Veyron 16.4 EB
Source - Bugatti
Hardly any other technical development has influenced the life of men as much as the automobile and hardly any other design development has been as fascinating as automobile designing. In this context, the
Bugatti name has a very special meaning. Right from the beginning of automobile designing, Ettore Bugatti and his son Jean signed for genial creations and made them timeless works of art. Surely, there will always be a great responsibility towards the tradition of this name brand, even if the design of a new Bugatti vehicle has to be, quite obviously, oriented towards the future. Apart from traditional influences, the premise for designing the Bugatti Veyron 16.4 are subject as well to developments in the technical realm. At the outset of a project development, it is important to follow an approach allowing for a wide variety of ideas. Many exceptional historic car models stimulated the search for a large number of elements of the design of the Bugatti Veyron. Over weeks and months, hundreds of sketches, drawings and conceptual presentations were worked on. Step by step, the most promising ideas and concepts were filtered out and brought on to the next stage of realization: to the phase of three dimensional models. At first, a relatively large number of Veyron models were created in a small scale, until here again a clear-cut decision had to be made to finally move on to a more realistic model in a 1:1 scale. On this model, which is based on a basic construction of wood with different layers of clay permitting experiments in every conceivable direction, the final design down to the smallest detail will eventually emerge. The completely elaborated clay model then becomes the basic tool to lead to the final design decision. Aerodynamics For the Veyron 16.4 high speed sports car, the aerodynamics are of great importance. The smallest modifications of the external form, specially at the front and rear spoilers, will be felt in terms of drag and drift behavior. In a wind tunnel and using a 1:4 model - true in every detail - of the Bugatti Veyron, the free-stream velocity and drift behavior of the vehicle was examined. Under such conditions the sports car was tested up to a speed of 400 km/h. Speed plays a decisive role at such research proceedings, because the aerodynamic forces increase exponentially with higher speeds. For instance, double the speed from 100 to 200 km/h, mean, consequently, a multiplication by a factor of four of the aerodynamic forces. Through increased drift forces, higher wheel loads can be achieved, meaning that greater forces may be transferred through the tires. It follows that the Veyron can attack bends at higher speeds, it has an improved braking deceleration and a noticeably higher traction when accelerating out of a bend. Research in the wind tunnel must establish that the free-stream velocity does not fail under any circumstances and the drift remains high enough at all times to assure the excellent driving performance of the Veyron 16.4. Likewise, the optically most noticeable aerodynamic component, the tail wing, is perfected in the wind tunnel. An equally important share in the development work is taken up by designing the frontal air intake openings and the air flow below the vehicle. Whereas a flat underbody between the wheel axles is advantageous for the air flow, the front spoiler serves to cause a suction effect, the so-called 'ground effect'. The Bugatti engineers were aiming at an optimal aerodynamic balance, which results in an almost neutral driving performance at the highest possible wheel load values. The values measured in the wind tunnel are collected and are directly fed into the channles of the ongoing engineering work. In this way, even the slightest aerodynamic adjustments and improvements may be taken into account practically minutes before starting the production process. Transmission If it were not a solution specifically created for the Bugatti Veyron 16.4, the new seven-gear transmission could have come from the Royal Class of motorcar sports. The transmission is sequentially switched through toggle switches on the steering wheel. There is no clutch. The double clutch system permits switching times of maximally 0.2 seconds. The engine power gets to the wheels through a continuous 4-wheel drive. Interior
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The interior of the Bugatti Veyron 16.4 is a 'whole new world' by itself in terms of exclusivity, quality of workmanship and functionality: the feeling for something very special uninterruptedly continues into the interior of the car. Sportive and luxurious elements form here a unique symbiosis, whose function interconnection instantly becomes apparent in the interaction of the individual components so genially set in harmony with each other and which on first sight conveys a maximum of superiority. The instruments of the Bugatty Veyron 16.4 with its large centrally located tachometer and the four surrounding additional instruments recall the legendary car racing past of the trademark. By the way, this particular feature clearly demonstrates, that virtues of car racing, such as doing without something superfluous, provides not only an interesting contrast to today's trend to overloading, but also conveys the impression of a harmonic perfection in the overall concept of the interior and, in this way, emanates a uniquely concentrated and uncompromising sportiveness. An optimal sound in the interior is provided by a high-end sound system built by Dieter Burmester, Berlin's Hi-Fi manufacturer par excellence. The functional switches embedded into the instrument panel, the center console and in a module on the sky are designed as precious and stylistically consistent toggle switches. Their traditional apparance underscores the sportiveness of the interior.
The sports car, capable of more than 400 km/h, is driven by a 16-cylinder mid-engine, that at 710 mm long is no larger than a conventional V12 unit, and due to its lightweight construction weighs only about 400 kilos.
Its compact dimensions are due to the unique arrangement of its cylinder banks in a W configuration.
Two VR8 blocks, each with a fifteen degree bank angle, are joined in the crankcase to form one engine. Both eight cylinders are set at an angle of ninety degrees to each other and are aspirated by a total of four exhaust gas turbochargers. The engine delivers 1001 HP at 6,000 r.p.m. and provides a maximum torque of 1250 Newtonmetres at between 2,200 and 5,500 r.p.m.
To apply the power of the 64-valve unit to achieve satisfactory driving dynamics both in everyday traffic and on the racetrack, the Bugatti development team of Dr. Franz-Joseph Paefgen and Dr. Wolfgang Schreiber has realized a propulsion unit that is without parallel in its complexity.
If the extreme engine power is a master stroke of genius, its conversion for road use is an equally tough challenge. As Dr. Schreiber says 'For 1000 HP propulsion power, the system demands approximately 2000 HP to be additionally generated as heat energy during combustion. Half in each case is dissipated in the exhaust gas and cooling water'. To do this, the Bugatti engine has two water circuits. The larger of the two with 40 liters of cooling water has three coolers in the front section of the car, to keep the engine at operating temperature. The second circuit, called the low-temperature system, has a separate water pump and contains 15 liters of cooling water.
These are used to cool, by up to 130 degrees, the charged air, heated during compression in the turbochargers, in two heat exchangers mounted on the engine. The cooled, charged air then passes through two 'air manifolds' into the combustion chamber, which it then leaves as exhaust gas at approximately 1,000 degrees. It then passes through the turbines of the exhaust gas turbochargers. This causes the exhaust gas to expand, so that it is cooled by up to about 150 degrees, is then cleaned in the catalyzer and exhausted. In addition to its unique compactness, the high performance of the power unit is the centrepoint of the development. Lightweight materials are used that not only result in a low power-to-weight ratio but also particularly provide the spontaneous response of the moving engine-internal masses.
In addition to piston rods of titanium, the so called 'easy runners', the eight-stage oil pump integrated into the crankcase for dry sump lubrication has light aluminum gears. Because the arrangement of the 16 cylinders ensures extremely quiet running, only a small flywheel is needed.
The use of motor sport technology is evident not only from the plasma-coated running faces of the cylinders but also by the use of high-strength steel for the shafts and gears in the aluminum crankcase. Unique in engine design is the integration of knock and misfiring detection in an ion current system. Because the multiplicity of cylinders means very quiet running and ensures that the velocity difference will be extremely small in the event of a cylinder misfire, cylinder-selective detection by measuring rough running is not reliable enough. Therefore, Bugatti Ion Current Sensing (BIS) is used.
The ion current flowing at each spark plug at the timepoint of ignition is monitored by a separate evaluation sensor system.
The data obtained is passed to both engine control units. If knocking combustion or a misfire is detected, the associated control unit immediately initiates countermeasures, such as retardation of the ignition timepoint, shutdown of the cylinder or reduction of the charge pressure. According to the head of Bugatti Unit Development Gregor Gries, 'The aim of our technology is to generate the maximum performance from the engine in a stable, clean manner'. The power generated in the engine is transferred to the flange-mounted direct manual gearbox (DSG). The torque and speed is then transmitted, through the gearing of seven forward and one reverse gear, via a universal drive to the front axle gearbox and via a second universal drive, along the right side of the engine to the rear axle gearbox. Both the DSG and both axle gearbox housings are of lightweight aluminum construction. The drive power is distributed to the front and rear axles by means of a Haldex coupling, an actively-controlled multi-disk, inter-axle lock directly connected to the front axle gearbox. The following front axle differential distributes the power to both front wheels. In the rear axle differential the power is distributed to the rear wheels via a bevel gear and a further differential. In addition, an actively-controlled, hydraulically-actuated, multi-disk differential lock is installed here. When necessary, it prevents speed differences between the rear wheels and ensures optimum directional stability when accelerating and when cornering under load. All load distribution functions are completely automatic and are undetected by the driver. The Bugatti marque has since earliest times been regarded as a central force in the advancement of automobile development by innovative solutions. A position deservedly maintained by the first
from website:
http://www.conceptcarz.com
