’s mind-bendingly fast. But its predecessor, the F1, is one of the purest driving experiences ever created. And it’s faster than the P1, with a higher top speed of 240 mph.
It’s funny that the F1, developed in the early ’90s, that broke the production car top speed record back then, has the top speed closer to the current record holder than the P1. The F1 has one simple advantage over the P1 which allows it to be so incredibly fast — a 6.1 liter V12.
The V12 in question is called the S70/2 and was developed by Paul Rosche of BMW’s Motorsport division and makes 627 hp. The 6.1 liter S70/2 is widely considered as one of the finest engines ever fitted to an automobile. It had unbelievable throttle response and, at the time, unmatched power. Combine that with the incredible sound as it revved to its 7500 rpm redline and the F1 engine officially becomes a masterpiece. Paul Rosche created the Mona Lisa of engines, with the S70/2.
This engine, in my opinion and many others, is the absolute finest to ever come from the Bavarians. And it’s funny that, in that regard, the best BMW engine ever made was never fitted to a BMW. Sure there was the S70B56 in the 850csi, but it wasn’t the same. The S70/2 in the F1 trumps not only every engine to come from BMW, but possibly every engine ever made.
McLaren F1 Engine
In the video, the F1’s glorious engine and incredible response give it the victory over the brand new, technological powerhouse that is the P1. But despite the P1’s incredible technology, it cannot top the magic that is the F1 and its miraculous engine. An engine that was designed and built by our favorite Bavarians and could possibly be the best BMW engine, or of any kind, ever made. The simple fact that the engine exists, and did so twenty years ago, makes the world a better place. (Source : www.bmwblog.com/2015/04/18/mclaren-f1s-bmw-engine-is-the-best)
Now this is a fascinating little creature. A compound of contradictions that goes by the unlikely name of Gumpert Apollo. The first word in its name is in allegiance to Roland Gumpert, practically the father of Audi's Quattro system – yet this creation is rear-wheel drive only. The second name is for the Greek god who had nothing to do with speed or handling prowess, and a space mission whose only intersection with cars was a lunar rover. The Gumpert Apollo's badge, however, depicts a Griffin, a creature with the body of a lion and head and wings of an eagle; an Indian or Central Asian creation that has essentially no connection to Apollo.
Nevertheless, these ostensible discrepancies live together beautifully in the compact body of the Gumpert Apollo. The company's aim was racing, and two driven wheels are all that are allowed in most categories. Apollo might not have been the god of driving, but he did count victory among his oversight portfolio, something the Apollo vehicle is quite familiar with. And the Apollo space missions did represent, at the time, the ultimate in proven high-technology, while the Griffin, as a mix of the kings of beasts and birds, represents mastery of land and air. We got to drive it, and we have never found anything like it anywhere else on the planet. Our chosen words to describe it are these: Hoe. Lee. Cow.
The S version of the Gumpert Apollo has only been beat at the Nürburgring and the Top Gear track by the Radical SR8, the Caparo T1 and the Ultima GTR. First, that means the Apollo showed its chunky, high-relief rear end to every other major and minor sports- and supercar on Earth. As for the cars that beat the Apollo's time, while all four are street-legal race cars, technically speaking, it's likely easier to register the EU4-approved Apollo in countries outside of the UK than it is to get paperwork for the others. The Radical, Caparo and Ultima lean far more toward the race side with their open canopies, purely functional cockpits, and lack of trunks and air conditioning. The Gumpert is a race car, but has a radio, navigation, air conditioning and power windows. And bumpers. And a trunk. The same Apollo has been used to win a race on the weekend, then used by the owner's wife to get groceries during the week. It'll be a while before you hear that about a Caparo.
The short story of the Apollo is this: Roland Gumpert wanted the most thoroughly engineered, no-compromises street-legal racer that would also be comfortable enough to drive daily. The phrase "no compromises" is difficult to fit into that brief, but 20 years of thought about how to do it has paid off well enough that it fits.
Gumpert began at Audi in 1969 as a test engineer, and by 1981 was the department manager of Audi Sport. Three years later he was the chief department manager for Audi's sports and special development programs. How did he go from running diagnostics to running a still-legendary rally program – and then winning four World Rally Championship titles – in just 15 years? By being the driving force behind the development of the all-wheel-drive Volkswagen and Audis, which led to the first Audi Quattro in 1980.
And the mid-'80s is when the Apollo was born as an idea. Gumpert was charged with creating the mid-engined Audi Quattro and worked to build a car with industry-leading aerodynamics. The car wasn't built as he envisioned it, but he had the desire to one day see it through. When he finished his Audi tenure in 2001, Audi tuner MTM's chief Roland Mayer asked Gumpert if he wanted to build a sports car. Gumpert agreed, on one condition: They don't build a show-circuit cocktail party plaything, but a real car that would go into series production.
Gumpert Sportwagenmanufaktur GmbH turned on its lights in 2004, and two prototype Apollos were on the road in January, 2005. The car was meant to "distinguish itself by means of its phenomenal driving performance and the best possible aerodynamics" using "the best technology, the best engineering and car knowledge." Gumpert also intended that it "remain gorgeous," but we'll let you decide for yourselves. We like it – a lot – for several reasons.
To assist with the Apollo's development, Gumpert chose Hans Peter Fischer, whose company develops parts for sports cars, to be technical director. Having engineered solutions for the Porsche Carrera GT, Fischer is no stranger to getting the most from a piece of metal. The two wrapped the Apollo in a carbon fiber body that is concerned with one thing: getting as much air efficiently over and around the body, a little air through it and none underneath it.
Most of the air that passes over the running-board sized front splitter encounters only three disturbances on its trip to the back: the side mirrors; the roof-topping airbox that keeps the Audi-sourced 4.2-liter, twin-turbo V8 firing; and the tail, angled to keep the 345/35 ZR19 Michelin Pilot Sports stuck to the ground. The rest gets sent through body's interior air channels that send cool, refreshing breezes to the radiators flanking the front wheels, in front of the rear wheels and the brakes. Of the air that does make it underneath the car, most is immediately scooped up by vents near the leading edge of the completely flat carbon-and-aluminum-sandwich floor, and run over the floor to the rear. The result is a vehicle which, according to the numbers, can be driven upside down at anything above 120 miles per hour.
The body is hung on an aerospace-grade chrome-molybdenum steel tube frame that has been further engineered to serve terrestrial, as opposed to airborne, purposes. The science and the fit of it has been so finely tuned that it takes six weeks just to cut the set of tubes necessary to make a single Apollo.
The resulting torsional rigidity of the frame is such that it requires 40,000 Newton meters of force to be twisted one degree. That's roughly 10,000 more Newton meters than the previous standard, the Carrera GT and roughly 10,000 less than a Formula 1 car. Unless you're a top level racer or your ride is made of Wolverine's skeleton, you probably won't pilot anything stiffer.
The frame is wrapped around a chrome-moly passenger compartment that's further reinforced by a carbon fiber tub and a carbon fiber crashbox in front, allowing it to be certified by the FIA for a number of sportscar series. Keeping that unshakable poise from ruining your back, your teeth or your sanity is a custom-designed and thoroughly adjustable racing suspension, with double wishbones and twin transverse control arm pushrods all around.
Behind the rear bulkhead is a center-mounted, 31.7-gallon gas tank, and behind that is the lightweight aluminum engine block. Although it comes from Audi, Gumpert – as with almost everything else on the car – develops it further and adds company-reworked elements to it, such as modified fuel injection, dry sump lubrication and an improved charge-air cooler. Oh, and there are those two K26 turbos from KKK. Base ratings are 650 horsepower and 627 pound-feet of torque, stepping up to 750 hp and 664 lb-ft for the Apollo S and topping off at 850 hp and 701 lb-ft on the race-track-only Apollo R.
On top of that engine is a little trunk, large enough for a carry-on bag and a few sundries. If you do buy an Apollo and use it to go shopping, we recommend you don't put chocolate back there.
Power from block to wheel moves through a synchronized, six-speed manual sequential transmission with a twin-plate clutch. Because it's a manual, the gearbox takes firm prods and pulls to work the lever – you don't just get a gearchange, you are rewarded with one. Buyers can spec their own transmission ratios, and further assistance in making use of them is provided by the adjustable traction control system. There is an optional F1-style paddle-shifting system available if that's how you roll. Excess power in the form of heat is run through a four-flow exhaust with a butterfly that allows manual bypass. The Germans have noise regulations, see...
So that's a fly-by of the nuts and bolts. But what happened when it came time to just fly?
First came getting in, a maneuver that begins with raising the gullwing door and then engaging in a few seconds of appraisal with the same intensity that Kasparov uses to examine a chess board mid-game. Thankfully the Gumpert's Gambit doesn't require too much elasticity since race car drivers have been doing this for more than a century: remove the steering wheel, hands on the front and rear of the roof, hoist both feet in as you slide into the seat.
Gumpert Apollo Interior
Quickly survey the cabin and note two-tone cross-stitched leather and Walter Rohrl's autograph, the Audi steering column stalks and electric mirror controls, the Audi vents that will soon be bathing you in cold air and the minimal, yet pleasingly, leather-wrapped center console with boost, gas, oil gauges, power window switches (the windows go almost completely down), a dial and screen to adjust the traction control. Also note the radio, which you can actually hear, but won't need at all.
Replace the steering wheel, then check out that seating position. This was where we encountered a little bit of the Apollo Magic. It put us in the most compact seating position we have ever experienced in any car, ever, and yet it wasn't the least bit uncomfortable. Sitting there, looking at our acutely-angled legs and thinking "We could almost eat M&Ms off our knees," we couldn't figure out why we weren't uncomfortable, but we weren't.
Strap into the four-point harness, make sure the car is in neutral, put the Gumpert (not Audi) key into the slot and start the engine. It's remarkably muted compared to what we expected, a theme that would recur. We had to turn it on several times and after the burst of throttle on ignition, the car settles into a burble we could've had a conversation around even in a tight, highly resonant space.
Pull the lever firmly, engage first and pull off. In a day of driving we never achieved the finesse required to smoothly work the clutch from a stop in first gear, but there was a good reason for it: Fischer told us the Apollo we were driving was a four-year-old development car with a clutch that had tens of thousands of kilometers on it and only needed a little adjustment. As far as we were concerned, the fact that the clutch worked as well as it did and was really no more fussy than on some other highly tuned cars that can't be raced, was impressive. In fact, we've had new-model press cars that didn't behave as well as a aging prototype race car with more than 25,000 miles on it. Speaking of which, that also might be why you notice the pictured Apollo looks a bit different than others – Gumpert been updating customer cars regularly.
If you do have the footwork to launch the Apollo properly, you could get the 2,645-pound car to 62 miles per hour in 3.2 seconds, and to 124 mph in 8.9 seconds. In less than nine seconds you can be going fast enough to drive upside-down, getting there more quickly in the Apollo than you will in a Viper SRT10 ACR, Corvette ZR1, Pagani Zonda F Clubsport, Ferrari Enzo and, well, every other car out there that you would race.
Once running in first, working the clutch and moving through the gears was no problem, and this is where we discovered the various muted aspects of the Apollo. The acceleration, as quick as it is, isn't a gut-punching thrust. The four turbos in the Bugatti Veyron spend a half second inhaling a tenth of the Earth's atmosphere and then they vaporize the car, Quantum Leap-like, to your desired speed. Hit the gas on the Apollo, on the other hand, and it uses that first half second to take off running – really, really quickly – but you can feel every bit of momentum gained as the turbos quietly whine and progressively feed the V8 heart.
The steering is meatily weighted, but doesn't induce any fatigue even after a couple hours of city driving. The suspension is resilient enough to subdue lane dots; in fact, you hear them more than feel them only because of the carbon-wrapped steel. You can power down the windows and let fresh air in. You can put a CD in – and hear it – while getting turn-by-turn directions to Coffee Bean. True, you can't stick your head out the window, but in every other way, the Apollo is a car. Like a Ford Fiesta.
No, not really like a Ford Fiesta, but we're making a point. It's street-legal manners are terrific, making it just as good at getting lunch as it is at lapping.
The only non-muted thing about the Apollo, on regular roads at least, is the braking. Carbon ceramic stoppers are so good now that Gumpert could have put a set on the Apollo without introducing a racer's compromise, but it didn't, going with four giant, vented discs and six-piston calipers all around. In this the Apollo shares a trait with the Veyron: you don't come to a stop in the Apollo. Regular speed modulation is on par with any other coupe or sedan, while emergency stops might make you black out. You think about stopping, you feel your foot begin to stab at the brake pedal, something traumatic happens, and then there you are in the middle of the street slowly realizing that you came to a complete stop three seconds ago. Sport Auto magazine did a 124-mph-to-zero braking test, coming to a stop in 4.5 seconds. The Apollo beat the magazine's other top performers, the Koenigsegg CCR, Ruf Rt 12, Porsche Carrera GT, Mercedes SLR McLaren, Pagani Zonda F and Ferrari 430 Scuderia. It's serious about the word "halt." And winning.
After spending about 30 minutes prepping, ("prepping" being visually inspecting the car and underbody, adjusting the suspension and changing the tire pressures), we headed to Bob Bondurant's facility for an afternoon of high speed runs.
On the track, all bets are off – and it was our neck that told us what we needed to know about Mr. Angry Apollo. Bondurant's chief instructor took us on two five-lap runs spaced about an hour apart. Our neck hurt at the end of each of them. Not a little bit, either – this wasn't just a twinge, it was the result of a high intensity neck workout. We've ridden on plenty of hot laps on plenty of tracks with plenty of drivers, and that's never happened before. Ever.
Gumpert Apollo Engine
True, the course had a lot of tight turns – which actually didn't let the Apollo show its complete stuff – but it goes around them at rollercoaster speeds. In a closed-off space with colored corners, the Apollo is not a car, it's a 650-hp kart. No give, no mercy, no time to wait or waste. It's as if the car has an appointment in The Checkered Flag Dimension, and it will shuffle the physics around a bit, curve gravity and maybe add a little hyperspace to get you there before anyone else.
Back to Sport Auto, the braking test was part of a larger, eight-category superest that pitted the Apollo against the magazine's top six performers in each of those categories including lateral G, aero balance, 'Ring and Hockeheim lap times and dodging an obstacle. The Apollo won every category but two: It tied the Porsche GT3 in the obstacle test, and came in last for wet weather handling on its Michelin Cup tires. But it rocked 1.5g on the lateral course, beating the BMW M3 CSL (!) by .10g and explaining our neck issues. Even though it scored a 1 out of 10 for wet handling and was hobbled by a 4 out of 10 for everyday practicality (don't even get us started on that nonsense), it came in third in the overall. That's another podium finish...
To the last question: is the Apollo gorgeous? We're going to go ahead and say yes, while admitting that we don't mean that in the traditional way. As a purely aesthetic piece, there are prettier cars. But as a driver's and a racer's machine, there is nothing more beautiful anywhere.
Except for this final fact: The Apollo will be officially sold in America by the awesome gents at Evolution MotorSports in Phoenix. It'll take about $600,000 to make your track-day dreams come true, but believe us, if you want one car for winning on Sunday and cruising on Monday, your money will never be better – nor more efficiently or aerodynamically – spent. (Source : www.autoblog.com/2010/05/12/gumpert-apollo-first-drive)
The Ascari A10 sports car, developed by British manufacturers and similar to the Spanish GT version, is rated in the top ten supercars for 2006. Its lightweight carbon fiber body of less than 3,000 pounds (1,361KG) is designed more for the racetrack than the road. There were only a few models of this fast car built, somewhere between 10 and 50, and although expensive, it promises incredible speed and power.
The power of the Ascari A10 comes from the modified BMW 5.0 liter V-8 engine, with the standard six-speed sequential transaxle, where the gearshifts operate as paddles, similar to other race cars. Additions and modifications to the engine, however, include cams with advanced timing, new rods, and pistons, as well as a dry sump lubrication system. It has the same steel sub-frame for the power train and rear suspension as the KZ1 sports car, but the height of the coil spring units can be adjusted hydraulically on front and rear. This is a unique feature, not found on most other supercars, where adjustments can only be made manually. Handling should be easier than before, with front and rear anti-roll bars installed, which are also adjustable. The builders of the A10, not to be outdone by their competitors and to ensure adequate braking at such high speeds, have installed ventilated ceramic disc brakes, with 6-pot calipers on the front and 4-pot calipers on the rear.
Ascari A10 rear view image
Ascari A10 rear view image
The exterior design of this luxury race car is more dramatic than its predecessor the KZ1, with wider headlamps, a different grille, and higher wheel arches to accommodate larger rear tires. In addition, it features a splitter in the front, fixed rear wing, and five detachable body panels for added race trace utility. Even with standard features such as a battery isolator, rollover cage, electric windows, and air conditioning, it still weighs 55 pounds less than the KZ1.
Klaas Zwart, the owner of Ascari, may well have designed the fastest exotic car in the UK, outperforming the Ferrari Enzo as is claimed. The A10 is certainly a rare and distinctive car, one that is much desired to own.
Ascari A10 Engine
Ascari A10 Specification :
Top Speed: 220 mph / 354 km/h
0-60 mph: 2.8 seconds
Engine: 5 liter, V8 BMW M5 4941 cc 625HP
Ferrari cars have always been one of the most coveted cars by many enthusiasts. When the company decided to develop the Enzo, there was a rave about what it will be like and how much it can offer to customers.
The Ferrari Enzo, a 650 horsepower super car named after its founder, was developed in 2002 using Formula One technology.
With the car already using carbon fiber for its body and an electro-hydraulic F1 transmission, more innovations were even made that were not present in the F1 such as aerodynamics and active traction control. Its ultra-light, V12 engine with four valves per cylinder was a first in the new generation of Ferrari cars. Sports Car International ranked the car third on their list of top sports cars of the year 2000. Consequently, it also ranked fourth in Motor Trend Classics' Ten Greatest Ferraris.
Performance
The Enzo was designed by Japanese Pininfarina head Ken Okuyama was initially introduced at the 2002 Motor Show in Paris and had a limited number of units priced at $ 659,330. Pininfarina wanted a car the will be entirely different from the usual approach used for its predecessors (GTO, F40 and 50). A mid-engine vehicle whose weight distribution is at 43.9 at the front and 56 in the rear, the Enzo has variable valve timing and dual overhead cams to add to its naturally aspirated engine.
It is designed with an automatic transmission (F1 gearbox) and uses paddles to control its clutch mechanism and automated shifting. The LED light right at the steering wheel tells the driver to shift gears as necessary. Their independent four wheel suspension with actuated shock absorbers are adjusted right inside the cabin and have front and rear anti-roll bars. The 19 inch wheels uses Brembo 15 inch disc brakes and are held by a lug nut. They are fitted with RE050A Potenza Scuderia tires. The car can accelerate up to 60 miles per hour in merely 3.14 seconds and reaches 100 miles per hour in a short 6.6 seconds.
Ferrari Enzo
Only 399
Serious drivers will find that the Enzo is what their car dreams are made of, however getting their hands on one will be a bit of a challenge since only 399 units were manufactured. Ferrari cars have always been known for its high speeds and distinct lines. The Enzo is an extreme super sports car whose racing capabilities have been hard to resist. One notable fact is that each time one of these supercars crashes, the cost of the remaining Ferrari Enzo’s goes up, currently it is as much as $1,000,000.
It would be a rare but a beautiful sight to see this on the freeway, however, due to its limited availability, you may realize that most owners will have this super car tucked somewhere in their garage to be looked at. Getting behind the wheel will require wide open spaces without any other cars around. Overall, for someone who loves racing and all its glory, the Ferrari Enzo is one of the greatest vehicles ever made. This wonderfully crafted beauty deserves its fame and success and will surely make a statement anywhere.
Ferrari Enzo Engine
Specifications :
Base Price: $644,000.00
Vehicle Type: 2 Door Coupe
Width: 80.1 in. (203.5 cm)
Length: 185.1 in. (470 cm)
Height: 45.2 in. (114.7 cm)
Wheel Base: 104.3 in. (264.9 cm)
Curb Weight: 3020 lbs (1369 kg)
Maximum Seating: 2 people
Engine: 6.0L 48-valveV12
Displacement: 5988 cc
Horsepower: 660 HP
Max RPM: 7800 RPM
Torque: 657 lb-ft @ 5500 rpm
Transmission: 6-Speed Manual w/ auto shift
0-60 mph: 3.65 seconds
Top Speed: 217 mph (350 km/h)
As Jagaur’s first production supercar, the XJ220 was a bold step for the British company. Looking at the company’s history, you would have to stretch back to the XK120 to find an equally impressive machine. During the forty years between these models, there are many LeMans winning racecars and striking styling concepts, but nothing that pushes the same thresholds of performance while maintaining production readiness.
Eventually the XJ220 would become the fastest Jaguar and the fastest production car in the world, reaching 217 mph. Other accolades include a first in class at LeMans and a full production of over 200 cars.
The XK220 was first conceived by engineering director Jim Randle and a small group known as the “The Saturday Club”. They witnessed the launch of the Porsche 959 which was a four-wheel drive supercar prepared for Group B racing. As early as 1984, the small team at Jaguar thought a similarly driven, 4WD Jaguar with V12 power would take Jaguar to the top.
From the car’s outset, Randle’s team maintained production feasibility and racing performance. This naturally meant that the V12 was mounted in the middle of a lightweight aluminum chassis. It was supplied by Tom Walkinshaw Racing who produced a 6.2 litre version of their racing engine. Four wheel drive was chosen to better split up the estimated 500 bhp in conditions such as rain which was common in Britain.
Randle fashioned a performance-shaped chassis out of cardboard and then had principle designer Keith Helfet fashion a body for it. Both considered this project a spiritual successor the XJ-13-a 1960s mid-engine prototype that was never raced. Some ideas like the exposed engine and purposeful bodywork were taken from the XJ-13, but Helfet kept the XJ220’s shape thoroughly modern. Helfet’s said the “major challenge of the design was to make it aerodynamically comepetitive” and still meet road regulations.
The first prototype was completed without much executive influence until the car was fully prepared. Just one week before the car’s debut at the 1988 British Motor Show the car got the executives blessing to show the car to potential customers.
This was the first time that many people saw Keith Helfet’s purposeful body, which paid special attention to underbody aerodynamics and lift at high speeds. Other features included scissor doors, covered headlights and a promised top speed of over 200 mph. Immediate reception for the car was excellent. Official production was announced in 1989 with a price tag of £361,000 and production limited to 350 cars.
Jaguar XJ220
Enough deposits were made to finance development of the XJ220, but it would take two long years before a final specification was reached. Much to the customer’s dismay, Jim Randle and his team had to change the concept’s radical specification to meet production requirements. Due to the emissions and size of TWR’s V12 engine, a twin-turbo V6 from the Rover Metro 6R4 rally car was used instead. This used twin Garrett T3 turbochargers to make nearly 550 bhp. Despite making more horsepower than the V12, the V6 was criticized because it only drove the rear wheels. Furthermore other factors such as turbo lag and a harsh exhaust note made Jaguar’s first V6 discouraging.
While the small team at Jaguar was trying to sort out their order book, Jaguar Sport and TWR released a limited XJR-15 based on the Le Mans-winning Jaguar XJR-9. It was much more expensive and exclusive, but retained the desirable V12.
Despite the XJR-15 and a price increase to £403,000, the XJ220 went into production at a special factory in Bloxham. First customers included the Sultan of Brunei and Elton John. From 1992 to 1994, the factory produced 208 cars, just shy of the scheduled 220 initial units.
From its conception, Jim Randle wanted to race the XJ220 instead of the more distantly engineered Group C prototypes fielded by TWR. Much like the legendary C and D-Types, he wanted a direct link in between Jaguar’s race and road cars. Despite losing Group B racing, three cars still contested the 1993 Lemans. Only one of three cars managed to survive the race. It was driven to first in class by John Nielsen, David Brabham and David Coulthard, but was revoked weeks later for a technical infringement.
Jaguar XJ220 Engine
Technical Specifications :
Engine
TWR Rover Metro 6R4 V6
position
Mid, Longitudinal
aspiration
Twin Garrett T3 Turbos
block material
Aluminum Alloy
valvetrain
DOHC 4 Valves / Cyl
displacement
3498 cc / 213.5 in³
bore
94.0 mm / 3.7 in
stroke
84.0 mm / 3.31 in
compression
8.3:1
power
404.2 kw / 542.0 bhp @ 7000 rpm
specific output
154.95 bhp per litre
bhp/weight
395.04 bhp per tonne
torque
644.0 nm / 475.0 ft lbs @ 4500 rpm
redline
7200
body / frame
Aluminum and Honeycomb Body over Bonded & Riveted Aluminum Panel Chassis w/Aluminum Engine Subframe
driven wheels
Mid Engine / RWD
front tires
F 255/45ZR17
rear tires
R 345/35ZR-18
front brakes
AP Racing Vented Discs w/Power Assist
rear brakes
AP Racing Vented Discs w/Power Assist
front wheels
F 43.2 x 22.9 cm / 17.0 x 9.0 in
rear wheels
R 45.7 x 35.6 cm / 18.0 x 14.0 in
steering
Unassisted Rack & Pinion
curb weight
1372 kg / 3025 lbs
wheelbase
2640 mm / 103.9 in
length
4860 mm / 191.3 in
width
2000 mm / 78.7 in
height
1150 mm / 45.3 in
transmission
5-Speed Manual
gear ratios
3.00:1, 1.95:1, 1.42:1, 1.09:1, 0.85:1
final drive
2.88:1
top speed
~349.2 kph / 217 mph
0 - 60 mph
~3.9 seconds
0 - 100 mph
~8.0 seconds
fuel econ epa
12 L/100 km or 19 mpg-us
With its carbon fiber body, 678 HP AMG-sourced V12 engine, $1.8 million price tag and limited production of five, we know the type of enthusiast the Pagani Zonda Cinque Roadster is aimed at. Oh and it's roofless.
If you're like us, then you know. If not, then we'll have to point it out loud and clear. Roofless exotics are for rich poseurs. Or are they? With the same Mercedes-Benz AMG-sourced V12 as the equally limited edition Pagani Zonda Cinque hardtop pumping out 678 horsepower and a tire shredding 578 lb-ft of torque, this is no poseur ride. To clarify even further; any car with full carbon fibered bodywork, carbon-titanium monocoque chassis (engineered specifically for the Cinque), Cima six-speed sequential gearbox and a titanium and magnesium adjustable suspension means business.
Sitting pretty at a dry weight of 2,667 lbs, the Zonda Cinque slingshots to 60 mph in 3.4 seconds, 125 mph in 9.6 seconds and fights the wind until it reaches its 217 mph top speed. Massive lateral grip in the Zonda Cinque allows it to maintain 1.45g with its massive Pirelli PZero tires (front 255/35/19, rear 335/30/20) wrapped around aluminum and magnesium, APP monolithic wheels (front 9x19, rear 12,5x20).
Sounds to us like there's plenty of fun wrapped up in this $1.8 million non-poseur mobile, but regardless of all the awesome, you just know that all five of these beauties will end up in some collection, never to be seen or heard from again.
The Pagani roadcar model range would not be complete without Pagani Zonda Cinque Roadster, a Roadster version of the Pagani Zonda Cinque. As the name implies it is created in the Modenese Atelier in a limited production run of merely five exclusive pieces like its coupé sister.
All weight reduction measures adopted by Pagani to improve driving pleasure, performance and emission of the Zonda Cinque have found use in the Pagani Zonda Cinque Roadster as well. The Carbon-Titanium chassis has been redesigned for the compensation of a missing roof.
Pagani Zonda Cinque Roadster
The Cinque experience is enhanced with the roof stored in the front bonnet, when the storm of air being fed to the 678hp Mercedes AMG V12 engine through the massive intake just inches over the passengers' ears, accompanies the exhaust note of the bespoke Pagani Zonda Cinque Inconel and Titanium exhaust system.
Whether you opt for a relaxed country drive in Tuscany's hills, visiting Florence and other centres of the Italian Renaissance, or a record hunt at the Nürburgring, this 1.3 milion Euro + taxes jewel will reward with every day driveability and ultimate performance thanks to the different drive modes of the sequential robostised gearbox and an adjustable suspension setup that feels at home as well at the racetrack as on bumpy roads.
Pagani Zonda Cinque Roadster Engine
The constant efforts of Horacio Pagani and his team shows once again how art and engineering can be combined in the Pagani Zonda Cinque Roadster.
Technical Specifications :
* Mercedes Benz AMG engine
* Power: 678 hp
* Torque: 780 Nm
* Carbon-titanium monocoque
* ECU, Traction control, ABS by Bosch Engineering
* Inconel/titanium exhaust system coated with ceramic
* Suspensions in magnesium and titanium
* Cima sequential gearbox (6 speed), robotized by Automac enginnering
* APP monolitic wheels forged in aluminium and magnesium, front 9x19, rear 12,5x20
* Pirelli PZero tyres, front 255/35/19, rear 335/30/20
* Pagani leather/carbon fibre racing seats
* Brembo brakes in carbo-ceramic self ventilated with hydraulic servo brake, Size: front 380x34 mm, monolitic 6 piston caliper; rear 380x34 mm, monolitic 4 piston caliper
* Dry weight 1.210 kg
* Weight distribution in driving condition: 47% front, 53% rear
* Acceleration
o 0-100 km/h: 3.4 s
o 0-200 km/h: 9.6 s
* Braking
o 100-0 km/h: 2.1 s
o 200-0 km/h: 4.3 s
* Maximum side acceleration: 1,45 G (with road tyres)
* Downforce at 300 kp/h: 750 kg
French-born German engineer and inventor Rudolf Diesel (1858 - 1913)
In 1893, German
inventor Rudolph Diesel published a paper entitled "The Theory and
Construction of a Rational Heat Engine," which described an engine in
which air is compressed by a piston to a very high pressure, causing a
high temperature. Fuel is then injected and ignited by the compression
temperature.
Diesel
built his first engine based on that theory the same year and, though
it worked only sporadically, he patented it. Within a few years,
Diesel's design became the standard of the world for that type of engine
and his name was attached to it.
Diesel
thought that the United States was the greatest potential market for
his engine. The first diesel built in the United States was made in 1898
by Busch-Zulzer Brothers Diesel Engine Co. The president of that
company was Adolphus Busch, of Budweiser brewing fame, who had purchased
North American manufacturing rights. 1
Diesel's Humanitarian Vision:
Diesel
originally thought that the diesel engine, (readily adaptable in size
and utilizing locally available fuels) would enable independent
craftsmen and artisans to endure the powered competition of large
industries that then virtually monopolized the predominant power
source-the oversized, expensive, fuel-wasting steam engine. During 1885
Diesel set up his first shop-laboratory in Paris and began his 13-year
ordeal of creating his distinctive engine.. At Augsburg, on August 10,
1893, Diesel's prime model, a single 10-foot iron cylinder with a
flywheel at its base, ran on its own power for the first time. Diesel
spent two more years at improvements and on the last day of 1896
demonstrated another model with the spectacular, if theoretical,
mechanical efficiency of 75.6 percent, in contrast to the
then-prevailing efficiency of the steam engine of 10 percent or less.
Although commercial manufacture was delayed another year and even then
begun at a snail's pace, by 1898 Diesel was a millionaire from franchise
fees in great part international. His engines were used to power
pipelines, electric and water plants, automobiles and trucks, and marine
craft, and soon after were used in applications including mines, oil
fields, factories, and transoceanic shipping.2
Rudolf Diesel : First Diesel Engine
DuPont, Mellon, and Hearst:
Diesel
expected that his engine would be powered by vegetable oils (including
hemp) and seed oils. At the 1900 World's Fair, Diesel ran his engines on
peanut oil. Later, George Schlichten invented a hemp 'decorticating'
machine that stood poised to revolutionize paper making. Henry Ford
demonstrated that cars can be made of, and run on, hemp. Evidence
suggests a special-interest group that included the DuPont petrochemical
company, Secretary of the Treasury Andrew Mellon (Dupont's major
financial backer), and the newspaper man William Randolph Hearst mounted
a yellow journalism campaign against hemp. Hearst deliberately confused
psychoactive marijuana with industrial hemp, one of humankind's oldest
and most useful resources. DuPont and Hearst were heavily invested in
timber and petroleum resources, and saw hemp as a threat to their
empires. Petroleum companies also knew that petroleum emits noxious,
toxic byproducts when incompletely burned, as in an auto engine.
Pollution was important to Diesel and he saw his engine as a solution to
the inefficient, highly polluting engines of his time. In 1937 DuPont,
Mellen and Hearst were able to push a "marijuana" prohibition bill
through Congress in less than three months, which destroyed the domestic
hemp industry.
A Mystery:
Diesel
died under mysterious circumstances in 1913, vanishing during an
overnight crossing of the English Channel on the mail steamer Dresden
from Antwerp to Harwich. Diesel's death might have been suicide,
accidental or an assassination. Proponents of the assassination theory
point out that shortly after Diesel's death, a diesel-powered German
submarine fleet became the scourge of the seas. Diesel had been friendly
to France, Britain and the United States. 1
World Largest Diesel Engine : Wärtsilä-Sulzer RTA96-C
What's To Come?
2000:
Volkswagen was the only manufacturer to offer passenger cars with
diesel engines in the U.S. The diesel car is dead in this country,
killed by cheap gasoline. However, the diesel engine is being
reconsidered by the Society of Automotive Engineers. The future CAFE
(Corporate Average Fuel Economy) standards (40 miles per gallon +) could
be met with highly efficient diesel engines as are currently built and
marketed in Japan. Electric cars are another possible solution. Diesel
powered vehicles have many advantages when compared to
electric-vehicles. The development and implementation of biofuels in
conjunction with small diesel engines could greatly reduce air
pollution.
