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Another cutting-edge Italian supercar


mv

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The ground-breaking Mauro Forghieri-headed Project 1221 supercar, codenamed MF1, has the 1001bhp Bugatti Veyron firmly in its sights as it was revealed that it will have 'four digit power output'.

"Four digit power, four-wheel drive, a choice of manual or automatic gearbox, choice of only rear-wheel drive, the possibility to select power output and option choice to turn off traction control."These were some of the fresh new details to emerge today as the mysterious Project 1221 consortium 'dripped' out more information. Details that serve to make the whole project seem even more ground breaking.

Project 1221's press release today stated that "Planning and preparations are earnestly under way for the summer introduction of the marque or rather for the 'mise en scene' of the unveiling of the cryptic essence of Project 1221".

Chief engineer of Project 1221 is the legendary Mauro Forghieri, who will lead a dedicated development team that will also receive input from strategic engineering partner, Oral Engineering. Emanuele Nicosia, who now runs Design Service Network (DSN), a Swiss-based concern, heads up the design team, while Anna Visconti, who along with Nicosia founded Turin-based Beestudio in 1990, and is also a key player in DSN, will be responsible for the production development of the existing interior design concept. Lastly, Andreas Andrianos, is the Chief Executive of Project 1221, which will undertake the actual building, marketing and all the commercial aspects of this programme.

Today's media information, their third such release in the last month and a half, offered a small further insight into the technology of the project: "As to the MF1 itself we can confirm that it has four-digit horsepower and therefore not surprisingly, considering its intended role as an everyday car, permanent four-wheel-drive. Nevertheless, a rear-wheel-drive version - for the brave - is also being developed in parallel.

"Remaining in the transmission theme, the specification includes both manual and automatic gear change. As for the level of maximum available power, it could be instantly pre-selected by the driver according to varying conditions or whim.

In any case this feature is complemented by an 'on/off' traction control, which should be appreciated by most ", it concludes. Another helping of information from Project 1221, but this cutting-edge project still remains as mysterious as ever.

http://www.italiaspeed.com/2005/cars/other/project_1221/02/2402.html

+ other articles : http://www.italiaspeed.com/2005/cars/other/project_1221/01/2501.html

http://www.italiaspeed.com/2005/cars/other/project_1221/01/0801.html

Sadly no pictures as of yet. :cry:

  • 1 Monat später...
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I'd be a little surprised if this actually gets off the ground. When you get a bunch of ambitious entities together to form a project like this, without some kind of solid factory support from somebody. Plans (and financing) can fall through pretty quickly.

If the Veyron teaches us anything, it's that creating such a car, or like the Project 1221 is a challenge, even for a major automaker. It takes time, hard work, and lots and lots of money. Just ask VW.

Well, I reckon the veyron could have been finalised and released a while ago, if they hadn't based it on such an unappropriate design and hadn't wanted to use the DSG gearbox. These were the only big issues.

Of course, but anyone can build a 1000 horsepower car. Look at how many drag cars there are, it's not rocket science. The hard part was building one with a DSG, and all sorts of crazy shit. That takes bankful of money and a retirement home of time.

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Hallo mv,

 

schau doch mal hier zum Thema Zubehör für Andere Automarken (Anzeige)? Eventuell gibt es dort etwas Passendes.

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VW claims that so much time has been spent to ensure the Veyron's build quality is top notch, this is no doubt true in part. But I'm sure they've run into some technical challenges along the way. Making a car that is supposed to be the fastest, and making it all very refined, luxurious and artsy at the same time there would have to be.

some technical challenges
the understatement of the century. i can prove its a huge multitude of technically challenges:

proof:

quad turbo w16 = 4 * turbos + 4 * banks of cylinders + 4 * wheel drive

= 4 (turbos + banks of cylinders + wheel drive)

= 4 * technical challenges^3

therefore :

veyron technical challenges > some O:-)

  • 2 Wochen später...

yes, all that crap they shoveled into the veyron made it too heavy. If koenigsegg can take a ford engine a little over half as big, get 80% the output with a simple supercharger, and make a package over 1000lbs lighter, I'd say simple is better. A lot of good all those crazy things in the veyron do. As for build quality, they have top notch build quality on a golf too, and that didn't seem too difficult. I am suspicious of cars that are all extremes. What ever happened to that 1300hp Lotec that had manifolds that glowed red? Things too stupid to be true typically are.

  • 2 Monate später...

I thought they would use a turbocharged B12 (as they said it would have a remarkably low centre of gravity) but I was wrong. Gas turbine is the kind propulsion they've chosen.

Here comes the article from italiaspeed :

Coinciding with the annual Le Bourget Paris Airshow, Project 1221 reveal an exclusive insight into the fundamental feature of the MF1 supercar, and future projects.

Ever since the outset of Project 1221 news releases, critics, subdued by the standardized approach taken by the majority of manufacturers, have dismissed the unparalleled attributes assigned to the MF1.

Failing to step outside the boundaries of conventional technological applications, claims such as ?reliability? and a ?five-digit powerband? have clashed, portraying a seemingly impossible combination.

When the words ?Gas Turbine? come into play, the far fetched fantasy is transformed into a viable revolution, representing a world first for a production car. The use of gas turbines for cars is not a completely new concept, however, with the basic idea dating back to before the Second World War.

Gas Turbine basics

Gas turbines use a pressurized gas to spin a turbine, which is produced by the combustion of a fuel such as kerosene, or natural gas. The heat from the combustion expands air, resulting in a high velocity gas flow, which in turn is used to spin a turbine.

Gas turbines hold a variety of advantages over conventional reciprocating internal combustion engines, with very high power-to-weight ratios, as a result of relatively small dimensions. The need for maintenance is also considerably reduced, partly due to the fact that there are typically 80 percent less parts than in a conventional car engine. Further benefits include the availability of instant heat, and vibration free operation, which allow for improved luxury. Oil consumption is almost non existent, and engine life-expectancy is very long.

Early Gas Turbine development

In Europe, Rover was the leader of gas turbine engine development, approached by the government in 1939 to develop Frank Whittle?s basic design to a production ready state. At the time, the application of the design focused on aircraft, with a high possibility that Rover would eventually produce gas turbine engines for the RAF.

The project was highly confidential, referred to internally as design work for a supercharger. Although Whittle?s company was supposed to conduct the design work of the engine, Rover soon took charge, making serious adaptations to the basic concept. Whittle was soon left out of the project, with the ministry giving Rover the go-ahead to take on a completely new design. Rover were unsure whether to remain in the aero engine business, and eventually exchanged their leading gas turbine designs for the 700 bhp Rolls Royce Meteor engine, a modified V12 Spitfire engine for use in tanks.

Shortly after the war, Rover considered the prospect of using gas turbines to power cars, resulting in a long string of prototypes, including the 1950 Jet 1, 1952 T2, 1956 T3, and 1961 T4. Later on, the technology was also applied to commercial vehicles, with the Leyland gas turbine prototypes. In the 1950?s and 60?s, there were many other manufacturers experimenting with the concept, including Chrysler, GM, and even Fiat.

Race Car Gas Turbine Applications

Various race car projects also used gas turbine engines, including the 1963 Rover BRM, which drove in the 1963 and 1965 Le Mans 24 Hour races, although not entering as a competitor. There was also the Howmet TX Turbine, engineered by Ray Heppenstall, of which three examples were built in 1967 and 1968.

The 1967 Indianapolis 500 saw the team Granatelli STP-Paxton turbine car, using a 550bhp Pratt & Whitney gas turbine engine, mated to a Ferguson four-wheel drive system. On its inaugural Indy 500 race in 1967, the STP Paxton turbine car led the pack for 171 laps in the hands of Parnelli Jones. Frustratingly for the team, the car coasted to a stop on lap 196 of 200 when a bearing in the gear casing failed.

Lotus worked with Granatelli to develop the four-wheel drive gas turbine Lotus 56 Formula one car. Four cars were entered in 1968, but failed to succeed due to crashes and mechanical problems, although these were not related to the gas turbine powertrain. Gas turbine engines were banned from Formula one in 1969.

MF1, unrivalled features

In similar fashion to the first Rover prototype and the Granetelli developed cars, the MF1 uses a four-wheel-drive transmission system. The mid-mounted gas turbine is located low down, resulting in a low centre of gravity, whilst allowing for a relatively large luggage area at the rear. This is supplemented by an additional area at the front.

The smooth running, reliable gas turbine engine provides effortless performance, singularly delivered in outstanding comfort and safety. A key benefit of the gas turbine is in the wide range of use, offering instant exhilaration, as well as a reliable and soothing daily means of urban transportation. With a high power, yet low weight engine as a basis, engineers have had the luxury of being able to add additional features to the car, such as armor plating.

The Le Bourget airshow serves as an appropriate venue for the presentation of the gas turbine concept, with Project 1221's strategic partner being a key player in the aeronautic industry. It is expected that Project 1221 will use similar gas turbine technology for future projects, including boats and aircraft.

A joke? Au contraire. Gas turbines for cars are a good idea, especially with the great advancement in turbine technology over the past decades. It's surprising it hasn't ever been attempted on a wider scale. Why big rigs don't use them who the hell knows.

If a 1,500hp. gas turbine can power a 69 ton Abrams battle tank to over 40 miles per hour (governed) think of what it can do for a performance car. But yeah, let's hope they didn't forget the brakes. Over all though, I'm not much for cars of technological excess just for the hell of it.

Gas turbine engines were banned from Formula one in 1969.

Can you say, 'politics'?

The turbine powered 'Project 1221' that MV speaks of is not related to anything Bugatti is doing. It's a private venture cloaked in secrecy aimed at trumping the Veyron.

Question is, will it really see the light of day?

Yeah, if it were Bugatti related I would probably not post it into "Another cutting-edge Italian supercar" topic. :)

But considering the often "shift-aways" in discussions from original topics here (or on discussion forums in general) I can get you've misunderstood.

If you want to know more about the MF1 I suggest visiting this page :

http://www.project1221.com/Updates.html

And as for your question LNC, I would say our natural pessimism about 1000+hp cars caused by the Veyron is bound to be defeated, sooner or later.

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