More new on Project 1221

[autom?vel]

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Official news updates seem to have ceased, yet new details reveal that the Modena born Project 1221 gas turbine supercar programme has taken a new leap forward. Autodrome-Cannes, exclusive importers of the Pagani Zonda, will be involved in the distribution of the futuristic and ground-breaking supercar, and have reported several interesting details which make the entire project feel less underground and more upbeat.

Autodrome-Cannes are a professional authority on supercars, and predict the introduction of the ?gas-turbine dream that has finally come true after 50 years? to make a huge impact in the first half of 2006, when a non-running prototype will be presented. ?The event will be an earthquake for sports car enthusiasts. The development of this revolutionary project is indeed very well-resourced, technically and financially. When this car will be presented and available, the world of luxury sports cars will look entirely different." A fully functioning demonstrator is scheduled to be available by the end of 2006, although it may not be fitted with the definitive turbine, in which case a similar unit will be used. The schedule continues, with production planned for 2007, and deliveries in 2008. ?Not only will this car offer "out-of-this world" performance, but it will also provide a set of advantages which will leave other cars - at any price - far behind.

For its most respected clients, Autodrome-Cannes have already secured a small number of the 199 cars that are to be built, and advise that US homologation will generate a strong demand. The gas turbine supercar will be as different to a conventional supercar as a Learjet is to a piston-powered Cessna; a fascinating piece of engineering that will have atemptation beyond resistance for many. ?We have driven, tested, bought and sold the most powerful, fast and technologically advanced cars in the world. This new breed of supercar will clearly be far above any other vehicle with its superior dynamic capabilities, combined with a unique set of advantages never seen before. Our life
can be shorter or longer, and more or less intense. But the most important thing is to live it completely, and not waste it.?

The power unit will weigh under 200 kg, yet it will deliver in the region of 1500 bhp. Those who dream about glowing afterburners will be disappointed to hear that the exhaust gas temperate will actually be lower than with conventional engines. The engine will require no cooling fluid, and will be able to operate in both extremely hot and cold. Furthermore, the lack of a mechanical link with the transmission not only means that one will not be able to stall the car, but also that expensive clutch replacements will not be necessary, as is the case on many conventional supercars.

Computer simulations have been carried out, indicating a top speed of 430 km/h and outstanding acceleration capabilities. The car will offer this fierce performance in a refined environment, with high levels of comfort and convenience. Natural materials (as opposed to exposed carbon-fibre), a minimum level of electronics, and highly reliable  simple technology will exude luxury in the modern day world of complexity. Owners will feel at home in the cosy interior, with a cigar cave if required. Driving in the urban environment will be as easy as on deserted highways, with the car measuring 1.9 metres in width, and notably more narrow at the rear. This latter characteristic not only facilitates driving, but is also a feature that improves aerodynamics with the form representing the ideal tear-drop shape as experimented with by well-known aerodynamicist Paul Jaray.

An armoured version will also be available, with modified bodywork, floor and windows. Even with some 500 kg of added armour, the travel capsule will have a power to weight ratio about 30% superior to the next most powerful (un-armoured) supercar in the world. Another interesting feature of the car is the steering system which does away with a conventional steering rack, and which allows for the driving position to be switched from LHD to RHD.

[MX793]

The problem with gas turbines is the tremendous amount of lag when you apply or lift the throttle.  That and the fuel consumption rate.  Rover built a gas turbine car maybe 40-50 years ago and raced it at Le Mans.  It actually didn't fare too badly.

[giant_mtb]

So these are the ones that as the speed of the engine increases, the wheels spin via direct link (with a gear ratio, perhaps?) to the output shaft?  Or...am I way off?

[MX793]

So these are the ones that as the speed of the engine increases, the wheels spin via direct link (with a gear ratio, perhaps?) to the output shaft?  Or...am I way off?

It's wheel driven, but from the sound of it they're running the engine through some kind of torque converter type device so that the driveshaft of the turbine isn't mechanically connected to the drivetrain.

[giant_mtb]

So these are the ones that as the speed of the engine increases, the wheels spin via direct link (with a gear ratio, perhaps?) to the output shaft?  Or...am I way off?

It's wheel driven, but from the sound of it they're running the engine through some kind of torque converter type device so that the driveshaft of the turbine isn't mechanically connected to the drivetrain.

I see, I see.  B)  

[Laconian]

What about tricks like a hybrid drivetrain (turbine/electric with supercapacitor) or sequential turbines to make it more driveable?

[MrH]

That'd have to be one hell of capacitor.  :)

I think the problem is also related to it's response to sudden lifting and application of throttle.  Your solutions would only solve low end torque problems.

Cool idea though.  It's interesting to say the least.

It'll be fun to see how it progresses, and innovation is always welcomed in my book.

[MX793]

What about tricks like a hybrid drivetrain (turbine/electric with supercapacitor) or sequential turbines to make it more driveable?

Sequential turbines?  Sequential turbochargers can eliminate turbo lag in a piston (or rotary) engine, but a gas turbine engine is a whole 'nother ball game.  Sequential turbos in a piston engine basically replace one big, slow spooling turbo with a pair of smaller, more responsive ones.  The equivalent for a gas turbine powered vehicle would be replacing a single gas turbine engine with two smaller, more responsive ones.  I'm not sure you'd want to try to link up the outputs of two seperate engines (though it can be done).  Sequential turbines for a gas turbine would basically mean that you'd have a 2 (or more) stage expansion process.  It wouldn't really reduce the rotational inertia of the spinning bits in the motor or reduce the lag, though it would likely improve how much power you get out of the exhaust expansion.  Most axial gas turbines (like jet engines in airplanes) have a couple turbine stages.