Test Drives

Naturally, the theoretically pre-determined chassis components of the New Stratos will be reviewed via numerous test drives on both public and restricted roads, and high demands on handling singled-out accordingly. To use the potential of the light, torsionally rigid and well-balanced vehicle to full advantage, the vehicle height, camber, toe and caster were redeveloped and, above all, the whole setup. Uniball joints and stiffer springs were employed, as well as a new damper calibration, allowing greater differentiation of the damping force, adjustable via the steering wheel. Optimum wheel / tyre combinations were explored via testing of various tire brands, dimensions and rubber compounds. The Brose-sponsored, Portuguese WTCC pilot and former Formula 1 driver, Tiago Monteiro, contributed significantly to the chassis development together with the engineers from ZF Sachs.

Aerodynamics

On September 13th, the final wind tunnel test was held at Pininfarina in Turin. The aerodynamic data already gleaned from the 1:1 model of the New Stratos, together with all the subjective driving impressions from the various test tracks, was compiled and applied to the optimization of the lift and downforce values.

The inflow conditions of a moving New Stratos at wind speeds of 140-200 km/h were realistically simulated on the wind tunnel’s "rolling road". Among other things, the body was configured to different height values and pitches, and the effect of these on the perfect balance of the contact pressure between the front and rear axles was measured. Various spoiler lips were also employed on the underbody, in order to increase the downforce on the front axle.

The success of these coordination efforts was evident upon evaluation of the measurement report at the end of the test day. The quality of both the surface and the body’s aerodynamic performance – including the airflow from the roof and rear spoiler – could also be verified.

The values optimized via the wind tunnel test will be applied to the calibration of the dampers and springs prior to the next test runs. In the coming days, the team of test drivers will review to what extent these modifications can further perfect the already excellent handling characteristics of the New Stratos on Balocco’s test and handling circuit.

Engineering

The goal for the development of the Lancia Stratos HF’s successor was to once again create a mid-engine sports car with a short wheelbase, low weight and superior agility. Just as the Lancia Stratos, with its Ferrari Dino V6 engine, was nevertheless a distinct sports car in its own right, the New Stratos is also a distinct development, using 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 pointed out that the Ferrari Scuderia really sets the standard amongst the current super sports cars and, as such, provides an excellent base for the New Stratos.

The chassis, composed from aluminum extrusions, was shortened by 20cm and welded to a roll cage made of FIA-certified, 40mm-thick 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.

The 4.3L V8 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, including manifold and sports cat. The 6-speed transmission received a new mechanical differential lock, and the modified control electronics allow for even faster gear changes at less than 60 milliseconds.