convertible Archives

Ferrari 296 GTS has Southeast Asian premiere at Sepang International Circuit

Just a few months after its global debut, the Ferrari 296 GTS – the ‘topless’ version of the 296 GTB – is in Malaysia, with its Southeast Asian premiere held at the Sepang International Circuit recently. Apart from the allure of being a berlinetta spider, this is the first ever Ferrari spider with a rear-wheel drive-only PHEV (plug-in hybrid electric vehicle) architecture in which the engine is integrated with a rear-mounted electric motor. The hybrid drivetrain is derived from Ferrari’s Formula 1 racing cars and another example of racing technology being transferred to road cars.

Plug-in hybrid powertrain
The 296 GTS uses the new 663 ps 120° 2992 cc V6 coupled with an electric motor capable of delivering a further 167 ps, the same unit found in the 296 GTB. With the additional power generated by the electric motor, total system output from the powertrain is 830 ps/740 Nm, of which 165 ps comes from the electric motor. This allows it to achieve a new specific power output record for a production car of 221 ps/litre.

*Hybrid powertrain technology used in Ferrari’s Formula 1 racing cars has been brought to the 296 road car.*

The powertrain assembly comprises the engine that powers the rear wheels via the 8-speed DCT and E-Diff, and the MGU-K located between the engine and the gearbox. A clutch is set between the engine and the electric motor to decouple them when in electric-only eDrive mode.

Sound-wise, the V6 engine rewrites the rulebook by harmoniously combining two characteristics that are normally diametrically opposed: the force of the turbos and the harmony of the high-frequency notes of a naturally-aspirated V12. Even at low revs, inside the cabin, the soundtrack features the pure V12 orders of harmonics; at higher revs, there is that typical high-frequency treble. This Ferrari’s soundtrack matches its performance, creating a sense of unprecedented involvement even with the top down.

Power with efficiency
Being a PHEV gives the 296 GTS the best of both worlds – lighting quick performance and also zero emissions motoring which can be up to 25 kms in all-electric eDrive mode. As was the case with the SF90 Stradale, customers who want to take the car further, especially on the track, can specify the Assetto Fiorano package which includes lightweight features and aero modifications.

The innovative top

With the RHT (retractable hard top) in use, the silhouette remains very similar to that of the 296 GTB. When it is stowed away, a sleek, sporty design is created. The lightweight RHT takes 14 seconds to retract or deploy at speeds of up to 45 km/h.

The need to stow the RHT inside the engine compartment required the creation of a new tonneau cover design. As a result, the folding roof splits into two sections that fold flush over the front of the engine, thus maintaining the engine bay’s thermal dissipation characteristics and the balance of the overall design. This also allowed the designers to introduce a window in the rear section of the engine cover through which the new V6 is clearly visible.

When the top is retracted, the cabin and the rear deck are separated by a height-adjustable glass rear screen which guarantees optimal passenger comfort even at high speeds. The separation line between the car’s body and the roof is above the B post.

Redesigning the 296 GTS’s engine bay to seamlessly integrate the RHT means that the engine has the same rich tone and intensity as the 296 GTB when the roof is up. The exhaust resonator system (Hot-Tube) has been optimised for the new cockpit geometry. The dropping of the top creates a direct, completely unobstructed connection between the cockpit and the sound produced by the single tailpipe exhaust line.

Radical aerodynamic solutions
The 296 GTS adopts several radical and innovative solutions in aerodynamics. The aero choices have turned the active aero paradigm, introduced from the 458 Speciale onwards, on its head. On the 296 GTS, an active device is being used not to manage drag but to generate extra downforce. The LaFerrari-inspired active spoiler integrated into the rear bumper allows the 296 GTS to generate a high level of rear downforce when required – up to a maximum of 360 kgs at 250 km/h.

The aero development work done on the 296 GTS means that even in low-drag configuration, the car can deliver more downforce than previous applications. In high-downforce configuration, there is an additional 100 kgs in downforce, thanks to the active spoiler.

The brake cooling system was developed around the Aero calipers that debuted on the SF90 Stradale, with ventilation ducts integrated into their castings. This cooling concept requires a dedicated duct to correctly channel cool air coming in through the air intakes on the front bumper through the wheelarch. In the case of the 296 GTS, the intake has been integrated into the headlight design.

This made it possible to push the design of the car’s underbody to new extremes, increasing the cooling capacity of the underbody without having to adopt any active front aero mechanisms. The signature aerodynamic element at the front of the 296 GTS is the ‘tea-tray’, a concept widely applied to single-seater racing cars. The rear surface of the bumper works in synergy with the upper surface of the tea tray to create a high overpressure field, which counteracts the depression field that characterises the underbody.

High levels of driver engagement
The car’s dynamic development focused around boosting pure performance and delivering class-leading levels of driver engagement. The targets were achieved by honing the architecture and keeping all the main vehicle components as compact as possible, as well as managing energy flows and their integration with the car’s vehicle dynamic controls.

The 296 GTB’s chassis was redesigned and optimised to improve torsional rigidity and bending stiffness compared to previous spider applications. From a chassis perspective, at 2600mm, the wheelbase is 50 mm shorter than previous Ferrari mid-rear-engined berlinettas to the benefit of the car’s dynamic agility. Other solutions that enhance the car’s handling and performance include the brake-by-wire system, the ‘Aero’ brake callipers, electric power steering, the rear active aero device and SCM-Frs magnetorheological dampers.

Meticulous attention was paid to reducing weight to ensure the car’s balance and delicacy of handling. The added weight of the hybrid system was offset by a number of different solutions, including the new V6 which weighs 30 kgs less than the V8 unit used on previous berlinettas.

Digital interface for cockpit
The 296 GTS’s cockpit was developed around the new concept of an entirely digital interface. This interior layout draws on the latter’s stylistic coherence for its forms. While with the SF90 Stradale the designers wanted to highlight the presence of the advanced technology and underscore a clear break with the past, in the case of the 296 GTS, the idea was to clothe that technology to sophisticated effect.

The cabin has the concept of the formal purity of the functional elements. When the engine is off, the onboard instruments go black, underscoring the minimalist look of the cabin. Exclusive Italian leather trim to the seats and trim is further enhanced by the noble technical materials used on the functional components. Aerodynamic flaps have been integrated into the rear trim structure to reduce buffeting and increase comfort in open-top driving.

The sculptural door panel is a seamless continuation of the dashboard in terms of both materials and colour. On the central medallion, the styling cue is a deep lozenge-shaped scoop, a three-dimensional element. This type of architecture makes the entire door panel look extremely light and integrates the theme that connects it to the rear trim.

“The convertible version of Ferrari’s first 6-cylinder road-going car takes driving thrills to new heights. Subtly restyled to accommodate the open top, the Ferrari 296 GTS adds a sense of freedom to the fun of every journey. At the wheel of the 296 GTS, you get to enjoy the result of Ferrari’s exploration into electric technology and also have the ability to make the most of the weather and your mood, maximising driving pleasure,” said Damien Woo, General Manager, Ferrari Malaysia, Naza Italia Sdn Bhd.

With Ferrari’s 7-Year Genuine Maintenance programme, the 296 GTS is priced from RM1,448,000 (before duties, customization options, taxes and insurance) from Ferrari Malaysia.

2022 Maserati MC20 Cielo spyder

In September 2020, Maserati launched its latest supercar – the MC20 (which stands for ‘Maserati Corse’ and ‘2020’) as part of a long-term plan to return to greatness, especially in the performance segment. Now comes a ‘topless’ version – the MC20 Cielo spyder – which has a similar overall form as the MC20 but also its own distinct character.

With ‘Cielo’ meaning ‘sky’ in Italian, the design’s emphasis is on bringing the clouds and stars into the cabin, so to speak. This is achieved courtesy of a powered mechanism that folds the roof into a storage area at the rear. The roof is said to be best-in-class in terms of thermal insulation and of opening/closing speed (12 seconds).

An open feeling is also possible with the roof in place, thanks to electrochromic ‘smart glass’. With the press of a button, the glass can go from opaque to clear, or reverse the process. Electrochromic glass has been around for some time now and used in non-automotive applications as well. It is usually offered with more expensive high-end models for sunroof applications and is also used for rearview mirrors.

In the case of the MC 20 Cielo’s sunroof, Polymer-Dispersed Liquid Crystal (PDLC) technology is used. The glass switches its transparency using electricity charges that cause special elements sandwiched in the glass to darken or lighten.

The MC20 Cielo is equipped with an optional High Premium Sonus faber audio system. This has been specially optimized to fit the unique acoustic and positioning needs of the spyder’s cabin which will, at times, be open. The system’s 12 speakers have been located to give the natural sound quality that distinguishes audio systems from the Italian specialist in high-end audio systems,

Like the MC20, the MC20 Cielo has spent a long period in the wind tunnel to refine the aerodynamic efficiency of its minimalist design. There are certain ‘wow’ features that are common, eg the butterfly doors which open up like wings unfolding upwards. They are designed to make it easier for the driver and passengers to get in and out despite the low floor.

The engine is the Maserati-patented 90-degree V6 Nettuno twin-turbo petrol engine with the Twin Combustion Chamber. This approach increases combustion efficiency by using a pre-combustion chamber with twin spark plugs. The concept has so far been used only in F1 engines, so this is another example of F1 technology being transferred to a road car. Though supplied by Ferrari, the engine has been further developed by Maserati’s own engineers and is also built on its own premises.

From the 3000 cc of displacement, 630 bhp/ 730 Nm are produced, delivered to the rear wheels through an 8-speed, dual-clutch transmission.

The MC20 Cielo, like its brother, has a carbonfibre monocoque tub enclosed by a lightweight carbonfibre and aluminium bodyshell. The platform is also ready for electrification in future without requiring much structural alteration.

The MC20 Cielo is offered with an exclusive Acquamarina colour, available as part of the Maserati Fuoriserie customisation programme. This launch colour uses a 3-layer paint based on a racing-inspired grey, with an iridescent mica in aquamarine.

To make the connection between the spyder’s elegance and sporty soul even more exclusive, customers can choose the PrimaSerie Launch Edition. This is a limited series with exclusive features such as the Acquamarina bodywork, ice-coloured interior and even a few golden details.

Wiesmann reveals ‘Project Thunderball’, its all-new electric sportscar

Wiesmann, a German carmaker founded by two brothers, has been in existence since 1988 although it may not be as well known as other specialist carmakers. Until it ran into financial problems and ceased operations in 2014, it had a steady business making and selling retro-styled sportscars with BMW M V8 and V10 engines.

It came out of dormancy in 2016 after being qcquired by Contex Global, a technology company, and has since been developing new models. One of them, codenamed ‘Project Thunderball’, is an electrically-powered convertible sportscar with rear-wheel drive. Development appears to have been completed and a fully engineered car built for preliminary presentation to the world.

With the promise of being ‘the world’s most exciting electric sports car’, the Thunderball (we don’t know if that will be its name in the market) has two electric motors at the rear end. These have a combined output of 494 kW (671 ps) and 1,100 Nm, which should take the 1,700-kg roadster from standstill to 100 km/h in a claimed 2.9 seconds.

The 83 kWh lithium-ion battery pack, which comes from another sportscar company, Roding Automobile, will have 800V technology and can be charged at levels of up to 300 kW. A 500-km range on a full charge is targeted.

*GT MF5, produced in 2009, had BMW V8 and V10 engines. Only 65 units were available.*

Having many years of experience developing sportscars, Wiesmann intends to maintain the driving dynamics that its customers have enjoyed in its combustion-engined models. One approach is the way it has programmed the regenerative braking system to give the sort of feel which has been lost in most electric vehicles today. The Thunderball’s system will have 5 levels of braking and stronger braking forces that drivers can manage when heading into turns.

The styling will still have some retro undertones although there are also elements of modernity which reflect the new era of powertrains (and also the company). Besides the signature grille shape that was last seen on the company’s MF5 model, the new car will also retain the long-nose profile reminiscent of British sportscars.

The interior, like the exterior, has a blend of retro and modern themes. Modern materials like carbonfibre will be used for the dashboard which will incorporate a large display screen and no less than 7 analogue meters. The sports seats will also have carbonfibre shells to keep weight low.

Wiesmann will build the Thunderball at its own factory in Germany and has indicated a starting price of €300,000 (about RM1.37 million).

Ferrari 296 GTS – the top comes off the 296 GTB

Perhaps our climate is not the best for open-top motoring but in other places in the world, conditions are perfect for driving around with the top down and there’s enough demand for convertibles that manufacturers still offer them. The Ferrari 296 GTS is the latest convertible to join the list, offering those who want a topless version of Ferrari’s mid-rear-engined PHEV a factory-built model.

As explained before with the report on the 296 GTB, the engine is a new V6 unit and the first 6-cylinder engine installed on a road-going spider from Ferrari. While it’s not Ferrari’s first V6 (the first one was in the 1957 Dino 156 F2), it does usher in a new V6 era for the company. Total system output from the 2992 cc turbocharged engine is 830 ps/740 Nm, of which 165 ps comes from the electric motor.

This is the first ever Ferrari spider with a rear-wheel drive-only PHEV architecture in which the engine is integrated with a rear-mounted electric motor. This is derived from Ferrari Formula 1 racing cars and communication between the motor and engine is via the Transition Manager Actuator which allows them to run together efficiently and optimally.

Although the 296 GTS is about 70 kgs more than the 296 GTB, the performance claims are pretty much the same – 0 to 100 km/h in 2.9 seconds and a top speed of 330 km/h, while the range from the 7.45 kwh battery is said to be good for 25 kms running on electricity alone.

As with the SF90 Stradale, customers who require more extreme power and performance, especially if they are going to be on the track, can take the Assetto Fiorano package which includes lightweight features and aero modifications.

From a chassis perspective, at 2600 mm, the wheelbase is 50 mm shorter than previous Ferrari mid-rear-engined berlinettas to the benefit of the car’s dynamic agility. The 296 GTB’s chassis was redesigned and optimised for the 296 GTS to improve torsional rigidity and bending stiffness compared to previous spider applications. This was achieved to the tune of 50% in the case of the former and 8% in the case of the latter.

The styling of the 296 GTS has kept the clean and sophisticated lines of the 296 GTB. There was, of course, a clear focus on minimising the impact of any modifications on the exterior bodywork, always a challenge for a convertible variant. With the RHT stowed, the sleek silhouette remains very similar to that of the 296 GTB.

The need to stow the RHT (Retractable Hard Top) inside the engine compartment required the creation of a new tonneau cover design. While on the 296 GTB, the engine bay is completely horizontal and dominated by two flying buttresses in a nod to the 250 Le Mans, the 296 GTS’s tail is absolutely unique.

2022 Ferrari 296 GTS PHEV — *296 GTS with Assetto Fiorano package.*

As is the case with the 296 GTB, a dominant feature of the car’s architecture is the signature ‘aero bridge’. The overall effect is of an extremely compact cabin effortlessly integrated with the wings and flanks. The buttress theme is further enhanced by contrasting sculpted extensions that frame the engine cover screen and integrate the novel fuel filler and battery charge covers, avoiding architectural disharmony.

The lightweight RHT takes 14 seconds to retract or deploy at speeds of up to 45km/h. The separation line between the car’s body and the roof is above the B post. As a result, the folding roof splits into two sections that fold flush over the front of the engine, thus maintaining the engine bay’s thermal dissipation characteristics and the balance of the overall design. This also allowed the designers to introduce a window in the rear section of the engine cover through which the new V6 is clearly visible.

The 296 GTS has several radical and innovative solutions with regard to aerodynamics which have turned the active aero paradigm, introduced from the 458 Speciale onwards, on its head. The car has an active device used not to manage drag but to generate extra downforce. The LaFerrari-inspired active spoiler integrated into the rear bumper allows the 296 GTS to generate a high level of rear downforce when required (up to 360 kgs at 250 km/h with the Assetto Fiorano package).

The aero development work done on the 296 GTS means that even in low-drag configuration the car can deliver more downforce than previous applications. In high-downforce configuration, there is an additional 100 kgs in downforce, thanks to the active spoiler.

The rear diffuser has a very clean, linear design with a central channel that makes it possible to modify the direction in which the airflow sucked along the underbody is released into the car’s wake. This contains the vertical expansion of the car’s wake and thus drag.

Turbulence in the cockpit area is something which convertibles cannot escape but thanks to modern solutions, this can be effectively reduced to make things comfortable for the occupants. For the 296 GTS, the geometry of the trim behind the headrests is optimised to channel as much of the air as possible towards the tonneau cover to reduce the amount of flow recirculating inside the cabin. Aerodynamic flaps have been integrated into the rear trim structure to reduce buffeting and increase comfort in open-top driving.

As with the 296 GTB, the 296 GTS’s cockpit was developed around the new concept of an entirely digital interface. From a formal perspective, when the engine is off, the onboard instruments go black for a minimalist look. Exclusive Italian leather trim to the seats and trim is further enhanced by the noble technical materials used on the functional components.

Ferrari has not announced how much the 296 GTS will cost, but it would certainly cost more than the 296 GTB which, in Malaysia, is priced from RM1.228 million.

Polestar O2 concept shows that sportscars will still exist in the electric age

Polestar, the Swedish car brand in the Geely Group, began its existence as a racing team before its expertise was used to start developing high-performance Volvos. It must have done pretty good work that Volvo decided to acquire it in 2015 and designate it as a high-performance division. After Geely acquired Volvo, Polestar was made a company on its own specialising in electric vehicles. And as its background was in high-performance products, it is focussed on high performance.

So far, the company has come out with two production models with others on the way. It has shown a concept car called Precept which will become a production model eventually. And more recently, it surprised the automotive world with a second concept car, this time a roadster. Called the Polestar O2, this is a hardtop convertible which shows that even with in the electric age, there will still be sportscars that can offer driving pleasure.

‘Hero car’ for the brand
“Polestar O2 is the hero car for our brand,” said Thomas Ingenlath, Polestar’s CEO. “It opens the door to our ‘secret chamber’ of future potential. This is a taste of what we can design and engineer with the talent and technology we have in-house. It looks incredible, and being able to lower the roof and not hear an engine promises a superb sensation.”

The driving experience with the O2 is designed to be lively, light and full of confidence. Predictability and playfulness are core to exciting, spirited driving. Tight body control, high rigidity and intuitive dynamics are inherent benefits of the bespoke bonded aluminium platform, which is adapted from the upcoming Polestar 5, developed in-house by the R&D team in the UK.

The high quality and rigidity of the bonded aluminium platform are geared towards heightened dynamic response. Handling dynamics are taut thanks also to small roll angles and high roll damping, and the agile, direct steering feel is linear, with great steering torque build-up.

Related to Precept concept
Clearly related to the Precept concept car but with its own distinct character, the look of O2 shows how Polestar’s evolving design language can be adapted to different bodystyles with a strong family resemblance. The low and wide body with an assertive stance, compact 2+2 cabin design, minimal overhangs and a long wheelbase, embody classic sportscar proportions but with a clearly modern, electric feel.

Aerodynamics are manipulated to maximise range, thanks to disguised design features like integrated ducts that improve laminar airflow over the wheels and body sides, and the rear lights that function as air blades to reduce turbulence behind the car.

Sustainability and technology
The O2 also showcases advances in sustainability and technology. A new thermoplastic mono-material features extensively in the interior. The term ‘mono-material’ describes the use of a single base material to manufacture different components. In the O2, recycled polyester is the sole material used for all the soft components of the interior: foam, adhesive, 3D knit fibres and non-woven lamination. This simplifies recycling and is a significant step towards greater circularity, while also reducing weight and waste.

Polestar’s sustainability teams believe that materials should be recycled, not downcycled. In the O2, they have integrated a new method of controlling recycled content and improving circularity of metal components. Different grades of aluminium are used throughout the chassis to help deliver a thrilling driving experience.

These different grades are labelled, allowing them to be recycled more effectively and for their properties to be retained. High grade aluminium remains high grade, while other grades maintain their varied characteristics, allowing for greater material efficiency and a lower requirement for virgin aluminium.

Integrated autonomous drone
As a special feature, the O2 features an autonomous cinematic drone integrated behind the rear seats. Developed in collaboration with Aerofugia’s consumer electronics brand Hoco Flow, the concept drone can be deployed while the car is moving. An integrated aerofoil can be raised to prevent turbulence behind the seats where the drone launches from.

Once in the air, it can follow the car at speeds up to 90 km/h and be set to autonomously record video from above. A control panel on the dashboard allows the driver to choose between an atmospheric sequence – great for a coastline cruise – or a more action-filled sequence with a sportier expression. After filming, the drone can autonomously return to the car. Video clips can be edited and shared directly from the 15-inch centre display when the car is parked.

“We wanted to emphasise the experience you can have with a car like the Polestar O2 in new and unusual ways,” said Maximilian Missoni, Polestar’s Head of Design. “Integrating an autonomous cinematic drone was something that allowed us to push the boundaries on the innovation front. Not needing to stop and off-load the drone before filming, but rather deploying it at speed, is a key benefit to this innovative design.”

Polestar has not said it will make the O2 for sale but given the enthusiastic response to it, perhaps they may consider. In any case, there are three cars confirmed over the next 3 years and each ‘has potential to gradually realise some of the ideas presented by these concept cars’, the company said.

Aston Martin takes the top off the Valkyrie for California debut

The Valkyrie, a product of the combined design and engineering talents of Aston Martin and Red Bull Advanced Technologies (RBAT), is one of the world’s most extreme hypercars. Only 150 units will be built (all already sold), each priced from US$3 million (about RM12.707 million). Joining the Valkyrie at a California debut is the Valkyrie Spider and only 85 units will be available – all of which are also taken.

Taking the roof of the Valkyrie promises an even more intense experience, perhaps comparable to the feeling that Formula 1 drivers have. Of course, the Valkyrie Spider is a roadgoing car and so it must meet the high standards of comfort and luxury customers (who will pay more than US$3 million) will expect.

While the 1,155 ps hybrid V12 powertrain remains the same, the Valkyrie Spider has received revisions to its carbonfibre structure, plus precise recalibration of both the active aerodynamic and active chassis systems.

Key to superlative performance is the ultra-lightweight construction and high downforce aerodynamics package. The upper body surfaces of the teardrop-shaped cockpit and lower tub contours follow the envelope of space available between the huge full-length Venturi tunnels that run either side of the cockpit floor. Drawing huge quantities of air beneath the car to feed the rear diffuser, these tunnels are the key to generating Aston Martin Valkyrie Spider’s extraordinary levels of downforce, while keeping the upper body surfaces free from additional aerodynamic devices that would spoil the purity of the open-top styling.

There is only a marginal weight difference to the Coupe and a top speed of 330 km/h+ is claimed with the roof removed, and 350 km/h+ with the roof on). This makes it the fastest and most extreme open-top, road-legal Aston Martin ever built.

The same driver-focused cabin is provided, with F1-inspired low hip-to-heel height and near-central seat positioning, along with a 6-point safety harness to keep the occupants tightly in their seats at high cornering speeds. A centre rearview camera system along with front and rear parking sensors will aid the driver at both high and low speeds, with displays sitting just above the instrument panel.

The Valkyrie Spider, which can be ordered with lefthand or righthand drive, features a bespoke, removable lightweight roof comprising of a carbonfibre central panel, latching onto the tub at the rear and to the windscreen surround at the front, along with a pair of polycarbonate roof windows, hinged on either side. On opening the doors, the roof can simply be lifted off and stowed away.

Modifications to the carbonfibre tub have been made to support the removable roof panels and the open-top layout, as well as new doors. The now front-hinged dihedral doors, which are unique to Valkyrie Spider, have been redesigned to tilt forward.

“The Aston Martin Valkyrie is the product of incredible innovation and technology, but above all it has always been about emotion. With the Valkyrie Spider, we are taking that passion and emotion to the next level. The driving experience promises to be truly sensational. The sound of that 6.5-litre V12 engine revving to over 11,000 rpm with the roof removed is something I cannot wait to hear!” said Aston Martin CEO, Tobias Moers.

Audi unveils the Skysphere roadster concept

Going fully electric is like starting all over again in designing cars. Many of the constraints developed over the years by the conventional combustion engine and drivetrain no longer need to influence the design, and new approaches can be taken. There are also new technologies and materials to use, providing greater efficiency, safety and comfort.

Audi, like other carmakers who are rapidly electrifying their range, has been developing new models for this new ‘electric age’. With its products catering to the upper end of the market, the focus is on luxury models and the company has a new family of concept vehicles to show the world how its future designs will be.

The three Audi concept cars are the Skysphere, Grandsphere, and Urbansphere, and the common use of ‘sphere’ in their names refers to the space surrounding the passengers. Thus, much attention has been given to interior design.

The Skysphere is the first one to be revealed and its unveiling took place this Friday at Audi’s new design studio in California, where it was conceived and designed. The concept car will also be on display from this Friday at the Monterey Car Week in the same American state.

A roadster with variable length
The Skysphere has the form of a roadster and offers two different driving experiences: a grand touring experience and a sports experience. This makes use of a technical detail – the variable wheelbase. Electric motors and a sophisticated mechanism with body and frame components that slide into one another make it possible to vary the wheelbase itself and the exterior length of the car by 250 mm. At the same time, the ground clearance is adjustable by 10 mm to enhance comfort and driving dynamics.

With the touch of button, the driver can choose either the 4.94-metre long e-roadster in ‘Sports’ mode with a reduced wheelbase, or be chauffeured around in a 5.19-metre GT in the autonomous ‘Grand Touring’ driving mode. In both modes, the open top maximises the sense of freedom.

Lightweight strategy keeps weight to 1,800 kgs
Under the long bonnet are the electric systems and components, with most of the mass situated between the front axle and the windscreen line. An electric motor is positioned on the rear axle, delivering 465 kW (632 ps)/750 Nm to enable acceleration from standstill to 100 km/h in a projected 4 seconds. An aggressive lightweight strategy helps keep the overall weight of the large car to around 1,800 kgs, with 60% on the rear end.

The Skysphere’s battery modules are primarily positioned behind the cabin – an ideal configuration for the centre of gravity and agility. Additional modules can be found between the seats in the center tunnel of the interior – another position chosen in favour of vehicle dynamics. The battery’s capacity is expected to be more than 80 kWh, giving a range of more than 500 kms using the most economical mode.

Steer-by-wire
The steering system is steer-by-wire and controls both the front and the rear wheels. Because the system is not mechanically connected to the front axle, the driver can select different steering ratios and steering settings, all at the touch of a button. This allows the steering to be adjusted from extremely direct to comfortable, while high self-aligning forces can be changed to minimal self-aligning forces when parking, for example. The rear-axle steering and adaptive wheelbase also contribute to the car’s small turning radius.

The latest evolutionary stage of Audi’s adaptive air suspension has been implemented in the concept car and features 3 independent air chambers to provide a comfortable base suspension. Individual chambers can be deactivated for a more sporty ride with fast acceleration. The result is that the characteristic curve of the spring becomes more progressive, reducing roll and pitch to a minimum. Lowering the body by 10 mm reduces aerodynamic drag – particularly relevant when driving long distances.

Two dashboard layouts
Within the Skysphere, control elements such as the steering wheel and pedals can be swiveled into an ‘invisible’ position and thereby completely absent from the interior. This adds to the spacious environment inspired in many areas by the Art Deco universe. The comfortable seats boast the visual elegance of designer furnishings, yet fulfill the functions of a car seat in driving mode without any compromises. They are upholstered in sustainably produced microfibre fabric and, thanks to their variable position in the interior, offer the kind of freedom to move and legroom that can otherwise only be experienced when flying first class on an airplane.

Should the driver be in control, then the interior transforms into an ergonomically perfect driving machine cockpit. Together with the chassis and body, the instrument panel and the monitor panel on the centre console also move to the rear. Large touch monitors are used to manage the car and infotainment systems. In Grand Touring mode, this can be used to display content from the Internet, video conferences, or streamed movies.

A few weeks later, the second concept car, the Grandsphere, will be presented at the 2021 IAA Mobility show in Munich, Germany. In the first half of 2022, the Urbansphere will follow as the third concept car, perhaps at an event in China.

765LT Spider – McLaren’s most powerful-ever convertible supercar

Open-topped cars may not command big volumes but they are still very much in demand, at least in the upper levels of the market. So it is worthwhile engineering a convertible variant (and it’s not just a matter of leaving out the roof) as there will usually be more than enough buyers. That is likely to be the case with the new 765LT Spider, a complementary model to the 765LT ‘Longtail’ coupe that McLaren unveiled last year.

This new Spider is McLaren’s most powerful-ever convertible model and with only 765 cars to be available, it will be an exclusive McLaren with each unit having a pricetag starting from £310,500 in the UK (about RM1.823 million before Malaysian tax). MSO Clubsport Pack and MSO LT Black Pack options are available, plus other individual MSO options.

Carrying over the coupe’s dynamic and aerodynamic DNA with no structural compromise and only a minimal 49 kgs weight increase – primarily from the retractable hardtop and accompanying operating mechanism – the 765LT Spider weighs just 1,388 kgs,, which is 80 kgs lighter than a 720S Spider and around 100 kgs lighter than its closest comparable competitor.

High-performance lightweight materials feature throughout, with advanced carbonfibre technologies used for body components. Specific weight-saving components include titanium exhaust system (saving 40% over steel equivalent), Formula 1-grade transmission materials and thinner glass.

Up to 22 kgs has been saved in the development of the LT’s bespoke Ultra-Lightweight forged alloy wheels. These are fitted with Pirelli P Zero Trofeo R tyres specially developed for the 765LT. Titanium wheel bolts are also standard fit.

In addition to all this, a significant proportion of the 80-kg weight-saving over the 720S is achieved inside the cockpit. The carbonfibre-shelled racing seats fitted as standard are together 18 kgs lighter than the 720S sports seats.

The cockpit’s central tunnel is made of carbonfibre just 0.8 mm thick; the door pockets are replaced by nets; and carbonfibre has been used for such micro-details as the window switch surrounds, steering wheel clasp and Active Dynamics Panel surround. Further weight is saved by deleting the floor carpet (saving 2.4 kgs), air-conditioning system (1 0kgs) and audio system (1.5 kgs) – although the latter two can requested by customers at no extra charge.

The Spider version of the carbonfibre MonoCage II – designated MonoCage II-S – was developed alongside the coupe monocoque and shares most of its structural elements, including the windscreen surround. Such is the strength and stiffness of the structure that no additional bracing is required over the coupe – another weight-optimising factor. At the rear of the car, carbonfibre structural supports are fully bonded into the chassis to provide roll-over protection.

The electrically operated, one-piece carbonfibre Retractable Hard Top (RHT) goes from closed to open within 11 seconds (among the world’s quickest) and can operate at speeds of up to 50 km/h. The convertible roof design plays an integral role in the structure, featuring a carbonfibre frame within the RHT panel and creating a full carbonfibre shell when closed.

The roof mechanism, powered by 8 motors, is also among the world’s quietest. Occupants will experience a sound no louder than 50 dBA during operation, with a peak of 60 dBA during the latching process – twice as quiet as the roof of the 675LT Spider, the first convertible LT supercar.

The rear window, which can be lowered even when the roof is up to intensify the quadrophonic exhaust note, has its own motor, as does the RHT latching mechanism. All these motors are optimised to work in parallel, allowing the roof to begin to move before the tonneau has completely opened, which saves time

There are also additional comfort benefits for occupants: because it is a single-piece panel with no central seal, headroom is improved, while the extended length of the roof panel allows the tops of the A-pillars to be further forward, enhancing the sense of space and easing ingress and egress.

Like every LT, the new Spider is designed to excel on track; the ability to remove the roof makes it an even more immersive and compelling car to drive on the road. There is the same highly evolved aerodynamic package as the coupe but the active rear wing calibration is revised to reflect whether the roof is up or down. A recalibration of the dampers has also been necessary to account for the minor increase in weight. As a result, the Spider matches the coupe’s aero performance in every respect, with class-leading downforce 25% greater than that of a 720S Spider.

765 ps from the 4-litre twin-turbocharged V8 engine makes this the brand’s most powerful convertible, and it has a best-in-class power-to-weight ratio of 598 ps-per-tonne at lightest dry weight – with 800 Nm of torque. The transmission gear ratios have been revised and makes in-gear acceleration 15% quicker than a 720S Spider.

Alfa Romeo Duetto – the Italian Spider that seduced Hollywood

The Alfa Romeo Duetto enjoyed the longest ever lifetime of any Alfa Romeo model, seeing four generations and more than 124,000 examples produced over 28 years. And though it was the product of a famous Italian brand, the model actually had its roots in America, where it also seduced the Hollywood set.

Max Edwin Hoffman, an ex-racing driver who had fled to America during World War II, was the American importer for European car manufacturers in the 1950s. He was much more than a simple car trader; he gave advice to carmakers on commercial policies, asking for specific models, suggesting style variations and contributing to the creation of some of the most passionately admired sports cars ever made – one of which was the Giulietta Spider.

Getting the ‘perfect’ car for the Pacific Coast
In 1954, immediately after the launch of the Giulietta Sprint, he began to ask Alfa Romeo for a car that would be ‘perfect’ for the trendy Pacific Coast, convinced that everyone in Hollywood would want one. Hoffman managed to convince Francesco Quaroni, the head of Alfa Romeo, and Rudolf Hruska, the company’s engineer, to undertake the project. So confident was he of its success that he said he was willing to buy several hundred, even before he had seen the final designs.

Pinin Farina’s ‘beautiful young lady’
A style competition was set up between the two designers of the era: Bertone and Pinin Farina. From Bertone came an extreme vision, the daughter of Franco Scaglione’s 2000 Sportiva concept with a pointed front, streamlined headlights and rear fins. Pinin Farina’s proposal was designed by Franco Martinengo and was chosen on account of the elegance and classic balance of its shapes.

‘The beautiful young lady’, as Pinin Farina described it, began with a panoramic windscreen and sliding side windows. It had no handle inside the door; instead, a cable activated the door opening. Only later would a traditional windscreen appear, plus descending side windows, equipped door panels, folding roof, external handles and new interiors.

It was to be a pure sports concept, and Hruska adopted the Giulietta engine. This was a 1290 cc 4-cylinder unit which produced 65 bhp and could take the car up to 155 km/h. In subsequent versions, the power output became higher, and performance was escalated.

Finding a name for the model was a story in itself. A competition was organised in collaboration with all the European dealers. ‘Duetto’ won, but a problem with rights emerged due to a chocolate biscuit with the same name. This required the car to be launched as ‘Alfa Romeo Spider 1600’.

When it was time to launch the car to the American market, Alfa Romeo wanted something massive. It organised a transatlantic luxury cruiseliner, inviting the most exclusive celebrities from show business, sport and fashion. There were 1,300 of them on board when the Italian cruiseliner sailed from Genoa in Italy to New York, with a stopover in Cannes for the Film Festival. During the entire cruise, three examples of the new model were displayed on the ship’s bridge. By repeatedly highlighting the Italian nature of its product, Alfa Romeo anticipated the ‘Made in Italy’ communication drive by over a decade.

Steve McQueen’s opinion
Sports Illustrated magazine invited the legendary Steve McQueen (along with other ‘fast friends’) to drive the car and offer his impressions which were “It is a very forgiving car. Very pretty, too.” Besides being a well known filmstar, McQueen was a supercar collector and a skilful driver and rider (a nightmare for his insurance companies) so he knew what he was talking about. In those few words, McQueen’s judgment summed up the essence of Duetto and the uniqueness of Alfa Romeo: driving pleasure and pure beauty.

A year later, a young Dustin Hoffman was driving a Duetto at full speed to the music of Simon & Garfunkel in ‘The Graduate’. Iconic images of that car became sculpted in film history, launching a whole series of quotations where the Duetto was seen in hundreds of films and TV stories, going on to be a cult car in its own right. It quickly became a car which Hollywood stars loved, especially as it was an open top so they could enjoy the California sunshine and breezes of the Pacific.

When he was World Heavyweight Champion, Muhammad Ali had a Duetto which referenced his famous motto ‘Float like a butterfly, sting like a bee’ – his numberplate was customized to read “Ali Bee”. The Duetto name remained in the background but was consolidated in the memory of fans and became the nickname of all the car’s generations.

The 1966 Spider, the first of the series and the last masterpiece by Battista Pinin Farina, was called ‘Cuttlefish Bone’ due to its ellipsoidal shape, with rounded front and rear, convex sides and very low beltline. The second was the 1969 ‘Coda Tronca’, or ‘Short Rear’, eye-catching for the aerodynamic cut of its rear.

The third generation was the ‘Aerodinamica’ of 1983, named after its lengthy trials in the wind tunnel. In 1989, the last generation appeared in showrooms as the ‘IV Series’, a car with a clean and streamlined body, almost a return to its origins.

The top comes off the Ferrari SF90 Stradale

The SF90 Stradale, Ferrari’s hybrid plug-in electric vehicle (PHEV), has been joined by a topless version – the new SF90 Spider. Just as the SF90 Stradale was the brand’s first PHEV, the SF90 spider is its first production PHEV spider.

Though it loses its roof (when desired), the SF90 Spider’s performance is not compromised and it has the same extreme supercar specification. The retractable hard top (RHT) is the latest version of Ferrari’s signature retractable hardtop architecture.

2020 Ferrari SF90 Stradale — *SF90 Stradale, available in Malaysia priced from RM1.91 million.*

14-second operation
The RHT is so simple that it can open or close within 14 seconds, with operation possible even when the car is on the move. The use of aluminium in its construction also means that it is around 40 kgs lighter than a conventional retractable hardtop. Its compactness requires just 100 litres of space, rather than the 150 – 200 litres required by a traditional system.

Ferrari guarantees optimal noise insulation and protection from the elements when the RHT is raised and it will not deform at high speeds. An adjustable electric rear window also enhances occupant comfort, even when the RHT is lowered at higher speeds.

The hybrid architecture proved a challenge in terms of weight management. While the extra 270 kgs of the hybrid system was amply compensated for by the extra power delivered, extensive optimisation and weight reduction work was also required on the rest of the car to keep overall weight down to 1,670 kgs.

Just as the SF90 Stradale redefined the aerodynamic performance levels of the Ferrari range, the SF90 Spider is pushing the limits of the results delivered still further. The goals that drove the aerodynamic development of the car from the very earliest stages were maintaining the SF90 Stradale’s performance levels with the RHT deployed, minimising aerodynamic turbulence and noise with the RHT retracted, and optimising power flows.

Unmatched downforce and aerodynamic efficiency
The downforce and efficiency figures are said to be unmatched by any other car in the category. The main features in the SF90 Spider’s aero design include the shut-off Gurney at the rear, an active control system that varies downforce over the rear axle, the front underbody with vortex generator strakes, and forged wheels with wing profiles. The results: a massive 390 kgs of downforce generated in cornering at 250 km/h (with the special Assetto Fiorano specification).

In a first for a Ferrari production spider, the SF90 Spider has plug-in hybrid architecture in which the internal combustion engine is integrated with two electric motors at the front and one at the rear derived from and named after the MGUK (Motor Generator Unit, Kinetic) used in Ferrari’s F1 cars.

Most powerful Ferrari production V8
The synergy between the turbocharged V8 petrol engine and the electric motors generates a maximum of 1,000 ps/900 Nm, with 60 ps more than any other V8 turbo engine ever built by Ferrari. The 8-speed, oil-bath, dual-clutch gearbox used in the SF90 Stradale has been redesigned for the spider version.

Much attention was given to sound quality when redesigning the exhaust system as the soundtrack is one of the pivotal factors in the exhilarating pleasure of driving a Ferrari. The introduction of a ‘hot tube system’, which transfers sound more directly to the cockpit, has produced fuller, richer harmonics across the entire frequency range, improving both in-car sound quality and intensity as revs rise compared to previous Ferrari V8s.

To make full use of the powertrain’s output, the engineers improved the vehicle dynamics systems to allow the driver to enjoy the maximum potential, and not just in terms of pure performance and lap times. The new hybrid architecture required extensive integration work on the car’s many different control logics, which led to the development of the new eSSC (electronic Side Slip Control) vehicle dynamics control system.

Digital instrumentation with HUD
The look and feel of the cabin was driven in large part by the complete redesign of the HMI (Human-Machine Interface). The instrumentation is now predominantly digital with all the screens going completely black when the car is not running. The central instrument cluster comprises a single 16-inch HD screen, complemented by a head-up display.

The steering wheel completes that transfer process from the competition world and also ushers in a new era by introducing a series of touch commands that allow the driver to control virtually every aspect of the car without ever taking the hands off the wheel.

The F1 bridge, a signature on the previous models, has now disappeared from the central tunnel and been replaced by a modern take on the gearshift gate, an iconic feature of Ferrari’s manual gearboxes. In the new gate, however, the gearshift grille is digital as befits an automatic transmission.

Going to the limits
As is the case with the SF90 Stradale, the SF90 Spider is also available with an option for owners who want to go right to the edge of the performance envelope. They can specify the Assetto Fiorano pack with upgrades such as Multimatic shock absorbers. Others include the adoption of high-performance materials (such as carbonfibre and titanium), a carbonfibre rear spoiler and road-homologated Michelin Pilot Sport Cup 2 tyres designed to improve track performance in the dry.

The first customers of the SF90 Spider can expect to get their cars during the second quarter of 2021. Each of them will pay prices that start from €473,000 (around RM2.3 million) in Italy.

Piston.my

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