E s is buzzing from the envelope-sized peephole in the development center in Gaydon , Southern England, like stuck head first in a bumblebee state. In addition, it buzzes insistently, as if a monster snake was also poised to attack. Manifold pipes as thick as an arm begin to glow, the buzzing dies away in a rustling that swells into a screeching, hellishly loud saw, and the sports department of the cerebrum suddenly pops the image of an eighties Formula 1 racing car with its four-cylinder turbo engine in five digits Speed regions twirls.
Ignition off, silence. You think you can hear the heartbeat of the Jaguar and Williams engineers standing by. With slight drops of sweat on his forehead and a little adrenaline-shaken, as it is when the baby cries in public for the first time. Wired like a premature baby, the extremely high-revving 1.6-liter four-cylinder turbo compressor unit with intake manifold and direct injection and hybrid support grills on the engine test bench.
Jaguar C-X75 direct competitor of the hybrid Porsche 918
Everything, really everything that is hip in the modern drive world, the developers put into it - instead of the gas turbine that was once planned - and thus made a virtue out of necessity. Because when Bernie Ecclestone rejected the standard four-cylinder turbo for Formula 1 last year due to lack of sympathy in favor of the V6 engine, the Williams engineers already had clear construction details for the small powerhouse in mind.
So what Bernie! These now feed the drive of the hyper sports car Jaguar C-X75, which will be released in 2014 - a direct competitor of the hybrid Porsche 918, with probably over a million euros even more expensive and technically completely different. Ultra-downsizing instead of V8 violence is the keyword. Despite powerful double charging, the four-cylinder should turn 10,000 tours like a motorcycle and thus achieve over 500 hp. The compressor is always on mechanically, but blows into the displacement from 5,000 rpm together with a charge-air-cooled monoturbo overpressure that is strictly designed for maximum output.
The injection also works in a double pack: the better cold start takes place via an intake manifold injection, in the partial load range primarily the direct nozzles atomize before both of them definitely work again at full load. For the simple reason that otherwise not enough fuel will be produced. An animal effort thatthe future pilot of the Jaguar C-X75 will probably not enjoy it that often.
In six or three seconds to 100 km /h h3>
Because the most modern cat of all times sprints the first 60 kilometers with the power of two powerful electric motors - one on the front and one on the rear axle, with an axial instead of radial magnetic field distribution and therefore much more compact, says Jaguar. Just with them and the energy from a U-shaped lithium-ion battery that embraces the rear mid-engine, the Jaguar C-X75 is supposed to break up to 100 km /h in six seconds. If the combustion engine's performance is still engaged in sport and track mode, this exercise even takes three seconds. The plug-in racer will have a total of four operating modes, all of which are all-wheel drive - even when the battery is empty. Because then the rear electric motor steps in as a generator and thus supplies the power for the front one.
While the front electric motor is always touring independently, an automated seven-speed transmission located behind the rear axle meshes electric and Incinerator power into a huge whole. Targeted electric impulses are intended to alleviate rough shift changes. Project manager Paul Newsome, for example, promises 100 kilograms less weight for the gearbox than a conventional double clutch unit. Despite all the technology and battery deployment, the Jaguar C-X75, heavily packed in carbon fiber, should weigh well below 1,500 kilograms. So and with a little EU plug-in arithmetic, Jaguar promises around four liters /100 km, which corresponds to less than 100 grams of CO2 emissions per kilometer. Well, if the bumblebee state doesn't hum happily again.