Previously, bicycle suspension was developed using a 2D kinematic model. Advanced Dynamics was developed in collaboration with the CEIT (Guipuzcoa Studies and Technical Research Centre) based on virtual simulations and simulation programs for off-road cycling with active front and rear suspension. CEIT is a research and development center dedicated to the development and testing of the latest technologies for large industrial companies. Using this virtual analytics system, Orbea and CEIT were able to identify all the variables that affect suspension performance on descents, climbs and various types of terrain. As a result, it was possible to identify 4 key elements around which the development was built new suspension: Suspension that not only makes the bike more comfortable, but also does not deprive it of dynamics, the most efficient use of the full suspension travel, specially tuned shock absorbers and sealed sealed bearings.

Many other designers do all the calculations on paper or in a computer, but we have created your virtual clones. Our simulation programs allow you to recreate many different factors that affect suspension performance: from the type of terrain, constitution and position of the rider while riding, to the distribution of loads on the pedals, saddle, handlebars, etc. Based on data from extensive research, we have created a suspension that maximizes shock absorption of any type, minimizes pedaling bounce and ensures confident wheel contact with the surface on which you ride, regardless of the type of terrain.

Attraction technology will add to your ride the comfort that many cyclists dream of. It is responsible for neutralizing the vibrations that occur while riding and optimizes the load on the wheels, improving pedaling efficiency. This technology also improves the bike's handling and traction regardless of the type of bike and weather conditions.

The fork and rear triangle of the updated Orca have been redesigned for a more comfortable and efficient ride. Attraction technology is responsible for dampening the shocks that occur when driving on uneven pavement without sacrificing the torsional rigidity of the frame, thereby increasing pedaling efficiency.

Helps to achieve unsurpassed results at a distance

Due to the special profile of the upper chainstays, the vibrations that occur while riding are not transmitted to the rider, but are damped before reaching him, transforming from longitudinal to slight transverse vibrations. In this way, we have succeeded in creating a competition bike of the highest level, which fully meets the requirements of athletes who experience the most demanding physical loads during racing:

• the level of vibrations transmitted to the rider during the ride is reduced;
• improved grip of the bike with the road surface (as a result, the rider will be able to make more efficient accelerations and sprint jerks, and at the same time the bike will be better controlled);
• increased efficiency of force transfer to the rear wheel when pedaling;

Orbea Carbon

The carbon that Orbea uses in its production is a composite material consisting of carbon fibers with a high modulus of elasticity. We use it to create optimal frames in terms of stiffness, strength and vibration damping. This the most important characteristics to create the perfect frame.

We have used all the accumulated experience and advanced technologies in order to develop three types of fibers: Gold, Silver, Bronze. They differ in physical properties and, as a result, in the preferred area of ​​​​use. Therefore, all our carbon frames have the following markings depending on the type of fibers used:

Omg. Orbea Monocoque Gold

OMS. Orbea Monocoque Silver

OMB. Orbea Monocoque Bronze

One of the key differences between fiber types is the value of the modulus of elasticity (Young's modulus). The greater the value of the Young's modulus, the greater the rigidity of the structure and the less its weight. Accordingly, each type of carbon fibers developed by us has a certain value of Young's modulus: Gold - the maximum value, Silver - high, Bronze - medium.

Omg. Orbea Monocoque Gold

OMG carbon is made up of fibers with the highest Young's modulus and has the best stiffness and weight. The use of such fibers, laid in certain layers, which in turn have been passed through a multi-stage finite element analysis (FEA, Finite Elements Analysis), allows us to create frames that have maximum rigidity with minimum weight. These frames are subsequently used in competitions at the highest level. We put cutting-edge technology in your hands.

OMS. Orbea Monocoque Silver

OMS carbon is made up of fibers with a high modulus of elasticity. They give the frames sufficient rigidity, a high level of vibration damping and maximum efficiency when pedaling over long distances. OMS carbon is made from a combination of fibers with the highest Young's modulus and fibers that provide a high level of vibration damping.

OMB. Orbea Monocoque Bronze

OMB carbon offers you the optimal combination of fibers with a medium modulus of elasticity, yet flexible and durable. It is widely used in more affordable carbon frames. The higher density and compressive strength of the Bronze fibers enhances their vibration damping capacity and durability. And all because Orbea engineers in their work always tried to exceed the generally accepted standards in the industry. We strive to ensure that riders discovering Orbea carbon frames for the first time can get the most out of them and achieve outstanding results and progress.

Monocoque technology

Orbea engineers have long understood that monocoque is the only technology that allows you to make the frame optimal in terms of stiffness, durability and comfort. The video below shows how a traditional carbon frame degrades over time, while a monocoque frame remains as if it just left the factory.

The monocoque technology also allows frames to be more creatively designed and still have good fatigue crack resistance. That is why we can provide a lifetime warranty on all our bikes: our frames are reliable and their performance does not change over time.

What is remarkable about the monocoque technology used in Orbea?

The overall strength and reliability of the structure is higher due to the optimal distribution of loads throughout the frame structure, the absence of welds and joints. This means the frame won't let you down, no matter how hard the track puts it through. The monocoque technology provides a perfect connection of fibers in composite materials not only in the outer layers, but also in the inner ones, which prevents the formation of fatigue cracks at the junctions of the frame elements. The last problem is typical for frames produced using inexpensive and more traditional technology. Do you need any more arguments in favor of Orbea monocoque frames? After all, we are dealing with a rigid and reliable frame, with decorative elements that will not flake off and crack in highly loaded areas of the structure, with a frame that is a monolithic masterpiece of composite art, and not assembled from individual elements… The choice is obvious.

UFO is a suspension system from another planet.

UFO is a carbon suspension system designed to rid the user of traditional pivot axles and everything that comes with them: nuts, bolts, bearings and, finally, the axles themselves. As a result, we have been able to reduce the weight of the frame and the time required for suspension maintenance, while increasing the overall rigidity of the structure and the grip of the bike on technical terrain. Professional athletes need a light, yet optimally performing rear suspension: they are looking for the perfect balance. And UFO technology is ready to offer it to them: a suspension system that meets the most stringent weight requirements (frame with shock absorber 1.95 kg), easy to maintain and reliable.

UFO technology allows for greater traction and torsional rigidity in technical terrain while being lighter and easier to maintain

Advantages

Oiz Carbon is a unique bike in its class, which uses the system rear suspension without axis of rotation. The perfect combination of rigidity and flexibility of carbon fiber results in a suspension that is resistant to lateral and torsional loads, well handling uneven terrain throughout the entire 85 mm of shock absorber travel.

As a result:

An innovative suspension system that provides confident bike control on descents, pedaling efficiency on climbs, more comfort and less rider fatigue during long stays in the saddle.

SSN Technology

SSN (Size Specific Nerve) is more than just a technology, it is a way of organizing work throughout the bike manufacturing process. At first, this approach was used only in the development of models from the Orca line, but then we also began to apply it to the Alma and Onix models.

Using SSN technology, models are developed from the lines Orca, Alma, Onix and Opal

Formula for your needs

Each size of a bicycle is developed by us individually. The structure and stiffness of the frame are optimized according to the rider's weight statistics at a certain height. The result is 5 (according to the number of sizes) individually designed and perfectly balanced frames.

AIZonE by Orbea

The AIZonE (Aerodynamic Investigation Zone) project was developed in collaboration with the San Diego Wind Tunnel (a wind tunnel located in the US city of San Diego) and allowed us to obtain a lot of different data on the aerodynamics of bikes and riders. This allowed us to improve the aerodynamic performance of the updated Orca by 14%. We managed to reduce the power air resistance, and the result is a more stable and well-handling bike.

Improved handling and stability by reducing the gaps between the frame and the moving parts of the bike

Reducing the gaps between frame members and moving parts of the bike (such as wheels) is key to reducing turbulence. It occurs as a result of the fact that when moving, the oncoming air flow presses against the surface of the frame, components and the rider unevenly, forming turbulences. These vortices hit the protruding parts of the bike, slowing you down.

Reducing the gaps between the tires and the frame surface minimizes the negative impact of the oncoming air flow. We've designed our bikes with this in mind, and we've ended up with some of the most stable and well-handling bikes on the market.

Greater speed thanks to the teardrop shape of the seat tube and post, inherited by the Orca model from the Ordu series bikes

Orbea engineers have identified two key factors for a fast bike: frame stiffness and aerodynamics. Both of these characteristics are important in order to create not only a fast bike, but also the most efficient one when pedaling. The Ordu models were the first signs within this paradigm, but subsequently it was applied to the development of other lines.

The drop of water has the perfect aerodynamic shape that we used to design the head tube and seat tube on the Ordu bikes. We used data from our research to redesign the seat tube and post on the Orca, resulting in the fastest bike in the peloton.

Reducing the resistance to the oncoming air flow (grams):

• rear triangle: 14 g
• seatpost clamp: 17g
• steering column and fork: 15 g
• seat tube and seatpost: 10g
• front triangle down tube: 8g

Total: a reduction in resistance to oncoming airflow by 64 grams, which is the equivalent of 14% of the surface of the bike.

DCR Technology

DCR is the wiring of cables and hydraulic lines along the shortest route.

We have created and patented an exclusive and much more efficient than existing analogues, a system of wiring hoses and cables. The main principles in its development were simplicity and accuracy. We've made sure that the cables don't get in your way while riding by tucking them into special aerodynamic recesses on the sides of the top (and on some models of the downtube) tube.

Less maintenance, more fun

• maintenance-free system and more precise operation of brakes and switches;
• cable shirts are equipped with special plugs that prevent dirt from getting inside;
• GoreRideOn coating reduces friction, extending jacket and cable life.

Fewer shirts, which means:

• reduction in the length of the cables;
• reducing the overall weight of the bike;
• no scratches on the frame.

What does Dama mean?

Dama stands for a special technological approach to the manufacture of frames for women's bicycles. Women are radically different physique from men, so the bikes for them should be special. First of all, it is worth paying attention to the fact that, statistically, the weaker half of humanity has longer legs and a shorter torso than men.

We have changed the entire technological chain, from the selection of components and materials for the manufacture of frames to the production process. Because the bike should adapt to you, and not vice versa.

Women have a special physique, so bikes for them should also be special.

How does Orbea use data from multiple studies?

The dimensions of all pipes in the frames were reduced, with the exception of the steering one. And the angle of inclination and the location of the top tube have been changed in such a way as to best match the characteristics of the female anatomy. Orbea also uses specially designed components, such as saddles and handlebars.

Saddles should be somewhat shorter and wider than male models, and handlebars should be slightly narrower. Also, for tall women, a size of 46 was specially introduced. Previously, none of the manufacturers did this, and the riders had to spoil their fit and health by riding inappropriate bicycles. Implementation technological solutions The Dama series is another step towards a more complete satisfaction of all the wishes of cyclists.

Lamborghini has unveiled the carbon fiber monocoque of its new supercar. Lamborghini showed the monocoque of the new supercar Literally in two weeks, Lamborghini intends to present to the public the successor to the Murcielago - the LP700-4 Aventador. It weighs just 147.5 kg and, according to Lamborghini, provides optimal safety and high torsional rigidity.

Lamborghini continues to give out little secrets about its new supercar LP700-4 Aventador, which will debut at the international automobile exhibition in Geneva.

Engineers shared information about the new composite monocoque, which will form the basis of the supercar. The entire structure is constructed from a durable composite material reinforced with carbon fiber-reinforced polymer (CFRP) strands, and is engineered to retain its shape under extreme stress and ensure the safety of occupants. It weighs only 147.5 kg, while the mass of the finished body without painting and primer is 229.5 kg. In addition, the car has a "phenomenal torsional rigidity of 35,000 Nm/deg".

The monocoque is built using three complementary manufacturing methods - Resin Transfer Molding, Prepreg and Braiding - and features a complex epoxy resin structure reinforced with aluminum inserts. More importantly, the engineers managed to simplify the production process and achieve amazing assembly accuracy - the distance between the interacting elements is no more than 0.1 millimeters.

Recall that the LP700-4 supercar will receive a 6.5-liter V12 engine with a capacity of about 700 hp, paired with a lightning-fast 7-speed ISR gearbox. Thanks to her and electronic system permanent all-wheel drive Haldex car will be able to accelerate from 0 to 100 kilometers per hour in just 2.9 seconds and confidently reach speeds of 350 kilometers per hour.

For comparison:

Ford Focus 5d 17.900 N*m/deg
Lambo Murcielago 20,000 N*m/deg.
Volkswagen Passat B6/B7- 32400 Nm/deg
Opel Insignia 20800 Nm/deg
VAZ-2109 - 7500 NM / Grad
VAZ-2108 - 8500 NM/Grad
VAZ-21099, 2105-07 - 5000 NM/deg
VAZ-2104 - 4500 NM / Grad
VAZ-2106 (sedan) 6500 N*m/deg
VAZ-2110 - 12000 NM/Grad
VAZ-2112 (5-door hatchback) 8100 N*m/deg
Niva - 17000 NM / Grad
Chevy Niva - 23000 NM / Grad
Moskvich 2141 - 10000 NM/Grad
For modern foreign cars, the normal figure is 30,000 - 40,000 NM / Grad for closed bodies, and 15,000-25,000 NM / Grad for open (roadsters).

Alfa 159 - 31.400Nm/degree
Aston Martin DB9 Coupe 27,000 Nm/deg
Aston Martin DB9 Convertible 15,500 Nm/deg
Aston Martin Vanquish 28,500 Nm/deg
Audi TT Coupé 19,000 Nm/deg
Bugatti EB110 - 19,000 Nm/degree
BMW E36 Touring 10,900 Nm/deg
BMW E36 Z3 5,600 Nm/deg
BMW E46 Sedan (w/o folding seats) 18,000 Nm/deg
BMW E46 Sedan (w/folding seats) 13,000 Nm/deg
BMW E46 Wagon (w/folding seats) 14,000 Nm/deg
BMW E46 Coupe (w/folding seats) 12,500 Nm/deg
BMW E46 Convertible 10,500 Nm/deg
BMW X5 (2004) - 23,100 Nm/degree
BMW E90: 22,500 Nm/deg
BMW Z4 Coupe, 32,000Nm/degree
BMW Z4 Roadster: 14,500 Nm/deg

Bugatti Veyron - 60,000 Nm/degree

Chrysler Crossfire 20,140 Nm/deg
Chrysler Durango 6,800 Nm/deg
Chevrolet Corvette C5 9,100 Nm/deg
Dodge Viper Coupe 7,600 Nm/deg
Ferrari 360 Spider 8,500 Nm/deg
Ford GT: 27,100 Nm/deg
Ford GT40 MkI 17,000 Nm/deg
Ford Mustang 2003 16,000 Nm/deg
Ford Mustang 2005 21,000 Nm/deg
Ford Mustang Convertible (2003) 4,800 Nm/deg
Ford Mustang Convertible (2005) 9,500 Nm/deg
Jaguar X-Type Sedan 22,000 Nm/deg
Jaguar X-Type Estate 16,319 Nm/deg
Koenigsegg - 28.100 Nm/degree
Lotus Elan 7,900 Nm/deg
Lotus Elan GRP body 8,900 Nm/deg
Lotus Elise 10,000 Nm/deg
Lotus Elise 111s 11,000 Nm/deg
Lotus Esprit SE Turbo 5,850 Nm/deg
Maserati QP - 18.000 nm/degree
McLaren F1 13,500 Nm/deg
Mercedes SL - With top down 17,000 Nm/deg, with top up 21,000 Nm/deg
Mini (2003) 24,500 Nm/deg
Pagani Zonda C12 S 26,300 Nm/deg
Pagani Zonda F - 27,000 Nm/degree
Porsche 911 Turbo (2000) 13,500 Nm/deg
Porsche 959 12,900 Nm/deg
Porsche Carrera GT - 26,000Nm/degree
Rolls-Royce Phantom - 40,500 Nm/degree
Volvo S60 20,000 Nm/deg
Audi A2: 11,900 Nm/deg
Audi A8: 25,000 Nm/deg
Audi TT: 10,000 Nm/deg (22Hz)
Golf V GTI: 25,000 Nm/deg
Chevrolet Cobalt: 28Hz
Ferrari 360: 1.474 kgm/degree (bending: 1.032 kg/mm)
Ferrari 355: 1,024 kgm/degree (bending: 727 kg/mm)
Ferrari 430: supposedly 20% higher than 360
Renault Sport Spider: 10,000 Nm/degree
Volvo S80: 18,600 Nm/deg
Koenigsegg CC-8: 28,100 Nm/deg
Porsche 911 Turbo 996: 27,000 Nm/deg
Porsche 911 Turbo 996 Convertible: 11,600 Nm/deg
Porsche 911 Carrera Type 997: 33,000 Nm/deg
Lotus Elise S2 Exige (2004): 10,500 Nm/deg
Volkswagen Fox: 17,941 Nm/deg
VW Phaeton - 37,000 Nm/degree
VW Passat (2006) - 32,400 Nm/degree
Ferrari F50: 34,600 Nm/deg
Lambo Gallardo: 23000 Nm/deg
Mazda Rx-8: 30,000 Nm/deg
Mazda Rx-7: ~15,000 Nm/deg
Mazda RX8 - 30,000 Nm/degree
Saab 9-3 Sportcombi - 21,000 Nm/degree
Opel Astra - 12,000 Nm/degree
land rover Freelander 2 - 28,000 Nm/degree
Lamborghini Countach 2,600 Nm/deg
Ford Focus 3d 19.600 Nm/deg
Ford Focus 5d 17.900 Nm/deg
VAZ cars
VAZ-1111E Oka 3-door hatchback 7000
VAZ-21043 station wagon 6300
VAZ-2105 sedan 7300
VAZ-2106 sedan 6500
VAZ-2107 sedan 7200
VAZ-21083 3-door hatchback 8200
VAZ-21093 5-door hatchback 6800
VAZ-21099 sedan 5500

A monocoque is a spatial structure where the outer walls of the shell are the load-bearing element. For the first time, the monocoque began to be used in aircraft construction, then in the production of cars, and finally this technology migrated to bicycles.

As a rule, with its help, the front triangle of the frame is made by longitudinal welding of aluminum extruded molds. The shape and size of a monocoque structure can be made in a wide variety of ways, which is not always possible when using ordinary pipes.

This technology allows to increase the rigidity of the frame and reduce its weight without loss of strength due to the elimination of welds from the main stress points of the loads. Sometimes the front triangle is one solid structure without "gaps".

New Technology Monocoque

For the first time, this technology was used on steel frames. Monocoque frames are also called structures where the pipes are welded together in a separate section, and not along the entire length, for example, in the area of ​​\u200b\u200bthe steering column or carriage. There are no walls at the junction of the pipes between them, only a welded seam along the contact length, due to which weight savings are achieved without loss of rigidity.

Monocoque frames are also made of carbon fiber. The creasing profile in combination with the carbon fiber and carbon couplers allow for a monocoque frame construction that combines lateral stiffness and vertical elasticity. As a rule, all carbon bikes are monocoque, because they are made in one step, and not from separate parts, like regular bikes.

Using this technology, not only the bicycle frame is made, but also other components: handlebars, stems, elements of the rear triangle of the frame, and others. Monocoque technology is quite expensive and is therefore used on high price bikes.

Bicycle frame made using monocoque technology.

Also read on this topic:

To fasten the frame tubes when using the brazing method, solder from metals other than steel is used. The gaps between the frame parts are filled with molten solder, after preheating the part. The main material for solder is an alloy of bronze and brass…

A wave frame is another type of open frame where the top and bottom tubes are combined into one larger diameter tube to increase rigidity. Mounted on children's, women's and folding bikes ...

The most common steel grades for frame production are those containing chromium and molybdenum alloying elements. Accordingly, they are called chromomolybdenum. In some cases, other less expensive steel grades are used for the production of frames ...

There is no need to make frame pipes with walls of the same thickness along the entire length of the pipe, but to reduce the thickness in the place where the load is minimal. This is done in order to reduce the weight of the frame, and hence the entire bike ...

Cross-country frames also allow the bike to speed up quickly. In the conditions of movement on rough terrain, the controllability and stability of the bike are a priority. The frame must withstand long-term cyclic loads ...

CARBON ERA
... New groups of animals begin to conquer the land, but their separation from the aquatic environment was not yet final. By the end of the Carboniferous (350-285 million years ago), the first reptiles appeared - completely terrestrial representatives of vertebrates ...
biology textbook

After 300 million years, carbon returned to Earth again. We are talking about technologies that represent the new millennium. Carbon is a composite material. It is based on carbon threads, which have different strengths. These fibers have the same Young's modulus as steel, but their density is even lower than that of aluminum (1600 kg/m3). Those who did not study at the physics and technical department will have to strain now ... Young's modulus is one of the moduli of elasticity, which characterizes the ability of a material to resist stretching. In other words, carbon strands are very difficult to break or stretch. But with compression resistance, everything is worse. To solve this problem, they came up with the idea of ​​​​weaving the fibers together at a certain angle, adding rubber threads to them. Then several layers of such a fabric are interconnected with epoxy resins. The resulting material is called carbon or carbon fiber.

Since the middle of the last century, many countries have been experimenting with carbon production. First of all, the military were, of course, interested in this material. Carbon entered the free market only in 1967. The first company to start selling the new material was the British company Morganite Ltd. At the same time, the sale of carbon fiber, as a strategic product, was strictly regulated.
Advantages and disadvantages

The most important advantage of carbon fiber is the highest strength-to-weight ratio. The modulus of elasticity of the best "grades" of carbon fiber can exceed 700 GPa (and this is a load of 70 tons per square millimeter!), And the breaking load can reach 5 GPa. At the same time, carbon is 40% lighter than steel and 20% lighter than aluminum.

Among the disadvantages of carbon: long manufacturing time, high cost of the material and the difficulty in restoring damaged parts. Another disadvantage: when in contact with metals in salt water, carbon fiber causes severe corrosion and such contacts should be excluded. It is for this reason that carbon fiber could not enter the world of water sports for so long (recently, they learned to get around this shortcoming).

Another important property of carbon fiber is its low deformability and low elasticity. Under load, carbon fiber breaks without plastic deformation. This means that the carbon monocoque will protect the rider from the heaviest impacts. But if it does not withstand, it will not bend, but break. And it will shatter into sharp pieces.

Getting carbon fiber

To date, there are several ways to obtain carbon fiber. The main ones are the chemical deposition of carbon on a filament (carrier), the growth of fiber-like crystals in a light arc, and the construction of organic fibers in a special reactor - an autoclave. The latter method is the most widely used, but it is also quite expensive and can only be used in industrial conditions. First you need to get carbon filaments. To do this, take the fibers of a material called polyacrylonitrile (aka PAN), heat them up to 260 ° C and oxidize. The resulting semi-finished product is heated in an inert gas. Long-term heating at temperatures from several tens to several thousand degrees Celsius leads to the so-called pyrolysis process - volatile components decrease from the material, fiber particles form new bonds. In this case, carbonization of the material occurs - “carbonization” and rejection of non-carbon compounds. The final step in carbon fiber production involves weaving the fibers into plates and adding epoxy resin. The result is sheets of black carbon fiber. They have good elasticity and high tensile strength. The more time the material spends in the autoclave, and the higher the temperature, the better the carbon is obtained. In the manufacture of space carbon fiber, the temperature can reach 3500 degrees! The most durable varieties additionally undergo several more stages of graphitization in an inert gas. This whole process is very energy-intensive and complex, because carbon is noticeably more expensive than fiberglass. Do not try to carry out the process at home, even if you have an autoclave - there are many tricks in technology ...

Carbon in the auto world

The appearance of carbon could not but interest the designers racing cars. By the time carbon fiber was introduced to F1 circuits, nearly all monocoques were made from aluminium. But aluminum had disadvantages, including its lack of strength under heavy loads. The increase in strength required an increase in the size of the monocoque, and hence its mass. Carbon fiber has proven to be a great alternative to aluminum.

The first car to have a carbon fiber chassis was the McLaren MP4. The path of carbon in motorsport was thorny and deserves a separate story. To date, absolutely all Formula 1 cars, as well as almost all “junior” formulas, and most supercars, of course, have a carbon monocoque. Recall that the monocoque is the supporting part of the car structure, the engine and gearbox, suspension, plumage parts, and the driver's seat are attached to it. At the same time, it plays the role of a safety capsule.

tuning

When we say "carbon", we remember, of course, the hoods of tuning cars. However, now there is no body part that could not be made of carbon - not only hoods, but also fenders, bumpers, doors and roofs ... The fact of weight saving is obvious. The average weight gain when replacing the hood with carbon fiber is 8 kg. However, for many, the main thing will be the fact that carbon parts on almost any car look insanely stylish!

Carbon appeared in the cabin. You won't save much on carbon fiber tumbler covers, but the aesthetics are undeniable. Neither Ferrari nor Bentley disdain salons with carbon fiber elements.

But carbon is not only an expensive styling material. For example, he firmly registered in the clutch of cars; moreover, both friction linings and the clutch disc itself are made of carbon fiber. The carbon "clutch" has a high coefficient of friction, is light in weight, and resists wear three times more than conventional "organic".

Another area of ​​application for carbon is brakes. The incredible brake performance of today's F1 comes from carbon fiber discs that can handle extreme temperatures. They withstand up to 800 heat cycles per race. Each of them weighs less than a kilogram, while the steel counterpart is at least three times heavier. You can’t buy carbon brakes on a regular car yet, but such solutions are already coming across on supercars.

Another commonly used tuning device is a strong and lightweight carbon propeller shaft. And recently there was a rumor that the Ferrari F1 is going to install carbon gearboxes on their cars ...

Finally, carbon is widely used in racing clothing. Carbon helmets, boots with carbon inserts, gloves, suits, back protection, etc. This "equipment" not only looks better, but also increases safety and reduces weight (very important for a helmet). Carbon fiber is especially popular with motorcyclists. The most advanced bikers dress themselves in carbon from head to toe, the rest quietly envy and save money.
New religion

Imperceptibly and quietly crept up a new carbon era. Carbon has become a symbol of technology, excellence and new times. It is used in all technological areas - sports, medicine, space, defense industry. But ulvolokno gets into our life! You can already find pens, knives, clothes, cups, laptops, even carbon jewelry... Do you know what is the reason for the popularity? It's simple: Formula 1 and spaceships, the latest sniper rifles, monocoques and supercar parts - do you feel the connection? All this is the best in the industry, the limit of possibilities modern technologies. And people, buying carbon, buy a piece of perfection that is unattainable for the majority ...







Facts:
in a carbon sheet 1 mm thick 3-4 layers of carbon fibers
In 1971, the British company Hardy Brothers was the first in the world to introduce carbon fiber fishing rods.
today high-strength ropes, nets for fishing vessels, racing sails, aircraft cockpit doors, bulletproof military helmets are made from carbon fiber
for long-range sports archery, professional athletes usually use aluminum and carbon arrows.

At the Essen Motor Show, we saw a freaky carbon ring on one of the AutoArt booth employees. When asked to show the product in his endless catalog, he replied that it was actually just a carbon hub that he removed from his bike ...

Stefan Winkelmann, CEO of Lamborghini, shared: “ Beyond maximum speed, like the superpower of the engine, are no longer our primary goals". These words were shocking at first. But then he quite clearly described the further priorities of the company he leads: “ The record-breaking dynamics and phenomenal handling of supercars will not be affected by our new approach to design. Understand that 300 km/h maximum speed is already a common norm for any modern supercar, but where can you achieve it? Only on racing tracks for a very short time. We will not continue to increase engine power for environmental reasons - Lamborghini, like all other cars, also needs to fit into CO2 emission standards. But there is a way out - to achieve a record ratio of power and mass of the car. There is only one way - the large-scale use of carbon fiber. Formula 1 race cars have long been confirmed: we cannot find a better material that combines strength and lightness».

So, having brought down the old values ​​at once, Mr. Winckelmann brought us to the main goal of the visit to the Lamborghini. From now on, this company is the only automotive company in the world that has a division for the development, testing and production of carbon fiber parts in its structure.

THE HAND OF WASHINGTON

Lamborghini would not have been able to master a project of this magnitude alone. Financially (and to some extent technologically) she was helped by Audi, the current full owner of the Italian company as part of the Volkswagen concern. With the selection of materials, technologies and computer simulation of crash tests of carbon elements for the new flagship - the 700-horsepower Aventador - the Americans came to the rescue. Mainly the University of Washington, known for its research in this area. The experience of this institution is considerable - mainly due to the joint work with Boeing, which is launching the production of the Dreamliner, the first passenger aircraft with a fuselage made of composite materials.

Aircraft manufacturers also shared their know-how with the Italians - a method for quickly determining the degree of damage and prompt repair of carbon fiber structures. After all, an aircraft with a problematic element often cannot be sent under its own power to the manufacturer. Boeing has created an institute of "flying doctors" - qualified repairmen with "magic suitcases" that have everything you need to study the nature of the damage and fix it. Similar guys will fly to the unlucky Lamborghini customers. To reduce the time of arrival, three points of deployment of carbon doctors were organized - in Italy, the USA and Australia.

The University of Washington also took over the promising development of carbon fiber technologies. And Lamborghini married off another partner, a very unusual one - Calloway, the world leader in the production of golf accessories. She makes golf clubs from carbon fiber by hot stamping, using blanks of carbon fiber with very short threads - from 2.5 to 5 cm. But due to their high density (more than 200 thousand fibers per square centimeter), the tips of the clubs are unusually strong.

Lamborghini has already tested this technology on the body and suspension components of the Sesto Elemento concept car. It turned out not bad, but serious tests should precede mass production. A supercar is not a golf club, even if it is high-tech.

AND FRY ON SLOW FIRE

And what technologies are already being used to create Aventador? There are currently three widely used methods.

The first begins with the formation of future elements by stamping. Carbon fiber blanks take shape like a normal sheet metal, and then placed in special conductors, where, under the control of laser meters, they are connected together, with tolerances not exceeding 0.1 mm.

Further, a polymer resin is injected between the elements under slight pressure. The process is completed by sintering in a thermal chamber. There is a minimum of manual labor in this process - most of the operations are assigned to automation. Expensive autoclaves are also not needed - there is no need to maintain a certain pressure.

The next method is, in fact, a variation of the previous one. The only difference is that here the carbon fiber layers intersect with each other - this is how the most critical power parts are formed, for example, racks and body amplifiers.

A radically different method is needed to produce parts with a perfect outer surface. In this case, chilled carbon fiber blanks are used with a pre-injected heat-sensitive resin that reacts when the temperature rises. Such elements after manual molding of the surface in the matrix are laminated with a film. After that, vacuum devices remove the smallest air bubbles from under the film, leaving a perfectly flat surface. The elements are then placed in an autoclave for final curing, where they are heat treated for two to five hours.

This is how, step by step, the monocoque elements of a new automotive legend are born. Moving from line to line, they are overgrown with new details, strengthened in critical places with epoxy foam, which, filling the voids, also serves as sound insulation; counter aluminum parts are implanted in them for fastening the front and rear subframes. It is interesting that elements already made often serve as the initial matrix for subsequent ones. They are even baked together - this significantly reduces the time and costs of intermediate operations. The climax is the connection of the lower base of the supporting structure with the roof. The result is a carbon monocoque weighing only 147.5 kg. The aluminum frame with carbon-fiber elements "Murcielago" weighed 30% more - with less rigidity by one and a half times.

By the way, 4099 pieces were made for the predecessors of Aventador in nine years. The circulation of new items is expected at the same level, that is, 400-500 copies per year. This is a breakthrough for a design with such massive use of carbon fiber. For example, the first-born of the serial use of a carbon fiber body structure, the British McLaren F1 of 1992, saw the light of only 106 copies. But it cost much more than the current flagship Lamborghini. After all, then carbon fiber was considered incredible, prohibitively exotic for a road car - today it is still expensive, but it is already becoming commonplace.

HISTORICAL FACT - A CONSPIRACY OF SILENCE

Lamborghini does not particularly talk about this, but the fact is that a quarter of a century ago this Italian company already had a laboratory for the development and implementation of composite materials. It was headed by none other than the Argentine Horatio Pagani, who later created the Zonda supercar. Appearing in 1999, the car struck with the massive use of carbon fiber, including the supporting base of the body - something that appeared on the Aventador only 12 years later. Apparently, the success of the former employee is forcing the Lamborghini management to hush up this fact, although the production of Pagani is no more than 20 pieces per year and they are not a clear competitor to Aventador.

But Lamborghini never tire of repeating that their first car with a fully carbon fiber monocoque appeared back in 1985. Again, they do not mention Pagani, the main initiator of the Countach Evolution project. It was made only in one copy, but, in addition to the bearing carbon monocoque, that car received carbon fiber subframes for mounting power unit and pendants. Trunk lid, hood, extensions wheel arches, rims and front spoiler were also made of advanced material. The car has lost about 500 kg of weight compared to the serial one - a huge achievement for a supercar. With a power of 490 forces, the car had phenomenal dynamics - it accelerated to hundreds in less than 4 seconds, and the maximum speed was 330 km / h - the serial Murcielago achieved similar results only 15 years later.