The legendary Lancia Stratos HF was without a doubt the most spectacular and successful rallye car of the 70s. With its thrilling lines and uncompromising design for rallye use, the Stratos not only single-handedly rewrote the history of rallyeing, it won a permanent place in the hearts of its countless fans with its dramatic performance on the world’s asphalt and gravel tracks. The Stratos still draws the crowds whenever it competes at historic motor sport events, thanks to its reputation as the most fascinating rallye car in the world.
It all began in 1970, at the Turin exhibition stand of the automobile designer, Bertone. The extreme Stratos study on display there – a stylistic masterpiece by the designer Marcello Gandini – didn’t just excite visitors, but caught the attention of Cesare Fiorio, Lancia’s team manager at the time… and refused to let go.
Just one year later, the Stratos assumed its final form when the mid-mounted V4 engine from the Lancia Fulvia was replaced by the significantly more powerful Ferrari Dino V6 engine. The road version of this “flounder” was just 1.08 meters high, mounted on a short steel chassis, and its aerodynamically sophisticated body was molded from reinforced fiberglass. The Stratos’ low weight, ideal weight distribution and excellent dynamics provided the optimum conditions for spectacular performance on the international rallye tracks, which at the time were still dominated by Alpine and Porsche. However, the results were not so immediately gratifying.
It was only when Lancia works driver Sandro Munari and British Formula 1 driver Mike Parkes got behind the wheel of the ruthless driving machine that success finally materialized. And it did so at lightning speed: in 1973 Sandro Munari took home the first victory for the Stratos HF, and the victories just kept coming in throughout 1974. By the end of 1976, the Stratos had pulled off a hat trick, winning three World Cup titles in a row.
The Italian “flying wedge” also enjoyed success beyond its works deployment: top driver Bernard Darniche brought home an incredible 33 victories for the private team Chardonnet of France, in his blue Lancia Stratos Chardonnet.
The Fiat group’s dramatic reduction of the Lancia racing budget in 1979, in favor of the Fiat 131 Abarth, was the death knell for the Stratos works team. From then on, only dedicated private teams took to the track competing against works cars – as in the 1981 Monte Carlo Rallye. Even today, there’s hardly any other vehicle that excites audiences at motor sport events like the Lancia Stratos.
But the story isn’t over yet.
In November 2010, 40 years after its first appearance at the Turin Motor Show, a successor to the ruthless flying wedge will be presented to a small circle of international motor sport journalists on the Paul Ricard Circuit.
The legend returns.
Michael Stoschek is a collector and driver of historic racing cars as well as a successful entrepreneur in the automotive supply industry. For Stoschek, the development and construction of a modern version of the Stratos represents the fulfillment of a long-held dream.
Construction of the car has been underway since autumn 2008, at Pininfarina in Turin, Italy. The contemporary New Stratos is a non-commercial project by Michael Stoschek and his son Maximilian Stoschek. Together they played a fundamental role in determining the technical concept and design of the one-off vehicle.
Michael Stoschek is chairman of the Brose Group shareholder's meeting. Brose is the fifth-largest family-owned company among global automotive suppliers.
A keen sportsman, Stoschek won the Carrera Panamericana in 1999, 2001 and 2004, and the 2006 FIA European Rallye Championship, driving a 1971 Porsche 911 in both races. The Lancia Stratos Group 4 has a special place amongst the historic rallye cars that Stoschek employs for rallies and hillclimbing. Sporting a Marlboro design, the vehicle has been restored over more than a decade, according to the specifications of the “1974 Tour de Corse Andruet/Biche” works car.
The decision to develop and build a new, ready-to-run Stratos was inspired by a meeting with Chris Hrabalek, with whom Michael Stoschek became acquainted at the 1986 World Stratos meeting organized in Alta Badia by Stoschek. This was also the impetus behind Stoschek’s involvement in the Fenomenon Stratos project, presented at the 2005 Geneva Motor Show, as well as his acquisition of the Stratos trademark rights.
In September 2008, Michael and his son Maximilian Stoschek commissioned Pininfarina to build a one-off vehicle the technical concept and design of which were largely determined by the two car enthusiasts.
A photographic feature about Michael Stoschek and his collection of historic rallye cars appeared in the 01/02 2010 issue of Rallye Magazine. You can download the German version in PDF format here.
The Lancia Stratos’s fascination lay not only in its uncompromising construction – optimized for dedicated application in motor sport – but in its unparalleled design, the exceptional sound of the Ferrari V6 engine and naturally its remarkable success in competition. Up to that point, no sports car had been so systematically developed for racing use – indeed, the street version was merely a necessary evil for homologation.
The Lancia Stratos HF’s unique technical characteristics – the lightweight plastic body with integrated roll cage, the mid-engine, the racing transmission, the adjustable chassis for all applications, the two side tanks at the center of the vehicle, the integrated car door compartments for driver and front passenger helmets, the removable front and rear hoods for servicing and the separate engine access through a hatch – are all included in its successor’s specifications.
In this respect, the New Stratos is not a mere conversion of a Ferrari, but a newly developed, independent sports car that, as in the 1970s, integrates several components from the Fiat Group’s production vehicles.
The roll cage – made from 2.5 mm thick tubing, with a 40 mm diameter, and welded into the shortened aluminum chassis – has been manufactured to current FIA standards. This not only improves safety for the vehicle occupants, but also significantly enhances the handling precision.
Despite the cage structure and the built-in air conditioning, by keeping the body, interior and almost all the components lightweight, the weight of the base vehicle could be kept at an absolute minimum.
Overall, engine performance was only slightly increased; however, thanks to the New Stratos’ minimal weight, excellent balance and new set-up, the vehicle delivered a truly extraordinary performance and unbelievable driving pleasure.
Currently, the New Stratos is one of a kind. Whether or not an exclusive, limited run will be manufactured, depends upon demand.
Creating a modern interpretation of a classic product is an exceptional challenge for a designer. It can be difficult to find the right balance between the issue of, on one hand, drawing too much from the original and, on the other, departing too much from the initial concept. It’s Michael Stoschek’s belief that the more perfect a classic form is, the less it should be changed – the Ford GT 40 offering a good example of this.
Particular caution is necessary when attempting a re-interpretation of a design icon like the Lancia Stratos. The radical Bertone study, with its futuristic design, was itself already well ahead of its time on its presentation in 1970. By holding to the premise "form follows function", Marcello Gandini smoothly paved the way for further development of the Stratos into a rally legend.
Michael Stoschek found it extremely fascinating to discover that, in addition to Chris Hrabalek, many renowned designers were inspired by the idea of a modern Stratos, and put their time and energies into helping him make his vision a reality.
Stoschek himself specified that, "because the design of the Lancia Stratos was characterized by the contrast between round and rectilinear elements, I wanted to see that tension to be carried over into the New Stratos as well."
The assignment was to find a contemporary interpretation for all the quintessential design characteristics of the Lancia Stratos, including:
the wedge-shaped body,
the semi-circular windshield,
the front end with its central radiator,
the rear end with its round tail lights,
roof and rear spoiler
and the five-star rims.
Since the project began in late 2008, all of Michael and Maximilian Stoschek’s, as well as Chris Hrabalek’s, conceptual and formal specifications for the body and interior have been implemented by Pininfarina.
Naturally, the theoretically pre-determined chassis components of the New Stratos will be reviewed via numerous road tests 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 / tire 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.
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.
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 extremely fast gear changes at less than 60 milliseconds.
The chassis was completely reengineered, 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.
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 steering wheel displays the shift points via multi-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.
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.
The New Stratos’ exceptional performance – the sum total of all these measures – will be gauged in the coming weeks and demonstrated through a standardized testing program which provides objective, reproducible data.
Turin. Monday, November 8th, 2010. Draped in black cloth, the New Stratos stands waiting in a Pininfarina production hall for its new owner. Work on the details – painting, polishing, etc. – has been underway up until the final hour. Now, at handover time, the automobile is near perfect.
A big kudos is due to the Pininfarina team, which after two years of hard work delivered a perfect car. Only upon reviewing the comprehensive photo documentation, can the amount of work that’s gone into the construction of this one-off vehicle be truly appreciated. Right down to the very last detail the finish is exceptional for an one-off car.
Engineers and technicians take the New Stratos for a few further short road tests around the Italian design company to make absolutely sure everything is in perfect working order. Adjustments are made once more; final details optimized. Then, at last, the glasses are raised, words of thanks exchanged, and the obligatory handover celebration goes on late into the night.
The following morning, the time has come: the New Stratos sets course for its new home – and although the highway isn’t the racecar’s preferred territory, it delivers some real driving pleasure right off the bat, on the first entry ramp.
In the coming days, the sports car will add several miles to the 3,000 test kilometers it clocked up in recent months at various racetracks and handling circuits. Final performance figures have to be determined, objective measurements transformed into verifiable data.
After all, there are only a few more weeks to go until the New Stratos’ presentation to the international press at the Paul Ricard Circuit… Two weeks – to be exact.
This particular test drive had been in planning for quite awhile: on November 18th Ferrari president, 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 are beginning their preparations for the presentation in Le Castellet.
Since the first blurry pictures of New Stratos appeared on the Internet last summer, 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.
Interested parties are requested to direct enquiries to the following e-mail address: firstname.lastname@example.org.
The media’s reaction to our presentation on November 29th and 30th 2010 was truly overwhelming.
Almost without exception, the major European and overseas car magazines placed the New Stratos on their covers, in most cases alone, and several featured comprehensive articles on the vehicle.
The New Stratos team was thrilled that the vehicle was voted the Best Sports Car of 2010, by readers of Classic Driver. The current issue of Auto Bild also voted it the third coolest car: the only one-off vehicle selected.
All those involved in the project were very proud of the media’s expert appraisal of both the concept and implementation of the New Stratos. Virtually every journalist recognized that developing a worthy successor to the Lancia Stratos was not a financially-motivated decision, rather a labor of love. To quote the project’s initiator, Michael Stoschek:
"Throughout my entire career, rarely have I witnessed a project where those involved contributed their services with so much pleasure and ambition."
The New Stratos’ quality and performance really comes down to the teamwork and involvement of competent partners. Logos of the companies that were especially supportive were displayed on the New Stratos’ side panels at the Paul Ricard Circuit presentation. The German company Capristo, based in Sundern, deserves particular mention. They developed the New Stratos’ entire exhaust system, continuously optimizing it on an engine test bench and then manufacturing it out of very thin stainless steel, from manifold to sport cats. The exhaust has a guaranteed shelf life of 20,000 kilometers and was installed in the vehicle completely free of charge.
A report published in a South German daily claiming that the exhaust is made of titanium, cost 80,000 Euros and lasts only 5,000 kilometers, is as false as the price they quoted for the titanium and aluminum bolts that we used (instead of steel) in the vehicle’s assembly.
It should also be mentioned that all the New Stratos’ indicators, as well as the entire dashboard, have been redesigned and expanded to include a G-meter and clock.
The Manettino switch in the new steering wheel was also reprogrammed for higher performance and, lastly, the New Stratos can, of course, also be driven without engaging any electronics. While this setting delivers the greatest driving pleasure, it does, however, also require adequate driving skills and reaction speed.
The New Stratos team hopes that the winter will soon be over so that the previously announced comparison tests with other sports cars can be carried out.
The New Stratos’ first motor sports deployment will be at the Rally Isla Mallorca, from March 10th-12th, 2011: www.rallyislamallorca.com. It will be the New Stratos’ first appearance in Spain. Driven by Michael and Maximilian Stoschek, it will lead the race class as the zero car. However, the rally auto used in the Rally Isla Mallorca will not look like the new Alitalia Stratos – a different design and auxiliary headlights are planned.
Several publications will be reporting on the tests taking place at the Circuito Llucmajor circuit, from March 7th-9th, as well as on the rally from March 10th-12th.
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.
Following its official presentation at the Paul Ricard Circuit, the New Stratos will be presented this year at the IAA Frankfurt Auto Show and the CTI Conference on Lightweight Construction in Stuttgart.
IAA News: Small stand, big enthusiasm. Amongst the many attractions presented at the IAA 2011, there were only a few highlights rated "top" by journalists. The New Stratos came in third place on the survey and was the first car mentioned. View the full survey here.
The Lancia Stratos’ successor was developed on behalf of and under the direction of Michael und Maximilian Stoschek. Both are associates of the family-owned Brose Group, a global specialist in mechatronic products and electric drives for vehicles.
There are more than 2,000 engineers and technicians working for Brose on product and process innovations – and they enthusiastically embraced the New Stratos project. Efficiency, functionality and extremely light weight were the targets in the development of innovative solutions for the mechanics, electrics and electronics of:
- door locks
- door stops
- seat adjustment
- front and rear hood closures.
Not only was the New Stratos the focus of overwhelming media attention following its official presentation, it also received numerous accolades throughout 2010, including:
Car of the Year Award 2010: 1st place, sports cars (Classic Driver)
"Best Sports Car 2011" (Top Gear)
Coolest Cars Worldwide: 3rd place (Autobild)
From the 15th to the 25th of September 2011, the New Stratos will be on exhibit at the Frankfurt Auto Show. Interested parties are warmly invited to visit the Brose stand in Hall 4.0, in the Europa Room.
The New Stratos has the honor of being the only car being presented at the CTI’s International Conference on Lightweight Construction: "Efficient Lightweight Solutions", on the 26th and 27th of September 2011, in Stuttgart.
Michael Stoschek, Brose associate and initiator of the modern interpretation of the legendary 70s rally car, will give a lecture entitled, “The New Stratos – Building a Lightweight Sports Car”.
A high-performance sports car approved for road use, the New Stratos weighs – including its integrated roll cage made of FIA-certified steel tubing and air conditioning system – only 1,247 kg. This is due to the use of carbon fiber for the body and interior as well as the weight reduction of numerous mechanic systems and components from the donor vehicle, a Ferrari 430 Scuderia.
It’s worth mentioning that the Lancia Stratos Group 4 Rally car from 1974, also on exhibit, weighs in at merely 940 kg.
We regret to inform the many New Stratos fans worldwide – in addition to the approximately 50 individuals interested in acquiring a version of the vehicle – that the planned limited run will not come to fruition.
This decision stems from Ferrari CEO Dr. Amedeo Felisa’s opposition to the production of any further vehicles by companies that work with Ferrari. As readers of this are no doubt aware, the body of the New Stratos is built on a shortened Ferrari 360 or 430 chassis – meaning it presents absolutely no competition to the current 458.
Throughout the past year, we conducted negotiations with several different low-volume manufacturers outside Italy. We were forced to conclude that it’s virtually impossible to transfer to other companies the know-how garnered at Pininfarina during the construction of our model. While the chassis and body data exist in CAD files in their entirety, there are countless details relating to the assembly and finishing that remain solely in the minds of a number of highly qualified individuals at Pininfarina.
Following the overwhelmingly positive global media response to the New Stratos’ engineering and workmanship, we, as licensor, are not prepared to take any risks that future vehicles be built to a lower standard of quality.
The good news is that our special vehicle will by no means remain hidden away in the garage: we’ll continue to present the New Stratos at public motorsport events and exhibitions, and subject it to comparison with other sports cars in driving tests.
A black Lancia Stratos Stradale is also currently being built to enable the many similarities between the old and new Stratos to be more readily identifiable.
Finally, a bit of speculation: for future Formula 1 purposes, Ferrari must develop a 2.4-liter V6 turbocharged engine which is not currently in their portfolio.
As Lancia Stratos connoisseurs know, it was a 2.4-liter V6 engine from the Ferrari Dino that powered the Lancia Stratos. Perhaps with this engine Ferrari will build a successor to the Dino 246. From there, it’s just a small step to creation of an official New Stratos.
Incidentally, throughout this month (January 2012), Renault is purportedly considering building a successor to the Berlinette A110. So let's see what other re-visitations from the 70s are still to come on our roads…
After the New Stratos was premiered at the 2011 Isla Mallorca Rally, the unique vehicle, which is built completely of carbon fiber and using Ferrari technology, lined up for the second time on Spanish soil from March 15 to 17, 2012.
The fantastic mountain trials on the island are the right terrain for the modern successor to the Lancia Stratos from the 1970s.
In resplendent spring weather, the Brose team with Michael Stoschek and Dieter Hawranke started as the pace car with the number 0, giving the many spectators advance notice with the powerful sound of the New Stratos that more high-speed rally cars would follow them every minute.
During the breaks and at the start and finish in the yacht harbor of Portals Nous, the New Stratos was admired and photographed by many fans and media representatives.
The car and crew mastered the 14 trials and total of 450 kilometers without any problems and safely reached the finish in Portals Nous after three days of rallying.
A complete report can be found in the 05/06 2012 issue of Rallye magazine (German only). You can download it here.
For several months now the New Stratos has shared a garage with its direct inspiration, a lovingly restored Lancia Stratos from 1976.
When the two black wedges stand side by side, one can immediately appreciate that there has never been a more ideal opportunity to compare the legendary rallye star with its modern interpretation. This opportunity will be all the more prevalent in the future: the two racecars are planning to unite at select historical motor racing events.
|Year||1976, rebuilt true to the original in 2012|
|Body||Steel frame and roof; doors and hoods made of glass fibre reinforced plastic|
|Motor||Ferrari Dino V6 Motor with racing exhaust system without cat, 2402 cm³ with 240 HP at 8300 RPM, 230 NM of torque|
|Transmission||Lancia Corse 5-gear Rallye transmission; transmission ratio possible in 5 variants via spur gear set; 65% LSD; single-disc sport clutch|
|Undercarriage||Bilstein shock absorbers, Eibach coil springs in front and back; front and back sway bar has three settings|
|Tires||Front 225/50/15 on 8x15“ Campagnolo rims,|
Back 285/40/15 on 12x15“ Campagnolo rims
|Weight||Dry weight: 980 kg|
Power/Weight ratio: 4 kg / HP
Weight distribution: 39% front, 61% back
It's known as the German Goodwood in classic car and motorsport circles, and it's no wonder: Classic Days at Schloss Dyck is considered by many to be Germany's loveliest old timer and classic car festival.
With everything from rare pre-war cars to super sports cars and race cars, through to unusual concept vehicles on display, the festival draws auto enthusiasts – both spectators and participants – from all over Europe on the first weekend of August.
This year once again, Classic Days held to tradition with impressive line-ups and world-renowned cars featured in special runs on its 2.8 kilometer-long circuit. And among the vehicles invited this year were Michael Stoschek's two black Stratos': the Legendary Lancia Stratos Stradale and it's modern successor, the New Stratos. A tent was reserved for both in the castle complex's inner courtyard.
On both Saturday and Sunday, a special run was organized for these two show highlights, together with Dieter Castenow's Lancia Stratos HF. Amidst the applause from well-informed spectators and guests, the New Stratos demonstrated – via direct comparison with its predecessor – just how uncompromising implementation of the modern interpretation of this legendary race and rally classic really was.
Whether historical rally icon, or contemporary interpretation: it never ceases to fascinate how much enthusiasm these vehicles arouse. It started with the Lancia Stratos' first spectacular appearance on the international motorsport scene over 40 years ago – and it hasn't let up since. It even looks as though the New Stratos will help carry the ongoing fascination for the seminal rally sport icon into the future.
Until recently the New Stratos could only be experienced on four wheels. But because the weight of the frame and components is continually being reduced through the increased use of carbon as part of performance-oriented racer production, the sports-mad Michael Stoschek put together a two-wheeled version of the New Stratos.
The uncompromising racing bike was built with the same materials as the New Stratos, lending the extremely light and agile high-end sports vehicle a performance comparable to that of the legendary Stratos racecar. Even such details as the fiber structure, enamel and saddle covering correspond 1:1 to the New Stratos. And as with its four-wheeled inspiration, the powertrain derives from premium Italian craftsmanship: the Campagnolo Super Record group set combined with the rigid and superlight Monocoque frame ensures a quick start.
This unique handcrafted specimen was constructed by the German carbon specialists ax lightness, whose products influence not only international bike racing, but the world of Formula One as well.
|Weight||< 5 kg|
|Size||Determined individually by the driver|
|Group set||Campagnolo Super Record|
|Stem||Carbon, 110 mm|
|Handlebar||Carbon, 420 mm|
|Saddle support||Carbon, 23 mm offset, Length 360 mm|
|Saddle||Carbon, custom covering|
|Wheels||Carbon rims, 24 mm high|
|Crank set||Carbon, 30 mm axle|
|Brakes||Carbon, side cable control|
On February 26 and 27, when the leading minds in lightweight automobile construction convene in Würzburg at the “Automobile Industry Lightweight Construction Summit”, they can experience live the future of innovative lightweight construction.
This year, at the center of Lightweight City, the event’s main exhibition area, the New Stratos will be introduced. It is understandable that the New Stratos was the only road-approved lightweight automobile invited to the 2013 Lightweight Construction Summit: seldom has innovative lightweight construction been so thoroughly implemented as with this modern interpretation of the legendary Rallye icon of the 1970s.
With its carbon fiber bodyshell, which alone saves 81 kg, its extremely light carbon racing seats and a lithium ion battery, 13 kg lighter than before and in a carbon casing, the New Stratos weighs in at only 1247 kg.
What the New Stratos unfortunately cannot demonstrate to the international lightweight construction experts at the exhibition hall is the end results of this complete lightweight construction: superb performance and impressive handling achieved by a drastic reduction in the car’s weight and the speedster’s extremely hard bodyshell.
|Front track||1668 mm|
|Rear track||1701 mm|
|Front overhang||968 mm|
|Rear overhang||813 mm|
|Dry Weight||1247 kg|
|Weight distribution||44% front, 56% rear|
|Aluminium profile||Scuderia chassis, 20 cm shortened|
|Welded roll cage||FIA FE45 steel, 40 x 2.5 mm|
|Full carbon fiber body and interior||Visible carbon (Re Fraschini)|
|Cw (at 140km/h)||0.357|
|Cw x A||0.738|
|Engine capacity||4308 cm³|
|Engine control unit||Bosch, update|
|Exhaust||High-performance system with free-flow manifold and sports catalytic converter (Capristo)|
|Maximum power||397 kW (540 hp) at 8200 rpm|
|Torque||> 519 Nm at 3750 rpm|
|6 speed sequential gearbox with mechanical variable differential (Drexler)||Fast gear changes at less than 60 milliseconds|
|Gear Ratio||4.3 / 5.0|
|Electronic suspension system CDC® (ZF Sachs)|
|Spring front||Eibach, 120 N/mm|
|Spring rear||Eibach, 180 N/mm|
|Dampers||Hydraulic aluminium twintube shocks with electronic-controlled proportioning valves|
|Front/Rear axle||Hub SKF with central fixing|
|Center-lock rims size front||9J x 19’’ EH2 (Fondmetal)|
|Center-lock rims size rear||11J x 19’’ EH2 (Fondmetal)|
|Offset front rim||ET 38|
|Offset rear rim||ET 5|
|Tyres front||265 / 30 19’’ (Dunlop Sport Maxx)|
|Tyres rear||315 / 30 19’’ (Dunlop Sport Maxx)|
|Carbon disk front||398 mm x 36 mm (Brembo)|
|Carbon disk rear||350 mm x 34 mm (Brembo)|
|Brake caliper front||6 pot|
|Brake caliper rear||4 pot|
|Pads||XAS 4499 (Brembo)|
|Brake lines||Steel flex lines|
|Head lights||Bi-Xenon (Hella)|
|Rear lights||LED-Ferrari 599|
|Front wiper system||1 blade|
|Exterior mirrors||Electric switch and side indicator|
|Window regulator||Lightweight regulator with anti-trap technology (Brose)|
|Windshield and side windows||3.76 mm and 4 mm thin window glass|
|6-Point Harnesses, 3” Width (Willans)|
|Electro-hydraulic power steering pump|
|New carbon steering wheel with multicoloured LEDs|
|2 outboard aluminium fuel tanks, capacity 90 litres|
|84 Ah Lithium Ion Battery in carbon housing, weight 4.2 kg|
|Engine control unit|
|Window regulator (anti-trap)|
|Electronic suspension system CDC® (ZF Sachs)|
|Door locks and bonnets|
Press Information, December 10th, 2010 - PDF Download
The press photos may be printed and published free of charge.
Press inquiries should be sent to:
We request that anyone interested in purchasing a New Stratos get in touch via the following email address:
Once a decision has been made regarding the production of further vehicles, you will be notified by the manufacturer.
New Stratos GbR
Ketschendorfer Str. 38-50
Meyer, Miller, Smith
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