2010 Lancia Stratos Concept
Lancia Stratos Concept
The fabled Lancia Stratos HF was without a incertitude the nigh prominent and successful razz car of the 70s. With its electrifying lines and sturdy figure made-to-order to bait use, the Lancia Stratos not alone single-handed rewrote the chronicle of rally, it won a perm position in the hearts of its innumerous fans with its striking execution on the humans’s asphalt and get tracks – a functioning which included deuce-ace serial humanity backing titles.
For Michael Stoschek, a accumulator and driver of historical racing cars, also as a successful enterpriser in the self-propelling provide industriousness, the growing and structure of a forward-looking reading of the Lancia Stratos represents the fulfilment of a long-held daydream. Backbone in 2003, the dreaming had already begun to assume a concrete configuration; now, ultimately, it has go a world.
In November 2010, 40 age later the Stratos’ demonstration at the Turin Drive Demonstrate, the New Stratos was publically presented first at the Paul Ricard Circle – the fable returns.
It all began in 1970, at the Turin exposition bandstand of the motorcar decorator, Bertone. The extremum Stratos bailiwick on showing thither – a stylistic chef-d’oeuvre by the couturier Marcello Gandini – didn’t scarce shake visitors, but caught the aid of Cesare Fiorio, Lancia’s squad coach at the clock… and refused to release.
2010 Lancia Stratos Concept
Scarce one class afterwards, the Lancia Stratos pretended its terminal mannequin when the midmounted V4 locomotive from the Lancia Fulvia was replaced by the importantly more hefty Ferrari Dino V6 locomotive. The route edition of this “stagger” was scarce 1.08 meters highschool, mounted on a short-change blade frame, and its aerodynamically advanced torso was wrought from built fibreglass. The Lancia Stratos’ low angle, nonesuch weighting dispersion and first-class kinetics provided the optimal weather for outstanding functioning on the outside rebound tracks, which at the meter were hush henpecked by Alpine and Porsche. Nonetheless, the results were not so now sweet.
It was only Lancia workings driver Sandro Munari and British Rule 1 driver Microphone Parkes got butt the bicycle of the pitiless impulsive motorcar that succeeder last materialized. And it did so at lightning swiftness: in 1973 Sandro Munari took dwelling the offset triumph for the Lancia Stratos HF, and the victories scarce unbroken forthcoming in passim 1974. By the end of 1976, the Lancia Stratos had pulled off a hat magic, taking trey Humanity Cup titles in a row.
The Italian “quick chock” too enjoyed succeeder bey its deeds deployment: top driver Bernard Darniche brought house an unbelievable 41 victories in his Lancia Stratos – the bulk of them for the individual squad, Chardonnet of France.
The Decree radical’s striking reducing of the Lancia racing budget in 1979, in prefer of the Fiat 131 Abarth, was the last ring for the Stratos plant squad. From so on, solitary consecrate individual teams took to the racecourse competing against workings cars – as in the 1981 Monte Carlo Rallying.
Eve nowadays, thither’s barely any over-the-counter fomite that excites audiences at cosmopolitan drive fun events comparable the Lancia Stratos. Michael and Maximilian Stoschek sustain too divided therein ebullience for many geezerhood – not, nevertheless, as spectators, but as fighting motive sports enthusiasts – and they let made the institution of a forward-looking reading of this fabled motorcar their finish.
The project initiators.
The present-day New Stratos is a non-commercial externalise by Michael Stoschek and his son Maximilian Stoschek. Unitedly, they played a primal part in determinative the technological conception and excogitation of the one-off fomite. Structure of the car has been afoot since fall 2008, at Pininfarina in Turin, Italy.
Michael Stoschek is president of the Brose Radical. Brose is the fifth-largest family-owned party among worldwide self-propelled suppliers.
A piercing sportswoman, Stoschek won the Carrera Panamericana in 1999, 2001 and 2004, and the 2006 FIA European Rallying Backup, impulsive a 1971 Porsche 9-11 in both races. The Lancia Stratos Radical 4 has a exceptional position amongst the historical razz cars that Stoschek employs for rallies and hillclimbing. Sportsmanlike a Marlboro designing, the fomite has been restored concluded more a tenner, according to the specifications of the 1974 Go de Corse Andruet/Biche plant car.
The conclusion to recrudesce and body-build a new, ready-to-run Stratos was divine by a merging with Chris Hrabalek, with whom Michael Stoschek became acquainted at the 1986 Humans Stratos confluence unionised in Alta Badia by Stoschek. This was too the impulsion arse Stoschek’s amour in the Fenomenon Stratos externalise, presented at the 2005 Hollands Motive Shew, also as his co-acquisition of the Stratos stylemark rights.
In September 2008, Michael and his son Maximilian Stoschek licenced Pininfarina to bod a one-off fomite. Presently, the New Stratos is one of a genial. Michael and Maximilian Stoschek handgrip all rights to the fomite besides as possession of the tools. Output of an sole, modified run nether their permit is aforethought.
Design as challenge.
Graeco-roman products rest incessantly elan icons. Bertone’s Lancia Stratos, with its daring excogitation, is as inimitable now as e’er. A forward-looking rendition of such a graeco-roman presents a detail dispute for a couturier. It can be hard to breakthrough the compensate symmetricalness ‘tween the trouble of, on the one mitt, draft overmuch from the master and, on the over-the-counter, departing overmuch from the initial conception.
The conception of the New Stratos’ trunk and inner was devised in perpetual reference ‘tween the clients, Chris Hrabalek and his faculty, also as famed car designers such as Luca Borgogno, from Pininfarina.
Stoschek himself specified that, “because the invention of the Lancia Stratos was characterized by the counterpoint betwixt circle and rectilineal elements, I cherished to see that tenseness to be carried o’er into the New Stratos besides.”
The appointment was to breakthrough a coeval rendition of all the quintessential excogitation characteristics of the Lancia Stratos; classifiable features such as the cuneal eubstance, the semi-circular windscreen, the outstanding front with its primal radiator, the bum with the turn stern lights, the ceiling and arse pillager and the five-star rims.
Abaft the pattern centering had been outlined, a figure of stairs were requisite to pee the New Stratos a fully-functioning, road-ready sports car. This composite and comp summons included not solitary the output of a image, but likewise the boilersuit ontogenesis of the car via numerical molding, figure effectuation and substantiation of apiece case-by-case factor up until the flatus burrow run.
Developing of the New Stratos passim the total excogitation stage proceeded in coincidence with tests in the Pininfarina twist burrow – outset, in ordering to formalise the introductory anatomy of the car, so, during the end exam form, to polish the flowing details.
Among otc things, the eubstance was configured to dissimilar elevation values and pitches, and the force of these on the complete correspondence of the touch pressing ‘tween the battlefront and arse axles was deliberate on the lead burrow’s “roll route”, at speeds betwixt 140 and 200 km/h. The burden of dissimilar types of presence, cap and backside spoilers on the figurehead and back downforce was extensively studied and resulted in the flow innovation. Moreover, respective coddler lips were well-tried on the underbelly, in fiat to step-up the downforce on the figurehead axle. The efficiency of the air intakes and outlets, the cooling onward of the locomotive and the brakes were optimized victimization stream visualisation techniques and insistence measurements.
Engineering the New Stratos.
The destination for the evolution of the Lancia Stratos HF’s heir was to again produce a mid-engine sports car with a short-change wheelbase, low burthen and victor nimbleness.
Equitable as the Lancia Stratos, with its Ferrari Dino V6 locomotive, was nonetheless a discrete sports car in its own compensate, the New Stratos is too a distinguishable maturation, exploitation components of the Ferrari 430 Scuderia. Almost all of these components have been modified and, as necessary, customized to their new purpose. However, it should also be emphasized that the Ferrari Scuderia already sets the standard amongst the current super sports cars and, as such, provides an excellent basis for further development.
The aluminum chassis was shortened by 20cm and welded to a roll cage made of 40mm-thick FIA FE45 steel. This method significantly increases rigidity, and this, combined with the shifting of the center of gravity towards the front, provides the basis for the vehicle’s extraordinary handling characteristics. Both the body – which is 33cm shorter than the Scuderia’s – and the interior are constructed entirely of carbon fiber and aluminum. All of the body components of the shell and interior are made of visible carbon. This places especially high demands on the quality of the processing, which was accomplished by Re Fraschini.
The centerpiece of the New Stratos is the 4.3L, light alloy V8 engine from the Ferrari F430 Scuderia, which accelerates the high tech sports car to a speed of 200 km/h in 9.7 seconds. The high performance engine which draws its intake air from the roof spoiler’s side openings, has been equipped with a new control unit and a high-performance exhaust system by Capristo, including manifold and sports cat exhaust system; it delivers 540 hp and provides a torque of over 500 Nm.
The sequential 6-speed transmission received a new mechanical Drexler differential lock, and the modified control electronics now allow for extremely fast gear changes.
The chassis was completely reengineered by the ZF Sachs engineers, including integration of new electronic damper calibration, adjustable via the steering wheel, modified springs and optimized camber and toe values. The 9 and 11-inch wide by 19-inch center lock wheels are fitted with Dunlop Sport Maxx tires, sizes 265/30/19 and 315/30/19.
To fully reap the benefits of the lightweight, torsionally stiff, well-balanced vehicle, the height, camber, toe and caster were changed completely, and, above all, the whole setup.
To this end, stiffer suspension springs were employed alongside new damper calibration with greater differentiation of damper stiffness, adjustable via the steering wheel, as well as an optimum wheel/tire combination identified via testing of various tire brands, sizes and rubber composites.
The Brose-sponsored, Portuguese WTCC and former Formula 1 driver, Tiago Monteiro, was instrumental in the chassis development, working in close collaboration with the engineers from ZF Sachs.
The Brembo brake systems, comprised of 398mm-diameter ceramic discs and 6-piston calipers at the front axle, and 350mm-diameter and 4-piston calipers at the rear axle, are equipped with Brembo racing brake pads and steel flex lines.
Finally, the steering has been converted to electro-hydraulic, the new smaller carbon steering wheel displays the exact shift points via differently colored LEDs and the paddle shifters are from the Ferrari 430 racecar.
The battery is a lithium unit in a carbon casing, with a weight of 4.2kg and a capacity of 84 Ah.
The completely redesigned interior consists of a new dashboard with new instruments, new door panels and new racing seats. All components are made of carbon fiber – including the new trim panels. The air conditioning in the new cockpit was built by Ferrari. The lining of the doors is designed to hold driver and front passenger helmets, as in the Lancia Stratos. All external and internal parts made of carbon fiber have been treated with a clear coat mixed with 2 percent black content, which makes the carbon structure visible only up close.
In contrast to the side windows of the Lancia Stratos, whose tilt mechanism allows only partial lowering, the New Stratos has been kitted out with a specially-designed Brose window regulator with anti-trap system. By separating the window adjustment mechanism from its motor, a full lowering of the panes is possible, despite the integrated helmet compartments in the doors. In addition, the variable door stops, seat adjustment and locking systems for the hoods and side doors were developed and manufactured by Brose. Here, not only precision functioning, but also reduction of weight, was of the essence. The new window system alone enabled a reduction of 5.5kg as compared to the F430.
Despite the approximately 55kg steel roll cage and the 28kg air conditioning unit – which it was necessary to take on due to the large glass surfaces – the New Stratos weighs about 80kg less than the base vehicle. Not only its exceptional performance, but also the incredible driving pleasure that the New Stratos delivers is a direct result of the dry weight of just 1247kg, the excellent balance and the new setup.
The final rehearsal.
This test drive had been in planning for quite awhile: on November 18th the president of Ferrari, Luca di Montezemolo, and his chief test driver, Dario Benuzzi, took the New Stratos out on the Maranello-Fiorano circuit for the first time.
After a few swift laps, it was apparent that Luca di Montezemolo was extremely impressed by the vehicle’s precision handling. Several enthusiastic exclamations of “bellissima!” and “congratulazioni!” were heard as he exited the car.
The sincerity of these compliments was further underscored when di Montezemolo made a phone call to his technical director, Roberto Fedeli, and requested his presence at the track so that he, too, could have a closer look at the New Stratos. Fedeli made a thorough inspection of the vehicle together with another technical adviser. When he’d finished, he was also full of praise – not just the perfect engineering, but the numerous details and painstaking workmanship had won over Ferrari’s technical director.
In the meantime, Dario Benuzzi got behind the wheel and sped down the racing line, maneuvering the curbs and chicanes of the Ferrari circuit. He, too, was impressed by the New Stratos’ razor sharp handling and extremely rigid body, and thanks to his 40 years’ experience in sport and race car calibration, the Ferrari legend was also able to give some advice on how to eliminate a slight agitation of the rear axle that occurred when taking a curve at high speed. As a result, the rear wheels will get a bit more toe-in before the presentation at the Paul Ricard Circuit.
Now, in the afterglow of this extremely positive feedback from Ferrari’s top ranks, the highly motivated New Stratos team begins their preparations for the presentation in Le Castellet.
Since the first blurry pictures of New Stratos appeared on the Internet in the summer of 2010, sports car enthusiasts and motorsport fans from around the world have been waiting impatiently for confirmation of whether the successor to the legendary Lancia Stratos really drives as impressively fast and with as much agility as appearances would suggest.
On November 29th and 30th, the time had come: Michael and Maximilian Stoschek invited a select group of journalists, designers, engineers, race and rally drivers to the premiere in Le Castellet, so they could at last experience the New Stratos live and in action. What’s more, the attendees were able to do so not merely from the passenger-side racing seat, but from behind the small sports steering wheel with the Manettino switch. After a few racing-style introductory laps from WTCC driver Tiago Monteiro and Maximilian and Michael Stoschek, New Stratos novices were permitted to personally catapult the 540 hp car onto the racetrack via the 6-speed sequential gearbox.
Not surprisingly, no one passed up on this opportunity, least of all Bernard Darniche, French and European rally champion many times over, and – with 41 victories – the most successful Lancia Stratos driver of all time. He sped his legendary victory car’s successor through the tight, twisty section of the Paul Ricard Circuit, just like in the old days. In an interview afterwards, Darniche left no doubt about his enthusiasm for the razor-sharp handling and seamless implementation of even the tiniest steering, brake and gas commands. Furthermore, the exceptionally high quality of workmanship for a one-off vehicle and the level of perfection to be found in every single detail, unanimously impressed the visiting press representatives.
During the dinner afterward, theory followed where practice left off: designers, suspension technicians, development engineers, project managers and, naturally, the initiators themselves, left no question about the New Stratos’ development unanswered in their entertaining lectures and individual conversations. No questions, that is, except the one regarding the possibility of a limited run. However, if demand is sufficient, this question may soon have an answer as well.
The New Stratos, like the racing version of its predecessor, has been extensively geared – down to every last detail – towards lightweight design and performance. Not surprisingly, the specification sheet was therefore extremely ambitious in this regard as well.
The low vehicle weight, the excellent balance and the precision chassis components made possible by the rigid body, were intended not only to provide an exhilarating driving experience, but to provide measurable results in the form of objective data.
As work on the New Stratos continued virtually without pause up until the presentation in Le Castellet, and weather conditions offered no opportunity for performance test runs, these will have be carried out at the next available opportunity.
We expect a power-to-weight ratio below 2.3 kg/hp with an acceleration time from 0-100 km/h of 3.3 seconds and from 0-200 km/h of 9.7 seconds. We expect top marks for braking performance and a benchmark position in the 18- and 36-meter slalom and similar handling tests.
After introducing the new rear axle ratio (crown wheel and pinion 9/45), the top speed will be reduced to 274 km/h, in order to achieve even better acceleration values.