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Tuesday, August 27, 2013

Laraki Motors Epitome Concept

Laraki Motors Epitome Concept is $2M and 1,750 hp that we didn't see coming





laraki motors epitome conceptWhen we showed up at Pebble Beach this morning (really, really early this morning), we had a pretty good idea of classics and concepts that we wanted to cover. To be completely honest, the Laraki Motors Epitome Concept car wasn't on our cheat sheet. We hadn't heard of the wildly scooped and scalloped show car, and, until our recent chat with the company's head of sales Quinton Q. Dodson, we didn't really know what we were looking at either.

Laraki, the eponymous pet project of the yachting industry's Abdesslam Laraki, is a true beast of a thing, built up on the chassis of a C6 Corvette. Those aggressively styled body panels have been crafted entirely of carbon fiber, helping to bring the curb weight of the car down to around 2,800 pounds.

Of course the most impressive part of this concept car is the prospective powertrain Laraki is offering its well-heeled customers. The 7.0-liter Chevy V8 has been given all new internals and hooked up to a pair of identical turbochargers. With that rig, the company spokesperson tells us the Epitome is good for 1,200 horsepower on pump gas. But wait, there's more. The Laraki actually has two gas tanks with one chamber meant for Regular and another intending to hold 110 octane. At the touch of a button, the Epitome will change its ECU map, allowing it to burn gas from both tanks, and raising the output to a nearly unbelievable 1,750 hp.

How much for all this power and carbon work? Asking price is a cool $2 million. That's a lot of money in the real world, but chump change here at Pebble, right?

We'll admit that we're a bit cautious in believing such astonishing claims from a heretofore unheard of boutique builder, but we'd certainly like for the Epitome to become a real thing. Plans only call for building nine examples of the supercar, as of right now, though some of the Laraki folks were hinting broadly that they had future product plans laid out already.

Wednesday, July 3, 2013

2014 Porsche 918 Spyder

Introducing the Porsche 918 Spyder

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A unique combination of performance and efficiency
Atlanta. The 918 Spyder embodies the essence of the Porsche idea: it combines pedigree motor racing technology with excellent everyday utility, and maximum performance with minimum consumption. The task faced by the development team was to create the super sports car for the next decade with a highly efficient and powerful hybrid drive. Developing the car from scratch, appropriately beginning with a sheet of white paper, allowed the team to come up with a no-compromise concept. The entire car was designed around the hybrid drive. The 918 Spyder therefore demonstrates the potential of the hybrid drive to a degree never seen before: the parallel improvement of both efficiency and performance without one being at the cost of the other. This is the idea that has made the Porsche 911 the most successful sports car in the world for 50 years. In short, the 918 Spyder will act as the gene pool for the Porsche sports cars of the future.
The 918 Spyder reveals its close links to motorsport in a variety of ways. It has been designed, developed and produced by Porsche engineers who build race cars, in cooperation with series production specialists. A great deal of insight gained from the development of Porsche race cars for the 24 hours race in Le Mans in 2014 is thus integrated into the 918 Spyder – and vice versa. The structural concept of the 918 Spyder with a rolling chassis as its basis – a basic vehicle that can be driven even without a body – is race car tradition at Porsche. The concept of the V8 engine originates from the LMP2 RS Spyder race car. The load-bearing structures, the monocoque and subframe, are made of carbon fiber reinforced polymer. Porsche has many years of experience with this high-strength, lightweight construction material and has again achieved top results with the development of the series production 918 Spyder. Many parts of the super sports car come from manufacturers who have a proven record as suppliers for motorsport vehicles.
Hybrid drive brings advantages in terms of driving dynamics
A key message of the 918 Spyder is that the hybrid drive from Porsche is a plus for no-compromise driving dynamics. Drivers can experience this thanks to the unique all-wheel drive concept with a combination of combustion engine and electric motor on the rear axle and the second electric motor on the front axle. It is based on knowledge gained by Porsche during motor races with the successful 911 GT3 R Hybrid. Due to the additional, individually controllable front drive, new driving strategies for extremely high, safe cornering speeds can be implemented, especially for bends. Furthermore, the advanced “boost" strategy manages the energy of the electric drive so intelligently that, for every sprint with maximum acceleration, the full power of the 918 Spyder can be tapped into by simply pressing the accelerator down fully. In short, the 918 Spyder allows even drivers without motorsport training to experience the potential of advanced longitudinal and transverse dynamics.
The Porsche 918 Spyder also has the potential to break many records. The current lap time for the North Loop of the Nürburgring is 7:14 minutes. This time was achieved in the presence of international journalists during test drives in September 2012 – more than a year before start of production. The 918 Spyder prototype was therefore approximately 20 seconds quicker than the Porsche Carrera GT. More test drives on the Nürburgring North Loop will follow. An even more important factor is that the 918 Spyder surpasses previous models and competitors by far in its efficiency as well. As a plug-in hybrid vehicle, it systematically combines the dynamic performance of a racing machine with low fuel consumption. To sum it up: maximum driving fun with minimal fuel consumption.
Carbon monocoque guarantees lightweight design with a low center of gravity
The 918 Spyder utilizes the best state-of-the-art technologies, taken straight from motor racing, to achieve its top performance. The entire load-bearing structure is made of carbon fiber reinforced polymer (CFRP) for extreme torsional rigidity. Additional crash elements at the front and rear absorb and reduce the energy of a collision. The car’s unladen weight of approximately 3,715 lbs. (3,616 lbs. with “Weissach" package), an excellent low weight for a hybrid vehicle of this performance class, is largely attributable to this concept.
The drivetrain components and all components weighing over 110 lbs. are located as low and as centrally as possible within the vehicle. This results in a slightly rear end biased axle load distribution of 57 percent on the rear axle and 43 percent on the front axle, combined with an extremely low center of gravity at approximately the height of the wheel hubs, which is ideal for driving dynamics. The central and low position of the traction battery directly behind the driver not only supports efforts to concentrate masses and lower the center of gravity; it also provides the best temperature conditions for optimum battery power capacity.
Chassis with race car genes and rear-axle steering
The multi-link chassis of the Porsche 918 Spyder is inspired by motorsport design, complemented by additional systems such as the PASM adaptive shock-absorber system and rear-axle steering. Basically, this incorporates an electro-mechanical adjustment system at each rear wheel. The adjustment is speed-sensitive and executes steering angles of up to three degrees in each direction. The rear axle can therefore be steered in the same direction as the front wheels or in opposition to them. At low speeds, the system steers the rear wheels in a direction opposite to that of the front wheels. This makes cornering even more direct, faster and more precise, and it reduces the turning circle. At higher speeds, the system steers the rear wheels in the same direction as the front wheels. This significantly improves the stability of the rear end when changing lanes quickly. The result is very secure and stable handling.
Porsche Active Aerodynamic (PAA) for different driving modes
Porsche Active Aerodynamic (PAA), a system of adjustable aerodynamic elements, ensures unique and variable aerodynamics; its layout is automatically varied over three modes ranging from optimal efficiency to maximum downforce and is tuned to the operating modes of the hybrid drive system. In “Race" mode, the retractable rear wing is set to a steep angle to generate high downforce at the rear axle. The spoiler positioned between the two wing supports near the trailing edge of the airflow also extends. In addition, two adjustable air flaps are opened in the underfloor in front of the front axle, and they direct a portion of the air into the diffuser channels of the underbody structure. This also produces a “ground effect" at the front axle.
In “Sport" mode, the aerodynamic control system reduces the attack angle of the rear wing somewhat, which enables a higher top speed. The spoiler remains extended. The aerodynamic flaps in the underfloor area close, which also reduces aerodynamic drag and increases attainable vehicle speeds. In “E" mode, the control is configured entirely for low aerodynamic drag; the rear wing and spoiler are retracted and the underfloor flaps are closed.
Adjustable air inlets under the main headlights round off the adaptive aerodynamic system. When the vehicle is stationary and in “Race" and “Sport" mode, they are opened for maximum cooling air intake. In “E-Power" and “Hybrid" modes, they close immediately after the car is driven off in order to keep aerodynamic drag to a minimum. They are not opened until the car reaches speeds of approximately 81 mph or when cooling requirements are higher.
From comfortable to race-ready: five modes for three motors
The core of the 918 Spyder concept is its distribution of propulsive power among the three power units; their cooperation is controlled by an intelligent management system. To best exploit these different approaches, the Porsche developers defined five operating modes that can be activated via a “map switch" on the steering wheel, just like in motorsport cars. On the basis of this pre-selection, the 918 Spyder applies the most suitable operating and boost strategy without driver intervention, thus allowing the driver to concentrate fully on the road.
Quiet and elegant: “E-Power"
When the vehicle is started up, the “E-Power" mode is the default operating mode as long as the battery is sufficiently charged. In ideal conditions, the 918 Spyder can cover approximately 18 miles on purely electric power. Even in pure electric mode, the 918 Spyder accelerates from 0 to 62 mph in seven seconds and can reach speeds of up to 93 mph. In this mode, the combustion engine is only used when needed. If the battery’s charge state drops below a set minimum value, the vehicle automatically switches to hybrid mode.
Efficient and comfortable: “Hybrid"
In “Hybrid" mode, the electric motors and combustion engine work alternately with a focus on maximum efficiency and minimum fuel consumption. The use of individual drive components is modified as a function of the current driving situation and the desired performance. The Hybrid mode is typically used for a fuel economy-oriented driving style.
Sporty and dynamic: “Sport Hybrid"
In more dynamic situations, the 918 Spyder selects the “Sport Hybrid" mode for its power sources. The combustion engine now operates continuously and provides the main propulsive force. In addition, the electric motors provide support in the form of electric boosting or when the operating point of the combustion engine can be optimized for greater efficiency. The focus of this mode is on performance and a sporty driving style at top speed.
For fast laps: “Race Hybrid"
“Race Hybrid" is the mode for maximum performance and an especially sporty driving style. The combustion engine is chiefly used under high load, and charges the battery when the driver is not utilizing its maximum output. Again, the electric motors provide additional support in the form of boosting. Furthermore, the gear-shifting program of the PDK is set up for even sportier driving. The electric motors are used up to the maximum power output limit to deliver the best possible performance for the race track. In this mode, the battery charge state is not kept constant, rather it fluctuates over the entire charge range. In contrast to Sport Hybrid mode, the electric motors run at their maximum power output limit for a short time for better boosting. This increased output is balanced by the combustion engine charging the battery more intensively. Electric power is thus available even with several very fast laps.
For pole position: “Hot Lap"
The “Hot Lap" button in the middle of the map switch releases the final reserves of the 918 Spyder and can only be activated in “Race Hybrid" mode. Similar to a qualification mode, this pushes the traction battery to its maximum power output limits for a few fast laps. This mode uses all of the available energy in the battery.
Main propulsion: the race car’s eight cylinder engine
The main source of propulsion is the 4.6-liter, eight cylinder engine that produces 608 hp of power. The engine is derived directly from the power unit of the successful RS Spyder, which explains why it can deliver engine speeds of up to 9,150 rpm. Like the race engine of the RS Spyder, the 918 Spyder power unit features dry-sump lubrication with a separate oil tank and oil extraction. To save weight, components such as the oil tank, the air filter box integrated into the subframe and the air induction are made of carbon fiber reinforced polymer. Further extensive lightweight design measures have resulted in such features as titanium connecting rods, thin-wall, low-pressure casting on the crank case and the cylinder heads, a high-strength, lightweight steel crankshaft with 180 degrees crankpin offset and the extremely thin-walled alloy steel/nickel exhaust system. Striking features of the V8 are that it no longer supports any auxiliary systems, there are no external belt drives and the engine is therefore particularly compact. Weight and performance optimizations achieve a power output per liter of approx. 133 hp/l – the highest power output per liter of a Porsche naturally aspirated engine – which is significantly higher than that of the Carrera GT (106 hp/l) and outstanding for a naturally aspirated engine.
Unique race car design heritage: top pipes
It isn’t just this engine’s performance but also the sound it makes that stokes the emotionality of the 918 Spyder. This is attributable first and foremost to the so-called top pipes: the tailpipes terminate in the upper part of the rear end immediately above the engine. No other production vehicle uses this solution. The top pipes’ greatest benefit is optimal heat removal, because the hot exhaust gases are released via the shortest possible route, and exhaust gas back pressure remains low. This design requires a new thermodynamic air channeling concept. With the HSI engine, the hot side is located inside the cylinder V, the intake channels are on the outside. There is another benefit as well: the engine compartment remains cooler. This is especially beneficial to the lithium-ion traction battery, as it provides optimum performance at temperatures between 68 and 104 degrees Fahrenheit. Consequently, less energy needs to be used for active cooling of the battery.
In parallel in the drivetrain: hybrid module
The V8 engine is coupled to the hybrid module, since the 918 Spyder is designed as a parallel hybrid like the current hybrid models from Porsche. Essentially, the hybrid module comprises a 115 kW electric motor and a decoupler that serves as the connection with the combustion engine. Because of its parallel hybrid configuration, the 918 Spyder can be powered at the rear axle either individually by the combustion engine or electric motor or via both drives jointly. As is typical for a Porsche super sports car, the power pack in the 918 Spyder has been placed in front of the rear axle, and does not have any direct mechanical connection to the front axle.
Upside-down for a low center of gravity: Doppelkupplung
A seven-speed Doppelkupplung (PDK) transmission handles power transmission to the rear axle. The high-performance transmission is the sportiest version of the successful PDK; it has undergone a complete redesign for the 918 Spyder and has been further optimized for high performance. To ensure a low mounting position for a low center of gravity of the entire vehicle, the gear unit was turned “upside down" by rotating it 180 degrees about its longitudinal axis, in contrast to other Porsche series. If no power is required on the rear axle, the two motors can be decoupled by opening the decoupler and PDK clutches. This is the action behind the Porsche hybrid drive’s typical “coasting" with the combustion engine switched off.
Independent all-wheel drive: front axle with electric motor
On the front axle, there is another independent electric motor with an output of approximately 95 kW. The front electric drive unit drives the wheels at a fixed ratio. A decoupler decouples the electric motor at high speeds to prevent the motor from over-revving. Drive torque is independently controlled for each axle. This makes for very responsive all-wheel drive functionality that offers great potential in terms of traction and driving dynamics.
Lithium-ion battery with plug-in charging system
The electric energy for the electric motors is stored by a liquid-cooled lithium-ion battery comprising 312 individual cells with an energy content of about seven kilowatt hours. The battery of the 918 Spyder has a performance-oriented design in terms of both power charging and output, so that it can fulfill the performance requirements of the electric motor. The power capacity and the operating life of the lithium-ion traction battery depend on several factors, including thermal conditions. That is why the battery of the 918 Spyder is liquid-cooled by a dedicated cooling circuit. The global warranty period for the traction battery is seven years.
To supply it with energy, Porsche developed a new system with a plug-in vehicle charge port and improved recuperation potential. This vehicle charge port in the B-pillar on the front passenger side lets users connect the storage battery to an electrical supply at home to charge it. The charge port is standardized for the country of purchase. The on-board charger is located close to the traction battery. It converts the alternating current of the household electric supply into direct current with a maximum charge output of 3.6 kW. Using the supplied Porsche Universal Charger (AC), the traction battery can be charged with a conventional wall plug in seven hours from a ten ampere rated, fused power socket a US 110 Volt household electrical supply, for example. Furthermore, the Porsche Universal Charger (AC) can be installed at home in the garage using the Charging Dock. It enables rapid and convenient charging within approximately two hours, irrespective of regional conditions. The Porsche Speed Charging Station (DC) is available as an optional extra. It can fully charge the high-voltage battery of the 918 Spyder in just 25 minutes.
Pioneering control concept: clear organization of the cockpit
The driver is the focus of all technology in the future Porsche super sports car. A cockpit was created for the driver that is typical of the brand and pioneering in its clarity. It is partitioned into two basic areas. First, there are the controls that are important for driving, which are grouped around the multifunction steering wheel, combined with driver information displayed on three large round instruments. Second, there is the infotainment block that is housed in the lifted center console, which was introduced in the Carrera GT. Control functions, e.g. for the automatic climate control system, wing adjustment, lighting and Porsche Communication Management (PCM), including a Burmester high-end sound system, can be intuitively operated by multitouch with a new type of black panel technology.
For even higher performance: the Weissach package
For very performance-oriented customers of the 918 Spyder, Porsche offers the “Weissach" package. These modified super sports cars can be recognized at first glance by special colors and designs that are based on legendary Porsche race cars. The roof, rear wings, rear-view mirrors and frames of the windscreen are made of visible carbon. Parts of the interior are upholstered with Alcantara instead of leather, and visible carbon replaces much of the aluminum. Sound insulation has been reduced. The emphasis on performance is not just visual: very lightweight magnesium wheels reduce unsprung masses; gross weight was reduced by about 77 lbs. The benefits are experienced in further improved dynamic performance. Other references from motorsport are six-point seatbelts for driver and front passenger, optional film-coating instead of body paint, as well as additional aerodynamic body parts in visible carbon.
Porsche redefined: a new super sports car for a new decade
The 918 Spyder continues a long tradition of super sports cars at Porsche; as technology platforms, as the driving force behind both car emotion and car evolution and as the ultimate sports cars of their decades: the Carrera GTS, the first Porsche Turbo, the 959, the 911 GT1, the Carrera GT. More than any of its predecessors, the 918 Spyder is providing key impetus for developing technologies for future vehicle concepts. It offers a complete package of components that reflect Porsche DNA – more concentrated than ever before.
Technical Specifications – Porsche 918 Spyder
Body:Two-seat Spyder; carbon fiber reinforced  plastics (CFRP) monocoque interlocked with CFRP unit carrier; two-piece Targa roof; fixed roll-over protection system.
Drivetrain:
Parallel full hybrid; 4.6-liter V8 mid-engine with dry-sump lubrication; hybrid module with electric motor and decoupler; electric motor with decoupler and gear unit on front axle; auto start/stop function; electrical system recuperation; four cooling circuits for motors, transmission and battery; thermal management.
Engine power:
608 hp at 8,600/min (V8 engine)
154 hp (hybrid module on rear axle)
127 hp (electric motor on front axle)
887 hp (combined)
Max. torque:
390 lb.-ft. at 6,600/min (V8 engine)
940 lb.-ft. (equivalent torque calculated on the crankshaft, complete system in 7th gear)
787 lb.-ft. (complete system, 3rd gear)
> 590 lb.-ft. (800/min – 5,000/min)
Maximum Revs:9,150 rpm
Power output per l:133 hp/l (V8 engine)
Power transmission:
Combustion engine with hybrid module and transmission bolted together to form a single drive unit; seven-speed Doppelkupplungsgetriebe (PDK); rear-wheel drive; front electric motor with gearbox for driving the front wheels (decoupled from 146 mph); five pre-selectable operating modes for optimum coordination of all drive units.
Gear ratios    PDK
1st gear         3.91
2nd gear        2.29
3rd gear         1.58
4th gear         1.19
5th gear         0.97
6th gear         0.83
7th gear         0.67
R gear            3.55
Final drive ratio        3.09
Clutch diameter       8.7 in. / 6.5 in
Chassis and Suspension:
Double-wishbone front axle; optional electro-pneumatic lift system on front axle; electro-mechanical power steering; multilink rear axle with adaptive electro-mechanical system for individual rear wheel steering; electronically controlled twin-tube gas-pressure dampers in the front and rear with Porsche Active Suspension Management (PASM).
Brake system:High-performance hybrid brake system with adaptive recuperation; internally ventilated and perforated front ceramic brake discs (PCCB), 16 in. in diameter and 1.4 in. thick; rear discs 15.4 in diameter and 1.3 in. thick.
Wheels and tires:
918 Spyder wheels
(Weissach package: 918 Spyder magnesium wheels)
front    9.5 J x 20       with     265/35 ZR 20
rear     12.5 J x 21     with     325/30 ZR 21
Weights:
Curb weight 3,715 lbs.
3,616 lbs. (Weissach package)
Dimensions:
Length 182.8 in.
Width  76.4 in.
Height  45.9 in.
Wheelbase  107.5 in.
Track width
front    65.5 in.
rear     63.5 in.
Luggage compartment capacity, VDA   ~ 110 l
Fuel tank capacity 18.5 gal
Energy supply:Lithium-ion battery with 6.8 kWh capacity (BOL nominal), 220 kW maximum power and mains-compatible plug-in charger.
Performance:
Top speed > 211 mph
purely electric    93 mph
Acceleration:
0-62 mph   2.8 s
0-60 mph   less than 2.8 s
0-62 mph (in electric mode)  7.0 s
 0-124 mph (0-200 km/h) 7.9 s
0-186 mph (0-300 km/h) 23.0 s
Range:Purely electric    approx. 18 mi.
Warranty:Vehicle (Battery)   4 years (7 years)
Charging times:
AC charging on a household socket (110 V, 10 A):
less than 7 hours
AC charging on an industrial socket (240 V, 30 A):
less than 2 hours
DC charging on an industrial socket (400 V, 32 A):
less than 0.5 hours.

About Porsche Cars North America
Porsche Cars North America, Inc. (PCNA), based in Atlanta, Ga. is the exclusive U.S. importer of Porsche sports cars, the Cayenne SUV and Panamera sports sedan. Established in 1984, it is a wholly-owned subsidiary of Porsche AG, which is headquartered in Stuttgart, Germany, and employs approximately 220 people who provide parts, service, marketing and training for 190 dealers. They, in turn, work to provide Porsche customers with a best-in-class experience that is in keeping with the brand’s 63-year history and leadership in the advancement of vehicle performance, safety and efficiency.
At the core of this success is Porsche’s proud racing heritage that boasts some 30,000 motorsport wins to date.
Note: Photos and video footage are available to accredited journalists on the Porsche Press Database at http://press.porsche.com/

Wednesday, June 12, 2013

Flying Hybrid Car, Terrafugia TF-X






The TF-X™







 TF-X will fit in a single car garage.  But you may want to leave it where the neighbors can see it.  TF-X provides vertical takeoff and landing (VTOL) capability with highly reliable electric motors and custom-made quiet rotors to get you closer to your destination.  TF-X gets its power in forward flight from a powerful turbine engine.  Get to your destination quickly, safely, and easily.
TF-X™ is the practical realization of the dream of countless visions of the future; it is designed to be the flying car for all of us.  In order to achieve this long-sought-after vision, Terrafugia will focus the TF-X™ program with clear goals that enhance the safety, simplicity, and convenience of personal transportation.  We believe these goals are achievable today.



TF-XTM Goals:

Safety

  • Operating a TF-X™ vehicle should be statistically safer than driving a modern automobile.
  • TF-X™ vehicles will be capable of automatically avoiding other air traffic, bad weather, and restricted and tower-controlled airspace.
  • TF-X™ will have a backup full-vehicle parachute system which can be activated by the operator in an emergency if the operator believes the TF-X™ to be incapable of auto-landing.
  • If a TF-X™ operator declares an emergency (which will automatically notify authorities of the situation), the TF-X™ can be landed in non-approved landing zones.
  • If the operator becomes unresponsive, TF-X™ would automatically implement an emergency auto-land at the nearest airport.

Simplicity

  • Learning how to safely operate a TF-X™ vehicle should take an average driver no more than five hours.
  • TF-X™ will give the operator significant freedom in flight – controlled in a manner similar to steering a car.
  • TF-X™ will be able to fly in either "manual" or "automatic" modes between approved landing zones or airports.

 Convenience

  • TF-X™ will carry four people in car-like comfort.
  • TF-X™ will have a non-stop flight range of at least 500 miles.
  • TF-X™ will fit into a standard construction single car garage.
  • TF-X™ will be able to takeoff vertically from a level clearing of at least 100ft in diameter.
  • TF-X™ will be able to drive on roads and highways – providing true door-to-door convenience and an automotive level of weather insensitivity.
In order to facilitate the achievement of this new dimension of personal freedom, the TF-X™ will be priced as low as possible while still allowing Terrafugia to grow to support our customers.  The final pricing will not be set until we are much closer to delivery.  The biggest price driver is the cost of production.  It is likely that TF-X™ will be more expensive than a “normal car” due to the higher costs of the enabling light-weight materials, but with investment in automotive scale production, early studies indicate that it is possible that the final price point could be on-par with very high-end luxury cars of today.  As demand increases, new materials and manufacturing processes will surely be developed and the price may come down further in the distant future.

Vision of TF-X™ Technical Operations:

  • TF-X™ is a fixed wing street-legal aircraft with electric ground drive and electric power assist on takeoff and landing.
  • TF-X™ will be able to recharge its batteries either from its engine or by plugging in to electric car charging stations.
  • TF-X™ will be capable of “auto-landing” at approved landing sites within approved weather limits.
  • Prior to departure, the operator selects a primary target landing zone and backup landing zones.  If the TF-X™ calculates insufficient energy on board to conduct last minute aborts at the first two sites and safely navigate to and land at the third within a 30 minute reserve, or if the forecast weather in any of the three landing zones would be outside the allowable limits, or if any of the selected landing zones are in temporarily restricted airspace (TFRs), departure will not be allowed until appropriate landing zones are selected.
  • If manual operation (sightseeing) or changing weather causes the second backup landing zone to fall outside the range of the limits, the operator will be notified and prompted to select new landing zones within the new restrictions.
  • The TF-X™ operator will have final say over whether an approved landing zone is actually a safe place in which to land, and they may abort the landing attempt at any time.
  • Aborting the third landing at the end of an extended flight would result in the automatic declaration of an emergency and a horizontal (airplane-like) landing at the nearest airport.
  • Normal TF-X™ operations will be conducted only in non-tower controlled airspace (Class E and G) and on the ground.  Operators who wish to operate in tower controlled airspace (Class B, C, or D) can get additional training.
  • Licensed TF-X™ operators will be allowed to apply to add new landing zones to an approved landing zone database.
  • TF-X™ will advise the operator if they are approaching restricted or tower-controlled airspace, or unnecessarily increasing the risk to human life (as could happen through carelessness, bad intentions, or if the operator becomes incapacitated).  If the operator does not take the appropriate corrective action, the TF-X™ vehicle will automatically notify authorities by “declaring an emergency” on behalf of the operator.
Development of TF-X™ is expected to last 8-12 years.  If you wish to be one of the first to own a TF-X™ vehicle, consider reserving a Transition® today.  The Transition® will be delivered long before the TF-X is ready, and as loyal Terrafugia customers, Transition® buyers will be given the option to purchase TF-X vehicles before the rest of the public.  The knowledge and experience you gain as a Transition® owner will help prepare you for TF-X™, and your feedback on our first product will help us craft the second. 
Become a part of the Terrafugia transportation revolution today!

Wednesday, May 29, 2013

Zenvo ST1

The Zenvo ST1 is designed to express the excessive power and performance of the car.
The design brief from the Zenvo creators to the designers at hermann & brandt design consultancy was to design a supercar that looked like no other supercar. The design had to be aggressive mixing supercar styling with race car elements.
The design of the Zenvo ST1 is made from free flowing accelerating lines creating the shape of the wheel arches, the roof line, side line and the lower side air intake. The sharp lines are connected by muscular organic surfacing creating dramatic reflections. Contrasting the general surfacing the design features a race car inspired lower carbon splitter.
The front of the Zenvo ST1 is designed around the hexagonal trademark Zenvo grille flanked by the large front air intakes used for brakes and engine cooling. The intakes are raked back to minimize drag and at the same time making the side impression of the car more compact.
The theme of the front is repeated in the rear which is designed around the big diffuser necessary for high speed stability. As on the front the center volume is flanked by large air exits extracting hot engine air as well as housing the exhaust and rear lights.
The rear spoiler mandatory for a car capable of extreme high speeds is partly integrated in the rear wing. It has a unique aerodynamic design following the raked shape of the rear end.
Technical Specifications
  • Max. power: 1104 hp (810 kW) at 6900 rpm
  • Max. torque: 1430Nm at 4500 rpm
  • Top speed: 375 km/h (electronically controlled)
  • Acceleration 0-100 km/h: 3.0 s
  • Dimension
    • Overall length: 4665 mm
    • Overall width, without mirrors: 2041 mm
    • Overall height: 1198 mm
    • Wheelbase: 3055 mm
    • Weight: 1376 kg
    • Headroom front: 1002 mm
    • Legroom front: 1104 mm
    • Shoulderroom front: 1398 mm
    • Cargo volume: 130 l
    • Fuel tank volume: 69 l
Fuel tank volume: 69 l

2014 Aston Martin V12 Vantage S

Power, beauty and soul–three words to describe the new Aston Martin V12 Vantage S, which packs the latest version of Aston’s universal 6.0-liter V12 from the new Vanquish. With 55 more horsepower and a 205 mph top speed, this car proves to be brutal but elegant.
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It has a new seven-speed sequential transmission instead of the six-speed manual, cutting 25 kg off the car’s curb weight. It’s also got three-stage adaptive damping, a new steering system and a sport mode to tighten up throttle response. The new V12 Vantage S is visually distinguished by a new carbon-fiber grille inspired by the CC100 Speedster concept, ten-spoke alloys, black roof and rear panel.
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Zero to 60 mph times haven’t been released yet, but something below four seconds is likely a safe estimate. Torque is up from the standard V12 Vantage’s 420 pound-feet as well, to 457 pound-feet of torque in the S. Inside, the new V12 Vantage S gets revised Sport seats, with a choice of Luxmill or semi-aniline leathers, optional Alcantara upholstery and an optional Carbon Fibre Interior Pack. The carbon pack adds carbon fiber trim elements to the door pulls, dash and black pedals.
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