hypercar Archives

Red Bull Advanced Technologies to build £5 million RB17 hypercar

Red Bull Advanced Technologies (RBAT) will build and sell a hypercar which uses much of what they have learnt making and racing Red Bull Racing F1 cars. The Red Bull 17 (RB17), as the model will be known, will also use some of the technologies that have been disallowed in the sport.

It will be very exclusive, of course, and only 50 people in the world will get to own one. They will have to be very rich to afford the expected pricetag starting from £5 million (around RM26.8 million) for each car. The RB17 will be supported directly by the factory, with servicing and maintenance support tailored to each owner and their usage profile for the car.

Ownership includes more than the hypercar, bringing a close association with the Red Bull Racing team through access to simulators, vehicle program development and on-track training and experiences.

*Red Bull Racing has been among the top F1 teams and has developed many advanced technologies which will be used in the hypercar.*

‘RB17’ creates a direct link to the F1 cars which began ‘RB1’ in 2005 when the team entered Formula 1. It has reached ‘RB18’ in 2022 and ‘RB17’ actually was never used because last year’s racing car was designated ‘RB16B’ as it was fairly similar to the RB16.

The 2-seat RB17 will have the typical hypercar specs and a twin turbo V8 hybrid powertrain will develop over 1,100 bhp. Designed around a carbonfibre-composite tub, the RB17 features the most advanced ground effect package available in a series production car.

RBAT plans to build 15 cars a year from 2025 so new RB17s will be coming up till the end of the decade. “The RB17 marks the first time that a car wearing the Red Bull brand has been available to collectors,” said Christian Horner, CEO of Oracle Red Bull Racing and RBAT.

“The RB17 marks an important milestone in the evolution of Red Bull Advanced Technologies, now fully capable of creating and manufacturing a series production car at our Red Bull Technology Campus,” he added.

Toyota wins at Le Mans for the fifth year in a row

Toyota won the 24 Hours Le Mans again, the fifth year in a row that the Japanese carmaker has won the classic endurance race. Toyota is the only other Japanese carmaker to win the 24-hour race, the other being Mazda in 1991 with its 787B.

This year, Toyota is using a new racing car, the GR010 HYBRID developed to the LMH (Le Mans Hypercar) technical regulations. It’s a completely new machine, sharing virtually nothing with the LMP1 (Le Mans Prototype) class TS050 HYBRID car that was used successfully in previous years.

The TOYOTA GAZOO Racing team’s fourth 1-2 finish at the 90^th edition of the race was led by the crew of Sebastien Buemi, Brendon Hartley and Ryo Hirakawa who drove in the #8 GR010 HYBRID for 380 laps. They were followed across the finish line by 2021 winners, Mike Conway, Kamui Kobayashi and José María Lopez, in the #7 car, 2mins 1.222 seconds behind.

The two Toyota hypercars were in a class of their own and engaged in close battles at the front. The lead changed several times as the race went through the night, with traffic, slow zones and track evolution all coming into play. Most of the time over a period of 16 hours, the two cars ran just a few seconds apart.

As the morning started, there was a rare moment of trouble when the #8 car had a puncture with Buemi at the wheel. But the complexion of the race changed decisively on lap 256 when Jose had to move the race-leading #7 car to the side of the track following an issue relating to the front motor. He had to perform a system reset and was then able to return to the pits. Further resets solved the issue and allowed the car to rejoin the race but nearly a lap behind the new leader in the #8 GR010 HYBRID.

With closely-matched performance, that deficit proved too great for the #7 crew to overcome, despite Jose setting the fastest lap of the race within the remaining 30 minutes of the race. It was therefore left to Brendon to take the #7 car across the finish line, completing 5,177 kms in 24 hours.

Third and fourth places were taken by the cars of Scuderia Cameron Glickenhaus, also racing in the hypercar class, which has covered 370 and 375 laps. Fifth place in the category (but 23^rd overall) was the Alpine A480 – Gibson which was off-pace due to a number of technical problems that plagued the car and team.

Aston Martin claimed another victory with its Vantage GTE as partner team TF Sport won the GTE-Am class. The victory, in a year featuring a record-equalling 23-car GTE-Am entry, marks a second in three years at Le Mans for TF Sport following its class success in 2020.

As the third round of the 2022 World Endurance Championship (WEC), Le Mans offered double points and a chance for TOYOTA GAZOO Racing to jump upwards in the Manufacturers’ and Drivers’ standings. The new season had seen a close start in the Hypercar class against strong competition from Alpine and Glickenhaus.

However, after the Le Mans race, TOYOTA GAZOO Racing has moved to the top, 22 points ahead of Alpine. The Drivers’ championship remains wide open, though, with the #8 crew just 3 points ahead of the leading Alpine trio, and #7 20 points behind.

TOYOTA GAZOO Racing wins first-ever hypercar championship of World Endurance Championship

Unique camouflage for BMW M Hybrid V8 LMDh hypercar for 2023 WEC

Ahead of the testing phase for the LMDh prototype in the IMSA WeatherTech SportsCar Championship in America next year, BMW M Motorsport is announcing the name and showing the racing car’s design, albeit with livery that serves as camouflage. To be called the BMW M Hybrid V8, its look has been designed by BMW Group Designworks and is clearly recognizable as a BMW M car.

Recognisable as a BMW M Motorsport car
This message is echoed by Franciscus van Meel, CEO of BMW M GmbH who explained that the most critical task and the greatest challenge for the design team in the LMDh programme design team was that the prototype must be clearly recognisable as a BMW M Motorsport car.

“I can say this to all the fans: just one look is enough to confirm that the BMW M Hybrid V8 is a BMW. It clearly carries the genes of BMW M. I also love the camouflage livery with its references to the great history of the brand in North America. Congratulations to the design and aerodynamics departments at BMW M Motorsport and Dallara on their great work. I can hardly wait to see the BMW M Hybrid V8 on the track soon,” said van Meel.

The hallmark of the design is the wide kidney element. In addition, it boasts typical BMW M design elements such as the nested 50th anniversary logo on the bonnet, twin BMW icon lights, dynamic body side, Hofmeister kink window graphic, M ‘hook’ mirrors and the tail-lights.

Historic racing machines on the camouflage
Look closely and you will see that the camouflage livery contains many elements from 5 decades of motor racing history in North America. The images of iconic BMW machines – the 1976 3.0 CSL, the 1981 M1/C, the 1978 320i Turbo, the 1986 GTP, the M3 E36 GTS-2, the Z4 GTLM and the M8 GTE – create a graphic mosaic which obscures the shape of the BMW M Hybrid V8 so rivals can’t determine the exact form.

“My team’s job was to make the BMW M Hybrid V8 look like a BMW, and embrace every opportunity to make it also perform like one on the racetrack,” said BMW Group Designworks Global Automotive Director Michael Scully. “The design is rooted in BMW’s DNA of purposeful, efficient performance, and the exterior’s bold, determined character invokes BMW’s frontiersmanship of turbo power, now united with an optimized hybrid electric powertrain. The camouflage livery celebrates the 50 Years of M by commemorating the great cars of BMW’s storied history in IMSA racing while uniquely cloaking the BMW M Hybrid V8’s future-facing exterior geometry and technologies during the critical on-track development phase of the project.”

“We’ll follow-up this camouflage with a works livery that exemplifies the dynamism and excitement of hybrid electric-powered competition,” he added.

What is LMDh?
LMDh stands for Le Mans Daytona Hybrid which is a category in the new Hypercar class of the World Endurance Championship (WEC). Regulations specify that LMDh race cars have a combustion engine and an electric motor. While each manufacturer can use their own combustion engine, the electric motor, battery and transmission are standard parts. The chassis is also built by an external partner.

The new racing car will compete in the new GTP class of the IMSA series, at such prestigious classics as the 24 Hours of Daytona, the 12 Hours of Sebring, and the iconic Petit Le Mans at Road Atlanta. BMW M Motorsport is working closely with the legendary Italian race car specialist Dallara on development of the BMW M Hybrid V8.

It’s basically a prototype racing car and BMW M Motorsport is returning to international prototype racing with the BMW M Hybrid V8. The last big victory for a BMW prototype came back in 1999, when the BMW V12 LMR won the 24 Hours of Le Mans. That car had also triumphed in the 12 Hours of Sebring in the same season.

Limited-edition M4 CSL for BMW M’s 50th birthday

Peugeot Sport’s 9X8 hypercar won’t be in Le Mans race, to debut later in 2022 WEC season

Last year, when Peugeot Sport announced its new program to develop the 9X8 hypercar for endurance racing, it expected to join the World Endurance Championship in 2022. However, the team decided to forego the first two rounds, at Sebring and this weekend at Spa-Francorchamps, and was planning to debut at the classic Le Mans 24-Hour race in June. However, because it has not participated in the first two rounds, the organisers have said it cannot take part in Le Mans.

Accepting the ruling in a positive way, Peugeot Sport’s Technical Director of the WEC programme, Olivier Jansonnie, said that this would give them team additional time to achieve the necessary level of reliability. “Both operationally and from a reliability perspective, Le Mans is the most difficult race on the calendar. Our planning will enable us to put the full weight of our teams and resources behind our own test sessions, without the disruption of racing at Spa-Francorchamps and Le Mans. We will begin with some shorter races, which will allow us to progressively get up to speed in the championship. Like with our road-going cars when we have to choose between meeting a deadline or focussing on quality, we always prioritise quality,” he explained.

The homologation process
Before a car can enter competition, it must be homologated by the racing authorities. In the case of the new hypercar class, once homologation has been done, the design cannot be modified further until 2025 (except in very particular circumstances governed by strict conditions). Any such modifications will be counted as ‘EVO jokers’, which are limited to just five between 2021 and 2025 – aside from specific force majeure situations such as, for example, when the car’s safety or reliability is compromised.

“Restricting development in this way is important, since it would not be possible to adjust the performance of a car that is subject to constant technical updates through ‘Balance Of Performance’ (BoP) tweaks,” said Jansonnie. ”The homologation process itself consists of a series of milestones. Its schedule and execution are very precisely defined. The process concludes with the submission of a homologation file – describing in minute detail all of the vehicle’s components (with photos and weight measurements) – as well as a wind tunnel test of its aerodynamics and an inspection of the vehicle by the FIA/ACO. After this, its development is ‘frozen’. Its performance parameters are subsequently assessed in order to be able to adjust its power, weight and minimum speed of hybrid energy deployment, which are the key factors in Balance Of Performance.”

Peugeot Sport therefore has a little bit more time before it submits the 9X8 for homologation. A manufacturer judges that its car is ready to be homologated when it believes it has attained the required level of performance and reliability to be eligible for ‘Balance Of Performance’ evaluation. “That means it has the same theoretical chance of winning in the WEC and at the Le Mans 24 Hours as any of its competitors. It accepts from this point that its vehicle will not be able to undergo any further major technical changes until the end of the homologation cycle,” explained Jansonnie.

Initial existence in digital world
Prior to taking to the track for its pre-homologation test sessions, the 9X8 began life as a 51.1GB digital project, made up of 15,267 files stored on a hard drive. Digital advances have opened up a whole new realm of possibilities in motorsport, enabling Peugeot Sport’s engineers to visualise a truly disruptive concept for the new Hypercar – and validate it before manufacturing so much as a single physical component.

The sophistication of modern-day digital software makes it possible to conduct in-depth technological studies while saving significant time, money and resources, and the 9X8 lived an entirely ‘virtual existence’ for some time before finally turning its first wheel on-track. Peugeot Sport’s teams spent two years modelling and simulating it, utilising both existing software – adapted where necessary to suit the project’s specific requirements – as well as computer programs developed entirely in-house from scratch.

“Thanks to all of our software, we can envisage a wide range of dimensions, shapes and materials, and work on the weight of the car in-line with the technical regulations,” said Francois Coudrain, Powertrain Director of the WEC programme. “As with the choice of base concept, being able to take a purely digital approach to trialling systems and components allows us to assess a large number of potential solutions, which would quite simply be impossible to achieve in the real world.”

Digital simulations also allow for customisation where necessary – for example, what material to use around the exhaust outlets. Here, the heat levels are very high, and simulations revealed that the carbon bodywork needed to be either protected or even replaced by aluminium or titanium. Initially highlighted for attention in the design brief, this was corroborated during the simulation phase and then again in the first real-life test session.

From hard drive to racetrack
Following its digital development, the hard drive containing all the technical data of the Peugeot 9X8 provided the basis for the creation of an initial 1:1 scale model for wind tunnel use and, subsequently, a physical race car, whose ongoing development is taking place on the track.

‘9X8’, the designation, is derived from a combination of the brand’s motorsport heritage and vision for the future. The ‘9’ continues the series used by Peugeot on its previous endurance racing cars. The ‘X’ refers to the all-wheel drive technology and hybrid powertrain. The ‘8’ is common across all of Peugeot’s current models – from the 208 and 2008 to the 308, 3008, 508 and 5008.

No rear wing
Unique to the hypercar’s design is the absence of a rear wing – an aerodynamic feature that has long been thought necessary for racing cars. Rear wings were first seen at the 1967 Le Mans 24 Hours on the Chaparral 2F but now, after half a century, the necessity is questioned and the 9X8 has been designed without a rear wing.

“The absence of a rear wing on the Peugeot 9X8 is a major innovative step. We have achieved a degree of aerodynamic efficiency that allows us to do away with this feature. Don’t ask how, though! We have every intention of keeping that a secret as long as we possibly can!” said Jean-Marc Finot, Senior Vice-President of Stellantis Motorsport (Peugeot is part of the Stellantis Group).

Peugeot HYBRID4 powertrain
The 5-metre long racing car has a rear-mounted, 2.6-litre, bi-turbo, 680-bhp 90-degree V6 as part of the Peugeot HYBRID4 powertrain. The system output gets another 200 kW from the front-mounted 200kW motor-generator unit powered by a high-voltage 900V high-density battery pack.

The battery pack is located in a carbonfibre casing inside the car’s monocoque structure, behind the driver and underneath the fuel tank. It has been designed to combine durability with consistent performance during races of durations of up to 24 hours, and even beyond.

Although the system output is over 500 kW, the regulations set a maximum power output of just 500 kW during races. The regulations also forbid the use of electrical energy below 120 km/h, so the motor generator unit only engages once this speed has been reached. The car must pull away from standstill under the power of its internal combustion engine alone.

At full power, the power output is limited to 300 kW and adjusted as a function of the power delivered by the motor generator unit at 200 kW which is directly dependent on the battery level. When the motor generator unit comes into use, the car automatically switches to 4-wheel drive, thereby modifying its drivability.

When the battery pack is empty, the engine reverts to 500 kW power output and the drivetrain reverts to rear-wheel drive. During races, the battery will be fully charged prior to the start by means of a mains-connected plug-in hybrid charger. Once on the track, the battery will function completely independently and be charged only by the kinetic braking energy recovery system.

Porsche and Penske preparing new LMDh prototype for endurance races from 2023

DEUS Vayanne to be most powerful electric hypercar with 2,200 horsepower

Competition in the auto industry has existed from the time the second carmaker was established, and competing has been in not just business but also in the performance of the products. Carmakers have challenged each other on the streets and on racetracks, with supremacy putting a shine on their brand’s image.

3-company partnership
DEUS Automobiles, a new company born two years ago in Austria, is teaming up with Italdesign and Williams Advanced Engineering to make a statement of superiority in luxury electric hypercars. The partnership aims to design and create the most powerful electric hypercar in history with ground-breaking electrification technologies.

The Vayanne, as their hypercar is to be known, will go beyond today’s output levels and cross the 2,200 horsepower (1,640 kW) mark, generate over 2,000 Nm of torque, and be able to run beyond 400 km/h after passing 100 km/h in under 1.99 seconds.

Just how that amount of power will be produced and the nature of the powertrain is not explained at this time but will largely be the job of Williams Advanced Engineering. The British company and Italdesign are no strangers to collaboration; in April 2021, they announced a unique partnership for a high performance, flexible EV platform; EVX, supporting a long-term vision for EV architecture. This rolling chassis utilises Williams Advanced Engineering’s expertise in electrification, light-weighting, innovative chassis structures and vehicle and system integration.

Symmetry and geometric alignment
For now, DEUS is focussed on the design concept and a full-sized prototype is on display this week at the 2022 New York International Auto Show. To showcase the harmony of design, functionality and cutting-edge technology, the Vayanne is stylised around the idea of symmetry and geometric alignment of its lines and design features. In this regard, the shape of the front and rear grilles is made to represent the infinity loop.

The parametric grilles convey even more of a holistic approach through the meticulously aligned pattern that gradually increases in fade intensity. The pattern of the parametric grilles is represented by hexagonal shapes that continuously flow into each other to create the desired effect of angel wings being enclosed by the uninterrupted taillight strip in the rear and to further increase the premium feeling of the car’s stance in the front.

For every air duct, there is another matching vent to keep the styling in line with the symmetry while ensuring the angles of those ducts are geometrically aligned. This is the result of DEUS and Italdesign styling and engineering departments working hand-in-hand to make no compromises between design and feasibility and to achieve maximum performance.

Sustainable production process
The interior, themed in a green colour, of the Vayanne has smooth yet dominant curves combined with refined geometry. The natural leather selected for the upholstery was treated and produced combining sustainable, technologically advanced solutions throughout the production process, with strong commitment to zero waste for a circular economy model.

DEUS is the first in the automotive industry to implement the Halo Infinity mirror throughout a vehicle’s interior. This innovative design feature as applied in the Vayanne is vital to carrying over the infinity theme from the hypercar concept’s exterior to its interior. It embraces the whole interior from the doors throughout the dashboard. The effect changes in regard to the viewing angle, a trait incorporated to suggest that everyone’s view is unique.

99 units to be built
Following its debut in New York, the Vayanne will continue to be refined taking into consideration feedback from the public and potential customers. The company plans to make only 99 units for sale, with the first delivery in 2025.

Bugatti to build 40 units of Bolide experimental hypercar for sale

1,600 ps Bugatti Centodieci completes endurance testing, ready for production

Bugatti will build only 10 units of the Centodieci, the most exclusive model from the French brand. And even though it is a small number, the cost and time for engineering, development and testing has been no less than for any other model. In fact, if one were to use the 10-unit production run as a basis, it is probably the most expensive model in development cost.

Over the course of many months, Bugatti test drivers and engineers have carried out all types of testing on various roads and tracks and in various conditions to collect technical data on performance and reliability. To date, the production-based prototype of the Centodieci has completed over 50,000 test kilometres in total following final endurance testing.

The white prototype has been run virtually non-stop with 3 drivers taking turns. It may sound like a fun job being able to drive fast for long periods (and no worries about speed-traps!), but it is a serious one. Endurance testing requires drivers to have a high level of technical knowledge, maximum concentration, and sensitivity. During driving, they must examine all functions of the hypercar, registering and logging every minor issue. They drive day and night on different track profiles and across every speed range, from stop-and-go pace to top speed.

Even after hours going round and round the same high-speed track at Nardo in Italy, they must be able to pick up the slightest of unusual noises, movements, and irregularities. Everything is inspected one final time: driving on different surfaces – both wet and dry – testing every little steering movement, braking, acceleration, cornering load, and functionality of the driver assistance systems.

“With its high-speed circuit and handling course, the Nardo test centre provides the ideal conditions for intensive endurance tests,” said Steffen Leicht, the man responsible for endurance testing at Bugatti. The 12.6-km circular track with a diameter of 4 kms is considered the fastest automotive circuit in the world – ideal for the 380 km/h Centodieci.

It also has a 6.2-km handling course on the inner section that enables drivers to check performance and dynamic behaviour at the highest load levels and with longitudinal and transverse dynamics. In total, the facility has 70 kms of roads with different surfaces, enabling extensive testing and inspection of all vehicle components.

During endurance testing, the Centodieci covered up to 1,200 kms each day, interrupted only by technical checks, refuelling, and driver changes. Throughout the entire time, Bugatti’s engineers analyze the engine and vehicle data and make adjustments where necessary. “We assess every element on the vehicle one last time, paying particular attention to functionality and durability before the first Centodieci cars go into production,” explained Carl Heilenkotter, project manager responsible for one-off and few-off projects at Bugatti.

“All components must interact perfectly with one another and be capable of withstanding any kind of overloading. They must also harmonize in a stable and safe manner even when subjected to the most severe handling situations,” he explained.

The testing that is carried out is no different from what Bugatti has been doing for more than 100 years to ensure the highest quality for its cars. However, new technologies have enabled the engineers to carry out testing in more sophisticated ways today and to go well beyond the legal and expected requirements.

“The Centodieci is deliberately driven to its limits in order to guarantee reliable handling at the highest level, even in extreme situations. Even though most cars never enter this range, it is nonetheless tested. This is the philosophy of the brand and that is why we put such a huge amount of effort into all this testing. Bugatti is committed to the highest quality standards, durability, and customer satisfaction,” said Heilenkotter. “The endurance tests in Nardo represent the final act of the extensive trials.”

As soon as the final assessment has been completed, the first of the highly exclusive vehicles – each with a starting price of 8 million euros (about RM37.17 million) – can go into production. All the 10 hypercars – which have 8-litre 16-cylinder 1,600 ps engines – will be completed in the coming months and their owners will receive them later this year.

FEATURE – The German engine that was born on a Japanese bullet-train

The Alpine A4810 Project by IED

Alpine, a brand within the Renault Group, has many talented designers who regularly come out with new models. The designers have a deep understanding of the DNA and traditional characteristics of the brand that was founded in 1955. Occasionally, Alpine also looks outside the company for new ideas and collaborating with IED (Istituto Europeo di Design), the well known design school in Italy, they have been presented with a supercar concept by 28 Masters students studying Transportation Design. The student-led project came up with a hydrogen-powered, 2-seater supercar, based on a brief from the Alpine design team.

High performance, low environmental impact
Alpine challenged the students to design a ‘super berlinette’ for 2035. The supercar was to be a high-performing vehicle both in terms of performance and environmental impact. After the brief was given last year, students worked individually to come up with their own interpretation and present it to the brand.

Alpine then selected a combination of the two main ideas. Based on the two selected proposals, the young designers created the ‘A4810 Project by IED’. During the design phase, the students sought to combine vision and innovation, without losing sight of the traditional roots of the Alpine brand.

Berlinetta of the future
The A4810 Project by IED explores the experimental combination of the shape of a berlinette with a hydrogen powertrain. While the engine and fuel tanks are built like those on a typical hypercar, the subtraction process is proof of strong innovation. The design alternates between empty and full spaces, giving the vehicle a lightweight look and aerodynamic features inspired by Formula 1 models.

The A4810, which provides a glimpse into the future supercars, embraces next-generation technologies while and is also environmentally friendly. It enables Alpine to broaden its horizons to new generations of designers and drivers, and raise awareness of the innovative project presented by talented students.

The French spirit has been skillfully preserved; while avoiding the pitfalls of unnecessary formal elements, the young designers focussed on the overlapping layers and sculptural aspects of the car’s silhouette. The bi-tone colours, matte black, and carbonfibre highlights create a bold contrast with each part of the car, making them stand out according to their function – aerodynamic, mechanical, or merely formal.

Multinational team of students
The team of students from European countries as well as the USA, India, Taiwan, China, Mali and the Dominican Republic used digital tools for their design work. By incorporating hydrogen power supply, it means that they developed a full-fledged concept that is almost ready to take to the roads of a much more sustainable future – without atmosphere-damaging emissions.

Furthermore, they chose a name that conveyed the brand’s legacy. In fact, ‘4810’ is the height (in metres) of the Mont Blanc – the highest and most emblematic peak in the Alps that sits at the border between Italy and France, like a bridge connecting IED and Alpine. The brand, Alpine, is named after the very same mountains and evokes the joy of driving along their winding roads.

“Collaboration with IED and its students has been a great experience. It was a ‘filter’ for us to see the brand through the eyes of the younger generation, but it was also an opportunity to share our passion and know-how, and give them sound advice for a successful career in automotive design,” said Antony Villain, Alpine Design Director.

ProDrive develops extreme SUV from Bahrain Raid Xtreme’s Dakar Rally machine, to sell for RM7.05 million

Prodrive, founded by former WRC co-driver David Richards, has lots of experience developing high-performance machines, especially for off-road use. A recent project was the Bahrain Raid Xtreme competition car driven by 9-time World Champion, Sebastien Loeb, in the Dakar Rally. Now using all its expertise and 40 years of successful off-road competition, it has developed the Hunter, a 600 bhp, 4-wheel drive all-terrain adventure vehicle with performance and capability to cross any landscape.

*The rallycar used by Sebastien Loeb of the Bahrain Raid Xtreme team in the 2022 Dakar Rally.*

Designed and intended for desert sand, dunes and rough mountain tracks, the Hunter is even more extreme than that driven by Loeb, with a 50% increase in power from the V6 engine and more suspension travel to absorb the harshest of terrain.

But while the car is even faster and more capable than the rallycar, it is also more refined. Ian Callum, who styled the exterior of the original competition car, returned to the project to create a new interior more in keeping with everyday use than rallying.

Aiming for Middle East markets
“There are numerous hypercars on the market; however, they all need good roads or even racetracks to show their performance. We identified that, in certain parts of the world, particularly the Middle East, there are vast expanses still to be explored that go way beyond the access provided by asphalt roads. Therefore, why not create a vehicle that gives the opportunity to explore these regions with performance way beyond that offered by any off-road vehicle before?” explained Richards.

The Hunter retains the Dakar competition car’s engine, drivetrain and suspension. To improve driveability, the manual sequential gearbox has been replaced by a 6-speeder with paddle shift, giving a smooth gear change in just milliseconds.

Higher power output
As the hypercar does not have to comply with strict competition regulations, the power output has been increased by more than 50%. The 3.5-litre twin turbo V6 has been refined and retuned to produce over 600 bhp and 700 Nm of torque while making its power delivery smoother and easier to drive.

Prodrive estimates that this would give it a 0 – 100 km/h time of less than 4 seconds and a top speed of nearly 300 km/h. The vehicle is fitted with bespoke 35-inch off-road tyres designed to optimise grip over rough terrain and sand, rather than on tarmac.

Hyper rallycar for the road
“We took the deliberate decision to keep the Hunter Hypercar as close to the original as possible. It’s about giving owners the opportunity to experience what it is like to drive Loeb’s Dakar car across the desert, but with all the comforts of a road car and the ability to drive it from your home, through a city, to any destination of your choice,” said Richards.

The whole car is built around a high-tensile steel spaceframe chassis, giving both a rigid platform to optimise the suspension geometry and performance and an FIA standard safety cage to protect the occupants. The all-round double wishbone suspension with twin adjustable dampers on each corner has 400 mm of travel – an increase from 350 mm on the competition car – to give a smoother ride and even greater ability to cross the roughest terrain at speeds unimaginable in any other vehicle.

The whole vehicle has been designed to minimise overall weight and optimise the weight distribution and centre of gravity. All the bodywork is made from lightweight carbon composite, which includes recycled materials produced by Prodrive Composites.

The first development Hunter is already going around the Middle East where potential customers are being offered the opportunity of driving it and confirming their personal specification for production vehicles, each priced from £1.25 million (about RM7.05 million) to be delivered later this year.

ProDrive’s Hunter T1+ competition car to run on sustainable fuel for FIA off-road events

STI builds 1,088 ps electric prototype as a near-future motorsport study project

Subaru Tecnica International, the carmaker’s motorsports division which Subaru fans know more as ‘STI’, is looking ahead to the era of electrified vehicles, and inevitably a time will come when motorsports will go fully electric. As it is, there is already a single-seater all-electric series (Formula E) and in the recently-ended Dakar Rally in Saudi Arabia, Audi entered three electrically-powered rallycars.

To prepare for the new era, STI has initiated the E-RA Challenge Project as a near-future motorsport study project. This project (‘E-RA’ stands for ‘Electric-Record-Attempt’) has the aim of gaining experience and training of new technologies in the world of motorsports in the carbon-neutral era. The insights gained from this project will help Subaru contribute to the future electrified society.

To complement the studies that will be carried out, STI has developed the STI E-RA concept car which is on display at the Tokyo Auto Salon this weekend. The first goal of this model is to try to record a lap time of 400 seconds (6 minutes 40 seconds) in a time attack at Germany’s Nurburgring circuit from 2023 onwards. Before then, driving tests will be conducted at circuits in Japan during 2022 as part of the development program.

Subaru’s strength and long experience in in all-wheel control technology will be used to develop systems for the control of the high outputs. With 4 motors, these will reach maximum system output level of 800 kW (1,088 ps) and reach the road using proprietary 4-wheel torque vectoring technology

The unique torque vectoring system is a technology that equalizes the balance to the grip limit of each of the 4 wheels with a driver-focused control system. It raises the grip level to the maximum and stabilizes car body position.

In order to obtain the maximum effect, the best way is to independently apply the optimum drive torque to the 4 wheels as the load shifts. To realize this, the system calculates the signals from sensors in wheel speed, vehicle speed, steering angle, g-force, yaw rate, brake pressure, and wheel load, determines the drive/braking torque of each wheel to gain a target stability factor, and provides instructions to the inverter.

For the motors, a high-torque high-revolution type with an integrated inverter and a gear for hyper EVs, which were developed and supplied by Yamaha Motor have been adopted. This motor is driven by a lithium-ion battery with a storage capacity of 60 kWh.

The structure where the motors are directly attached to the 4 wheels enables a high level of responsiveness and a direct control of the yaw of the car body. Since this is considered to be a system which can maximize a vehicle’s kinetic performance, and is included in the regulations for future motorsport (FIA E-GT), STI will follow the direction for development.

Subaru Solterra EV unveiled in Japan, to go on sale in mid-2022

1,900 ps Pininfarina Battista hyper GT undergoing final tests before deliveries commence

2022 looks like the year of electric hypercars as some manufacturers will either unveil their products or start deliveries. Among them is Automobili Pininfarina which has announced that its Battista hyper GT – Italy’s most powerful production car ever – will start going to customer in early 2022. Final production prototypes have been running with test-drivers completing assessments of various systems.

Nick Heidfeld, ex-Formula One and Formula E driver, is a Test and Development Driver for Automobili Pininfarina who has been working with the engineers for the past 2 years. “From the first time I experienced Battista’s performance in 2019 in an advanced simulator, to today on road and track, I believe the Automobili Pininfarina team has successfully developed a unique hyper GT that is enormous fun, as well as incredibly fast,” he said.

Heidfeld has experienced the Battista on the road and track in Italy in production-intent form, accompanied by its emotive soundscape for the first time. “In this test, I was able to drive Battista with full power available. The effect under acceleration is completely mind-bending – drivers will never bore of the experience, no matter how many times they feel it. This roadcar sprints faster than a Formula 1 car, and in Furiosa mode, I was left with a huge grin on my face every time. Every client that experienced Battista with me was positively overwhelmed by the experience – there is simply nothing like it!” said Heidfeld.

The Furiosa mode mentioned unleashes the full 1,900 ps, which also utilises the full torque available from the 4 independent electric motors. Originally projected to produce 2,300 Nm of torque, the Battista is now developing an increased 2,360 Nm. This comes from two 250 kW motors at the front, and two 450 kW motors at the rear, with 280 Nm of torque for each front motor and 900 Nm at each rear motor. Their combined output makes it possible to go from 0 – 100 km/h in a claimed time of less than 2 seconds and reach a top speed of 350 km/h.

Besides the Furiosa mode, there are 4 others – Pura, Calma, Energica, and Carattere. Control of the driving experience is provided by a beautifully-milled rotary dial, ergonomically situated right next to the driver, allowing for quick changes in driving mode, each one lending a unique character to the Battista’s drive, perfectly adapted to a range of driving conditions.

Calibrated using thousands of kilometres of software simulation before being introduced to development cars, the driving modes allow the driver to fine-tune the driving experience and unlock both the full potential of the advanced torque vectoring system and honed characteristics of the Battista.

The system recuperates and transfers electrical energy without using the brakes – the active energy shifting takes place directly via the 4 electric motors, resulting in a much faster, more precise and efficient shift of torque compared with torque vectoring by braking.

The motors are powered by a powerful 120 kWh lithium-ion battery and, depending on driving style and other conditions, the range is claimed to be up to 500 kms.

“The handling on open roads – even on unpredictable surfaces – proved Battista to be beautifully balanced. Just how a hyper GT should feel. Battista’s performance on track had already surprised and impressed me after I experienced it in Nardo earlier this year, so my expectations on this occasion were set high. This test however confirmed that the team has achieved its target of creating a new type of hyper GT which is rewarding on all surfaces. The ride quality and damping both feel excellent, and the steering feels natural and the perfect fit for what we want to achieve in Battista. I am very sensitive to steering feel as a racing driver, and the sweet spot here is for it to feel light yet connected, and direct yet smooth,” explained Heidfeld.

Paolo Dellacha, Automobili Pininfarina’s Chief Product and Engineering Officer, commended Heidfeld for his input which has helped the engineers to fine-tune the car. “Nick has been a brilliant partner throughout the whole development programme, not only for his driving skills and unique experience in both Formula 1 and Formula E, but also for his ability to evaluate and improve the programme in its various stages of development by delivering the anticipated view of our customers,” he said.

The Battista in production form made its global debut at California’s Monterey Week in August this year. Potential customers had an opportunity to experience the hypercar on the scenic coastal roads and listen to its ‘tailor-made exterior soundscape’. Those who decided they must own one would have to book a unit which will cost from €1.98 million (about RM9.37 million).

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