Apple car fiction or reality ???

Apple Inc has hired Doug Betts, formerly the senior vice president of global quality at Fiat Chrysler Automobiles. This is being seen as a clear indication that Apple is working on an automobile. Betts will join the company in an operations role.




 Apple has been hiring workers from many different companies in recent months, including a lot of engineers from Tesla and from the battery industry

RED BULL AND PORSCHE

THE WHISPER IS THAT THE AUSTRIAN DRINKS COMPANY ASKED PORSCHE TO BUILD IT A TURBO V6



The word in the paddock in Hungary is that Red Bull recently approached the Porsche company - which is part of the Volkswagen AG - with a proposal to fund the development of a Formula 1 V6 engine that would be badged with another name. It is not clear what the name might have been, but the concept is sensible and is very similar to what McLaren's Ron Dennis did 34 years ago when he needed a turbocharged F1 engine.

Dennis approached Porsche on the basis that the company had a strong reputation for turbocharging and would be able to build a winning engine. It was agreed that Porsche would build an engine for the 1983 season and McLaren would find the money. The result was that McLaren was able to lure Mansoor Ojjeh's TAG company away from Williams, with the goal of establishing a company called TAG Turbo Engines, which would spread the word about TAG technology.

The Porsche-build TAG engines were used by McLaren between 1983 and 1987 during which time Niki Lauda and Alain Prost dominated the World Championship, winning 25 Grand Prix victories, three Drivers' titles and two Constructors' Championships. Honda domination began in 1986 and McLaren switched over and the programme ended.

The word is that the two parties were able to agree on money but the deal fell apart because Porsche wanted to retain ownership of intellectual property - and gain rights to other systems that would be developed by Red Bull.



The only logical explanation for this requirement is that the Volkswagen empire wants F1 technology for a planned project in the future.

It is believed, however, that VW will not come into F1 until Bernie Ecclestone has departed.

MONTOYA’S PLAN TO IMPROVE F1 GETS BACKING FROM BUTTON

Jenson Button has backed former F1 driver Juan Pablo Montoya’s proposal to spice up the sport with immediate effect

Asked about F1’s high-profile struggle to maintain its position at the very pinnacle of motor sport, former McLaren and Williams driver Montoya suggested that tyre and brake temperature sensors should simply be banned.

The Colombian, who has raced in Nascar and nod Indycar since leaving F1 last decade, said today’s grand prix stars have become “lazy” because they are fed too much information about the tyres and brakes by engineers.

“If you take all that away it becomes a feel thing again,” he had said recently.

When asked about Montoya’s comments, his former contemporary Button, today a McLaren driver, answered: “That’s how it was in the past.

“Nobody was giving you any temperatures so you had to feel if they were getting too hot or not,” he told Auto Motor und Sport.

“So Juan Pablo is right, and I never would have thought we would have the same opinion!”

battle of the power coupés

Porsche Cayman GTS from 0 to 100 in 4.6 seconds.

Out of the front-wheeler and into the Cayman GTS with rear-wheel drive. Unlike in the 911 Carrera S for example, no power increase in the Porsche configurator can be ordered as an option for the Cayman S. Only those who buy the Cayman GTS can enjoy a power boost from 321 HP to 335 HP.

With the perfectionist PDK automatic start-up, it undercuts its factory specification by two tenths of a second in the sprint to 100 and by three tenths of a second in the sprint to 200 km/h. Thus, the GTS accelerates slightly quicker than the best 981c-series Cayman-S previously tested (0–100 km/h: 4.6 s, 0–200 km/h: 17.0 s insport auto3/2014). With its power advantage, it is not particularly surprising that the GTS also dominates the competition from the Audi TTS  in terms of longitudinal dynamics.

The Cayman GTS is not satisfied with this alone and naturally also wants to play the lateral dynamics hero. The GTS variant is fitted as standard with numerous drive dynamics goodies, which are only available as options in the Cayman S. This includes the Sport-Chrono package with dynamic gearbox bearings and the adaptive PASM damper system, lowering the vehicle by ten millimetres. In addition, our GTS also features optional gimmicks such as the PTV system with mechanical rear axle differential locking, the ceramic brakes and the Sport-Techno wheels, which have rims that are half an inch wider at the rear than in the standard trim.



When motivated, the GTS rounds the short circuit in 1:12.8 minutes. In so doing it corners accurately and impresses with its agile self-steering behaviour. As always, the driver's challenge to propel the Cayman through the limit range, to a fast lap time, is greater than in the majority of very neutrally tuned 911s. In comparison to its 911 brothers, the Cayman has a slightly more fiery response to load change, without being too much of a beast. Characteristics that provide for a really fun drive on the race track. And when the sports exhaust that the GTS incidentally features as standard yells and splutters its beautiful Boxer song, then there is actually nothing left to criticise.

Actually, with the exception of the steering. In and around the central position, the Cayman steering responds with its usual precision, but in comparison  TTS it stands out with its smooth running and lower holding force. This may be comfortable when driving in the city, but when pushed to the limit on the race track this movement pattern seems rather synthetic.

And when it comes to steering, the new Audi TTS provides the biggest eye-opener. In Dynamic mode, the standard progressive steering with firmer holding forces than in the Porsche scores points, and now, for the first time, with a convincing directness around the central position. In the predecessor, even greater steering angles were required.

The much improved grip level feels just as good on the race track. Unlike in the previous model with its 18-inch wheels and Bridgestone-Potenza-RE050A tyres (245/40 R 18 all-round), in our test the new model also sets off around the corners with optional wheels, in 20-inch format and all-round Pirelli-P-Zero tyres in 255/35 ZR 20.

With the improved grip level and, similarly to in the Cayman GTS, the very good ABS tuning you can now brake into the corners with confidence. The last test car, the second generation TTS, gave away valuable tenths, as it always pushed sllightly over the front axle when braking. The TTS also manages to narrowly beat the work of art, the Cayman GTS when warm braking. Respect!

While the Audi predecessor was tuned with a tendency towards understeer, the new model now steers noticeably more precisely. Previously you had to talk the TTS into delivering better handling with intentionally provocative load changes. Thanks to the neutral handling, difficulties such as this are now almost completely history. Overall, within the limit range the TTS completes its laps with greater stability, on account of its 37 mm-lonmger wheel base, alongside other factors.

However, if you go into a corner to eagerly, the rear of the car turns inwards in an easily controllable manner, in the event of abrupt load changes. This answers the question as to whether the ESP can be completely disabled. Unlike in its predecessor, this is now possible, or let's put it like this: whether there is actually no intervention is now impossible to say with the control system now operating at such an extremely high level. One thing is for sure: in the TTS you do not notice any control interventions when driving at the limit.

Audi TTS now with 335 HP



Even when accelerating under load, the TTS holds to the ideal line with exceptional traction thanks to its all-wheel drive including the Torque Vectoring System (wheel-selective torque control), while the steering impulse is also supported. As was previously the case, the re-developed Haldex system multi-disc clutch distributes the drive torque between the front and rear axles, but now reacts noticeably more spontaneously.

Even in the previous model there were barely any complaints regarding the six-speed dual clutch transmission by the name of S tronic, thanks to the rapid shifting procedures and precise response of the paddle shifters. Hardcore race track fans will only criticise the autonomous upshift in manual mode when reaching the limit range.



Key term - fast lap: with a time of 1:14.5 minutes, the new TTS completes the Short Circuit a respectable 2.3 seconds faster than the second generation TTS model last tested. If drivers of the 335 HP TT RS find themselves having a bad day, it may even be that the new TTS has driven past them: depending on the tyres, in earlier tests we recorded lap times in Hockenheim between 1:13.1 and 1:15.5 for the TT RS.

After the last comparison test between the TTS, Cayman  hats off to the Audi TTS.Thanks to the impressive drive dynamics-related development of the sport coupé from Ingolstadt.

THE COMPETITION - HOW THINGS STAND



In the current comparison test, the Cayman GTS is well out in front in terms of drive dynamics. However, the benchmark within the Coupé class is still the Lotus Exige S. We are already looking forward to the dual with the new Cayman GT4.

MCLAREN SAY FUTURE OF THEIR DRIVERS NOT A PRIORITY

Jenson Button looks set to be retained by McLaren-Honda beyond the 2015 season, despite team bosses clearly stating that the team’s immediate priorities do not include their future driver line-up.

Recently, when team supremo Ron Dennis was asked about the 2009 world champion’s future, he answered: “Jenson Button has a two-year contract with McLaren. We are not even thinking about drivers at the moment.”

While some took that to mean he is staying put, others noticed the ambiguity of the answer given that Button’s contract is a one-year deal plus a 2016 ‘option’.

A source confirmed that McLaren’s decision must be made by a certain date, after which Button will either be retained or free to move to another team such as Williams.

McLaren has two promising juniors, Kevin Magnussen and Stoffel Vandoorne, waiting in the wings, but it is believed the Woking team has been impressed with Button’s determination and performance this year alongside the equally highly-experienced Fernando Alonso.

When asked about the likely composition of McLaren’s 2016 lineup, team boss Eric Boullier told Speed Week in Hungary: “The driver question has no priority at the moment. Both drivers are under contract for 2016.”

HUNGARORING QUALIFYING: HAMILTON THUMPS THEM ALL

Lewis Hamilton took his ninth pole position of 2015 with a dominant performance in qualifying for the

Hungarian Grand Prix, the Briton both opening segments before beating team-mate Nico Rosberg to top spot on the grid by over half a second.

Hamilton summed it up afterwards, “I’m incredibly happy with the weekend, I can’t remember having a performance as good as this.”

While Rosberg admitted, “I just didn’t find the pace, it’s been a bit up and down all weekend. Definitely not happy.”

Third place went to Sebastian Vettel, with Red Bull Racing’s Daniel Ricciardo finishing just three hundredths of a second adrift of the Ferrari driver to take fourth.

Vettel said, “The car kept improving, third was the maximum we could do, I am happy. Tomorrow I expect a tight race.”

The Mercedes drivers were on track early in FP1, making initial runs on the medium tyres, but with track temperatures hitting 53 degrees for the start of the session and with that contributing to a large performance gap between the two compounds it was only a matter of time before the vast majority the field took on the soft tyre.

During the early part of the medium tyre phase, Hamilton took P1 with a time of 1:24.213, with Ricciardo second and Vettel third. Rosberg, though, was fourth and complaining about excessive understeer, saying that there was “something wrong” with his car.

The main switch came when Williams’ Valtteri Bottas switched to the softs and took over in P1 with a time of 1:23.649. That was swiftly eclipsed by Red Bull’s Daniil Kvyat and then by Vettel.

Rosberg also emerged on the yellow-banded Pirellis and with his first attempt on the tyre claimed P1 with a time of 1:22.979, three tenths ahead of the Ferrari driver. Hamilton had slipped to P10 by this time and so he too bolted on the softs to be sure of smooth passage to Q2.

As the final times began to come in the men to miss out on a Q2 berth were Jenson Button, with the Briton complaining that his ERS didn’t deploy on the main straight, the Saubers of Marcus Ericsson and P18 team-mate Felipe Nasr and the Manors of Roberto Merhi and Will Stevens. Button’s McLaren pit wall admitted to the driver that the ERS failure had cost them a place in Q2.

While Hamilton made it through on the soft tyre in P1, +0.089 ahead of Rosberg, who was followed by Vettel, Kvyat and Kimi Räikkönen, Red Bull’s second driver, Daniel Ricciardo, lived on his nerves by using two sets of medium tyres in the first segment. The Australian need not have worried, as his lap of 1:24.408 was good enough to see him through in 12th place, three tenths clear of the P16 drop zone time set by Button.

Q2 began with Vettel making the running with a lap of 1:23.168s, but the action was halted soon after when Fernando Alonso’s McLaren ground to a halt at the exit of Turn 13. With the car being close to the pit entry approach the red flags came out with just over seven and a half minutes left on the clock.

When the green lights appeared at the pit exit, Hamilton, who had not set a time, was quickly out on track and he took over at the top of the order with a lap of 1:22.285. Rosberg was now second almost half a second back, with Vettel third ahead of Ricciardo.

In the drop zone with a minute to go were Carlos Sainz on P11, followed by Force India’s Sergio Perez and the twin Lotus cars of Romain Grosjean and Pastor Maldonado.

Grosjean was the man to profit, the Frenchman jumping from 13th place to 10th with a time of 1:23.805. That bounced Hulkenberg out of Q3 by the tiny margin of two hundredths of a second, with Sainz another two hundredths of a second further back. Perez qualified in P13 ahead of Maldonado and Alonso.

After the first runs of Q3 it was Hamilton who had the advantage. Rosberg was first on the road and set a lap of 1:22.766. Hamilton took a chunk out of that time in the first sector, running two tenths quicker than his team-mate and the pattern continued across the lap as he edged the German in all areas to post a time 0.358 quicker than Rosberg’s.

Behind them Vettel was third, over half a second adrift of Hamilton, with Ricciardo fourth ahead of Räikkönen, Bottas, Kvyat, Felipe Massa and Grosjean. Verstappen, though, opted to sit out the initial runs.

And in the end, the final runs followed the template set out in the first. Rosberg began with a flourish, recording a session-quickest S1 time, but his lap was less surefooted thereafter and although he improve on his first run, his time of 1:22:595 wasn’t good enough to dislodge Hamilton.

Behind him, the title leader was on a march and eventually he crossed the line in a time of 1:22.408 to beat dismiss his team-mate by 0.575s.

Vettel was third, almost seven tenths down on Hamilton, with Ricciardo fourth. Räikkönen was fifth ahead of Bottas with Kvyat seventh. Massa was eighth, while Verstappen’s sole run netted him ninth place. The final top ten spot went to Grosjean.

Hungarian Grand Prix, Qualifying – Saturday, 25 July 2015

Pos.	No.	Driver	Team	Q1	Q2	Q3	Laps
1	44	Lewis Hamilton	Mercedes	1:22.890	1:22.285	1:22.020	20
2	6	Nico Rosberg	Mercedes	1:22.979	1:22.775	1:22.595	21
3	5	Sebastian Vettel	Ferrari	1:23.312	1:23.168	1:22.739	17
4	3	Daniel Ricciardo	Red Bull	1:24.408	1:23.230	1:22.774	20
5	7	Kimi Räikkönen	Ferrari	1:23.596	1:23.460	1:23.020	16
6	77	Valtteri Bottas	Williams	1:23.649	1:23.555	1:23.222	19
7	26	Daniil Kvyat	Red Bull	1:23.587	1:23.597	1:23.332	17
8	19	Felipe Massa	Williams	1:23.895	1:23.598	1:23.537	20
9	33	Max Verstappen	Toro Rosso	1:24.032	1:23.781	1:23.679	18
10	8	Romain Grosjean	Lotus	1:24.242	1:23.805	1:24.181	18
11	27	Nico Hulkenberg	Force India	1:24.115	1:23.826		13
12	55	Carlos Sainz	Toro Rosso	1:24.623	1:23.869		16
13	11	Sergio Perez	Force India	1:24.444	1:24.461		14
14	13	Pastor Maldonado	Lotus	1:23.895	1:24.609		12
15	14	Fernando Alonso	McLaren	1:24.563			7
16	22	Jenson Button	McLaren	1:24.739			8
17	9	Marcus Ericsson	Sauber	1:24.843			8
18	12	Felipe Nasr	Sauber	1:24.997			8
19	98	Roberto Merhi	Marussia	1:27.416			8
20	28	Will Stevens	Marussia	1:27.949			6

Genius NASCAR Driver Plasters His Truck With Ads For Donald Trump

Michael Ballaban
Filed to: NASCAR 7/24/15 12:12pm


Korbin Forrister is a driver with in the NASCAR Camping World Truck Series. He was also unsponsored at Wednesday’s truck race at Eldora. Being the unmistakable BrIlLiAnT mind that he is, he decided to plaster his truck in ads for a cause dear to his heart. Puppies? Kids with cancer? No! He gave the message of his truck to someone who needs it most – Donald Trump.



So how did Forrister, whose empty facial expression definitely doesn’t make him look like he’s suffering from anything, actually do in the race?

Poorly, of course.

Photo credit: Getty Images/NASCAR

HUNGARORING FP2: HAMILTON ON TOP DAY ONE

Lewis Hamilton continued to set the pace at the Hungaroring, setting a day’s best time of 1:23.949 to finish just three tenths of a second clear of Red Bull Racing’s Daniil Kvyat, with his team-mate Daniel Ricciardo third ahead of Nico Rosberg.

Prior to the start of the session, Force India took the decision to withdraw from the afternoon’s running. Sergio Perez’s car was ruled out by the significant damage sustained in his heavy crash in the morning session and with investigations into the cause of the suspension failure at the root of the accident, the team also opted not to run team-mate Nico Hulkenberg in the second session.

The second session was run in similarly hot conditions to the morning running and in the early running, on the prime medium Pirelli compound, Hamilton was fastest, the championship leader recording a lap of 1:25.613 to head the timesheet with half an hour gone in the session.

Six tenths behind in second place was Daniel Ricciardo, the Red Bull driver confirming the team’s morning competitiveness around a tight and twisting circuit that forgives the power deficiency of the team’s RB11. Nico Rosberg was third ahead of the second Red Bull Racing car of Daniil Kvyat.

With half an hour gone, Ferrari’s Kimi Räikkonen was the first to bolt on the option soft tyre and the improvement was immediate and significant.

Prior to taking on the option rubber, the Finn sat in P7 with a time of 1:27.874 but with the softer tyre onboard he was able to gain more than two seconds and he stole into P1 with a time of 1:25.134.

Hamilton might have quickly beaten him as he moved to the yellow-banded Pirelli that but he went off at Turn 4 and abandoned the lap.

That allowed Rosberg to eclipse Räikkönen with a time of 1:24.668, which put him 0.466s up on the Finn.

Hamilton was already on his next lap, however, and setting purple sector times. There was no off this time and he claimed top spot with a lap of 1:23.949, seven tenths of a second ahead of his team-mate.

With Rosberg struggling for pace the position of closest challenger to Hamilton’s time went to Kvyat, who slotted into P2, 0.351 off the Mercedes driver’s time.

Ricciardo once again confirmed Red Bull’s good form around the circuit by taking P3. He set personal bests in all three sectors to lap just 0.15s off Kvyat.

The positive outlook quickly evaporated, however. After returning to the medium tyres for race preparation work, Ricciardo was settling into a longer stint when his engine expired in spectacular fashion.

The Australian pulled over but with plumes of smoke reducing visibility and with oil on the track the red flags came out briefly. “I think I was going too fast, the engine’s gone,” joked the Australian driver to his pit wall.

Behind Ricciardo on the timesheet was Rosberg with Räikkönen fifth. Carlos Sainz was a creditable sixth for Toro Rosso (while team-mate Max Verstappen ended the session in P16).

Sebastian Vettel might have been closer to the front of the pack but the Ferrari driver spun on his quick lap and had to settle for seventh place

.

Behind him, perhaps surprisingly, was McLaren’s Fernando Alonso, the Spaniard setting a time of 1:25.752 to finish ahead of the Williams pair of Valtteri Bottas and Felipe Massa.

Alonso’s team-mate Jenson Button was 11th , just over two tenths down on the Spaniard, while Pastor Maldonado was 12th fastest for Lotus, ahead of Sauber’s Felipe Nasr and the second Lotus of Romain Grosjean.

Marcus Ericsson took P15 ahead of Verstappen and with Force India absent, the final two places were taken by Manor’s Will Stevens and Roberto Merhi.

Lamborghini revealed the Asterion concept

Last year Lamborghini revealed the Asterion concept at the Paris Motor Show, showcasing a new design on the surface and hybrid technology underneath. Months later, the possibility of the Asterion entering production was still reportedly on the table, but at this point the Bolognese automaker has other priorities.



The company is in the midst of a massive expansion of its production facilities that will not only see it generating its own power, but also adding a new assembly line to double its output with an entirely new model. That, of course, will take the form of a crossover closely previewed by the Urus concept of 2012. But the initial version might only be the tip of the proverbial iceberg.



Although additional body-styles might not suit the Urus as well as it would have the Estoque (had Lamborghini gone with the four-door, front-engined sedan design instead of the crossover), the Urus could lead to a range of engine specs and orientations. "We have more than enough ideas, but it is too early to confirm anything," Lamborghini chief Stephan Winkelmann told Autocar. "All options are possible, and we will work on evaluating them in the run-up to launch. If our customers want to see something, we'll do our best to meet their needs."



Considering what Lamborghini has done with its supercars, we could see an even higher-output, more performance-focused version to follow – like the latest Superveloce version of the Aventador (soon to be applied to the Aventador roadster, as well). Theoretically, that could be an Urus SV. Though the Huracan has so far (aside from racing versions) only been shown in its initial form, the preceding Gallardo resulted in more model variants than we'd care to count. In addition to a possible hybrid version, the Urus (or whatever it's ultimately called in production form) could lead to an ultra-luxury version at the other end of the spectrum.



What's clear is that the Urus program is going to keep Lamborghini busy for some time to come. And while we're expecting more versions of the Huracan to follow in due course, the possibility of putting the Asterion (or some version thereof) into production as well is apparently off the table for the time being. Considering that by the time it reaches production, it will have been a good six years since the Raging Bull marque first showcased the Urus concept, the Asterion could be kept on the back burner for several more years to come.


Source : Autoblog - Noah Joseph

The dandelion tyre

Car tyres should not only be more economical and safe, but simultaneously more environmentally friendly. To this end, Continental is developing an alternative rubber material from dandelion rubber. What does the new technology offer?

Tyres are made primarily from crude oil. But not exclusively: tyres, in particular Winter tyres, can already be manufactured with high proportions of renewable raw materials. In the case of Winter tyres, the natural material content can even be as much as 30 percent. Alongside the artificial raw materials such as synthetic rubber, industrially produced soot and various additives, which also come from the chemicals factory, natural rubber and rapeseed oil (as a softening agent) are used in particular. However, due to the costs of transport from regions near the equator, natural rubber is very expensive. Cheaper alternatives are sought– and this is not a recent development. Already, back in the 1940s, the Soviets were searching for a replacement and found it in the root of the Russian dandelion (lat. Taraxacum).

Taraxa gum, the new tyre rubber
Natural rubber can be acquired from its sap in the same way as from the rubber tree. Scientists at the Fraunhofer Institute for Molecular Biology and Applied Ecology in Münster have managed, together with chemists and engineers from Continental, to develop a process for the production of tyre rubber. The logical name: Taraxa gum.



On the path from garden weed to rubber supplier, the unassuming Caucasian dandelion had, in some respects, to be optimised and adjusted for the tyre industry: mainly through classic cultivation it was possible to produce plants with enlarged roots and thus increase the yield of rubber from the sap contained therein. In addition, the enlarged root, as is the case for example with potatoes, allows for efficient mechanical harvesting.

Best grip thanks to natural rubber
Work is being done to this end. The tread compound is still the best keep secret of a tyre. It consists primarily of natural and synthetic rubber, as well as fillers such as soot or silica, oils and sulphur. Through vulcanisation (the heating of the mixture to approx.120–160 °C) the macromolecules of both rubber types form long-chain polymers, which are interconnected by sulphur bonds – producing rubber. Through the intelligent mixture of the individual components, the properties of the tyre rubber can be considerably influenced.

The advantage of this often more expensive natural rubber over many synthetic rubbers is this: it remains considerably more flexible at low temperatures. Thus, especially in Winter tyres, a high proportion of the expensive rubber will ensure the best grip on snow and ice. A cheaper material, acquired from the dandelion root, could in future guarantee the performance of such tyres at an affordable level, or perhaps even improve the performance level.

On the market from 2020 at the earliest
It is no secret: Contis motivation for this future investment is of course the cheaper production costs of the tyres. Essentially, the need for expensive crude oil products and conventional natural rubber will be reduced, and because the unassuming dandelion can be grown in unused fields clsoe to the factory, even in inhospitable regions of Europe, the CO2 emissions are reduced by shorter overall transport routes.

How far along is the development? The first harvests of rubber made in Germany have already been collected, and the first test tyres baked. The alternative tyre material is currently being trialled in Winter tyres. The first Conti WinterContact TS 850 Ps with Taraxa gum compound are currently being put to the test on Nordic trails. However, whether the dandelion tyres can bite down as powerfully on snow and ice as their conventional colleagues must yet be determined. According to Conti statements, a market launch can be expected in 2020 at the earliest.

Garden herb tyres as an agricultural promoter
The rubber produced from the sap of the Russian dandelion should correspond to that from the rubber tree both in terms of quality and consistency and can therefore be used for the manufacture of tyres and other rubber articles without serious process modifications. Dandelion as a source of rubber could therefore provide new impetus for Europe's agricultural sector: while a classic rubber tree can only be used to extract sap after around seven years of growth, the dandelion can be harvested just a year after cultivation. An appealing aspect for cultivators, who could react comparatively quickly and flexibly to demand.

What does a car tyre consist of?
The treads:Contact is established with the road with an impressed profile. The rubber compound in the treads, together with the profile, define the most important properties of the tyre, such as dry and wet grip, grip on snow and ice, roll resistance and wear. Here the dandelion rubber, Taraxa gum, could be used.



The belt cover layer:Consists of nylon cord or even Kevlar and further reinforces the tread. This makes the tyre suitable for use at speed and ensures a more even load distribution on the tread.

The steel belt:Consists of several rubber coated steel mesh parts. It ensures stability and thus is the only way to enable flat tyre construction.

Textile cord inlays:Together with the steel belt and belt cover layer, they form the carcass - the load-bearing frame of the tyre.

Interior layer or inner liner:The particularly airtight rubber compound on the inside of the tyre protects against gradual loss of pressure.

The side wall of the tyre:Here the rubber compound differs significantly from that on the tread. Its properties and construction primarily influence primarily the roll resistance, the responsiveness when steering and the ride comfort. In addition, it protects the tyre from damage, for example in the event of unintentional contact with the curb.

The core profile:Together with the apex filler this forms part of the bead and serves to reinforce the carcass and also influences both the tyre deformation under lateral force and the deflection comfort.

The steel core:A stable ring made from steel wire, surrounded by the carcass. It ensures that the tyre sits securely on the rim.

Bead reinforcers:Reinforcements in the side wall of the tyre, which provide stability and precision in tyres intended for sporty driving.

Conclusion
Back to the roots

In order to cover the ever increasing demand for tyres and to compensate for the competitive disadvantages of longer transport routes compared to those of Asian suppliers, European rubber manufacturers are looking for alternatives. With the dandelion rubber, Taraxa gum, Conti is on the ecologically correct path. For this is the only option whereby cultivation can take place in Europe.

Author

Thiemo Fleck

Photo

Continental

Date

24 June 2015

The sports car dual of the year - Mercedes-AMG GT S and Porsche 911 Turbo

Finally! The dual with GPS measuring device and 'buttometer': the Mercedes-AMG GT S squares off with the Porsche 911 Turbo in the test. The comparison of the year, and until shortly before the end we had no idea what the outcome would be.

With a smack, the suction cup of the GPS measuring device is positioned on the front windscreen, black tape, which in motorsports seems to hold together entire cars, now secures the flat antenna to the roof – the aluminium skin of the Mercedes- AMG GT S simply ignores its magnet. In the Porsche 911 Turbo it holds, as only its doors, bonnet and wings are made from aluminium. However, although the 911 still conceals all-wheel drive and steering beneath the classic shell, at 1,596 kilograms it still weighs 33 kg less than the AMG GT S. And it goes on: the porsche drive system offers more power and torque (513 HP/710 Nm) than the new four-litre V8 biturbo of the Mercedes AMG GT S (503 HP/650 Nm). Great.

The Mercedes-AMG GT S with a bear-like V8 biturbo


Whether or not this will decide probably the most exciting sports car dual of the still-young year before the first measurements are even taken? At least it doesn't immediately sound like the Mercedes-AMG GT S has given up without a fight. It grunts grumpily from its angular exhaust pipes, its bassy tone alleviating all fears that the new biturbo would chirp harmlessly like a budgy with a gum shield when faced with the old 6.2-litre naturally aspirated engine. Instead, the race start function now integrated into the seven=speed dual clutch transmission hurls the two-seater with the long bonnet out onto the 2.4-kilometre measurement straight. Acceleration? Oh yes, plenty! The long-stroke eight-cylinder immediately takes you aback, responding to accelerator commands practically without delay, an casually climbing to 7,000 rpm. Thus, the measuring device registers a value of 3.6 seconds for the sprint from 0 to 100 km/h, and after 11.5 seconds the 200-km/h mark is long gone.

The discreet power of the Porsche 911 Turbo


And the Porsche? Although the brand isn't really known for having the greatest restraint, the Porsche 911 Turbo is comparatively discreet - which isn't only down to the fresh coat of silver paint. Its six-cylinder turbo, which counts a pair of chargers with variable blade geometry among its special features, lets out a highly dampened, sonorous working noise. Has the boxer engine been wrapped in cotton blankets as part of daily production? However, when the 911 – likewise with the kind support of a Launch Control system – literally zooms away, that's it done with being discreet. Okay, the pair of turbines take smidgeon more time to build up to full pressure (1.25 bar), but then the car drives forward all the more extremely.

Accentuated by its unique, somehow rutting whirr, the 911 scampers from 0 to 100 km/h in a shockingly quick 3.1 seconds, and rather casually completes the sprint to 200 km/h in 10.9 seconds – a clear victory, to which the all-wheel drive with its map-controlled multi-disc clutch doesn't fail to contribute. You actually aren't aware of the working of the respective dual clutch transmission as you rush breathlessly through the seven gears, whereby the final gear, with the longer ratio, should serve mainly to increase efficiency. Both cars can now de-clutch in manual mode, and because the misleading term 'sailing' has come to be used to describe this, Mercedes shows a small ship on the central display - how nice. However, it doesn't help, as with a consumption of 12, or according to the chart: 12.6 to 13.3 l/100 km the Porsche 911 Turbo beats it here too, even if the minor difference only reduces the fuel prices by one point.

The AMG GT S with voracious handling behaviour
Just a moment – was that it regarding drive dynamics? No, the slalom and double lane-change are still to come, and the better balanced AMG (48:52 compared to 39:61 in the Porsche) is already looking forward to it. Although the low, pushed-back seating position familiar from the SLS, with the seemingly endlessly long and wide bonnet in front of it is still used, the correct rhythm is soon found, with which to drive the Mercedes-AMG GT S between the cones. Given the hefty dimensions, which are occasionally cumbersome on narrow country roads, it is surprising how boisterously the long front section corners. Handling behaviour? Pah, it is hungry for corners! Depending on the driving mode, the progressively intermeshed steering with comparatively constant power steering support is indeed always a little lighter, but is also precise, with constant feedback. In addition to this, it virtually fraternises with the aluminium double wishbone front axle, which results in practically unheard of dynamics. Added to this is the traction sticking to the road like glue, especially for a rear-wheeler in this performance class. Thus, it takes your brain a little time to come to terms with the fact that the hefty AMG GT S responds to changes of direction, tears up corners and builds centrifugal force with such agility, neutrality and stability. Until - yes until - its rear-wheeler soul breaks free and announces itself in the form of oversteer – soft, but definite,and finally the rear drive shafts find themselves alone in the choke-hold of the maximum torque of 650 Newton metres. Power oversteer? A question of honour.

However, it is no question in the Porsche, as the 911 Turbo is more of a load change kind of car, if a spectacular rather than a precise driving style is ever required. There is just no time for such nonsense as ultimately the 911 wants to top the exceptional results of the AMG GT S toppen. And in actual fact: it flies even faster through the cone formation, building up even higher cross-forces, and remains more stable – with kind regards from the co-steering rear wheels. The steering itself, equally exceptionally well tuned as that of the Mercedes, merely required slightly higher holding forces. Incidentally: the fact that the turbo bodywork is six centimetres narrower certainly won't do it any harm when playing the shell game.



Regarding the coefficient of friction...
It is still difficult to comprehend the crazily high speed that the turbo produces – and with practically any coefficient of friction. Wet conditions? Makes no difference. Here the AMG struggles. Less so on dry, warty country roads, on the other hand, where the chassis tuning AMG GT S also barely looses traction. Of course, neither of the sports cars offer cuddly suspension, but they don't have to. One difference remains: the 911 definitely deals slightly better with transverse joints and potholes. As in the Mercedes, the damper characteristics in the individual modes differ clearly from one another, even if your orthopaedist recommends that you only activate the most firmest setting on flawlessly asphalted race tracks. Incidentally, it is there that the ESP can work in the most liberal mode. While in the drive dynamics disciplines the lower speed delta with and without ESP speaks further in favour of the tuning of the Porsche – interventions are reduced due to the higher mechanical grip – the electronics of the Mercedes-AMG GT S allow sufficient sideslip angle to find the ideal line.



The 911 Turbo  is the more expensive speedster
But it doesn't help as the 911 Turbo remains the king of speed, a more sober technocrat, always striving for neutrality. However, for this sense of intimate embrace Porsche charges 30,798 Euros on top of the price of the Mercedes-AMG GT S. This spoils the 911's party somewhat, particularly seeing as the fast AMG is no less fascinating for the money. A wicked V8, a high limit range followed by oversteer – it feels like a passionate French kiss. And with a smack the suction cup of the measuring device detaches.

Author

Jens Dralle

Photo

Hans-Dieter Seufert

Date

22 July 2015

LOOK OF 2017 F1 CARS REVEALED IN ARTIST IMPRESSIONS

Formula 1 fans were given their first glimpse of the planned visual changes to the cars for 2017 thanks to an artist’s impression of what can be expected in the near future.



After the sport acknowledged the need for change, Auto Motor und Sport has now published exclusive images – penned by renowned F1 technical journalist Giorgio Piola – of the dimensions of the 2017 cars.



F1 wants its racers to look more aggressive and be 5-6 seconds per lap faster.





Writing on Thursday, Auto Motor und Sport’s respected correspondent Michael Schmidt said the 2017 cars are wider, with wider and bigger rear tyres and a lower and wider rear wing.

Other technical changes, he said, will “increase downforce significantly” but also increase the predominance of overtaking, while the minimum weight could be dropped by 50kg.



Content on GrandPrix247.com by: staff & contributors, Reuters syndication, GMM service,

SILLY SEASON HEATS UP AHEAD OF F1 SUMMER BREAK

Sizzling temperatures are forecast for the forthcoming Hungarian Grand Prix, the halfway point in the season, and Formula 1’s Silly Season of rumour and speculation is heating up accordingly.

Valtteri Bottas to Ferrari instead of fellow-Finn Kimi Raikkonen? Felipe Nasr to Williams? And what about Jenson Button?

“Man, what a morning! The heat wave has reached lots of countries especially Italy. Let’s turn on the air conditioning and keep cool,” Bottas’s manager Didier Coton said in a Twitter post on Friday.

The Monaco-based Belgian, who once worked with double champion Mika Hakkinen, may simply have been referring to the ambient temperature in his part of the world.

But much more likely he was commenting on a report in Corriere dello Sport newspaper that Ferrari had reached a deal with Williams to replace one Finn with another in 2016.

It claimed that Williams would be paid some €12 million ($13.02 million) for releasing Bottas early from an option on his contract. Ferrari and Williams refused to bite.

“We don’t ever comment on our contracts of any description, and certainly not driver contracts,” said a Williams spokeswoman.

Raikkonen, who returned to Ferrari in 2014 after two seasons with Lotus, was eclipsed by Fernando Alonso last season and has also lost out to new team mate Sebastian Vettel in 2015.

Bottas, 10 years younger at 25, has long been seen as a leading candidate to replace the 2007 world champion when Raikkonen’s contract expires at the end of the season but not the only one.

Force India’s Nico Hulkenberg, passed over by the sport’s oldest and most glamorous team last time around, is now a Le Mans winner although Ferrari may not be keen on an all-German lineup.

If Bottas moves, and it is not a given, Williams will have plenty of choice.

The former champions, who finished third overall last year, are well out of the slump that sent them as low as ninth in 2013 and their Mercedes engines make them highly desirable.

Brazilian Felipe Nasr, who has made an impressive debut with Sauber after a stint as Williams reserve, might be one candidate with compatriot Felipe Massa already on board and looking like staying.

And what about Jenson Button’s future?

While McLaren boss Ron Dennis emphasised recently that the 2009 world champion has a contract through to the end of 2016, that has not stopped the rumour mill wondering whether the Briton might not have one more move up his sleeve.

Button started out at Williams in 2000. With McLaren currently in the doldrums and having two young talents to accommodate in GP2 leader Stoffel Vandoorne and F1 reserve Kevin Magnussen, what price a romantic return?

With the silly season well underway, this edition could run and run…

THERE WAS A BUSINESS OPPORTUNITY IN HALF SCALE CLASSIC CARS

DOES SIZE MATTER?

Children learn more quickly during their early years in part because they are more receptive to learning and in part because they have less caution. They use toys to learn skills that will become useful in later life and, it is logical to suggest that those who start driving youngest have a better chance of becoming successful racing drivers because they learn and refine techniques and tune highly-calibrated sensory integration skills at an early age.

Most kids learn these skills in karts.

Nathan Redfearn grew up in a racing family and at the age of 10 built his first kart, with the help of a local blacksmith in Wales. At 17 he set up a classic car repair business in Haverfordwest before moving on to dealing and restoring Porsche 911s and producing stainless steel bumpers for classic cars. This took him to California where he met Vietnamese violinist Ly Phan Dieu and the two married and settled in Ho Chi Minh City (formerly Saigon), where they set up the Harrington Group in 2002.

Today they employ 128 staff, restoring classic cars and bikes and manufacturing half-scale cars. The idea came after he bought his nephew a half-scale Mercedes, at considerable cost, and was appalled by the quality of the product and decided to do a better job. The first generation of his "junior cars" were based on karts fitted with body shells, which were handcrafted. The early days saw Harrington concentrate on the Bugatti Type 35, but the rnage expanded to several different mdoels, all handmade.



The business was stopped in 2010 in order to concentrate on other businesses and because the cost of the manufacturing had climbed to unsustainable levels. A burst of publicity following a magazine article about them led to the company receiving 200 orders a day and they suddenly found that they had an order book that was filled for two years. They decided to invest and re-engineer the range to make them easier to mass produce, but also to make them much more sophisticated. All four of the models used the same basic chassis, suspension, differential and brakes with 120cc four-stroke engines supplied by the Chinese firms Loncin and Lifan. As the cars weigh only 200 kg they can get up to 44 mph, although the factory will create slower versions for younger children.



 They are not, however, simple toys any longer and feature semi-automatic gearboxes, with sophisticated fully-adjustable independent suspension at both ends, limited slip diffs, vented dual pot Brembo disc brakes front and rear and aluminum wheels. In effect they are real cars in miniature. The four models chosen were based on the AC Cobra, the Ferrari GT250 California Spyder, the Aston Martin DB5 and the Jaguar XK120. Harrington has made the cars fully adjustable because it understands that the cars will be used not just by kids, but also by their parents. The cars retail at $12,399 plus shipping, but you get a 20 percent discount if you buy two. The latest idea is a two-thirds scale racing car, based on the Lotus 25 F1 car.

Harrignton's goal is to create a new class of racing that is more relevant to the real world than are karts. The firm today employs 128 people. The first generation cars have become collectors' items and are changing hands at much more than