With the 2011 Keonigsegg Agera R history was given a name and an engine at the 2011 Geneva Auto Show. Hailing from Swedish manufacturer Koenigsegg, the Agera R holds the conjectural claim as the world’s fastest car, capable of 273 mph. This is a car that cares not for regulations or reality, but for visions, and mirages of fast-disappearing horizons.
But Koenigsegg’s protege is more than a featureless projectile. The Agera R is beautiful in a rakish, 22nd-century sort of way. The interior, swollen with practical creature comforts, is clothed in a monocoque carbon fiber frame, a construction so rigid that the roof is removable. Air intake ducts are galore, as are other aerodynamic features.
Of course Koenigsegg was not satisfied with mere shaping, so they tacked on a dynamic rear wing capable of 600 pounds of downforce. All told, the aerodynamic body, weighing 3,120 pounds, has a respectable .37 drag coefficient when in track mode.
Track mode is where the Agera R yearns to be. It sports a gutsy 5.0-liter V8 powerplant, developed in-house, that garners incredible numbers. Although capable of using 95-octane gasoline fuel, the Agera R runs best on E85 biofuel, and cranks out 1,115 horsepower and 885 lb-ft of torque. Thanks to the engine’s twin turbochargers and dry sump lubrication, its eight cylinders compete against and even capsize larger opponents. The powerplant is mated to a seven-speed dual-clutch automated manual transmission, specially designed for eye flickering-fast gear changes. On the Agera’s 16 mpg – well, no one cares. What people do care about is the 2.9-second 0-60 sprint and a 1.6G performance on the skid pad. The people are more than satisfied.
For most cars, the engine bay holds all the secrets. For the Koenigsegg Agera R, it’s just the beginning. The lengthy double-wishbone suspension is designed for precise handling and has a unique rear Triplex construction, equipped with an extra spring and damper. One of the most advanced electronic differentials in the world sends power to all four wheels, which, incidentally, double as downforce-inducing turbines. Specially crafted by Michelin, the tires have a performance rating up to 260 mph, the highest in the world.
Alas, the first Agera R is destined for the ownership of a rich Norwegian. It seems unfair, in some way, that this rendition of beauty and adrenaline should be consigned to one man’s garage, and not displayed in a monument for all to see, and dream, and desire.
Monday, March 14, 2011
The Saab PhoeniX - The 2011 Saab Concept Vehicle
Meet the Saab PhoeniX, the 2011 Saab concept vehicle. After years of selling also-ran vehicles based on GM products, Saab is finally able to make the unique cars that built its reputation. This rebirth is symbolized by the Geneva Auto Show debut of the PhoeniX. The term "concept" may be too strong of a term to use here: While the PhoeniX itself won't be a production car, much of the styling and technology it uses will be integrated into Saab's models in the near future.
Saab Phoenix, the numbers:
200hp 1.6l turbo
34 hp (25 kW) electric motor
All Wheel Drive
0.25 drag coefficient
47 mpg
Saab stylist Jason Castriota calls the styling “aeromotional,” and plans to apply it to upcoming production cars. ; He described the process as taking an ice block to hold the passengers and luggage and melting it down until it had a functional shape: Every part of the design is intended to reduce drag including the odd buttresses which help funnel air down to the rear spoiler for increased downforce. Castriota also mentioned that the PhoeniX's short front overhang, common in show cars, really will make it to the next 9-3 on which the car is presumably based on.
BMW stylist Chris "Bustle Butt" Bangle poked a bit of fun at Castriota for what he said was a modern aerodynamic design but not really identifiable as a Saab. Castriota retorted that it was a callback to Saab's first car, the 92001 Ursaab. It too had a similar layout with a Kammback tail thanks to a design penned by the company's aeronautical engineers.
Underneath the sleek sheetmetal is technology that will be rolled out in future models. Instead of traditional all wheel drive, the PhoeniX splits power between the gas and electric engines with what they call "eXWD electric rear wheel drive." Lengthy name aside, this is similar to the system used in Lexus RX450h: The gas engine sends power to the front wheels while the electric motors power the rear. Setting the traction control to "sport" allows the electric motors to use torque vectoring, varying power between them the left and right wheels to help the car go around curves. This improves handling without requiring complicated axles used on traditional cars.
The PhoeniX should use just 5 liters of gasoline for every 100 km travelled which works out to about 47 mpg. How close this number will be to production vehicles will depend mostly on the number of aerodynamic tweaks that are brought over from the concept.
Saab Phoenix, the numbers:
200hp 1.6l turbo
34 hp (25 kW) electric motor
All Wheel Drive
0.25 drag coefficient
47 mpg
Saab stylist Jason Castriota calls the styling “aeromotional,” and plans to apply it to upcoming production cars. ; He described the process as taking an ice block to hold the passengers and luggage and melting it down until it had a functional shape: Every part of the design is intended to reduce drag including the odd buttresses which help funnel air down to the rear spoiler for increased downforce. Castriota also mentioned that the PhoeniX's short front overhang, common in show cars, really will make it to the next 9-3 on which the car is presumably based on.
BMW stylist Chris "Bustle Butt" Bangle poked a bit of fun at Castriota for what he said was a modern aerodynamic design but not really identifiable as a Saab. Castriota retorted that it was a callback to Saab's first car, the 92001 Ursaab. It too had a similar layout with a Kammback tail thanks to a design penned by the company's aeronautical engineers.
Underneath the sleek sheetmetal is technology that will be rolled out in future models. Instead of traditional all wheel drive, the PhoeniX splits power between the gas and electric engines with what they call "eXWD electric rear wheel drive." Lengthy name aside, this is similar to the system used in Lexus RX450h: The gas engine sends power to the front wheels while the electric motors power the rear. Setting the traction control to "sport" allows the electric motors to use torque vectoring, varying power between them the left and right wheels to help the car go around curves. This improves handling without requiring complicated axles used on traditional cars.
The PhoeniX should use just 5 liters of gasoline for every 100 km travelled which works out to about 47 mpg. How close this number will be to production vehicles will depend mostly on the number of aerodynamic tweaks that are brought over from the concept.
Mercedes-Benz SLS AMG E-Cell
The power in the SLS AMG E-Cell is routed through four electric motors, one at each wheel. With 526 hp and 649 lb-ft of torque—the latter available from 0 rpm—the SLS E-Cell is in league with some venerable supercars, even though it tips the scales at a considerable 4400 pounds.
Waste Not or Want Not
Before you mat the throttle, consider the appropriate driving program. In the comfort setting, the SLS shows its soft side, utilizing just 40 percent of the motors’ capability and exhibiting cautious responses to inputs. Switch to sport, and throttle response gets a bit sharper, and 60 percent of the power and torque become available. In sport plus, you get a super-aggressive throttle and the entire 526 hp. In comfort and sport, applying full throttle still gets you fullpower in an instant. An additional mode, manual, acts like sport plus but switches off regenerative braking entirely.
If you have so far associated electric cars with ridiculous humming boxes on wheels, hang on. This car catapults you into another dimension. In the SLS E-Cell, getting from rest to 62 mph takes a claimed four seconds flat; 130 mph, fewer than 12 seconds. At 50 or 60 mph, triple-digit speeds are mere seconds away, and the charge forward happens in utter silence. “Surreal” is a proper description for the acoustic character of this silent predator.
Autobahn credentials are standard, with a top speed governed at 155 mph. Ungoverned, 165 would be possible. That’s shy of the 197 mph reached by the regular SLS but enough to get you a room in a U.S. county jail. We were impressed by the absence of rattles, noises, and whines up to velocities well over 100 mph. At these speeds, a Tesla roadster feels like a prototype, but this actual prototype seems ready for customer delivery. Incidentally, Mercedes insists that Tesla—in which it now has a stake of ownership—was in no way involved in the development of the E-Cell.
The SLS E-Cell offers four modes of regenerative braking in addition to being completely off in the manual powertrain setting, which leaves you “sailing” with minimal drivetrain drag. Paddles on the steering column allow you to gradually increase the resistance; steps one and two feel like a regular car coasting; step three is a bit more aggressive, and step four decelerates the SLS so strongly that AMG considered switching on the brake lights as soon as you take your foot off the accelerator. Unlike Tesla, AMG decided not to. This mode is perfect for extreme driving, when you are standing on one of the two pedals at all times anyway.
The Same But Different
AMG has developed an entirely new front axle—a pushrod-actuated setup—that replaces the regular SLS’s unequal-length control-arm design, and the steering is now electrohydraulic. Like many similar systems, the steering could offer more feel and feedback. Although we enjoyed the silent, artificial character of the electric motors, we wouldn’t mind a bit more feedback from the chassis. Granted, this is a prototype, and as development progresses, it will benefit from torque vectoring, achieved by running the electric motors at different speeds.
Just like the regular SLS, the E-Cell is a big car, with a hood that seems to extend beyond the curvature of the planet. The instrumentation and the center console are exclusive to the E-Cell, the center stack being executed as a huge touchscreen, which hopefully hints at a change in philosophy for Mercedes in general. It works almost flawlessly and looks ready for series production.
The E-Cell’s Achilles’ heel, unsurprisingly, is its range. This prototype carries a 48-kWh lithium-ion battery, but AMG hopes to fit the car with a 60-plus kWh battery pack when it becomes available to customers. The current range is about 90 miles, which is likely to grow to more than 130 miles. The current claims are perhaps even conservative: After a sharply driven 60 miles, battery capacity was still about 30 percent. With a fast-charging station, it took an hour to recharge the batteries to almost 100 percent. Extended trips still require planning, but the progress in battery technology is tangible.
If all goes according to plan, you will be able to buy the SLS E-Cell by late 2012 or early 2013—six or so months after Audi launches the E-Tron. There is no word yet on pricing, but figure on a premium of $50,000 to $100,000 over the regular SLS. Just having the money won’t be enough to get you an E-Cell, though, as customers will be handpicked.
Waste Not or Want Not
Before you mat the throttle, consider the appropriate driving program. In the comfort setting, the SLS shows its soft side, utilizing just 40 percent of the motors’ capability and exhibiting cautious responses to inputs. Switch to sport, and throttle response gets a bit sharper, and 60 percent of the power and torque become available. In sport plus, you get a super-aggressive throttle and the entire 526 hp. In comfort and sport, applying full throttle still gets you fullpower in an instant. An additional mode, manual, acts like sport plus but switches off regenerative braking entirely.
If you have so far associated electric cars with ridiculous humming boxes on wheels, hang on. This car catapults you into another dimension. In the SLS E-Cell, getting from rest to 62 mph takes a claimed four seconds flat; 130 mph, fewer than 12 seconds. At 50 or 60 mph, triple-digit speeds are mere seconds away, and the charge forward happens in utter silence. “Surreal” is a proper description for the acoustic character of this silent predator.
Autobahn credentials are standard, with a top speed governed at 155 mph. Ungoverned, 165 would be possible. That’s shy of the 197 mph reached by the regular SLS but enough to get you a room in a U.S. county jail. We were impressed by the absence of rattles, noises, and whines up to velocities well over 100 mph. At these speeds, a Tesla roadster feels like a prototype, but this actual prototype seems ready for customer delivery. Incidentally, Mercedes insists that Tesla—in which it now has a stake of ownership—was in no way involved in the development of the E-Cell.The SLS E-Cell offers four modes of regenerative braking in addition to being completely off in the manual powertrain setting, which leaves you “sailing” with minimal drivetrain drag. Paddles on the steering column allow you to gradually increase the resistance; steps one and two feel like a regular car coasting; step three is a bit more aggressive, and step four decelerates the SLS so strongly that AMG considered switching on the brake lights as soon as you take your foot off the accelerator. Unlike Tesla, AMG decided not to. This mode is perfect for extreme driving, when you are standing on one of the two pedals at all times anyway.
The Same But Different
AMG has developed an entirely new front axle—a pushrod-actuated setup—that replaces the regular SLS’s unequal-length control-arm design, and the steering is now electrohydraulic. Like many similar systems, the steering could offer more feel and feedback. Although we enjoyed the silent, artificial character of the electric motors, we wouldn’t mind a bit more feedback from the chassis. Granted, this is a prototype, and as development progresses, it will benefit from torque vectoring, achieved by running the electric motors at different speeds.
Just like the regular SLS, the E-Cell is a big car, with a hood that seems to extend beyond the curvature of the planet. The instrumentation and the center console are exclusive to the E-Cell, the center stack being executed as a huge touchscreen, which hopefully hints at a change in philosophy for Mercedes in general. It works almost flawlessly and looks ready for series production.
The E-Cell’s Achilles’ heel, unsurprisingly, is its range. This prototype carries a 48-kWh lithium-ion battery, but AMG hopes to fit the car with a 60-plus kWh battery pack when it becomes available to customers. The current range is about 90 miles, which is likely to grow to more than 130 miles. The current claims are perhaps even conservative: After a sharply driven 60 miles, battery capacity was still about 30 percent. With a fast-charging station, it took an hour to recharge the batteries to almost 100 percent. Extended trips still require planning, but the progress in battery technology is tangible.
If all goes according to plan, you will be able to buy the SLS E-Cell by late 2012 or early 2013—six or so months after Audi launches the E-Tron. There is no word yet on pricing, but figure on a premium of $50,000 to $100,000 over the regular SLS. Just having the money won’t be enough to get you an E-Cell, though, as customers will be handpicked.
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