Hennessey Venom GT hits 270.49 mph, busts Bugatti Veyron's speed record

By David Szondy

February 24, 2014

17 Comments

23 Pictures

The Hennessey Venom GT hit 270.49 mph on February 14, 2014

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The Bugatti Veyron SuperSport caught the world’s attention in 2010 when it set the record for the world's fastest production car, but that crown may now have to be passed on. Hennessey Performance announced on Monday that its Venom GT hit 270.49 mph (435.31 km/h) at the Kennedy Space Center in Cape Canaveral, Florida, settting a new world speed record for a 2-seat sports car. Driven by former Michelin tire test engineer, race driver, and Director of Miller Motorsport Brian Smith, the time for the Venom GT was independently verified, but has yet to be officially recognized by the Guinness Book of World Records.

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The blistering run took place on February 14 at the 3.2-mile Space Shuttle landing runway at the Kennedy Space Center with special permission from NASA. Taking place on a straight run rather than on an oval or a varied test track like the Nurburgring, this was a demonstration of flat-out acceleration from a dead launch, while still leaving enough braking space at the end of the run to keep it from ending in a very expensive crash.

“It was still pulling,” says Smith. “If we could run on an 8-mile oval we could go faster than that. On the very top end there was a little wandering but, hey, we’re going 270 mph! The Venom GT didn't require any big corrections, and the Michelins held traction really well.”

Verification of the Venom GT’s speed was by GPS data-acquisition systems manufacturer Racelogic. “The Venom GT attained a maximum speed of 270.49 mph as measured by our VBOX 3i GPS system,” said Racelogic engineer Joe Lachovsky.

The speed record is already steeped in controversy after challenges to the Veyron’s 2013 claim surrounding adjustments to the hypercar’s limiter. But after review Guinness allowed the record to stand.

The previous record of 267.8 mph (431.072 km/h) was set by Pierre Henri Raphanel in the 1,183-hp (870-kW) Bugatti Veyron 16.4 Super Sport in July 2010.

However, despite this month’s result, Hennessy cannot officially claim the fastest production car record because that requires making two runs in opposite directions on the same day. John Hennessey explained in an interview with Top Gear that this wasn't possible because NASA wouldn't allow it.

Based on the Lotus Elise/Exige, with which it shares a number of components, the 2,743 lb (1,244 kg), mid-engine, rear-wheel drive Venom GT is not what most people would call elegant, with its carbon fiber and composite/aluminum hybrid monocoque-space frame, massive brake-cooling vents, oversized, yet cramped two-seater cab followed by a rear that looks like someone gave it a swift kick in the pants. That being said, the Venom GT is built for the track, not garden parties, and all the flaring wings and road-gobbling grilles come together in a frighteningly attractive Koenigsegg sort of way.

Inside the Venom GT is a 90-degree, seven-liter V8 engine with twin precision ball bearing turbochargers, an iron block with aluminum heads, electronic sequential multi-port fuel injection pumping a terrifying 1,244 bhp (914 kW) and 1155 lb-ft (1565 Nm) of torque feeding into a Ricardo six-speed manual gearbox.

On the track, this translates into 0 to 60 in 2.7 seconds, so you'd know what it feels like to leave your eyeballs behind. The Venom GT already holds the Guinness World Record of 0 to 300 km/h in 13.63 seconds and the Hypercar World Record for 0 to 200 mph in 14.51 seconds. Beyond its verified speed of 270.49 mph, Hennessy claims that the Venom GT can do 278 mph (447 km/h) flat out.

"“I wanted to be an astronaut when I was a kid," says company founder and president John Hennessey. "Neil Armstrong was my childhood hero. Even though the astronaut thing didn't work out for me, I am humbled to have had the opportunity to set our speed record on the hallowed grounds of the American space program. Building and validating our Venom GT as the world’s fastest has been a long journey and a lot of hard work. But as President Kennedy once so eloquently said, ‘We choose to go to the moon in this decade and do the other things, not because they are easy, but because they are hard.’ As a result we have built a better car and a better team at Hennessey Performance (HPE)."

If you’re interested in buying a Venom GT, be prepared for a little cry because the record-breaking version sells for US$1 million.

So how fast is 270.49 mph? Check it out in the video below.

source: gizmag

Citroen's C4 Cactus isn't prickly at all

By Angus MacKenzie

February 25, 2014

9 Comments

17 Pictures

At 2,218 lb (965 kg), the C4 Cactus is 440 lb (200 kg) lighter than Citroen’s regular C4

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Unlike the prickly desert dwelling plant, Citroen’s new C4 Cactus CUV/hatchback mashup is approachable and easy to hug. Lighter than the regular C4, the airbump-bearing vehicle is more about making a design statement than pushing the technological envelope.

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First unveiled at the Frankfurt Auto Show last September, Citroen’s smallish C4 Cactus features some interesting design details. Those odd-looking bumpy bits on the side and bumpers are what the firm refers to as “airbumps," and they're designed as both a graphic and protective feature. The thermoplastic polyurethane (TPU) gas-filled bumps, available in four colors to compliment the Cactus’ 10 exterior color options, are designed to protect it from the likes of shopping carts, parking lot door-dings or front/rear bumper taps.

Along with the obvious bumpy bits, the C4 Cactus exudes forward-thinking design elements. Featuring a curvy stubby nose, slit-like headlights, short overhangs, large wheel openings, an extended spoiler and high waistline, the Cactus comes off as a concept for a younger demographic, but with obvious urban use intentions. It's designed to compete in Europe’s highly competitive C-segment with the likes of the Fiat 500, Nissan Juke and VW Golf.

Premised off Citroen’s DS3 chassis, the Cactus is smaller than the firm’s standard C4 but does share the latter’s wheelbase. Even though it looks bigger than most hatchbacks, the C4 Cactus is not only shorter than a Volkswagen Golf but at 2,218 lb (965 kg) it's 440 lb (200 kg) lighter thanCitroen’s regular C4 thanks to a new lightweight platform, materials, components and a smaller engine.

The Cactus’ engine options aren’t only light but according to the manufacturer, the 99 bhp 1.6 liter diesel is capable of delivering mileage figures of 3.1L/100 km (76 mpg) and emissions of 82 gm of CO2/km. A 110 bhp turbo-charged 3-cylinder gas engine making 109 bhp will be available along with a choice of a 5-speed manual gearbox or Citroen’s ETG auto-box.

Inside the Cactus, in addition to a split-bench/front seat arrangement and 358 liters of storage space, Citroen has designed in a panoramic glass roof to give the car an airy, open interior feel. The dash, clean and unfettered almost to the point of being too pragmatic, is enhanced by a 7-inch touchscreen that manages the car’s infotainment functions, sat-nav system, phone apps and mapping functions.

Old school luggage-like door handles and hinge fittings further add to the Cactus’ interior design dissonance. But while the interior may suffer from an identity crisis, technological items like Hill and Park Assist, back-up camera and static cornering lights ensure the Cactus remains in the today.

Citroen’s C4 Cactus will be available in Europe starting Q4 of 2014. Pricing has yet to be announced.

source : gizmag

Bentley's fastest car ever gets even faster

By C.C. Weiss

February 25, 2014

5 Comments

19 Pictures

The 2015 Continental GT Speed

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The Bentley Continental GT Speed is already one of the road's most electrifying combinations of luxury, power and performance. At the Geneva Motor Show, Bentley will add an extra bit of muscle to the "fastest production Bentley ever." It will also show the new Flying Spur V8.

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The Continental GT Speed isn't wanting for power or torque, but Bentley tweaks the two-door's 6.0-liter twin-turbo W12 for just a tad more. The updated engine packs 10 extra horses, up to 626 bhp, along with 605 lb-ft (820 Nm) of torque. That upgrade pins an extra mph on the car's top speed, letting confident drivers work their way right up to 206 mph/331 km/h (203 mph/327 km/h in the convertible). Zero to 60 mph happens in an even 4 seconds.

To help separate the 2015 Speed from those oh-so-outdated 616-bhp models, Bentley has performed some minor styling revisions, outside and in. The front splitter, side skirts and rear diffuser are painted to match the body color for the first time. Red brake calipers peek through the 21-in Speed wheels, which get a dark tint finish, as do the headlamps and tail lamps. Chrome "Speed" badges on the front fenders and a new Candy Red color option round out the short list of exterior revisions.

Inside, the new Speed patterning package combines a dark monotone base with contrasting stripes and stitching. "Speed" is badged on the passenger side and sewn into the headrests.

Bentley also announced that it is extending the availability of its 500-bhp 4.0-liter twin-turbo V8 engine to the Flying Spur sedan. That engine feeds into the same ZF eight-speed automatic and AWD system as in the W12 model, sending the four-door rolling to 62 mph (100 km/h) in 5.2 seconds. The Flying Spur V8 model gets a few subtle visual distinctions, including chrome figure eight exhaust tips and a red center in the Bentley wing emblem.

Both the upgraded Continental GT Speed and Flying Spur V8 will make their world debuts at next week's Geneva Motor Show. We'll be pacing the Palexpo to bring you all the news from the show.

source: gizmag

Jaguar joins the superwagon class with XFR-S Sportbrake

By Mike Hanlon

February 25, 2014

1 Comment

53 Pictures

Clockwise from top left: the 550 hp Mercedes Benz AMG E63 S Wagon, the new Jaguar XFR-S Sportbrake, the 556 hp Cadillac CTS-V, and the 560 hp Audi RS 6 Avant

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The superwagon class gained an extra competitor overnight with the news that Jaguar will produce an R-S branded "estate car" with a 542 hp, 5.0-liter supercharged V8 engine. The Jaguar XFR-S Sportbrake will cost GBP82,495 (USD$137,700) and will become a direct competitor for the 560 hp Audi RS 6 Avant, 556 hp Cadillac CTS-V, and the 550 hp Mercedes Benz AMG E63 S Wagon.

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The XFR-S Sportbrake is the first high-performance sports estate car to be produced by Jaguar (you'll note that bourgeois brands like to use different terminology to more proletarian marques – the term station wagon derives from the "hacks," or working class Hackney Cabs, which loitered around train stations). Estate cars and sporting brakes are the much preferred terms of the likes of Mercedes Benz, Audi and BMW, which has promised an M5 Sportbrake for many years, but has yet to deliver.

The XFR-S Sportbrake’s supercharged V8 has helped define an entirely new vehicle for Jaguar, producing 680 Nm of torque. While that will certainly help haul whatever you strap into the cavernous 1675 liter rear load space, rest assured it is a long way from the family station wagon.

The XFR-S Sportbrake has a claimed 0-60 mph time of 4.6 seconds, just 0.2 seconds slower than the 90 kg-lighter XFR-S Saloon. Like the XFR-S sedan, the Sportbrake has an eight-speed transmission with "Quickshift" functionality for optimal acceleration. Conversely, the Sportbrake may have an aerodynamic advantage, and at higher speeds will likely accelerate faster towards its electronically-limited top speed of 186 mph (299 km/h).

The XFR-S Saloon’s chassis has been specifically reworked for the XFR-S Sportbrake. With an additional 90 kg of weight compared to the saloon, most of it sitting over the rear wheels, the Sportbrake’s rear suspension has been modified with revisions to both rear spring rates and the adaptive damper tune. The active electronic differential and Dynamic Stability Control settings have been recalibrated to work with the XFR-S Sportbrake’s modified rear suspension.

The anti-roll bars have also been changed and the rear axle has been modified, while the rear brakes have been tuned to work in conjunction with the car’s ABS system. Overall lateral suspension stiffness has been increased by 30 percent front and rear, with front and rear spring rates increased by the same amount.

The Competition

Audi RS 6 Avant

The Audi RS 6 Avant produces 560 hp @ 5700 rpm, 516 ft.lbs of torque at 1750 rpm, and weighs 4431 pounds. Comparative pricing is difficult due to the range of extras and the unavailability of the model in some markets.

Cadillac CTS-V Sport Wagon

The Cadillac CTS-V Sport Wagon produces 556 hp @ 6100 rpm, 551 ft.lbs of torque at 3800 rpm, and weighs 4431 pounds. The optional extras make calculating a comparative price very difficult, but it's fair to say that the Cadillac is the most reasonably priced of the superwagons.

Mercedes Benz AMG E63 S Wagon

The Mercedes Benz AMG E63 S Wagon produces 550 hp @ 5500 rpm, 531 ft.lbs of torque at 1750 rpm, and weighs 4703 pounds. Comparative pricing is difficult due to the vast range of extras and the unavailability of the model in some markets.

Last but not least, if you absolutely positively MUST HAVE the fastest superwagon on the block, or perhaps the world, then can we suggest you have a chat with the folk down at Hennessy Performance where they can extract a few extra horsepower from your wagon. Last week Hennessy's Venom GT set a new world speed record for a production vehicle, and just 18 months ago we wrote about a very special Cadillac CTS-V which Hennessy had managed to pump up to 1226 hp. It wasn't the wagon version, but if you ask nicely, we're quite sure they'll pimp your Cadillac wagon too.

Gizmag will be on hand for a closer look a the XFR-S Sportbrake when it's officially revealed at next month's Geneva Motor Show.

source: gizmag

Vauxhall to show carbon-fiber 297 hp Astra VXR Extreme

By Mike Hanlon

February 26, 2014

3 Comments

5 Pictures

The Astra VXR EXTREME has been derived from last year’s Astra Cup race car that competed in the Nürburgring Endurance Championship

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Start with a Vauxhall/Opel/Chevrolet/Saturn Astra VXR, shed 100 kg by replacing metal with carbon fiber, then pump its 2.0-liter turbo engine to 297 hp (221.5 kW), upgrade the suspension wheels, tires, gearbox and brakes to cope with the stresses, and you have the Astra VXR Extreme ... and it's street legal.

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The Astra VXR Extreme has been derived from last year’s Astra Cup race car that competed in the Nürburgring Endurance Championship, with much of the knowledge gained in racing under such extreme conditions lavished on the aptly named Extreme.

The use of significant amounts of carbon fiber has relieved the VXR of 100 kg (220 lb), which is remarkable in itself as the VXR weighs 1,230 kg (2,712 lb), and the VXR Extreme weighs 1,130 kg, so that's a sizable percentage of body weight to shed.

More importantly though, it's where that weight has been shed that has helped the Extreme become far more stable when changing direction. The steel roof of the VXR weighs 9.3 kg (20.5 lb), while the Extreme's carbon roof weighs 2.6 kg (5.7 lb). The wings are made of aluminum and weigh 800 g (1.8 lb) each, instead of 2.2 kg (4.9 lb) for the steel units they replace.

Carbon is also used for the rear wing, the diffuser, front spoiler, bonnet, suspension cross-bracing, engine cover, wheels and rear wheelhouse ventilation, and with many of those components in the top half of the car, the center of gravity has been lowered significantly, in addition to the obvious improvements in power-to-weight.

The Extreme’s 2.0-liter turbo petrol engine employs direct injection and variable camshaft phasing, and drives through a six-speed manual gearbox and limited-slip differential.

The brakes are Brembo six-piston calipers gripping 370 mm discs up front, while the high-performance, 245/35, 19-inch tires, were developed specifically for the Extreme. Suspension damping is also adjustable.

The Extreme's interior is, as one might suspect, spartan. The rear seats have been removed and a safety roll bar installed. The Extreme also gets the full race interior with Recaro racing seats, a six-point harness from Schroth and a carbon-fiber-reinforced, suede-covered steering wheel.

Vauxhall plans a low-volume production run for the Extreme, pending public reaction at the Geneva Motor Show which opens eight days from now.

source : gizmag 

Quant e-Sportlimousine drives on flow-cell battery power

By C.C. Weiss

February 27, 2014

2 Comments

7 Pictures

NanoFlowcell teases the Quant e-Sportlimousine

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Lichtenstein-based start-up NanoFlowcell will reveal a working prototype it calls the Quant e-Sportlimousine at next week's Geneva Motor Show. More than just a concept car or styling exercise, the car showcases "an entirely new energy storage system."

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Geneva will be a coming out party for NanoFlowcell AG, a research and development company that formed late last year. We don't know too much about the company, but it says that it's focused on the development of drive technology and has been experimenting with quantum chemistry and molecular engineering. Outside of the big promise quoted above, the company is holding its tongue on the details of the NanoFlowcell drive.

The name "Quant" may sound familiar, particularly when in the context of the Geneva Motor Show. Koenigsegg showed an electric supercar by the very same name and logo at the 2009 Geneva show.

The Koenigsegg Quant was developed with NLV Solar, whose Nunzio La Vecchia is the founder of NanoFlowcell. That car used a combination of solar cells and "Flow Accumulator Energy Storage" to reserve power for its 512-hp electric motor. The latter certainly sounds like the starting point for, if not just a different name of, NanoFlowcell technology.

We're a little wary of an "entirely new" technology from someone whose last revolutionary design never made it past the auto show circuit. That said, there has been a lot of recent talk about electrochemical flow batteries, which sounds to be what the NanoFlowcell storage system is. We've looked at flow battery research from the likes of MIT and Harvard, and the Quant should provide a glimpse at how such technology can power an electric vehicle.

Flow batteries hold the promise of some game-changing breakthroughs for electric vehicles (yeah, we've heard that about other technologies, too). Last summer, GE teamed with Berkeley Lab to pursue a water-based flow battery design that it believes could price it 75 percent lower than traditional EV batteries while offering more than 240 miles (386 km) of driving range. The research is part of the US Department of Energy's ARPA-E RANGE program. Flow batteries also have the promise of recharge times in line with gas tank fueling.

Whatever NanoFlowcell's specific battery formula is, it's housed in a four-seat sports car. That's the same style as the Koenigsegg Quant, but the Quant e-Sportlimousine is stretched out to 17 ft (5.25 m). The front and rear teaser photos show a visually interesting design with a double-bubble roof, curvy front fenders, and plenty of room for airflow. It definitely has some visual changes from the Quant we saw in 2009.

NanoFlowcell seems determined to prove its plans to see this iteration of the Quant through, announcing a partnership with Germany's Bosch Engineering last week.

"In the coming months and years, we will work with our system development partner Bosch Engineering GmbH on further development and international homologation of the Quant e-Sportlimousine," La Vecchia explained in the announcement. "Transforming an initial prototype with NanoFlowcell powertrain into a series-production vehicle that can be used around the world is a big challenge. We are certain that we can manage it with this established and experienced partner."

We'll be sure to get the full details about the Quant e-Sportlimousine and its NanoFlowcell technology at the Geneva Motor Show. It will be one of many interesting debuts and concept  cars.

source: gizmag

Tesla's Gigafactory to significantly reduce Li-ion battery production costs by 2020

By Angus MacKenzie

February 27, 2014

8 Comments

5 Pictures

Projected figures show the Gigafactory producing 500,000 units per year by 2020, with expected battery cell output of 35 GWh/yr and battery pack output figures of 50 GWh/yr

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As Tesla’s Supercharger network expands and Model S sales continue to grow, so too does the company’s need to find a more economical battery solution. A proposed technology amalgamation in the form of the Gigafactory could theoretically reduce per kWh and lithium-ion costs by over 30 percent by 2020.

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Pitched as a "forward looking project," Tesla’s proposed Gigafactory will, if successful, produce the same number of lithium-ion batteries by the year 2020 as the entire world’s output in 2013. According to Tesla, by working with various technology and battery partners on this large scale project, the company could significantly reduce production costs by achieving optimal economies of scale.

The basic business concept behind the Gigafactory is to reduce overall costs associated with logistical waste by having manufacturing and similar processes all located in the same place.

Projected figures from Tesla show the gigantic factory producing 500,000 units per year by 2020, with expected battery cell output of 35 GWh/yr and battery pack output figures of 50 GWh/yr. Current global battery output, from a variety of manufacturers, sits at just under 35 GWh/yr.

Tesla reports that by the end of its first full production year, the Gigafactory could reduce the cost per kWh of a battery pack by around a third.

Though the project is still hypothetical, Tesla is already looking for real estate to house the Gigafactory in one of four southern US states. Space requirements for the factory, and its supplemental wind and solar stations, are reported to be between 500 and 1000 acres (up to 400 hectares). Total space requirement for the factory itself is projected to be 10 million square feet (929,000 sq m), housing up to 6,500 employees.

source: here