Category: All Cars (Page 10 of 14)

The Alpine Berlinette turns 50 this year and, to mark the event, Renault has created a concept car named Renault Alpine A 110-50, dedicated to performance and driving enjoyment.

So what’s in a name? In some cases, the heritage of a name is like a national treasure – and that’s certainly true for Alpine. Its DNA blends Renault’s sporting passion and technical expertise.

• The Renault Alpine A 110-50 concept car translates the most characteristic design features of the original A 110 in a modern and spectacular way.
• The carbon-fibre bodywork features a new shade of blue which refreshes and reinterprets the famous original ‘Alpine Blue’.
• Produced with the renowned expertise of Renault Sport Technologies, the Renault Alpine A 110-50 concept car is imbued with the world of motorsport. It benefits from the experience gained from the Mégane Trophy race car by using the same technical platform.

“Developing this concept car was a great adventure. It was a catalyst for creativity. We wanted to make a Berlinette that was of our time, and which boldly embodies Renault’s passion for motorsport. We were guided by our hearts and emotions.” Axel Breun, Concept and Show Car Director.

CHAPTER 1: The creation of the Renault Alpine A 110-50 concept car

A new interpretation of a timeless design

To mark the 50^th anniversary of the iconic Berlinette (A 110), Designer Yann Jarsalle and Concept and Show Car Director Axel Breun reinterpreted the original design cues to include the new Renault design language introduced by Laurens van den Acker with the DeZir concept car, and which will soon be rolled out in the company’s future models. The new front-end look, with the upright, confident diamond, has been adapted for this very low and wide car. The Renault Alpine A 110-50 is a car of today; a bold embodiment of Renault’s passion for motorsport.

“For everybody on the team, it was a dream come true to work on an Alpine concept car. We wanted to put this car firmly in the modern day, while resonating with its heritage” Laurens van den Acker, Senior VP, Corporate Design.

The Renault Alpine A 110-50 concept car translates the most characteristic design features of the original A 110 in a modern and spectacular way with:

–      the sculpted forms of its elegant, flowing bodywork, enhanced by lights over which air seems to flow effortlessly.

–      the half-domed additional lamps, with a technical but nostalgic interpretation, thanks to full LED yellow lighting – as it should be

–      a characteristic 3D rear window, which reveals the mid-rear engine.

–      air intakes on each side echo the ducts on the rear wheel arches of the Berlinette. The right-hand opening is for gearbox cooling, the left is for the engine bay.

Produced by Faster, the carbon-fibre bodywork features a new shade of blue which refreshes and reinterprets the famous original ‘Alpine Blue’. Every opening panel does so with dynamics worthy of the finest GTs, with the bonnet hinged at the front and the engine bay cover opening towards the rear. The doors feature a scissor motion.

“The car is very curvy, like the Berlinette, while expressing the three key words of our new design policy: simple, sensual and friendly”Axel Breun.

A competition-focused cockpit

As you climb into the driving seat, the eye is drawn to the carbon-fibre sills. Everything inside

this two-seater expresses build quality and sportiness, with black dominant throughout.

–      the driver’s seat features embroidered ‘Renault Alpine A 110-50’ badging, Sabelt full harness belts and alternate, attractive shades of blue.

–      the dashboard is particularly uncluttered. The Renault Design-created steering wheel incorporates a colour screen and houses the same technology as a Formula Renault 3.5 single-seater to provide drivers with all the information they need.

–      Racing driver equipment is provided by Sabelt and the helmet is created by Ruby.

CHAPTER 2: the Renault Alpine A 110-50 concept car – Chassis and suspension

A true prototype

Produced with the renowned expertise of Renault Sport Technologies, the Renault Alpine A 110-50 is imbued with the world of motorsport. It benefits from the experience gained from the Mégane Trophy race car by using the same technical platform. Acclaimed by drivers in the WORLD SERIES by RENAULT, the tubular chassis of the Renault Alpine A 110-50 has been stiffened and undergone several developments. The roll cage and bracing in the engine bay have been modified (lowered) in the workshop of Tork Engineering to adapt them to the vehicle’s height, which is lower than that of Mégane Trophy. The digital design work was led by Renault Design, Koller and Etud Integral, while final assembly was carried out by Protostyle. The final weight distribution is almost ideal, with 47.8% over the front wheels.

To facilitate servicing, the concept car features integral pneumatic jacks. Derived directly from the systems seen in endurance racing, they allow the wheels to be changed extremely quickly.

An exceptional car that fuses elegance and aerodynamic efficiency

The efficiency of the Renault Alpine A 110-50 concept car is largely generated by ground effect. At the front, a splitter hidden in the bumper generates low pressure, which results in significant aerodynamic downforce. At the rear, a diffuser accelerates air flow beneath the floor. Ground effect therefore accounts for more than one-third of the car’s downforce, with the rest coming from an adjustable rear wing.

The research and design of this air flow was conducted using Computational Fluid Dynamics, a cutting-edge technology used particularly in F1. CFD involves studying movements of a fluid, or their effects, by resolving digitally the equations which govern the fluid. This technique was used by Renault Sport Technologies primarily in order to fine-tune the aerodynamics and study the behaviour of the New Mégane Trophy as a function of air flow.

Exemplary road holding

The wheelbase of the Renault Alpine A 110-50 is identical to that of Mégane Trophy (2,625mm), while the track is slightly wider at 1,680mm front and 1,690mm rear.

The 21-inch wheels, with a single central nut, are specific to this car and fitted with road-homologated Michelin tyres.

The Sachs dampers can be adjusted in compression and extension, and are mounted directly onto the lower wishbones. There are numerous different set-up options: castor, camber and alignment, ride height, anti-roll.

In order to improve driver feedback and provide the purest driving experience possible, driving aids like ABS, traction control, etc. are not fitted.

Serious stopping power

The braking capability of the Renault Alpine A 110-50 match its performance. At the front, large 356mm-diameter steel discs are slowed by six-piston callipers. At the rear, the discs are 330mm in diameter, while the callipers are four-piston models.

CHAPTER 3: the Renault Alpine A 110-50 concept car – Engine and gearbox

Mechanical excellence

Developed on the same technical platform as Mégane Trophy, the Renault Alpine A 110-50 concept car also boasts the same chief technical characteristics.

It runs the Renault V4Y engine block, a 3.5 litre 24-valve 400hp V6 mounted in a mid-rear position. The crankcase (semi-wet), moving parts (pistons, connecting rods, crankshaft), valve train (camshafts and valve springs) and exhaust system are specific compared to the version featured on productions models.

Furthermore, the Renault Alpine A 110-50 uses the carbon air intake employed for Mégane Trophy V6.

The inlet manifold is fed by a new roof-mounted air intake. This development broadens the engine’s power band, with additional horsepower at all engine speeds. The engine mapping has been optimised for these modifications.

F1-style transmission

The Renault Alpine A 110-50 concept car is fitted with a semi-automatic six-speed sequential gearbox, as well as a twin-plate clutch that can be controlled using either the clutch pedal or a paddle on the steering wheel.

The gearbox is fitted longitudinally behind the engine and incorporates a limited-slip differential (discs and ramps) with adjustable pre-loading. The cerametallic twin-plate clutch is also specific to the car. It is activated automatically when downshifting, guaranteeing fast and reliable gear changes.

A black box at the heart of Renault Alpine A 110-50

Supplied by Magneti-Marelli, the Marvell 6R electronic control unit includes functions for engine management, gearbox control and data acquisition.

Even more accurate data acquisition

All data collected by the Renault Alpine A 110-50 can be analysed using version 4 of the benchmark Wintax software. Wintax 4 enables advanced analysis of more than 50 parameters: engine speed, gear, steering angle, car speed, throttle position, brake pressure… This information allows drivers and engineers to optimise settings and driving style. Wintax 4 data analysis also enables even faster diagnosis of any technical problems.

Technical data

CHAPTER 4: Renault Alpine A 110-50 – The legacy of the Berlinette

1962 – A star is born

When Jean Rédélé unveiled the A110 Berlinette at the 1962 Paris Motor Show, it marked the start of an Alpine adventure for the engine from the Renault 8. The car had been developed from the Alpine A108, but was more stylish and more dynamic, with an even lower engine cover, a larger glazed area and the rear lights from the Renault 8. The new engine demanded changes to the air intakes: with the radiator mounted at the rear, cooling exits were opened in the resin bodywork behind the rear wheel arches, disguised with four chrome strips. The changes served only to heighten the elegance of the A110 Berlinette. The restrained, balanced silhouette maintained its extremely pure lines.

A car for the enthusiast

To drive a Berlinette is a life-changing experience. Above all, it was designed to win rallies, so it’s not surprising that it boasts a certain pedigree; not a tricky personality, but real character. You don’t climb aboard an Alpine, you slide into it. But once you’re behind the wheel, the connection is immediate.Agility and traction are particular strong points thanks to the mid-rear position engine, which tends to produce oversteer that is easy to control using the steering and throttle. It’s sometimes a little trickier to keep going in a straight line, but life’s all about compromise… This isn’t a car you simply take for a drive – it demands to be driven properly. Its weaknesses are also its strengths.

CHAPTER 5: The Berlinette – A look back at a glorious past in motorsport

The Berlinette in motorsport

The light weight and handling qualities of the Berlinette meant it was perfectly suited for motorsport. As well as being fun to drive, the cars were favourites with the fans, who often saw them cornering hard at lurid angles. It’s almost impossible to catalogue every motorsport triumph for the Berlinette, but these are the main stages of the adventure.

1961-1968: the early successes

José Rosinski took the first win for the A110 at the 1963 Rallye des Lions. The remainder of the season followed this trend, with exploits including a win for Jacques Cheinisse on the Rallye d’Automne.

In the years that followed, a number of ‘privateer’ drivers achieved success at national and international level ahead of much more powerful cars from well-established brands.

– 1967: assembling a great team

Alpine became Alpine-Renault. New drivers joined the line-up: Gérard Larrousse, Jean-Claude Andruet and Jean-Pierre Nicolas in the works team, but also, among others, Bernard Darniche in the privateer ranks.

– 1968: the first French Rally Championship title

After victories on the Neige et Glace and Rallye de Lorraine for Gérard Larousse, Jean-Claude Andruet claimed the French title thanks to a total score of four wins during the season.

1969: Hitting its stride

Jean Vinatier and Jean-Claude Andruet were the stars of the season, with the former going on to become the French Rally Champion at the end of the year.

1970: European and French titles

The Berlinette 1600S was homologated for Group 4, which finally allowed the car to fight on almost equal terms with more powerful competitors. Jean-Claude Andruet, who had calmed his approach after several notable incidents, was crowned French and European Champion.

1971: The Berlinette dominates the Rallye Monte-Carlo

Another good year. Ove Andersson won the Rallye Monte-Carlo. Thérier finished second and Andruet third. Andersson also took the win in Italy against the flotilla of Fiats and Lancias dispatched to beat him. He subsequently triumphed on the Austrian Alpine Rally and on the Acropolis, securing the international title for Alpine. Jean-Pierre Nicolas won the French Championship.

1972: Heading for glory

The 1,600cc engine was replaced by a more powerful 1,800cc unit. Jean-Claude Andruet dominated the Tour de Corse. Numerous wins followed, shared between the team’s drivers. Darniche was crowned French Champion at the end of the year, while Jean-Luc Thérier claimed the Rallye des Cévennes driving a turbocharged 1,600cc version. This was the first stirrings of a technology destined for major success…

1973: The climax of an era

Just imagine the best French drivers of the era: Andruet, Darniche, Thérier, Nicolas and Piot ably supported by the experienced Andersson. What’s more, a team of mechanics giving their heart and soul, plus a car at the peak of its development. The season began with victory for Andruet on the Rallye Monte-Carlo, followed home by four other Alpines. In Portugal, Thérier and Nicolas scored a one-two. On the Rallye du Maroc, Darniche was unbeatable. And the rest of the season followed the same trend. Alpine won the inaugural World Rally Championship title and Jean-Luc Thérier was crowned French Champion.

1974 – 1975: the end of the works era

Nicolas won the Rallye du Maroc and finished second on the Tour de Corse. This was the Berlinette’s swansong, and the year produced the last major win for the A110 on the Critérium des Cévennes, driven by Jacques Henry.

During the 2012 Monterey auction at the Hyatt Regency Monterey Hotel and Spa on Del Monte Golf Course, Saturday August 18th, Mecum Auctions will offer The MV Agusta Collection. This breath-taking group of 71 motorcycles is the most comprehensive and complete collection of MV Agusta motorcycles in the world. The collection in its entirety represents the complete post-war history of Italian motorcycle including the legendary first year production 1946 MV 98cc “3 Velocita” and early factory team race bikes, to limited production F4 superbikes of the 21st century.

World’s first premium electric sedan ahead of schedule

Tuesday, May 22, 2012 Tesla Motors (NASDAQ:TSLA) will begin delivering Model S, the world’s first premium electric sedan, to customers on June 22nd. Several customers will receive their cars that day at an invitation-only event at the Tesla Factory in Fremont, California. In its Q1 financial results communicated earlier this month, Tesla announced Model S would begin deliveries ahead of the July timeframe originally communicated.

“In 2006 our plan was to build an electric sports car followed by an affordable electric sedan, and reduce our dependence on oil,” said Elon Musk, Tesla Motors CEO and Chief Product Architect. “Delivering Model S is a key part of that plan and represents Tesla’s transition to a mass-production automaker and the most compelling car company of the 21st century.”

Model S is the first premium sedan designed from the ground up to take full advantage of electric vehicle architecture. A revolutionary powertrain sits under the floorboard of Model S, creating an ultra-low center of gravity. Paired with an aluminum body engineered for superior handling, Tesla has created a vehicle that will raise the bar for vehicle handling and efficiency while meeting the highest standards for safety.

Without an internal combustion engine or transmission tunnel, the interior of Model S has more cargo space than any other sedan and includes a second trunk under the hood. Model S seats five adults and two children in optional rear facing seats and accelerates from 0 to 60 mph in as little as 4.4 seconds. The interior features a 17” in-dash touchscreen with internet capabilities, allowing for streaming radio, web browsing and navigation. With the most energy-dense battery pack in the industry and best-in-class aerodynamics, Model S has the longest range of any electric car in the world. Model S comes with three battery pack options to fit the unique needs of different drivers.

Tesla will be publishing regular updates about the event on June 22nd, as described in this company blog post. Model S test-drive events will begin rolling out to select North American cities in July. Tesla will be ramping up production throughout 2012 and plans to deliver 5,000 vehicles by year end. Reservations for the premium electric sedan currently exceed 10,000. Customers can reserve a Model S at one of Tesla’s retail stores or online.

NEW YORK, May 10, 2012 — On May 27, 1972, McLaren claimed its first victory at the ‘famed’ Indianapolis 500 with Mark Donohue behind the wheel of the number 66 Sunoco-Penske.  To commemorate the 40th anniversary of its first win at Indianapolis, McLaren will participate in the second annual Celebration of Automobiles on May 12, 2012 from 10 a.m. to 4 p.m. at the Indianapolis Motor Speedway infield.

With support from the Indianapolis Motor Speedway Hall of Fame Museum, the display will feature the 1972 winning Indy car, McLaren M16B.  The dichotomy of old and new and constant innovation will be illustrated with examples of the 2012 McLaren 12C and rolling chassis.

“McLaren has a long and rich history in racing, especially in North America,” explained Tony Joseph, Director, McLaren Automotive, Inc. “We couldn’t be more proud to celebrate the 40th anniversary of McLaren’s first win at Indy within the same year we launch McLaren Automotive, our own dealer network and our first model, the MP4-12C.

“The McLaren M16B was designed by Gordon Coppuck and had innovative and front and rear wing design for its time. Even looking back 40 years ago, it offers great examples of McLaren’s ongoing strive for technological innovation and to be the best in everything it does,” said Joseph.

Featuring an Offenhauser 4-cylinder turbo engine, 700-750 bhp, and a Hewland LG 500 4-speed transmission, team owner Roger Penske ran two cars – one for Donohue and the other for Gary Bettenhausen. In the end, Donohue led the last 13 laps of the race and earned his place in history as well as Penske’s first victory at the 500.

McLaren went on that year to become the only team in history to ever win at Indianapolis, in Formula 1 and 2 and in Can-Am in the same year.  In addition, McLaren saw the checkered flag two more times at the Indianapolis 500 in 1974 and 1976 with driver Johnny Rutherford.

“Following three years of its legendary domination of the Can-Am series, it was of little surprise when Team McLaren’s 1970 debut at Indianapolis began with the track opening for practice on May 1 and all three team cars promptly going out, nose-to-tail in a stunning show of readiness,” said Donald Davidson, Indianapolis Motor Speedway historian. “They didn’t win that year, but with a markedly different design in 1971, Peter Revson sat on the pole and finished second. With a Penske-entered McLaren winning in 1972 with Mark Donohue; McLaren’s own Johnny Rutherford capturing two poles and two races between 1973 and 1976, and Penske’s Tom Sneva coming along in 1977 to turn the Speedway’s first ever 200 mph lap, it seemed like EVERYBODY had to have a McLaren.”

For tickets and information on the Celebration of Automobiles, please visit www.indianapolismotorspeedway.com/celebrationofautomobiles.

Dr. Ing. h.c. F. Porsche AG, Stuttgart, is mourning Professor Ferdinand Alexander Porsche. The Honorary President of the Supervisory Board died on 5 April 2012 in Salzburg, aged 76. Matthias Müller, President and Chief Executive Officer of Porsche AG, paid tribute to Ferdinand Alexander Porsche’s services to the sports car manufacturer: “We mourn the death of our partner, Ferdinand Alexander Porsche. As the creator of the Porsche 911, he established a design culture in our company that has shaped our sports cars to this very day. His philosophy of good design is a legacy to us that we will honour for all time.”

Ferdinand Alexander Porsche was born on 11 December 1935 in Stuttgart and was the eldest son of Dorothea and Ferry Porsche. Even his childhood was dominated by automobiles, he spent much time in the construction areas and development workshops of his grandfather Ferdinand Porsche. In 1943 the family moved, along with the Porsche brand, to Austria, where he attended the school in Zell am See. After returning to Stuttgart in 1950, he attended the Free Waldorf School. After leaving school, he enrolled at the prestigious College of Design in Ulm.

In 1958, F.A. Porsche, as he was called by his colleagues, started in the design office of the former Dr. Ing hc F. Porsche KG. His great artistic talent was soon demonstrated, as he modelled the first plasticine model of a successor to the 356 series. In 1962 he became head of the Porsche Design Studio and a year later made a worldwide sensation with the Porsche 901 (or 911). F.A. Porsche created a sports car icon, as the timeless and classic design continues to live on the seventh generation 911 model today. F.A. Porsche also designed other iconic models – among his most famous designs include the Formula 1 race car type 804 and the Porsche 904 Carrera GTS, which today is considered one of the most beautiful racing cars ever.

When Porsche KG was made into a limited company in 1971/72, Ferdinand Alexander Porsche, along with all other family members retired from the business operations of the company. In 1972 he founded the “Porsche Design Studio” in Stuttgart, the headquarters relocated in 1974 to Zell am See in Austria. In the following decades, he designed a number of classic men’s accessories such as watches, eyewear and writing instruments under the brand name “Porsche Design” gaining worldwide notoriety. In parallel, he designed with his team under the brand “Design by FA Porsche” a variety of industrial products, household appliances and consumer goods for internationally known clients. F.A. Porsche enjoyed a reputation as a designer, to be a functionalist. A strong and clear line is typical of all product designs that have emerged from his design studio. “Design must be functional, and functionality must be translated into visual aesthetics, without gimmicks that have to be explained,” was the credo for his design work. F.A. Porsche: “A formally coherent product needs no embellishment, it should be increased by a mere formality.” The form should be presented to understand and not distract from the product and its function. “Good design should be honest,” was his conviction.

Ferdinand Alexander Porsche received numerous honours and awards both for his work as a car designer as well as for individual designs. The “Comité International de Promotion et de Prestige” was honoured to him in 1968 for outstanding aesthetic design of the Porsche 911, while he was chosen as the Industrie Forum Design Hannover (iF) 1992 “award winners”. He earned the title of professor from the Austrian Federal President in 1999.

Ferdinand Alexander Porsche was a Porsche AG shareholder and board member. From 1990 to 1993, F.A. Porsche held the role of supervisory board chairman and thus had large share of the economic turnaround of Porsche AG. In 2005 he handed over his mandate to his son Ferdinand Oliver and took the position of honorary chairman of the supervisory board.

An official memorial service will be held in Stuttgart at a later date.