THE KOENIGSEGG GEMERA IS THE WORLD’S MOST WICKEDLY WEIRD HYBRID

THE KOENIGSEGG GEMERA IS THE WORLD’S MOST WICKEDLY WEIRD HYBRID.

Three electric motors, one combustion engine, and 1,700 horsepower.

By Sean O'Kane.

LookingLooking for a hybrid vehicle to help cut down on your carbon footprint? Can I suggest the new 1,700-horsepower Koenigsegg Gemera?

The mad Swedish supercar scientists at Koenigsegg are known for making ludicrous, limited-run, high-performance vehicles like the absurd 1,500-horsepower Regera, which was also a hybrid, or last year’s 300 mile per hour missile, the Jesko. But their latest creation, the Gemera, takes the absurdity to another level. And while, yes, it’s not going to make the same kind of dent in transportation emissions as, say, a Toyota Rav4 Hybrid, or a Chevy Volt, or any all-electric vehicle, it’s a fascinating piece of modern automotive technology.

The Gemera’s hybrid powertrain is made up of three electric motors and a three-cylinder combustion engine that Koenigsegg says runs on renewable alcohol fuel. (The company calls the three-cylinder engine the “Tiny Friendly Giant Engine.”) All four of these power units are clustered around the Gemera’s rear axle. But the supercar is still an all-wheel drive machine — Koenigsegg’s first — which the company accomplishes by using a direct drive system that runs from the rear of the car to the front axle.

THE COMBUSTION ENGINE RUNS ON RENEWABLE ALCOHOL FUEL
The powertrain is an evolution of what Koenigsegg employed on the Regera, but it’s really something to behold. There is a 500-horsepower electric motor for each rear wheel, with the 600-horsepower combustion engine sitting in between. The third, 400-horsepower electric motor sits in front of this package and is attached to the crankshaft that drives the front wheels. And just behind those front wheels (and located under the direct drive system) is the 800-volt, 15kWh battery pack from which the electric motors draw their power.

Got all that? It’s a little more digestible in photographic form, where it’s also easier to appreciate the sheer economy of the design. For all that’s going on here, the packaging is surprisingly efficient.

The benefits of this wild hybrid powertrain are multifold. For one thing, Koenigsegg says the single gear direct drive setup allows the car to achieve its incredible performance with higher efficiency and less weight than “any other hybrid solution.” The result is a car that can go up to 1,000 kilometers (621 miles) before needing to recharge or refuel, and also go from 0 to 100 kilometers per hour (62mph) in a brain-liquefying 1.9 seconds.

And by using dedicated motors for the rear wheels and an open differential (with hydraulic clutches) for the front wheels, the Gemera is capable of torque vectoring, which is the ability to deliver dynamic amounts of power to individual wheels. This helps in low-grip and high-performance situations, or let’s be real, those moments when you’re mixing both. And when you have 1,700 horsepower to play with (which is the ultimate combined output, though the individual ratings for each motor and engine add up to more) you want to be sure the car can respond accordingly to as many of your commands as possible.

Hybrid powertrains are usually bulky and ungainly, especially since so many of them have been designed to fit into cars that were originally designed to only house combustion engines. Since companies like Koenigsegg are continually designing their limited-run cars from the ground up, it’s always interesting to see where they’re able to take the technology, and also to imagine how other automakers might be able to learn something from the project.

As for the rest of the car, it’s just as weird as the hybrid drivetrain that powers the Gemera. It’s Koenigsegg’s first four-seater, which inspires the hilarious vision of packing a family into this outlandish 1,700-horsepower machine for a trip to the grocery store, or even an amped-up modern day National Lampoon’s Vacation-style road trip. The seats have memory foam and can be clad in leather or Alcantara fabric. There are two wireless smartphone charging pads. The large, protruding 13-inch touchscreen is compatible with Apple CarPlay, as is the one for rear-seat passengers. There’s a 360-degree camera on the dashboard that floats for some reason. And since the Gemera uses cameras instead of side-view mirrors, there are screens poking out from each A-pillar that offer the driver a view of the person they just left in the dust.

Koenigsegg calls it “the world’s first Mega-GT” (for Grand Tourer), and... sure. Like the company’s other cars, the Gemera is so ridiculous that it has license to pretty much call it whatever it wants. Most of us will never get a chance to drive one of the 300 that will be made, let alone consider buying something so rare. But it’s always fun to see what a group of people can do when they’re removed from the constraints that traditional automakers face.

11.49

Koenigsegg Gemera: 1700bhp hybrid to make UK debut in September.

Koenigsegg Gemera: 1700bhp hybrid to make UK debut in September.

By Felix Page.
Hypercar maker to show its most practical model yet, with a roomy interior and segment-leading performance figures.

Koenigsegg has announced the Gemera, a highly potent four-seater that promises the Swedish firm’s trademark blend of refinement and straight-line pace, will make its UK debut at Salon Privé on 22 September.

The surprise new model is described as a ‘mega-GT’, and, unlike anything else in Koenigsegg’s line-up, it's claimed to seat four adults comfortably with ample room for luggage. It will be on display at Blenheim Palace alongside new and iconic models from Ferrari, Lamborghini, Aston Martin and McLaren.

Like the brand’s Regera hypercar, the Gemera takes its power from a high-capacity electrified powertrain which promises to push the four-seater from 0-62mph in just 1.9 seconds and onto a top speed of around 250mph.

The combustion element of the drivetrain comprises a relatively small 2.0-litre, three-cylinder petrol engine. Despite its size, though, it produces an impressive 600bhp and 443lb ft, thanks to a pair of substantial turbochargers and use of innovative ‘free-valve’ technology, which replaces the camshaft with actuators that control the valves.

The engine, nicknamed ‘The Tiny Friendly Giant’ by Koenigsegg, is mated to a trio of high-output electric motors – one for each rear wheel and one mated to the crankshaft - for a combined overall output of 1700bhp, making it one of the most powerful hybrids in production.

The Gemera can operate in pure-electric mode at speeds of up to 186mph, and is claimed to be capable of covering 31 miles before the petrol motor kicks back in.

The company says that, although it can run on conventional petrol, the Gemera is “at least as CO2-neutral as a pure electric car” when using ethanol or CO2-neutral methanol.

The Gemera’s 3000mm wheelbase allows for a high degree of rolling refinement at high speeds, but the car has also been designed to offer rewarding dynamics while being quick in corners.

Rear-wheel steering functionality is a feature, allowing for better control at speed and a turning circle that’s claimed to be on a par with that of much smaller vehicles.

Although it is unlike anything Koenigsegg has previously produced, the Gemera features a number of styling cues that link it to current and historic models, such as the Regera and Agera. The front end styling, for example, is closely linked to Koenigsegg’s first model, the CC prototype, which evolved into the CC8S production car – one of the most powerful cars of its era.

The wraparound windscreen, short overhangs and gaping side intakes hint at the car’s performance potential, while full-length scissor doors allow for improved all-round visibility and facilitate ingress and egress.

The Gemera has been designed to be sold globally, featuring a full airbag system, a suite of advanced driver aids and a crash-resistant central monocoque, but just 300 examples will be produced. Official pricing is yet to be confirmed, but the car is likely to exceed £1 million, given its exclusive status and impressive capabilities.

11.35

Mercedes-Maybach Cars: Reviews, Pricing, and Specs.

Mercedes-Maybach Cars: Reviews, Pricing, and Specs.

If you thought Mercedes-Benz cars were luxurious, the Mercedes-Maybach lineup will knock your socks off with even more exquisitely tailored interior.

Overview.
If you love the Mercedes-Benz S-class but find it isn't big enough or exclusive enough for your tastes, take a look at the 2020 Mercedes-Maybach S560 and S650. These large ultra-luxury sedans ride on longer wheelbases than the Benz S-class, and they come with the finest appointments money can buy. The S560 and S650 are made for limousine living. Their palatial rear seats are available with all the comforts needed to make chauffeured journeys an unmitigated delight. Although they cost thousands more than their Mercedes sibling, they're less expensive—and less ostentatious—than land barges such as the Rolls-Royce Phantom. Buyers who want ultra-luxury transportation that leans toward understatement may find S560 and S650 to be a perfect match.
What's New for 2020?
The Mercedes-Maybach S560 and S650 carry over into 2020 with no major changes.

Pricing and Which One to Buy.
 S560: $173,995,  S650: $203,545
The S560 and S650's key difference lies with the engine that lives under their imperious hoods. Of the two, the S560 has fewer horses, but there's more than enough power available, so this is the model we'd recommend for most buyers. Twenty-inch multispoke wheels with silver accents connect the S560 to the pavement, and a huge panoramic sunroof extends over the front and rear seats. Adaptive projector-beam LED headlights brighten the path ahead. The list of standard exterior features also includes rear fog lights, rain-sensing windshield wipers, heated power-folding side mirrors, and LED taillights. Within the cabin, you'll find heated and ventilated front seats with a massaging feature, along with a Wi-Fi hotspot, keyless entry and ignition, and a heated steering wheel. If you're using the S560 as chauffeured transportation, the well-equipped rear seat will be a big draw. This car's second row is heated and ventilated, and it reclines for optimum comfort. It also comes standard with massaging lumbar support, power side-bolster support, and leg rests. Additionally, all 2020 Mercedes-Maybach S560 sedans are equipped with a full complement of driver-assistance features, including blind-spot monitoring and lane-keeping assistance.

Engine, Transmission, and Performance.
The 2020 S560 is motivated by a turbocharged 4.0-liter V-8 that produces 463 horsepower and 516 lb-ft of torque. A nine-speed automatic transmission sends power to all four wheels. With the S650, a twin-turbocharged 6.0-liter V-12 does the honors, and it provides 621 horsepower and 738 lb-ft of torque. This powerplant comes with rear-wheel drive and a seven-speed automatic gearbox. An S560 that we tested at the track made it from zero to 60 mph in 4.7 seconds, which is an impressive performance for a car with such sizable dimensions. With both sedans, you get handling that's poised and gracious. The steering is light at low speeds and gets weightier as the car's pace increases. The suspension is magnificently calibrated, keeping road harshness at bay while avoiding excessive body roll through turns.

Fuel Economy and Real-World MPG.
With the 2020 Mercedes-Maybach S560, EPA-rated fuel economy comes in at 16/25 mpg city/highway. The S650 is rated at 13/21 mpg. These cars are a lot less fuel efficient that the Benz S-class; that model achieves mileage of up to 19/28 mpg. Still, the S560 and S650 get better fuel economy than the Rolls-Royce Phantom which comes in at 12/20 mpg. During our time with an S560, we observed overall mileage of 18 mpg.

Interior, Comfort, and Cargo.
With both the S560 and S650, you get a cabin that drips with opulence. Luscious leathers and gleaming woods are used throughout, and the interior design is sleek and stylish. These cars have a longer wheelbase than the Benz S-class, and this translates to more legroom for rear-seat passengers. While the S-class provides 34.1 inches of legroom in the back, the S560 and S650 bump this up to a generous 40 inches. The rear compartment comes standard with seats that can heat, ventilate, and massage. Adding the Executive Rear Seat Plus package brings in two folding tables for the rear seats, along with heated and cooled cupholders. This roomier, enhanced rear seat is the main feature justifying the S560 and S650's price premium versus the S-class. Unless you're planning on letting a chauffeur take the wheel, we'd recommend sticking with the Mercedes S-class sedan. Somewhat surprisingly, the S560 and S650 are light on cargo space. There's just 12.3 cubic feet of room in the trunk. With the Rolls-Royce Phantom, you get a trunk with 19 cubic feet of cargo capacity.

Infotainment and Connectivity.
Mercedes-Maybach's pair of sedans come with a comprehensive array of tech features. The standard Burmester audio system provides 26 speakers for an immersive listening experience. All models come with SiriusXM satellite radio and Bluetooth phone and music streaming. You also get Apple CarPlay/Android Auto smartphone integration, along with standard rear-seat DVD entertainment system with two wireless headphones.

Safety and Driver-Assistance Features.
The 2020 Mercedes-Maybach S560 and S650 haven't received an overall crash-test rating from the National Highway Traffic Safety Administration (NHTSA) or the Insurance Institute for Highway Safety (IIHS). However, both these models come with a wide range of driver-assistance features that can help you (or your chauffeur) prevent accidents. Key safety features include.

 Standard blind-spot monitoring.
 Standard automated emergency braking.
 Standard lane-keeping assistance and lane-departure warning.
 Standard night-vision camera.

Warranty and Maintenance Coverage.
Mercedes-Maybach provides solid warranty coverage. It surpasses the protection offered by Bentley.

 Limited warranty covers 4 years or 50,000 miles.
 Powertrain warranty covers 4 years or 50,000 miles.
 No complimentary scheduled maintenance.

23.15

The new Mercedes-Maybach S 600 Pullman: High-end luxury-class motor vehicle with a proud pedigree.

The new Mercedes-Maybach S 600 Pullman: High-end luxury-class motor vehicle with a proud pedigree.

The new Mercedes-Maybach S 600 Pullman is being introduced at the Geneva Motor Show. Mercedes-Maybach's second model assumes the top-of-the-range position, with vis-à-vis seating in the partitioned-off passenger compartment, and at the same time stands as a proud example of the high-end automotive luxury traditionally associated with Maybach.

Its length of 6.50 metres alone is a sign of the special status of the Mercedes‑Maybach S 600 Pullman. It provides the space for a generously-sized and tastefully-appointed club lounge in the rear, with a multitude of creature comforts fitted as standard, thereby ensuring the chauffeur-driven limousine lives up to today's expectations of what constitutes total exclusivity and luxury. The VIP occupants sit on two standard-specification executive seats facing the direction of travel. They can enjoy the greatest legroom in the segment; and can get into and out of the car with the greatest of ease and comfort. As is typical for a Pullman, the four passengers can sit facing each other in the compartment with an electrically-operated partition window. Prices start at around half a million euros; the first customers will be taking delivery of their vehicles, which of course offer unrivalled scope for individualisation, at the beginning of 2016.

Many governments, heads of state and royal families around the world have for decades chosen Mercedes-Benz saloons with the designation "Pullman" to drive them with the stateliness and style befitting their status. With its new model, the company is now extending its unique position in this demanding segment: "Quite apart from providing spacious seating in first-class comfort for high-ranking passengers, the new Mercedes-Maybach S 600 Pullman is of course the embodiment of exclusivity at its highest level," commented Ola Källenius, Member of the Daimler AG Management Board responsible for sales and marketing of Mercedes‑Benz Cars. "One can sense the significance and greatness of it in every detail."

The Mercedes-Maybach S 600 Pullman provides extremely spacious seating combined with unique features characterised by their extraordinary and perfect craftsmanship. It goes without saying that Mercedes-Maybach offers its customers unique opportunities to individualise the appointments of their top-class limousines. These include the exquisite Maybach paint finishes, which are applied in several layers.

With a length of 6499 mm, the Pullman is another 1053 mm longer than the Mercedes-Maybach S-Class. The wheelbase is an impressive 4418 mm. Furthermore, at 1598 mm in height, the Pullman is more than 100 mm higher than a Mercedes S-Class, resulting in a tangible increase in headroom.
The V12 biturbo engine in the Mercedes-Maybach S 600 Pullman has an output of 390 kW (530 hp). It has a displacement of 5980 cc and maximum torque of 830 Nm from 1900 rpm.
The name Pullman was originally applied to railway carriages with luxurious open-plan compartments manufactured by the American Pullman Palace Car Company. This name was soon also applied to the motor cars from Mercedes-Benz which were based on an extremely long wheelbase and offered a very generously-sized passenger compartment. In the rear, separated from the driver's area by a partition, there was space for four passengers to recline regally in four single seats facing each other.

Extremely spacious seating in the rear, entire vehicle interior is leather-clad.
As its name suggests, the four seats in the rear of the Mercedes-Maybach Pullman are arranged vis-à-vis. The owner and VIP guests are seated in the direction of travel on two executive seats which are part of the standard specification; other passengers can sit on the fold-down seats facing backwards. If specifically requested, the Pullman can also be delivered in an exclusive version without the additional seats.

The executive seats offer a unique level of comfort thanks to their special adjustment kinematics. In contrast to the norm, the backrest is adjusted separately while the footwell and seat reference point remain unchanged. The cushion can be adjusted separately, with inclination and horizontal adjustment combined. For the executive seats, the maximum backrest angle is 43.5 degrees. The most upright backrest position of 19 degrees allows relaxed working in the rear. The reclining seats feature a calf support, which is freely adjustable for length and angle. The luxury head restraints come with an extra cushion as standard. The two first-class travellers in the rear have the greatest amount of legroom of any car in the segment, as well as 60 millimetres more headroom than in a Mercedes-Maybach S‑Class.

It is easy and convenient to get to any of the seats, thanks to the large rear doors and the position of the passengers on the executive seats, which is even further to the rear. A real boost in comfort for those heads of state and monarchs for whom protocol dictates that they must take their places ahead of their interpreters. This seating arrangement also preserves their privacy, as a large proportion of their bodies is hidden by the rear roof pillar.

The interior of the Mercedes-Maybach Pullman is upholstered in leather throughout as standard. Not only is the roof liner upholstered in high-quality leather, but also the door frames and seat consoles. As one would expect of a Maybach, there are three analogue instruments in the roof liner informing passengers in the rear of the outside temperature, speed and time.

The partition wall between the rear and the driver's area ensures discretion. The glass partition wall can be lowered electrically. It can also change from transparent to opaque at the touch of a button. This allows – in combination with the equally standard-specification curtains for the rear windows – for different levels of privacy. The standard-fit 16:9 format 18.5-inch (47 cm) monitor located in front of the partition can also be extended electrically.

Those who demand uncompromising quality of sound and appreciate perfect music reproduction can choose between two innovative Burmester sound systems. The existing Burmester® surround sound system delivers the legendary and unmistakeable magical sound for which the high-end audio specialist from Berlin is famous. But as an option par excellence, the Burmester® High-End 3D Surround Sound System provides matchless listening pleasure and outstanding sound quality.
It goes without saying that Mercedes-Maybach offers its customers unique opportunities to individualise the appointments of their top-class limousines. The key account managers in the exclusive Maybach centres throughout Europe as well as the sales advisors in the Mercedes-Benz sales and service outlets are happy to provide further information on this.

The history: Pullman limousines from Mercedes-Benz.
Happy birthday: the special protection version of the most famous Pullman limousine, the Mercedes-Benz 600 Pullman, is celebrating its 50th birthday in 2015. The first version of this luxury armoured version was built in 1965 to complement the portfolio of the luxury vehicle that was introduced in 1963. Having said that, the tradition of offering exclusive limousines with the Pullman name goes back even further at Mercedes-Benz: three special-design examples of the model 300 in Pullman dimensions, referred to in the vernacular as the "Adenauer Mercedes", were made in 1960. And following on from the model 600, Pullman versions of the S-Class 109 and 126 model series (special production) and the 140, 220 and 221 (both series production) were produced in subsequent years.

16.11

Bugatti Design Director Achim Anscheidt Discusses Virtual Reality Design of $9 Million Centodieci.

Bugatti Design Director Achim Anscheidt Discusses Virtual Reality Design of $9 Million Centodieci.

By Mark Ewing.

Achim Anscheidt has served as Bugatti’s Design Director since the early stages of the VW era, guiding development of every Bugatti from the original Veyron and its many iterations, to Chiron, Divo, and the one-of-one La Voiture Noire. In the midst of the Centodieci launch at Pebble Beach, Achim sat down to talk for an hour at the Maison Bugatti enclosure with a view of Centodieci turning on a pedestal, a one-minute walk to the steps of the Pebble Beach Lodge.

Bugatti is leading the way in a new form of carrozzeria, of carrossier, building one-off and limited-series cars with unique bodywork over the existing hard points of the Chiron chassis: Centodieci, Divo, La Voiture Noire. How are you harnessing technology to achieve this?
“It doesn’t take me one and a half years anymore. It takes half a year with Virtual Reality, VR goggles. This was the only way to answer the needs of our CEO Stephan Winklemann, to turn the brand where he wanted to go. Same with Centodieci, with Divo. Same with La Voiture Noire,” says Achim.

“Eighteen years ago Derek Jenkins, who was one of my idols and heroes, said that we would be walking around VR cars and they’d be so realistic that we would speak of them in VR. And now we are there. I am so happy that I was forced to adopt that process. Maybe possible because I have such a small area to overlook that I could take the whole team and put them on that stool."
“No clay model anymore, even though I like the romance of the clay, everything that is in the media about car designers. The VR glasses are so realistic. I can see so many things. And when I have the feeling I am 90 percent there, I do a prove-out shot that costs me €80,000. A clay model at that stage costs me €400,000,” says Achim.

“Then I have this prove-out shot that looks pretty much like that car there,” he gestures to the Centodieci on the nearby turntable, “even see-through. And then I make modifications where I was not right in the CAD development. And then I am 98 percent there. Then I do another one, and that might [raise] cost to €160,000. Where I would have spent €600,000 on the clay model by that point, and way more time, and five English contractors jumping around the car. The measuring plate, the measuring arm. The armature. And shielding from the fumes. I do like the romance of this clay story and I do not like to see it go. But the process has moved on."

“I can sit on a stool with the glasses and I can look at this car turning nearby and I almost cannot see a difference. The camera lens is so nice … and reflects the lens of my eyes. I can probably see 95 percent of that car. Then I can walk all around the car. I can step into the interior, which is an eerie feeling,” Achim says, subtly whimsical grin breaking over his face. “I can have my lead designer or the whole team standing around me and having a product conversation. And they are avatars sitting next to me with a tool in their hands pointing and discussing should we move this line up or down. We are not far away that I have a modeler doing that in real time, moving the line up and all the surfaces up. We used to do that with clay modelers and then immediately apply Dynoc again.”

Speak to the evolution of thought and the creation of the Centodieci, your tribute to the EB110 of the 1990s Romano Artioli era of Bugatti. It’s an era I lived through as a young editor of a sports car magazine. I published stories about the early stages with the EB110 designer, Giampaolo Benedini, and also the EB110 Supersport that proved a last hurrah.

“If you are a director and charged with a sequel to a blockbuster movie, what do you do? It would be totally lame to make Part Two,” Achim says, employing a brush of the California dialect he picked up while studying design at Pasadena’s Art Center. "There are very few examples where people pulled it off. It is legit to always have an inspiration, but then what you do with that inspiration, how you understand looking backwards, then looking forward with that knowledge, is the magic of homage projects.

You have spent time with Romano Artioli and Giampaolo Benedini?

It impressed me, Romano Artioli’s patron approach, putting him in line with Ettore and Ferdinand Piëch, the three great patrons of the brand. The way Romano Artioli ran the factory at Campogalliano, the way he treated his workers—sitting together, eating together. The workers would have lunch with a Michael Schumacher or [French actor] Alain Delon or a visiting prince. A philosophy that I respect a lot. Mr. Artioli is still alive. And I think he deserves a lot of credit for the forgotten supercar."
My writer in 1991 described Benedini as a “single-minded genius.” He is a designer, architect, and a manufacturer of  fine home furnishings, a true heir to the spirit of the Italian Renaissance.

“Giampaolo Benedini was not only the architect of Campogalliano [the “blue factory” created by Artioli for the rebirth of Bugatti in the late 1980s], but also the designer of the car. Not very many people know this. Such a humble, quiet-spoken person. A true racer by heart,” says Achim, whose father was a 3-time Grand Prix motorcycle world champion with Suzuki.
“I’ve had a couple of dinners with Benedini in the past year. He still races classic cars. Then I realized he is the cousin of Romano Artioli. He was always in the background speaking to Artioli about what actually should be done. They owned Lotus at the time and the Elise is his idea—Benedini’s idea that Lotus should go back to its roots. Because they owned the brand and Lotus was pretty much bankrupt. It was Benedini who said they should do a car that goes back to Colin Chapman, to the original roots. Intelligent power to weight.
“I was looking for cues of how to translate the design of the EB110 into a modern homage, and what is important to respect or concentrate on. Talking to Benedini, I realized where the very geometric and almost Bauhaus elements come from. Those chamfered elements. Look at the rear end. The geometric almost pill-shaped venting holes, geometric taillights. There is a lot of geometry on this car with an almost less-is-more approach, a nice Bauhaus philosophy. Then I found out that Benedini is a big Bauhaus follower. He owns the brand Agape—they produce bathroom furniture world wide. You see it at Campogalliano, the factory. Then I saw how that transferred to the design because Benedini finished the EB110."
My writer in 1990 stated that Benedini carried the EB110 through multiple evolutions once he took over from Gandini, and former Lamborghini engineer Paolo Stanzani left the factory. The early designs did not include a horseshoe grille.

“You know the early stages of the EB110, the prototype stages, it looked nothing like a Bugatti. It looked like a Lamborghini. You see how much Benedini put his charm onto that car. Less is more, clean Bauhaus style.
“The rear end of Centodieci started with my desire to close the engine compartment with glass just like the EB110. The engineers said there is no way in the world we can close it because we need that for breathing. I stayed hard-headed, so they said I had to offer them other cooling possibilities and that’s why you have these two big chimneys that the EB110 has as well. That’s why you have the two NACA ducts on the side shoulders of the EB110 and on the roof to pull air into that compartment.

“That’s why you have at the rear end this gaping hole where the taillights are inside, to vent all the hot air. But it is reminiscent of the EB110. The Centodieci taillights are almost like an inverted graphic of the two-dimensional graphic of the EB110. A three-dimensional sculpture. 

"These kinds of associations allow me to be wholeheartedly honest and say this is how I translate something from an old car to find a reminiscence in the people’s eye, but not a copy one-to-one as a retro car.”

15.49

BUGATTI DEVELOPMENT PERFECT TEMPERATURE CONTROL AT 400 KM/H.

BUGATTI DEVELOPMENT PERFECT TEMPERATURE CONTROL AT 400 KM/H.

JULIA LEMKE ON THE CHALLENGES OF DEVELOPING THE AIR CONDITIONING SYSTEM.
the atmosphere in the interior is pleasantly cool despite the baking heat outside. no draughts can be felt at all – just the way things have to be to create a sense of comfort that is very noticeable even though it’s completely invisible. as the overall technical coordinator for bugatti air conditioning systems – and holder of a doctorate in engineering – julia lemke designs new air conditioning systems to ensure that the air flow and air conditioning work perfectly in the new chiron pur sport1, divo2 and all other chiron3 models. it’s a task with considerable responsibility: two air-conditioning condensers ensure heat dissipation from the vehicle, a central air conditioning unit is responsible for control, and a compressor drives the entire system. this system is made up of air conditioning lines with a considerable length of approximately 9.5 metres in total due to the mid-mounted engine concept.

Julia Lemke has been working in the automotive industry since 2013 and has been with Bugatti for the last four years. It’s a brand whose fascination for Julia Lemke is not limited to the sheer performance, technology and quality of craftsmanship, but also includes handling and usability – a unique combination of ultimate performance with exclusive design and convenience. “The Chiron, Divo and even the extreme Chiron Pur Sport are easy and convenient to drive on a day-to-day basis – they’re straightforward to use. Even inexperienced drivers can handle a Bugatti right from the word go,” says Lemke.


As far as she’s concerned, she has an absolute dream job. Julia Lemke grew up in southern Germany and became aware of her interest in technology early on, during her school days. She helped her father and brother repair her bike and started tinkering with cars at an early age. Her first car – an old 1985 VW Passat – had neither power steering nor air conditioning. Despite her fascination with technology, Julia Lemke initially took a degree in history – her second passion. She completed her studies with a qualification as an archivist – but then went on to study energy and process engineering with a focus on thermodynamics in Brunswick.

“I came to the realisation that current and future technical problems and their solutions are more fascinating than the past. I was particularly interested in thermodynamics,” explains Julia Lemke. After graduating, she conducted research at the Technical University’s Institute of Thermodynamics and wrote her doctoral dissertation on “Energy assessment of car air conditioning systems with secondary circuits”.

Everyone has their own sensation of temperature

One challenge when adjusting the air conditioning system is that each individual has their own individual sensation of temperature. Europeans usually feel comfortable between 21 and 22 degrees, while most Americans prefer it a few degrees colder. “For us, it’s important to ensure that the selected temperature is quickly established. But there mustn’t be any draughts. The air conditioning system is working best when occupants don’t notice it. We have to make sure there are no draughts or noise – only then does it make you feel comfortable,” she explains. The entire air conditioning system includes the cooling circuit for the interior, air flow, electrical system, electronics and the air conditioning unit as the system’s central control unit.

The requirements are huge: “Our vehicles travel very fast. In order for the air supply to work properly at maximum speed too, we need to ensure the ventilation and air conditioning are particularly well controlled,” she says. For this purpose, the air conditioning system changes the air flow at fast driving speeds. In conventional vehicles, air is forced into the interior at the lower end of the windscreen, but in a Bugatti this only happens up to about 250 km/h. From this point onwards, there is a switch to negative pressure: a sophisticated control system with an additional ram air flap and an optimised blower ensures that air continues to enter the interior.

The Bugatti hyper sports car also has other unique features: because of the incredible speeds reached, sometimes well over 400 km/h, the body is designed to be particularly streamlined. This requires a flat windscreen with an inclination of just 21.5 degrees. This increases the surface area of the glass to 1.31 square metres – a conventional compact car has a glass area of around 0.70 square metres and an angle of inclination of around 30 degrees. As a result, the interior of a Bugatti heats up more due to the higher solar radiation or solar load. Sky View – the glass roof option popular among Bugatti customers – further increases the level of interior heat when the sun is shining. To counteract this, the Chiron models and the Divo have a powerful air conditioning compressor with a cooling capacity of up to 10 kW and two air conditioning condensers – enough to cool an apartment in Europe measuring approximately 80 square metres. Approximately 3 kg of coolant per minute can be compressed from a pressure of about 2 bar to a high pressure of up to 30 bar.

In addition, the compressor mounted on the engine is exposed to very high ambient temperatures due to its proximity to the exhaust system, so this is cooled by another sophisticated system. “At first glance, our air conditioning system appears to function like a conventional system. But it’s a real challenge to perfectly harmonise the highly complex system of a small-series hyper sports car so that it works impeccably even at maximum speed and engine load,” says Julia Lemke. She therefore conducts research and development with regard to maximum cooling capacity as well as efficiency, system acoustics and draught reduction. This includes reducing and refining the refrigerant circuit so as to minimise the use of refrigerants and energy consumption.

As the coordinator for the interior, she is in charge of all matters relating to the passenger compartment of the new Chiron Pur Sport. The various departments collaborate very closely and all employees are involved in driving forward product development. As an exclusive luxury manufacturer, Bugatti also gives its employees the opportunity to develop and implement ideas quickly. In addition to this, there is her main job as the person responsible for the air conditioning system: she has to ensure all components of the system function reliably and provide pleasant interior comfort in all operating conditions. “Due to the increased engine speed in the Chiron Pur Sport of up to 6,900 rpm, the main focus is on the proper functioning of the air conditioning compressor as an engine peripheral. This is why I take part in a lot of test drives to ensure the functionality of my system in all climatic conditions,” she says. Julia Lemke naturally gets to drive the hyper sport cars herself during testing. For her, cars in general and the Chiron in particular are a technical masterpiece. “The deeper I get involved as an engineer, the more I admire what is achieved overall in the development of these vehicles. The enormous power of the W16 engine and the incredible speed are unique – this is what makes this highly complex system different from the rest,” she says.

Her hobbies match her love of cars and technology: motor racing and racing photography. In her spare time she enjoys going to motor racing events to take pictures. When asked which Bugatti model is her favourite, she answers without hesitation: “The Chiron Super Sport 300+ is my absolute dream car. It has even more power and a maximum speed that goes far beyond anything before it, shifting the boundaries of physics. I have huge respect for all my colleagues who have made this possible.”

Despite the small series of only 500 planned vehicles, Bugatti goes to enormous lengths to achieve perfection. Two test vehicles were available for climate trials during development of the Chiron. To make draughts more visible, Julia Lemke tracks air flow using 3D simulation, smoke lances and even wool threads. It might look strange, but the light wool threads clearly indicate the air flow. Her goal is to continue perfecting and adjusting the air conditioning system so that the vehicle occupants feel comfortable and do not hear or feel any draughts. The result is perfect only if they don’t notice anything at all.

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Vision Mercedes-Maybach 6.

Vision Mercedes-Maybach 6. 

The Vision Mercedes-Maybach 6 reinterprets classic, emotional design principles in an extreme way.

Debut in Pebble Beach.
Every August classic car fans from around the world converge on Pebble Beach in California for a very special beauty contest. This gathering of magnificent classic cars is the perfect place to premiere the exclusive Vision Mercedes-Maybach 6, a sensational luxury-class coupé. The 2+2 seater is a homage to the glorious age of the aero coupés and consciously carries this tradition forward into the future.

The coupé reinterprets classic, emotional design principles in an extreme way, following the Mercedes-Benz design philosophy of sensual purity.
A glamorous coupé.
“Our glamorous coupé, the Vision Mercedes-Maybach 6, represents the ultimate in contemporary luxury. It is hot and cool”, states Gorden Wagener, Chief Design Officer Daimler AG. “With its intelligent appeal and reduced, technoid look, it perfectly embodies our design philosophy of sensual purity and our pursuit of aerodynamic efficiency.”
Classic, aesthetic principles.
With its sensual, emotional design (“hot”) and intelligent details (“cool”), the Vision Mercedes-Maybach 6 represents the ultimate in luxury. The classic aesthetic proportions of the show car – the extremely long bonnet, the low roof line and the rearward positioning of the greenhouse – recall the aero coupés of days gone by. But this is not retro design – this is a reinterpretation of classic, aesthetic principles.

The large coupé is set to make its debut at Monterey Car Week, which will take place on the Monterey Peninsula between 16 and 21 August 2016. The final event on 21 August will be the Pebble Beach Concours d’Elegance.
The exterior design.
Clearly defined contours and organically formed wings stand in contrast to the sharply drawn, extended feature line on each side which defines the upper vehicle body from the radiator grille across the entire length of the vehicle to the rear. There is also a striking contrast between the Maybach red paintwork and the chrome strips which sit above the wheel arches and in the centre of the bonnet and boot lid. A reinterpretation of the Mercedes-Maybach radiator grille with its fine, vertical struts accentuates the front end. The extended, round "boat tail" format of the Vision Mercedes-Maybach 6's rear recalls a luxury yacht.
The interior as luxurious 360° lounge.
The front windscreen serves as a transparent display: driving-related data and geographical information is shown across its full width, augmenting the outside world with additional information. This information can be controlled and adjusted by the occupants using gestures. The dashboard wing curves across the door trim into the seat landscape, creating a 360° lounge. The sitting surface forms a horizontal, which transitions into the vertical of the doors and finally becomes the underside of the dashboard wing. In the doors and dashboard the traditional wood trim softens the appearance of the digital control and display interfaces. As a contrast to the digital world of the displays, elm is used in the floor area, creating a refined yachting look.

Typical sports car performance.
The Vision Mercedes-Maybach 6 is designed as an electric car. Thanks to its four compact permanent magnet synchronous electric motors, it features all-wheel drive. The output of the drive system is 550 kW (750 PS). The shallow underfloor battery has a usable capacity of approx. 80 kWh. This not only allows performance characteristics typical of a sports car (acceleration from 0‑100 km/h in under four seconds, top speed electronically governed at 250 km/h) but also a range of over 500 kilometres according to the NEDC (over 200 miles according to EPA).

With its impressive dimensions, the Vision Mercedes-Maybach 6 (length/width/height: 5700/2100/1328 millimetres) is the first luxury coupé in the series of visionary design show cars from Mercedes-Benz.

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