In his recent reporting on the Bugatti Chiron, which could pack 1500 horsepower, hit 288 mph, and have swing-up doors, Automobile Magazine’s Georg Kacher stated that the Veyron successor has been delayed until 2016, and with the Veyron’s 450-car run just about finished, a very limited run of speedsters based on the model could be built to “keep the workforce busy.” That is, of course, to say nothing of funneling millions upon millions of bucks into Bugatti’s coffers.
The report provided no hint of what sort of modifications would be made to the car to turn it into a speedster. How much might the windshield be chopped for Speedster duty? Would it have an occasional-use roof panel? Would it use the Veyron name? Will Bugatti replace all the hair lost when owners inevitably perform top-speed runs? Nor did the report give an estimate of how many millions of dollars such a thing would cost.
Predictably, when we inquired, Bugatti was mum on the topic, with spokeswoman Manuela Hoehne stating, “These are speculations we do not comment on, as we, in general, do not participate in speculation about future products.” So we’ll just have to take Kacher’s word for it.
We sure hope he’s right, as the idea of a Veyron speedster sounds like the stuff of legends—although Bugatti already has cars based on those—and perhaps the most desirable and collectible of all the variants.
Daimler is in attack mode in China. The company has invested $ 140 million in a new analysis and improvement center there, the heart of which is an advanced design studio that will be taken more than subsequent year by Hubert Lee, who at the moment heads the studio in Carlsbad, California.
With this investment, the organization aims to catch up with Audi and BMW, and the Vision G-Code concept vehicle is a symbol of this charge forward. At very first glance, the compact hatchback seems unspectacular its soft shape and subdued lines fit in effectively with Daimler’s current styling language as defined by the C- and S-classes. At 161.4 inches extended, 59.1 inches tall, and 74.8 inches wide, it is sized just like today’s popular compact crossovers.
Standing on 21-inch wheels with carbon-fiber spokes, the G-Code is fitted with an electrically powered roof rack and LED headlights that extend and move like the lens of a compact camera when activated. The daytime running lights mimic the shape of a “G” like on the 2012 Ener-G-Force idea, but inverted.
It may look like it would match correct into today’s site visitors, but the G-Code is far more visionary than you might think. The front is dominated by a fake “grille” that makes use of lighting effects to inform bystanders about which mode of propulsion is presently in use. It is supposed to remind us of the starship Enterprise’s “warp drive,” says Daimler. Even so, Daimler’s notion is powered by a front-mounted hydrogen-fueled internal-combustion engine and a rear electric motor.
At standstill, the grille is lighted blue. When driven on electrical energy only, the blue light moves inwards, and in hybrid mode, the color turns purple. In Hybrid Sport mode, the illumination is bright red, and the “stars” move outwards. It’s not a warp drive, and it is about as realistic. Daimler hastens to assure us that no hydrogen IC engine is close to series production.
The G-Code can take in power by means of the most curious techniques. The paint doesn’t only function like a solar cell, it can also make use of wind energy. And the power from the movements of the hydraulic chassis can be harnessed as effectively.
The interior is probably even a lot more futuristic. You enter through normal front and “suicide” rear doors—there is no B-pillar—that can be activated by a smartphone after ensconced, the entire dashboard moves into place, the steering wheel unfolds, and the air vents magically seem. A lot of smartphone functions can be displayed on the dash.
Daimler speaks of “quite fantastical aspects” of the G-Code, and talks about how it introduces suggestions that even “our grandchildren may possibly take into account state of the art.” Let’s hope the refreshingly unaggressive aesthetic makes it into series production before that.
Motorists could soon bid bye-bye to blow outs and ta-ta to tyre adjustments as producers develop the airless tyre.
Pneumatic drill
It sounds improbable but a replacement for the pneumatic tyre has been several years in development. In reality, some off road automobiles already use airless tyres.
The military have also tested the new-age wheels. So it most likely will not be long before the likes of you and me will match airless tyres to our own automobiles in a move that could revolutionise the motor industry.
Manufacturing giants Michelin and Bridgestone have both developed airless tryes. So has Polaris, an American firm that specialises in all-terrain cars.
Yet another fine mesh
The Polaris airless tyre is created up of a hexagonal honeycomb mesh surrounded by a rubber tread and looks like some thing out of Terminator.
It is not only puncture-proof, but Polaris claims it is also quieter and gives a smoother ride, especially over rough terrain, thanks to its greater shock absorption.
It is named the TerrainArmor. And if it occurs to be hit by a .50 caliber bullet travelling at the speed of sound, it will hold rolling for 350 miles.
I can believe of a couple of neighbourhoods exactly where that may possibly come in useful…
Bridge of sighs
Bridgestone’s initial generation airless tyre came out in 2011, but its capability was limited, with a maximum load bearing weight of just 220 lbs and a prime speed of 3.7 mph.
The firm unveiled its second generation tyre at the Tokyo Motor Show in 2013 – and it’s a lot more viable.
Spokes of thermoplastic resin help the rubber tread and can bear weights up to 904 lbs and travel at speeds of 37 mph.
It is environmentally friendly, also, as the materials utilized in the manufacture of the air-free tyre are totally recyclable.
Wheel of fortune?
Michelin’s version of the airless tyre created its debut in the nineties.
The firm won plaudits for the design and style, but not for the name – Tweel, a rather cheesy mixture of tyre and wheel.
The Tweel went on sale in 2012, but as yet is only available for industrial autos.
Hit the road, jack
There’s lots to like about airless tyres. For a start off, they get rid of the need to have to get out the jack at the side of the road to change the wheel soon after a puncture.
They also guarantee a smoother ride, environmental benefits and a lengthy lifespan.
Inflationary pressures
But they are not but ready to hit the road, so to speak.
There’s the price tag tag for one point. Airless tyres price about £700 a piece, which is most likely beyond the monetary reach of the typical motorist.
Sting in the tale
The police might also have a issue with air-totally free tyres.
You know these spike strips or stingers they lay across the road to stop criminals in their tracks? Effectively they wouldn’t have a hope of stopping a car equipped with airless tyres.
So while they may have all manner of benefits, they might not truly be street legal. So don’t hold your breath.
Motorists could soon bid bye-bye to blow outs and ta-ta to tyre adjustments as companies create the airless tyre.
Pneumatic drill
It sounds improbable but a replacement for the pneumatic tyre has been numerous years in development. In reality, some off road vehicles already use airless tyres.
The military have also tested the new-age wheels. So it almost certainly won’t be long before the likes of you and me will match airless tyres to our personal automobiles in a move that could revolutionise the motor market.
Manufacturing giants Michelin and Bridgestone have both created airless tryes. So has Polaris, an American firm that specialises in all-terrain vehicles.
Yet another fine mesh
The Polaris airless tyre is made up of a hexagonal honeycomb mesh surrounded by a rubber tread and appears like something out of Terminator.
It is not only puncture-proof, but Polaris claims it is also quieter and provides a smoother ride, specifically more than rough terrain, thanks to its greater shock absorption.
It is referred to as the TerrainArmor. And if it occurs to be hit by a .50 caliber bullet travelling at the speed of sound, it will preserve rolling for 350 miles.
I can feel of a couple of neighbourhoods exactly where that may possibly come in useful…
Bridge of sighs
Bridgestone’s 1st generation airless tyre came out in 2011, but its capability was restricted, with a maximum load bearing weight of just 220 lbs and a leading speed of 3.7 mph.
The firm unveiled its second generation tyre at the Tokyo Motor Show in 2013 – and it is a lot far more viable.
Spokes of thermoplastic resin support the rubber tread and can bear weights up to 904 lbs and travel at speeds of 37 mph.
It is environmentally friendly, also, as the materials used in the manufacture of the air-free of charge tyre are completely recyclable.
Wheel of fortune?
Michelin’s version of the airless tyre produced its debut in the nineties.
The firm won plaudits for the style, but not for the name – Tweel, a rather cheesy combination of tyre and wheel.
The Tweel went on sale in 2012, but as but is only available for industrial cars.
Hit the road, jack
There’s lots to like about airless tyres. For a begin, they eliminate the need to have to get out the jack at the side of the road to adjust the wheel following a puncture.
They also guarantee a smoother ride, environmental benefits and a lengthy lifespan.
Inflationary pressures
But they are not yet ready to hit the road, so to speak.
There’s the price tag tag for one factor. Airless tyres cost about £700 a piece, which is possibly beyond the financial reach of the typical motorist.
Sting in the tale
The police may also have a issue with air-totally free tyres.
You know those spike strips or stingers they lay across the road to cease criminals in their tracks? Nicely they wouldn’t have a hope of stopping a automobile equipped with airless tyres.
So although they may have all manner of advantages, they may not actually be street legal. So do not hold your breath.
