PIRELLI FACTS AND FIGURES FROM FIRST BARCELONA F1 TEST

On the eve of the second Barcelona Formula 1 test, Pirelli look back on the first of the two tests at Circuit de Catalunya last week.

Paul Hembery, Pirelli motorsport director summed up, “Once again in Barcelona, as was the case at the first test in Jerez, we had quite cool weather and a sprinkling of rain, but the teams were still able to get through a considerable testing distance, with all the compounds apart from the full wet tried out, although there was very little significant running on the intermediate.”

“Montmeló is well known as a technical and wide-ranging circuit, which makes it an ideal test venue to investigate every aspect of tyre behaviour. It’s still too early to draw too many conclusions about the year ahead, but the lap times already indicate that the cars are even faster this year, with many of the testing times comfortably inside last year’s pole position.”

“The teams were able to work through quite a varied programme, including pit stop procedure, in order to acquaint themselves with the characteristics of the 2015 Pirelli range, and match them to their new cars. This work will continue during the next test in Barcelona, which takes place from next Thursday onwards, and is the final opportunity for the teams to prepare their cars before the first grand prix of the season.”


“At this time, we’re also pleased to announce that as was the case last year, Pirelli will be the Title Sponsor of the Formula 1 Gran Premio de España in May, and the Formula 1 Magyar Nagydíj 2015 in July,” concluded Hembery.


In addition to the usual 2015 tyre range, teams were also able to try out a prototype medium at Barcelona, which is being assessed by Pirelli for development purposes. Any teams that had not used their allocation of ‘winter hard’ prototypes at Jerez were also allowed to carry them over to Barcelona.

Each team is allocated a total of 110 sets of tyres for testing purposes throughout 2015; down from 135 sets last year. 

Day 1	Maldonado (Lotus)	69 laps	1m25.011s	Soft
Day 2	Ricciardo (Red Bull)	143 laps	1m24.574s	Soft
Day 3	Maldonado (Lotus)	104 laps	1m24.348s	Supersoft
Day 4	Grosjean (Lotus)	111 laps	1m24.067s	Supersof

Fastest laps and tyre choices per day: After four days of testing a total of 3134 laps were covered, with the performance gains in evidence compared to last year’s Spanish Grand Prix pole time of 1m25.232s. This year’s Pirelli tyres feature a new rear construction, which distributes temperature more evenly and also contributes to a reduction in lap time.

Testing statistics: 

• Tyre sets brought to Barcelona: 398 
• (18 supersoft; 56 soft; 135 medium; 51 hard; 70 intermediate; 44 full wet, 18 prototype medium, 6 winter hard) 
• Tyre sets used: 261 
• (11 supersoft; 56 soft; 126 medium; 35 hard; 9 intermediate; 0 full wet, 18 prototype medium, 6 winter hard)

Longest run per tyre:
Supersoft:  Felipe Nasr; Sergio Perez; Pascal Wehrlein  - 5 laps

Soft:  Valtteri Bottas  - 16 laps 

Medium:  Max Verstappen  - 24 laps 

Hard: Valtteri Bottas  - 27 laps 

Prototipo medium  Daniel Ricciardo - 14 laps 

Intermediate Sebastian Vettel  - 7 laps 

Full wet  - 0 laps

Winter hard  Jolyon Palmer - 14 laps

Dainese and Yamaha have renewed their partnership

Dainese and Yamaha have renewed their partnership at the global launch of the R1 and R1M. During the presentation to international media at Eastern Creek in Australia, Dainese unveiled the customised version of its D-Air Racing airbag suits based on the colour schemes and style of the R1M.



Yamaha’s instructors will also use the airbag suits during YRE (Yamaha Racing Experience), the exclusive event dedicated to all European owners of R1M planned at four European circuits including Mugello, Spa, Brno and Nürburgring. During YRE events the Dainese will offer R1M owners the chance to take advantage of its ‘made to measure’ service.

The project linked closely with the launch of the R1M represents just one of the partnerships, which sees Dainese and Yamaha working together to enhance passionate rider safety.

Canadian Multimatic involved with Aston Martin 7.0-litre V12 Vulcan supercar

Introducing the Aston Martin Vulcan – a track-only supercar and the British luxury brand’s most intense and exhilarating creation to date. Born out of extensive motorsport experience – and using the brand’s acknowledged flair for design and engineering ingenuity – the 800-plus bhp, all-carbon fibre Aston Martin Vulcan promises truly extreme performance. Uniquely for Aston Martin, the new supercar – limited to just 24 examples worldwide – will allow owners the opportunity to precisely tailor their track day experience through a graduating scale of detailed power and dynamic performance adjustments.



Styled entirely in-house by the Aston Martin design team led by Chief Creative Officer Marek Reichman, and with a design language hinting at the next generation of Aston Martin sports cars, this supercar is powered by the most potent iteration yet of the company’s naturally-aspirated, 7.0-litre V12 petrol engine.



With its 800-plus bhp powerplant developed in conjunction with Aston Martin Racing, this front mid-engined, rear-wheel drive sports car draws extensively on the brand’s rich GT motorsport experience.



Utilising the techniques of world-class motorsport engineering, the supercar sees its power-to-weight ratio exceed those of the GTE cars which compete in the FIA’s annual World Endurance Championship. Comprising cutting edge engineering including that sourced from the brand’s successful GT racing campaign, the car features a carbon fibre monocoque and body constructed by Aston Martin’s long-term specialist body engineering and manufacturing partner Multimatic, integral limited-slip differential, magnesium torque tube with carbon fibre propeller shaft and Brembo racing calipers acting on carbon ceramic racing disc brakes which measure 380mm in diameter at the front and 360mm at the rear. Drive is channelled to the 345/30 x19 rear wheels and Michelin race specification tyres through a race-bred rear mid-mounted Xtrac six-speed sequential shift gearbox.



Track-derived pushrod suspension with anti-dive geometry is complemented by Multimatic’s Dynamic Suspension Spool Valve (DSSV) adjustable dampers and anti-roll bars front and rear, driver-adjustable anti-lock braking, and variable traction control. The new track car will comply with all relevant FIA race safety requirements.

Bremont designs and manufactures two new watches celebrating the Jaguar E-type

The two British firms are enhancing their long-term partnership following the creation of six Bremont chronometers which complement each of the six ‘continuation’ lightweight E-type sports racing cars currently being built by Jaguar Land Rover Special Operations.

(https://www.youtube.com/watch?v=OrNDwOQsu6o)

The new watches feature design inspired by the Jaguar E-type sports car, which at its 1961 launch was not only the fastest production car in the world but - according to Enzo Ferrari - the most beautiful.

“Like the Bremont watch we designed to complement the Special GT, or ‘Lightweight’ E-type continuation cars, the MKI and MKII pieces had to capture the spirit of what is undoubtedly one of the most iconic sports cars of all time in a subtle and intelligent way,” says Jaguar Director of Design Ian Callum.

“The result is a pair of watches which subtly relay some of the codes of the E-type, but which are also easy to recognise as having been created with the car in mind. They simply look absolutely right when you wear them in the driving seat - almost as if they had been designed alongside the car back in the ‘60s.”

In working to capture the E-type’s essence in a wrist watch, Jaguar’s Director of Design Ian Callum and the creative team at Bremont selected the E-type dashboard as inspiration for the look of the new Mk I and Mk II watches.


The MKI responds to the call for a more accessible version of the original ‘Lightweight’ limited edition watch by reproducing many of its design features, but eschews the white gold and aluminium of the Lightweight’s case for a slimmer version finished in polished stainless steel.

A date window at the six o’clock position on the tachymetre-inspired dial is similar to that of the Lightweight, featuring an off-set small ‘seconds’ indicator and a distinctive ‘red line’ quadrant between three and four o’clock.

Behind the dial and domed crystal of the 43mm MKI watch lies a new movement with date functionality based on Bremont’s meticulously finished self-winding proprietary BWC/01.

Turning the MKI over not only reveals the beautifully finished movement through the sapphire crystal case back, but also one of the most intriguing features of the watch: a striking automatic winding weight in the form of an exquisite miniaturisation of a three-spoke E-type steering wheel, complete with the iconic Jaguar ‘Growler’ face in its centre.



The MKII celebrates the golden era of 1960s sports car motoring, its black dial carrying the Jaguar heritage logo above the six o’clock position and its hour markings presented in the style of the numerals found on E-type instruments.

The classic chronograph layout - featuring two subdials at the three o’clock and nine o’clock positions - is achieved through the use of the beautifully decorated BE-50AE automatic movement which has been specially customised by Bremont to a unique specification, a subtle ‘red line’ on the 60-minute counter paying homage to the E-type’s tachymeter.

The 43mm, stainless steel case - which is fitted with a domed crystal to enhance the vintage appearance of the watch - is made entirely in the UK by Bremont using its renowned, three-part ‘Trip-Tick’ technology which ensures hardness seven times greater than that of a normal steel watch.



Visible through a sapphire crystal case back, the mechanism again pays tribute to the E-type with an automatic ‘steering wheel’ winding weight in the same style as that of the MKI. Further automotive imagery can be seen in the ‘tyre tread’ winding crown, which is topped with the Jaguar heritage logo to match that of the dial.

MKI and MKII watches will be supplied with a perforated ‘racing’ strap in true ‘60s style, together with traditional leather spare.

MARCHIONNE HINTS AT ALFA ROMEO RETURN TO FORMULA 1

Up until late last year Sergio Marchionne kept a low profile at Maranello, but since then he has orchestrated a massive revolution within Ferrari and has now hinted that Alfa Romeo, who have a branding presence on this year’s SF15-T, may return Formula 1.

Marchionne explained the reasoning behind adding the iconic Alfa Romeo badge to the livery of this year’s Ferrari.

“I was at the Ferrari museum,” said the Italian-Canadian, “and you can see the story with a great closeness to Alfa Romeo.”

Asked if the association between F1 and Alfa Romeo might be developed in the future, Marchionne added: “Maybe. Who knows. Anything is possible.”

Alfa Romeo made it’s grand prix debut at the first ever Formula 1 World Championship race of the modern era, the 1950 British Grand Prix.



The team competed in 110 grands prix, winning ten times and claiming two drivers’ world titles in 1950 and 1951 with Nini Farina and Juan Manuel Fangio respectively.

The team pulled out of Formula 1 in 1952, and thereafter Alfa Romeo engines powered a number of privateer teams with limited success and little factory backing or interest..

In 1976 Bernie Ecclestone did a deal for his Brabham Formula 1 team to use Alfa Romeo engines based on their new flat-12 sports car unit.

A year later, led by engineer Carlo Chiti, Alfa Romeo gave Autodelta permission to start developing a Formula 1 car on their behalf. Thus named the Alfa Romeo 177, the car made its debut at the 1979 Belgian Grand Prix.

What followed were six years of under achievement and the 1985 Australian Grand Prix was there final race.



Meanwhile it has emerged that Marchionne has backed the move to delay any major technical revolution in Formula 1 until 2017.

It had appeared that Ferrari was leading the charge for rapid change, when on the very day the F1 Commission met to vote on proposed changes for 2016, it published images of its radical-looking ‘concept car’.

But Marchionne, the Fiat Chrysler and Ferrari president, told Italian-language reporters at the Barcelona test that he was actually not in favour of 1,000 horse power engines and radically different cars making their bow next year.

“Do not confuse what can be done in 2015 for 2016 and what can be done for 2017,” he is quoted as saying.

“The changes for 2016 would have created big problems in the management both for us and for Mercedes,” Marchionne insisted.

“We decided to address the matter of bigger tyres, wider cars and more powerful engines for 2017,” he explained.

“The current regulations will remain valid also next year. To change the rules from scratch would have created huge problems. We should not mess around: these are bullets on the track and they are not invented overnight.”

“It is easy to make changes on paper, but you have to make them work on the track,” said Marchionne.

How Audi will light up the future

by: Hilton Holloway

Audi says it is experimenting with OLED lighting that will also be used to enhance a car's aesthetics

Have you ever heard of a Lichtkanal?

It turns out that the company’s new ‘light canal’ is a 120m-long tunnel, which is used to test new types of lighting technology and ‘camera-based lighting assistance systems’. Audi claims the tunnel is the ‘longest driveable lighting tunnel in Europe.’

The new tunnel – which goes into full operation this March – is part of a bigger department at the Ingolstadt engineering centre, which Audi calls the Lighting Assistance Centre.

The German company is taking innovation in lighting technology very seriously. It says that cutting-edge lighting technology and design is an important part of the brand’s future. Not just for "active safety" but also for "design differentiation" and "making technology visible".

The latter is hard when you have, say, an interesting mixture of materials under the car’s skin - but with lights, which are, by definition, transparent, the possibilities are wide open.

To this end, Audi has a 'head of development light/visibility’ (Dr Wolfgang Huhn), a 'head of lighting functions and innovations’ (Stephan Berlitz) and a 'head of lighting design' (Cesar Muntada Roura).

The official line from Marc Lichte, Audi’s new overall design chief, is that: "Lighting signatures at the front and rear… have great impact on how our cars look on the road."Muntada’s line is that “Vorsprung durch Technik” must be even more clearly apparent.’ He says in 15 years, he can imagine: "A light that is in motion and interacts with the driver from the moment they approach the vehicle."

So as well as bringing innovative lighting ideas to the showroom, the new lighting technology has to add to the look of the car and even be part of the styling itself.This video (below) shows how Audi’s headlight and lighting technology could ramp up over the next decade or so.

We’re all familiar with LEDs today – they’re compact, don’t get too hot and are gentle on energy requirements. They also last a long time. They came in first as daytime running lights and for use as indicators.



(Interestingly, the reason the orange LED indicator in the A8 headlight video ‘flows’ is to distinguish indication from use of the vehicle’s hazard lights. If one side of a vehicle is obscured, it is impossible to tell whether the visible indicator is signalling that vehicle is about to move or whether it is stationary.)

The latest technology is ‘Matrix LEDs’ where groups of five LEDs shine through a common reflector. These have already arrived on the TT and A8, but Audi demonstrated a cool mock-up of a headlamp that takes these diamond-shaped LED-powered reflectors and creates a rather intriguing headlamp design, with neat LED strip-light indicators.

The next move in lighting technology will be OLEDs, the same tech used on some mobile phone and TV screens. This is an ‘organic paste’ of light-emitting molecules which is adhered to a super-polished glass plate.

The resultant light is very flat and even – although unlikely to be powerful enough for use as a headlight. Audi is experimenting with curved OLEDs to create a new type of 3D rear light.

These OLED plates could also be used to create light displays on the car itself, as Audi demonstrated on a scale model at the Light Tunnel exhibition. Audi even showed a wild proposal which uses thousands of LEDs to create an animation nicknamed 'the swarm' which provides rear lights and directional indicators.



While a future headlamp could use as many as 50 separate LED matrix reflectors – which would allow the headlight beam to be very finely controlled – Audi is experimenting with a much more advanced type of headlamp.

This would be built around 400,000 individual ‘pixel’ light sources. It would allow the light beam to be controlled with such accuracy the headlight could selectively shut down individual light sources to prevent an oncoming driver from being blinded by the high beam.

The ideas demonstrated in the Audi animation might look far-fetched, but the company says the concept is entirely possible.

It’s all a very long way from the halogen light bulb, which is still the dominant technology of today’s night-time roadscape.

See the new lighing technology in action in the video below.

Audi Sport Quattro Concept

Audi Sport Quattro Concept

Looks to kill and 700 horsepower. (Feel free to ignore the word "hybrid.") Had author Thomas Wolfe lived until the 1980s, he may have been inclined to write a sequel to his classic novel “You Can’t Go Home Again” called “You Can’t Go Group B Again.” It could have served as a story with a moral for automakers like Renault, Peugeot, and Audi, who frequently evoke the imagery of rally racing’s exhilaratingly deranged Group B era.



As a car, the Audi is nothing short of spectacular. The coupe’s looks are stunning, with a simple fascia that exists mostly to suck in air, and exposed LED headlights that require air cooling to offset their intense heat. DNA from the Audi R8 is evident in the back, with flat, upward-angled taillights wrapping across the Sport Quattro’s rear. And who couldn’t love aluminum fender flares that look like Jean-Claude Van Damme’s arms before he began peddling Coors Light? Although the doors are also aluminum, Audi went with carbon fiber for the roof, the hood, and the rear hatch.



But the real show-stopping details are under the hood, where Audi’s twin-turbocharged 4.0-liter V-8 pairs with an electric motor to deliver a total of 700 horsepower. The gasoline engine contributes 560 of those, as well as 516 lb-ft of torque, while the electric motor is rated for nearly 150 horsepower and 295 lb-ft. Instead of a dual-clutch transmission, Audi has fitted the Sport Quattro concept with a version of its ZF-supplied eight-speed automatic; the powertrain features a sport differential in the rear. Top speed is estimated at more than 190 mph, and the Euro-standard 0-to-62 run is pegged at 3.7 seconds.



Now for the discomfort of reality. The V-8 features cylinder deactivation and an engine stop-start system for fuel savings. A lithium-ion battery stores enough juice for a fully charged Sport Quattro to operate in electric mode for up to 31 miles, but the driver can choose when and for how long to operate under electric power alone. With the battery pack and electric motor adding to the Sport Quattro’s mass, Audi says the total weight stands at 4079 pounds.



Was it necessary to build the Sport Quattro as a plug-in hybrid? Audi would say that the Sport Quattro concept stays true to the philosophy of the original Sport Quattro S1, the psycho rally car. That car used the most advanced technology available at the time—some of it relatively unproven—to deliver the highest performance possible. So what’s the problem?



This car is explicitly cast as a roadgoing successor to the S1, some 30 years later. Traditionalists who love original tend to be, well, traditionalists. Being high-tech is perhaps something of a tradition, but a new Audi being like the original seems more aligned to their tastes. For that crowd, Audi seemed more on track with the Quattro concept it showed at Paris three years ago. Even though it looked similar, the Paris car had a turbocharged five-cylinder engine and a wicked exhaust note—just like the S1.

NanoFlowcell Quantino All-electric low-voltage coupé

by Aaron Smith

NanoFlowcell Quantino to be unveiled at Geneva motor show.All-electric low-voltage coupé has a claimed range of more than 620 miles. The NanoFlowcell Quantino measures 3.91m in length and has a top speed of 124mph

NanoFlowcell's Quantino coupé uses the firm's own 'flow cell' battery technology

According to the electric car manufacturer, the Quantino is the smaller sibling of the Quant F – also set to be revealed at Geneva – and is described as an "innovative electric vehicle with mass appeal".

The 2+2 coupé, which measures 3.91m in length, uses flow cell battery storage technology derived from the Quant F. An ionic liquid is stored in two 175-litre tanks, one tank with a positive charge and the other with a negative charge.



It provides power to a low-voltage drive system with four 25kW electric motors producing a total of 136bhp. NanoFlowcell claims a top speed of 124mph and an all-electric driving range of more than 620 miles.

The battery-powered coupé features front and rear end styling similar to its Quant e-Sportslimousine and F siblings, and it sits on 22-inch alloy wheels.

NanoFlowcell chief technical officer Nunzio La Vecchia said: "The Quantino is affordable and features an extravagant, unique design. It is not just a concept vehicle - it will become reality in the course of this year.

“We will be driving the Quantino in 2015. And we aim to attain approval for road use very quickly."

Mercedes-AMG GT3 racer previews

by Andrew Frankel

New GT-based race car set for Geneva motor show reveal - and AMG is already hard at work on a harder, faster version of the road car ahead of a 2016 launch.This is the first official image of the Mercedes-AMG GT3, which will make its debut at the Geneva motor show next month.The new race car is the second such track-focused model to emerge from the Affalterbach-based performance arm after the SLS GT3 launched in 2010.



The new GT3 model is based on the GT road car and will inspire an ultra-high-performance version of the road car, company boss Tobias Moers has told Autocar.‘Why not?” said Moers when quizzed on the prospects of a high-performance GT.“A street-legal version of our GT3 racing car – that sounds like a pretty good idea.”



The new car will be targeted directly at the Porsche 911 GT3, although it will use neither that name nor be a Black Series model. “GT3 belongs to the other company,” said Moers. “We will find another name for our car.”Moers would not be drawn on when the new car will be available but confirmed that the FIA GT3 racing version of the GT would be available from the 2016 season to replace the immensely successful SLS GT3. It would be logical to introduce the road car in a similar timeframe.

The target for the car, said Moers, is a package that excels in every area. “I don’t want to make a dragster that’s only good for doing 0-100km/h [0-62mph] in 2.8sec. We need more power, less weight, better aerodynamics and different suspension, but the targets should be the power-to-weight ratio, driveability, lap time and tremendous feel.”

The aim for the new car will be to reduce weight by 80-100kg compared with the 1570kg S version of the GT, a task Moers admitted would not be possible without using different materials. “The car is already 80kg lighter than the SLS and has a similar power-to-weight ratio, so to lose much more weight we will need to use carbonfibre, as we have with our Black Series models.”

He was less easily drawn on how much additional power will be extracted from the new twin-turbo 4.0-litre V8 engine, although he admitted that it would be fair to speculate it will be around the 550bhp mark, a near 10 per cent power increase on the more powerful (503bhp) of the two engines available for the GT at launch.

Making that power from the engine should be straightforward, because the V8 shares its internal architecture with the 2.0-litre four-cylinder motor used in the likes of the A45 AMG, from which 355bhp is already extracted. He added: “That doesn’t mean we can get 700bhp from the V8 – it is not as simple as that – but the V8 is currently very understressed.”

A 550bhp GT weighing 80kg less than the standard car would provide a power-to-weight ratio of 369bhp per tonne, compared with the 312bhp per tonne of the current Porsche 911 GT3.That should be enough to knock its 0-62mph time back from 3.8sec to a traction-limited 3.6sec.

Top speed is unlikely to increase from the current 193mph, because Moers is keen to equip the car with considerable downforce, even at the expense of extra drag. AMG now employs an entire department of aerodynamicists for the first time in its history.

The new car will also receive wider front and rear tracks to boost mechanical grip. The entire package should cut 10 or more seconds off the GT’s Nürburgring lap time, which currently stands at 7min 30sec with the car using, as Moers put it, “standard tyres, not special compounds designed to last just a few laps”.

Mercedes says the GT "forms the ideal basis on which to model the new Mercedes-AMG GT3."

The most luxurious car interior in the world!

The new Mercedes-Maybach Pullman - Probably the most luxurious car interior in the world!
The 50th birthday of the best-known Pullman saloon of them all, the Mercedes-Benz 600, is set to coincide with a special debut at the Geneva Motor Show: the launch of the new Pullman. Mercedes-Maybach's second model will assume the top-of-the-range position, with vis-à-vis seating in the passenger compartment and high-end automotive luxury that is traditionally associated with Maybach.

Its length of 6.5 metres alone is a sign of the special status of the Mercedes-Maybach Pullman. It provides space for a generously-sized and tastefully-appointed club lounge in the rear, which has a multitude of creature comforts fitted as standard. This chauffeur-driven limousine is more than equal to today's demands for the ultimate in exclusivity and luxury. The VIP occupants sit on two standard-specification executive seats facing the direction of travel. They can enjoy the greatest legroom in the segment; and can get into and out of the car with the greatest of ease and comfort. As is typical for a Pullman, the four passengers can sit facing each other in the compartment with an electrically-operated partition window. The prices for unarmoured models start at around half a million euros; the first customers will be taking delivery of their vehicles, which of course offer unrivalled scope for individualisation, at the beginning of 2016.

With its new model, the company is now extending its unique position in this demanding segment: "Quite apart from providing stately and stylish seating for high-ranking passengers in the comfort and spaciousness for which it is famed, the new Mercedes-Maybach Pullman is of course the embodiment of exclusivity at its highest level," commented Ola Källenius, Member of the Daimler AG Management Board responsible for sales and marketing of Mercedes-Benz Cars. "One can sense the significance and greatness of it in every detail."

The Mercedes-Maybach Pullman provides extremely spacious seating combined with unique features characterised by their extraordinary and perfect craftsmanship. It goes without saying that Mercedes-Maybach offers its customers unique opportunities to individualise the appointments of their top-class limousines. The exquisite Maybach paint finishes, which are applied in several layers, count as part of this specification.

With a length of 6499 mm, the Pullman is another 1053 mm longer than the Mercedes-Maybach S-Class. The wheelbase is an impressive 4418 mm. Furthermore, at 1598 mm in height, the Pullman is more than 100 mm higher than a Mercedes S-Class, resulting in a tangible increase in headroom.

The absolute top-of-the-range model is the Mercedes-Maybach Pullman S 600. Its V12 biturbo engine has an output of 530 hp. With displacement of 5980 cc, the maximum torque of 830 Nm is available from 1900 rpm.

The name Pullman was originally applied to railway carriages with luxurious open-plan compartments manufactured by the American Pullman Palace Car Company. This name was soon also applied to the motor cars from Mercedes-Benz which were based on an extremely long wheelbase and offered a very generously-sized passenger compartment. In the rear, separated from the driver's area by a partition, there was space for four passengers to recline regally in four single seats facing each other.

Extremely spacious seating in the rear, entire vehicle interior is leather-clad

As its name suggests, the four seats in the rear of the Mercedes-Maybach Pullman are arranged vis-à-vis. The owner and VIP guests are seated in the direction of travel on two executive seats which are part of the standard specification; other passengers can sit on the fold-down seats facing backwards. If specifically requested, the Pullman can also be delivered in an exclusive version without the additional seats.

The executive seats offer a unique level of comfort thanks to their special adjustment kinematics. In contrast to the norm, the backrest is adjusted separately while the footwell and seat reference point remain unchanged. The cushion can be adjusted separately, with inclination and horizontal adjustment combined. For the executive seats, the maximum backrest angle is 43.5 degrees. The most upright backrest position of 19 degrees allows relaxed working in the rear. The reclining seats feature a calf support, which is freely adjustable for length and angle. The luxury head restraints come with an extra cushion as standard. The two first-class travellers in the rear have the greatest amount of legroom of any car in the segment, as well as 60 mm more headroom than in a Mercedes-Maybach S-Class.

There is one design difference compared with the existing Pullman model: in the new model, all seats are easy to get to. This improvement was achieved thanks to the large rear doors and the position of the passengers on the executive seats, which is even further to the rear.

The interior of the Mercedes-Maybach Pullman is upholstered in leather throughout as standard. Not only is the roof liner upholstered in high-quality leather, but also the door frames and seat consoles. As one would expect of a Maybach, there are three analogue instruments in the roof liner informing passengers in the rear of the outside temperature, speed and time.

The partition wall between the rear and the driver's area ensures discretion. The glass partition wall can be lowered electrically. It can also change from transparent to opaque at the touch of a button. This allows – in combination with the equally standard-specification curtains for the rear windows – for different levels of privacy. The standard-fit 16:9 format 18.5-inch (47 cm) monitor located in front of the partition can also be extended electrically.

The Burmester® high-end 3D surround sound system has been further optimised. Hand-selected loudspeakers, improved membranes and tuning exclusively to the preferred listening of each individual customer guarantees the ultimate in hi-fi listening pleasure. The appearance of the high-end audio system has also been further improved.

Ferrari And Pavarotti Come Together

Ferrari And Pavarotti Come Together At Modena's Enzo Ferrari Museum

Two exceptional natives of Modena come together at the town’s Enzo Ferrari Museum: Enzo Ferrari and Luciano Pavarotti. The second year of the Ferrari Museum in Modena, created in the house where Enzo Ferrari was born in 1898, opens with two different but equally unmissable attractions.

The area that was the office of Alfredo Ferrari, Enzo’s father, at the start of the last century, is now home to the Museum of Ferrari Engines.

The area is divided into six sections: experimental engines; small capacity 2 to 6 cylinder units; the classic 12 cylinder engines; the 8 cylinders; the turbo charged units and finally, the Formula 1 engines. In each section, a 3D video explains the characteristics of the various engines and how they worked.

Apart from the engines, there are also some of the cars to which they were fitted. From the one Ascari used to win the world titles in 1952 and 1953 to the famous Sport 750 Monza, from Villeneuve’s Formula 1 turbo to the F60, the first ever Ferrari to be fitted with KERS.

Alongside this “technical” offering can be found the homage to Luciano Pavarotti. The opera star was born in 1935, when Enzo Ferrari was already 37, but despite the age difference, the two men knew one another and held each other in high regard. Ferrari, who as a youngster had even dreamed of becoming an opera singer, welcomed the rising talent to Maranello. Luciano had bought a second-hand Maserati Ghibli, which is on show today in the MEF, but he wanted a Ferrari. He chose an F40, another car that is on display in the museum.

Thanks to a technology that uses 19 projectors, visitors 

will be “wrapped up” in the video, Enzo e Luciano: da Modena a Modena, with a soundtrack that features some of the most beautiful of the tenor’s songs. The images play on the affinity between the two men: where they came from, their success on the world stage, their fans and admirers, the international recognition they received. In terms of the overall look of the exhibition, it highlights details that became their trademarks, such as Ferrari’s dark glasses and Pavarotti’s scarf and Borsalino hat.

Some of the most famous Ferraris of all time are on show in this pavilion, from one of the earliest models, the 1948 166 Touring right up to the awe inspiring LaFerrari.

Thanks to a collaboration with Verona’s Fondazione Arena and Arena Museo Opera, visitors can also admire some of the set designs used by Pavarotti during his career. The exhibition is open until February 2016. It can be seen on its own, or combined wit a visit to the Ferrari Museum in Maranello.

Furthermore, as from 4 April, a “passport” will be available at a cost of 60 Euros, which, for two days, includes use of a shuttle between the Ferrari Museums, the one in Pavarotti’s house and other places of interest in the area. There is a food and wine trail that includes the cheese making factories of Parmigiano Reggiano, the Lambrusco wine cellars, the producers of Balsamic vinegar and the Salumeria (delicatessen) Museum, as well as cultural visits to Modena, to Nonantola and its abbey and the potteries of Sassuola, with its ceramics manufacturers and museums.

Prototype Test Drive of the New Audi R8

Vintage wheels - Great design is timeless

Over its relatively short life, Rotiform wheels has been making plenty of headlines with its clean designs and tailored finishes. Case in point is their new CCV wheel design as shown on this stanced Audi A7 Sportback.



Rotiform as a brand has been heavily embraced by the tuning scene. The firm’s founders were also early adopters in the air suspension “stance” scene and in many ways this blacked out A7 is exemplary of that.

The CCV wheel seems a good match for an Audi fitment. Its concave flat face seems to harken back to the plated BBS wheels of the Audi’s IMSA era in the late 80s, but does so without looking too retro or too geared for motorsport.

Awesome performance for reasonable budget - Renaultsport R.S. 01

A racing car of spectacular design built for performance

The Renaultsport R.S. 01, a racing car of spectacular styling and exceptional performance. With a design inspired by the world of concept cars and governed by an absolute pursuit of aerodynamic downforce, Renaultsport R.S. 01 is a radical expression of Renault’s sporting DNA. Its technical specifications reflect the best of Renaultsport expertise. With a carbon monocoque for a weight of less than 1,100 kg and an engine developing over 500 hp, it is able to reach a top speed of over 300 kph. From 2015, Renaultsport R.S. 01 will be one of the stars of World Series by Renault in a new championship, the Renaultsport Trophy, a springboard for the professional GT and Endurance championships.

Design
Spectacular design, inspired by the world of concept cars

A car to thrill at first glance, Renaultsport R.S. 01 sets out to be one of the world’s most efficient GT racers. With every stroke of the design pen, in the body lines and in the detail, the aim was twofold: to make Renaultsport R.S. 01 an iconic Renault vehicle, and to contribute to track performance through a constant quest for aerodynamic efficiency.

A low-slung, sculpted profile

Underlined by the graphic pattern running from the headlights to the side air intakes, the low-slung profile is characteristic of a GT with a central rear engine. The imbalance in the overhangs is dictated by vehicle architecture and also by efforts to optimise weight distribution. The windows extending back to the airfoil and the curved shape of the rear bonnet further underline the choices made in design.
Power and strong identity at the rear

Looking beyond the adjustable fin, the rear diffuser “pushes”’ Renaultsport R.S. 01 to the track, extracting the air flow sweeping under the flat bottom. This system has a huge advantage in that it creates no drag and so does not penalise top speed.

The diffuser is topped by a twin exhaust and LED lights, completing the original light signature that extends across the width of Renault Sport R.S. 01 almost in its entirety.
LMP1 safety standards for the carbon body shell

Supervised by engineer Christophe Chapelain, Renaultsport R.S. 01 was designed in cooperation with benchmark technical partners.

The carbon fibre monocoque was a natural choice in order to meet objectives in terms of weight and safety. Italy’s Dallara was responsible for designing and building the chassis, in the same way as for Formula Renault 3.5. The tub, which includes the 150 litre fuel tank, features a steel roll cage at the top. At the front, a crash box absorbs energy in the event of frontal impact. Shaped like a boat’s stem, the design contributes to aerodynamic efficiency. Another crash box attached to the gearbox, plays the same role at the rear of the car. The entire assembly respects FIA LMP1 2014 standards to ensure safety.

Completing the list of safety features are a collapsible steering column, and a Sabelt bucket seat with a six-point harness, compatible with the HANS® system.
Running gear contributing to efficiency



Grip is provided primarily by aerodynamic downforce and this is reflected in suspension design. In the same way as on sports prototypes, a conventional double wishbone layout has been adopted with pushrods and Öhlins dampers. Adjustable for compression and rebound, the systems are positioned on either side of the body at the front, and longitudinally above the gearbox at the rear.

The braking system combines 380 mm carbon discs from PFC Brakes with six-piston calipers. This choice is an excellent compromise between efficiency and endurance. Renaultsport R.S. 01 is also fitted with Bosch Motorsport ABS.

The partner of Renault Sport Technologies for all its motorsport products, Michelin has developed special 18-inch tyres, mounted on wheels of original design with a central nut.



Engine and Transmission
More than 500 horsepower

The semi-stressed engine is bolted to the carbon monocoque on the distribution side, and to the roll cage at the top. Prepared by Nismo, the 3.8 litre V6 twin-turbo engine is derived from the Nissan GT-R. The main change in relation to the production model is the dry sump system intended to prevent oil surges during long corners. The Pectel electronic unit features a traction control function. Turbo pressure is set to deliver over 500 hp with maximum torque of more than 600 N.m. This positions Renaultsport R.S. 01 between a GT3 and a DTM in terms of performance.
Seven-speed sequential gearbox

The Nismo engine is mated to a longitudinal seven-speed gearbox supplied by Sadev. With an eye to budget management, the same gear ratio sets will be used for all tracks. However, it will be possible to adjust the preload setting of the self-locking differential.

Activated by steering-wheel paddles, the sequential control system is managed by an XAP electromagnetic actuator. Developed specially by ZF Race Engineering, the clutch features an anti-stall function and is designed for an extended service life.