While conventional idler considered a luxury car Lamborghini-Aventado" on the stage of the Geneva International motor show, Dmitry Fedorov penetrated into the secret workshops of Italian firms, where born fully carbon fiber monocoque this model.
LamborghiniStefan Winkelmann, CEO of Lamborghini, said: "The maximum speed limit, like the superpower of the engine, is no longer a priority for us." These words were beginning to shock. But he clearly described the future priorities of his company: " The record dynamics and the phenomenal manageability of the supercrov our new approach to construction will not hurt. You understand, 300 km/h maximum speed is for any modern supercar already accepted, but where can it be reached? Only on racing tracks for a very short time. We will not continue to increase engine power from environmental considerations-"Lamborghini", like all other cars, also need to be part of the CO2 emission standards. But there is a way to achieve a record power-to-car ratio. The path here is one massive use of carbon fiberThe Bolivar Formula-1 has long been confirmed: the best material combining strength and lightness is not to be found. " That's how Mr. Winkelman's old values were destroyed, and he led us to the main purpose of the visit to Lamborghini. From now on, this company is the only vehicle in the world that has a unit in its structure to develop, test and produce carbofibers. "Aventador" without external panels. The carbohydric capsule of the passenger compartment is clearly visible, to which the powertrain and the running gear are mounted on the aluminum nicknames. RUS-US Lambergini could not have been able to do this on its own. "Audi", the current owner of the Italian company as part of Volkswagen, has helped it with the selection of materials, technology and computer simulation of the crashing tests for the new flagship-700-strong "Aventador". Maina State University of Washington, known for its research in this direction. The experience of this establishment has been considerable-mainly thanks to the joint work with Boeing, which expands the production of "Dreamliner", the first passenger aircraft with composite materials. The aircraft also shared the know-how with Italians-how to quickly determine the degree of damage and rapid repair of the carboplastic structures. The aircraft with the problematic element often cannot be sent to the manufacturer. Boeing has set up an institute of "flying doctors"-qualified repairmen with "magic cases", which have everything necessary to study the nature of damage and its elimination. Looks like the guys are gonna fly to the Lamborgini's unlucky clients. In order to reduce the time of arrival, three locations of the carboxyre-cards were organized in Italy, the USA and Australia. The "flying doctor" is easy to fit in a suitcase and allows the restoration of a damaged monook not worse than in factory conditions. The University of Washington has also taken on the promising development of carbon-plastic technologies. And the Lamborghini was another partner, very unusual, the leader in the Calloway golf course of the world. It makes carbon fibre golf clubs by using hot stamping, using carbonite fibres with very short threads ranging from 2.5 to 5 cm. But thanks to their high density (more than 200,000 fiber per square centimeter), the nozzle tip is unusually strong. "Lamborghini" has already tested this technology on the elements of the body and the suspension of the concept car "Sesto Element". It was good, but serial production must be preceded by serious tests. Supercar is not a golf club, even supertechnology. And what are the technologies used to create the Aventador? Three different methods are now used. The first begins by forming the future elements by stamping. Carbohydrates shall be made of similar form to regular sheet metal and are then placed in special conveyers, where they are connected together with a laser-measuring system and not more than 0.1 mm. So far, the hot stamping method of the carbone has not come out of the experimental stage. The technology is being processed, including the logo. A polymer resin is then sprayed between the elements under a little pressure. The process ends with the thermal chamber spectrol. The manual labour in this process is the minimum-most operations are carried out by automatics. Expensive autoclaves are also unnecessary-there is no need to maintain a certain pressure. The next one is essentially a variation of the previous one. The only difference is that the layers of carbohydrate intersecs with one another-so the most responsible power details, such as the pillars and the bodywork amplifiers, are formed. A different method is needed to make parts with an ideal outer surface. In this case, cooled carbon fibre is used with a prepounded thermosensitive resin, which will react when the temperature rises. These elements, after manual forming of the surface in the matrix, are laminated with film. After the vacuum apparatus is removed from the film, the slightest air bubbles are removed, leaving a perfectly smooth surface. The elements are then placed for final rejection in the autoclave where they are treated for between two and five hours. The formation of carbonated carbon with a prepinjection thermonosensitive resin goes to the carbonic matrixes with the help of a thermal gun. That's right, step by step, and the elements of a new car legend are born. Moving from the line to the line, they are revered by new details, and are being strengthened in critical places of epoxy foam, which, filling voids, also serves as a noise insulation; they implanted back aluminium parts for the attachment of the front and back imitans. It is interesting that already manufactured elements often serve as the original matrix for the subsequent. They even trickle down together-they reduce the time and cost of intermediate operations. The culminating moment is the connection of the lower base of the load-bearing structure to the roof. As a result, a total of 147.5 kg of carbonococks is produced. The aluminum carcass carcass "Murcielago" weighed 30% more-at least one and a half times the stiffness. By the way, the predecessors of Aventador made 4,099 in nine years. The novelty is expected at the same level, that is, between 400 and 500 copies a year. It's a breakthrough for a massive carbon fiber design. For example, the first serial use of the carboxy-making structure of the British "Mc-Laren-Laren F1" saw the light in only 106 copies. But it was much bigger than the Lamborghini flagship. After all, carbon-plastic was considered to be an incredible, exotic, exotic-limbo, it's still expensive today, but it's already becoming a routine. HISTORICAL-BEFORE MAGANIOR FILEFORE in Lamborghini is not particularly distributed, but the fact that a quarter of a century ago this Italian firm already had a laboratory for the development and deployment of composite materials. It was led by someone else, as Argentinian, Horatio Pagani, who subsequently created the supercar "Zonda". After appearing in 1999, the car was struck by the massive use of carbon-plastics, including the underlying body of the body, that only 12 years later appeared on the Aventador. Apparently, the success of the former employee and forces the management of "Lamborghini" is silent on the fact, although the production of "Pagani" is not more than 20 pieces per year and the obvious competitor of "Aventador" they are not. But Lamborghini does not get tired of repeating that their first car with a completely carbo-plastic mono appeared in 1985. Again, no mention is made of Pagan, the main proponent of the project "Kuntach Evolutzion". It was made only in one instance, but in addition to carrying the Carbonioca monook, that machine got carbohydrated carbots for the fastenings of the powertrain and suspension. The boot lid, hood, wheel archers, discs and front spoiler have also been made of perspective material. The car has lost weight in comparison with the serial about 500 kg-for the supercar the huge achievement. With a power of 490, the machine had phenomenal dynamics-accelerated to a hundred in less than 4 seconds, while the maximum speed was 330 kph-serial "Murcielago" has achieved similar results only 15 years later. Unfortunately, "Evoluciion" did not live to our day-it was sacrificed to science, making it the world's first crack test of the carboxbody. Horatio Pagani, founded in 1988 his own company for research of composites, continued to cooperate with "Lamborghini", helping her to introduce carboplastics into serial models. But that's not what the firm likes to say about it. Lamborghini "Aventador" without outer panels. The carbohydric capsule of the passenger compartment is clearly visible, to which the powertrain and the running gear are mounted on the aluminum nicknames. The "flying doctor" is easy to fit in a suitcase and allows the restoration of a damaged monook not worse than in factory conditions. So far, the hot stamping method of the carbone has not come out of the experimental stage. The technology is being processed, including the logo. The formation of carbonated carbon with a prepinjection thermonosensitive resin goes to the carbonic matrixes with the help of a thermal gun. Parts that do not require a perfect surface are preformed in the press. Cutting carvings in monium aluminum connectors. All carbonates intentionality and with extraordinary accuracy are connected together in special conductor. After the lamination, the vacuum-in-film vacuum removed air bubbles. All work is in an area with carefully controlled air composition. Lamborghini