arash跑车创始人_ares跑车
1.ArashAF10跑车亮相日内瓦车展
Farbio跑车由英国汽车生产商Farbio生产，工厂位于英国西南部的巴思是该公司旗下唯一一个品牌。这个公司原来叫FARBOUD跑车厂，旗下唯一品牌叫FARBOUD跑车。另外，英国还有一个ARASH跑车厂，旗下只有一个ARASH。原来这两家公司的老板和设计师是同一个人：Arash Farboud。这两家公司的名字都是以老板名字命名的，哇咔咔。所以呢，个人觉得Farbio没有具体的中文含义，现在好像还没有官方的中文译名吧（或者我寡闻？）。不过，改名后的FARBIO还是与ARASH维持独立运作的状态，虽然老板与设计者是同一个人。
ArashAF10跑车亮相日内瓦车展
Farbio跑车由英国汽车生产商Farbio生产，工厂位于英国西南部的巴思是该公司旗下唯一一个品牌。这个公司原来叫FARBOUD跑车厂，旗下唯一品牌叫FARBOUD跑车。另外，英国还有一个ARASH跑车厂，旗下只有一个ARASH。原来这两家公司的老板和设计师是同一个人：Arash Farboud。这两家公司的名字都是以老板名字命名的，哇咔咔。所以呢，个人觉得Farbio没有具体的中文含义，现在好像还没有官方的中文译名吧（或者我寡闻？）。不过，改名后的FARBIO还是与ARASH维持独立运作的状态，虽然老板与设计者是同一个人。
法拉利喜欢回答说“不”，但是很多人都不习惯听到这样的回答。所以当Arash Farboud礼貌地向法拉利询问有关Enzo的情况并被告知“该上哪上哪去”时，他的第一反应就是要定购一辆保时捷Carrera GT。对大多数年轻富人来说也就这样了，但是Arash却不这样。他们还从来没有听说过他那样的。
因此，他始终在努力让自己解脱，暴躁的脾气让他在愤怒下创造了他自己的超级跑车，他明确的目标就是要折断这“跃马”的腿。
Farboud在1999年怀着狂热的想法开始了他的生涯，生产了Porsche GT1的复制品a Porsche GT1 replica，一旦当他冷静下来，他很坦率的承认当时应该放弃整个构想，原因有二：首先，需要设计制造一辆光彩夺目的原型车，并且在车展上赢得众人的关注；其次，需要把梦想变成现实，并且很多初出茅庐的制造商都在大量的生产障碍前落马，就像司法官需要处理他们的房子、妻子和自尊心一样困难重重。问问John DeLorean就知道困难会是什么样的了。
Farboud是一驾动力强劲的机器，但是设计上又不失精致优雅，这是它的直接对手TVR和Noble所没有的。从任何一个角度看GTS都是一款相当纯粹的跑车，除了侧面那个圆沟槽。
这款车在雕琢整体车型、优化前分流板和扰流板方面可以说是煞费苦心了，对后翼子板的分离至少从造型上看是一个明智之举。几年前，当在高速公路上测试奥迪空气动力参数时，奥迪也不得不在奥迪TT上重新装上了一个，这只不过是整个设计工作中的一项，很有可能在最终的版本上安装一个更加明显的扰流板。
在这款原型车上没有安装隔音材料，当我挂上一档时，手撞上了仪表板，这里没有启动钥匙，只有一个开关和一个启动按钮。当转动方向盘时，转到极限，有很大的转动空间。来发动这个V6发动机吧，不要再去想那些板件间隙和不牢固的塑料件。
这辆原型车上配备了奥迪2.8升发动机，双涡轮增压器和新型的活塞、气门推杆和其他动力增强部件。当然，右脚油门地踩下的时候，爆发动力的发动机不会被炸成碎片飞进驾驶室。
最早帮助Spyker配备奥迪发动机的英国公司Dialynx，为了榨取发动机所有的马力，在奥迪V6发动机上还运行了2.8bar的推进器。结果可想而知，当然是爆炸了。
一个帧中继桥接把马力控制到了仅仅400 bhp，但是方向盘上的一个红色按钮又能触发出200 bhp的力量。至今只有一个记者报道过，并且仅几秒钟之后他就跑出了道路而且他的裤子也被撕破了。
轻轻地一加油门就驶离道路，跑了出去，所以0-60mph的3.7秒的加速时间感觉有些保守。当保时捷的驾驶员发现并提速之前，Farboud就这样跟随Carrera GT在公路上非法飚车，一路飙升到140mph。Farboud的标定最高时速是180mph，时速直指200mph大关，真正达到了200mph的时速的时候就这辆车真的就接近那种遥不可及的程度了。
除了极快的速度以外，Farboud爆发的声音和力量表明了Farboud不凡的身姿，在涡轮增压工作的时候就像一个危险人物在暖暖的座椅后面发出哼哧的鼻音。进入弯角的时候，只要驾驶员稍不留神，他的动力足以把驾驶员摔到树上。有一次，在一个急拐弯的顶点处，我经历过一次这样危险的情形，当时，车尾一瞬间就甩了出去，幸好有强大的反锁力和右侧轮胎的加速把车重新摆正。
Farboud没有LSD(限滑差速器)和牵引控制，但是它有着出色稳固的底盘，宽大的车架和焊接的板件，它们一起构成了经济实用的承载式车身。这个悬架包括Ohlins跑车减震器，装满油之后总重量达2530lb，使车体得到响应，而且后减震器的震动总是渐进的。
这当然是一个很昂贵的设备，而且跑车型的减震器和悬架能否给整车带来益处还值得怀疑。但是工程师们坚持认为无论它配置什么部件都要进行调制，调制工作会始终如一地跟随着这辆原型车前进的步伐，这项工作已经进行了一年了。
制动系统用4项卡钳，卡在刹车盘上，但是毫无疑问的是这辆原型车的制动感觉有些僵硬，这是在生产线上需要解决掉的问题。对于本地的保时捷销售商来说，这辆车的紧急制动会惊吓到不熟练的驾驶员。
有的人厌倦了他的超级跑车上光滑的边缘，为这种人造车真是野蛮到极致。Farbound的成品将不再粗糙，取而代之的是大家对它关注的目光，会有一大批稳固的订单。
考虑到成本和实用性的因素，Arash被迫放弃了奥迪动力部件，取而代之的是源于蒙迪欧Mondeo的福特V6发动机。
新款Farbound将会配备自然吸气式3升发动机，最大马力275bhp。还有一款更大的发动机，是由康斯沃斯(Cosworth)开发的增压发动机，能够迸发出375bhp的惊人动力，这个已经非常接近奥迪的动力单元带来的动力了。
发动机的更换使其进军美国轻易而举。Farboud将进军美国市场并且已经在美国建立了分部。
我们很快就能对其成品大饱眼福了，虽然Arash已经把控制大权交给了Marcos的创始人Jem Marsh的儿子Chris，但是Farboud迈向成功的步伐是显而易见的。
对于Arash来说，已经功成名就并且转向了他下一个，这个他将在英国车展上公布，并且承诺说是一件非常特殊的事情。
当法拉利因为Enzo而拒绝Farboud的时候，Farboud买了一辆法拉利360，所以法拉利“下次将不会说不”，他的Carrera GT现在也应该已经被送过去了。但是现在Farboud在Cambridgeshire的工厂的产品已经下线了，他也不会再需要那些车了。Beyond the sheer, wild, intoxicating, horizon-sucking pace of the thing, what most clearly defines the Farboud experience as being different to others is the cacophony of its twin turbos. On a charge they snort and puff with the slightly frightening intensity and volume of a herd of stampeding wildebeest. Lift off the gas and their wastegates dump boost with all the drama of a submarine jettisoning ballast in an emergency dive to escape depth- charges. And if you're on and off the throttle then you're treated to a form of aural ping-pong as the turbos spool-up then blow off boost individually in a strangely rhythmic, alternating sequence; it's like listening to an early Beatles album, mixed so the feed to one speaker is different from that to the other - a primitive form of stereo.
Arash Farboud, founder of the company that bears his name and, at 29 years old, still preposterously young to be at the helm of a fledgling supercar maker, concedes that the sound of the turbos - in fact, the noise of the car as a whole - could be off-putting to some. Yet he's unapologetic. 'This is the car I built for me,' he confesses, 'a raw, thrilling pseudo-racing car. It was my dream to create something this extreme and now I've done it. The next stage for the company is to build something a little softer and more road friendly.'
In case you missed evo 053, when we introduced the whole Farboud project, here, briefly and crudely, is the story. Rich boy has fetish for supercars and Le Mans racers. Decides to sink a chunk of the proceeds of selling off the family business into building own car. Produces a Porsche GT1 look-alike; gets scolded by Porsche for borrowing the shape. Finds fresh-out-of-college stylist, creates own sub-Esprit-sized mid-engined supercar.
At this stage of the tale we would normally expect to write 'The end', because that's usually what hens with such projects; they fade into obscurity, insufficiently funded and under-endowed with potential customers. And Arash has received plenty of advice to give it all up and get himself a proper job. But in the true spirit of the Colin Chapmans and Peter Wheelers of this world, he's determined to ignore the doomsters, such is his passion for what he's doing.
When we arrive at Farboud's new Cambridge workshop there are three cars in build, and when you see what lies beneath the GTS's carbon-reinforced composite skin you realise just how serious Arash is about doing the job properly. The welding of the steel tube frames attached fore and aft of the aluminium honeycomb central tub is all smoothly finished and the tubes themselves are epoxy-coated; there's Ohlins race-spec pushrod suspension and massive AP Racing discs all-round.
Then there's the engine; built-up from components by Audi race outfit Dialynx, it's based on the V6 unit from the RS4 bored out to 2.8-litres and with a host of fresh internals, a brace of Garrett T25 water-cooled turbos and a Motec engine management system that will help give production models 440bhp - the pre-production car pictured here has 380bhp. (The options list includes an upgrade to 580bhp if you fancy it.) Farboud has even designed its own exhaust-port-to-turbo manifold to improve turbo response.
So far, so promising, especially as the Farboud looks slick and, like a 911, seems such a manageable size. Climbing in and out requires that special low-slung, mid-engined supercar leg and hip shuffle, and it helps (as it does in the Elise) to slide the seat fully back prior to entering or leing. Once aboard, Sparco seats with bolsters as embracing as a boa constrictor keep you lodged in place. The facia is plain and functional, and this pre-production car boasts the Stack instrument cluster likely to be an option later on. What initially strikes you most about the cabin is the thickness of the A-pillar and the lowness of the windscreen's upper rail; they combine to narrow forward vision considerably, but after a while you don't notice this unless you're trying to exit a busy junction.
To start this car you must first flick a trio of switches - cooling fans, ignition, electric power steering pump. Then you prod the starter button. The Farboud doesn't sound quite like a V6 or a V8 and certainly not like an Audi when it fires up; it makes a potent, precision-machined noise, raw yet not harsh, overlaid with a competition engine's sense of purpose.
There's no douing what that purpose is when you kick the throttle down - headbanging performance. The Farboud has raging acceleration that subjectively is easily capable of dropping a pursuing 911 - the claimed 0-60mph figure of 3.6 seconds is eminently plausible, but a hint of front-end wander at high speeds brings the 181mph v-max into question.
At low speeds the electrically-assisted power steering is slow to respond and inconsistent of feel, but if you switch it off the helm is too hey for manoeuvring. Rack up the speed and you can point the Farboud down the road with reasonable accuracy if not all the feedback you might like, given the pace you're trelling at. Switching off the power assistance once you're up and running greatly improves communication but you'll need a bit of strength in your arms if you're to drive like this for long.
Cambridgeshire's roads weren't twisty or empty enough during our time to learn anything meaningful about the handling, but on the cresting 90mph bend we used for our pictures, it felt commendably stable and firmly planted. As for the brakes, well, while the pedal feels slightly mushy, the performance is vicious enough to squish your brain against the inside of your forehead.
Where does the Farboud sit in The Grand Scheme of Things? It's hard to say. At ?78,138 it's priced in 911 territory, but even in full production trim it's never likely to he the Porsche's sense of completeness. And it's very noisy.
Arash Farboud knows all this. Only six cars are in the pipeline to be built to this specification, and he's hoping there are half a dozen people out there hy to live with the compromises in exchange for big-hearted performance from a car that's not a Porsche 911.
Meanwhile he's looking at ways to produce the car for a keener price - ditching the Ohlins suspension, for instance, will se about a grand a corner and an off-the-shelf Ford V8 will cost less than the competition-spec Audi engine and meet new emissions regulations. He has his eye on a ?50,000 base price - in other words, Noble money - for a car that should look pretty much the same as it does now. Now that really could establish the name of Farboud on the automotive landscape.
鲜为人知的英国跑车制造商Arash在本届日内瓦车展上发布了其全新混合动力跑车AF10。2080马力的最大输出功率和超过110万英镑的价格使其成为本届车展上最引人注目的超级跑车之一。作为性能第一的超级跑车，AF10全车用碳纤维结构件，车身部分用强定量材质，蜂窝铝和碳纤维加固，使得整车质量只有1260kg。考虑到它的V8发动机、电动机和电池组，可以看出它在车身上的轻量化工作已经做到了极致。它由6.2升V8发动机和四个轮毂电机提供动力，形成四轮驱动系统，从而提高了整车的操控性能。混合动力系统的总功率为2080马力，峰值扭矩为2280牛米。标准的6速手动变速箱负责梳理强大的动力。当然，6速自动变速箱也是可选的。同时每个电机都配备了2速变速箱，使得电动部分的驱动效率更高。官方规定，ArashAF10的最高时速限制在323公里/小时，而0-100公里/小时的加速时间将小于3秒。