It is very much the question of whether you drive to an (important) business meeting in the Bugatti. Then probably rather in the upper class sedan with chauffeur. Should one conclude that the air conditioning is not so important in the case of a Bugatti, which is more used in their leisure time, that pit stains under the armpitis are perhaps not so tragic?

Of course far from it. Anyone who spends millions for a car demands perfection, and not too scarce. Nobody knows that better than the engineer Julia Lemke as the overall technical person responsible for the air conditioning at Bugatti's new cooling system. Due to the mid -engine, the climate lines with 9.5 m are particularly long.

Of course, this is attractive to ask her how the chiron, divo and especially the extreme chiron pure exercise can be moved in everyday life. The answer calms, as expected. 'Even inexperienced drivers can handle a Bugatti straight away.' But of course many people probably envy Julia Lemke for this 'dream job'.

What an ascent from her first car, a VW Passat from 1985. Interesting what you have to study if you can coordinate the work on the air conditioning system of a Bugatti. Surprising answer: not necessarily car technology, but process technology with a focus on thermodynamics. And then the woman is also a graduate archivist.

And so that not every one thinks that deals with thermodynamics, he/she may also be able to get into such a position, Ms. Lemke also has a doctorate with a work on the energetic evaluation of car air conditioning systems with secondary circulars'.

Does this also apply here that such opportunities are only used for such a renowned employer during work? Does this also apply here that such opportunities are first used for such a renowned employer during work?

Would you have known that on average, the Americans love it a little colder than Europeans? After all, there is not only California, but also the middle west with electrical contacts in parking spaces to keep the engine warm. Of course, Bugatti developers have to look to the USA.

And it goes without saying that a change in temperature in a hypercar must be achieved very quickly and without drafts or noise. Special requirements are placed on vehicles that reach speeds well over 250 km/h, because the pressure over the normal air intakes then becomes a negative pressure.

From this speed onwards, a control system with additional dynamic pressure flaps and a responding blower must therefore intervene. The 1.3-meter³ slope of the windshield also creates a gateway for sunlight that a compact car with a windshield half the size of course does not have.

In addition, Bugatti also has the 'Sky View' glass roof that still exacerbates the problems. This requires a climate compressor with 10 kW cooling capacity for the Chiron models and the Divo, which would be enough for some vehicles as a drive for 80 to 100 km/h. One speaks at Bugatti speaks of 3 kg refrigerant, which is compressed from 2 to 30 bar.

And since the units around such a super engine wrestle around their places anyway, the compressor has caught a fairly near the exhaust system. Apparently, the tuning of the system to the engine's enormous power range is also a problem. Does the engineer test the effect of the system at speeds beyond the 250 km/h?

In the pictures she has a laptop in her hand. Simulation is an enormous component of testing these days. Nevertheless, two test vehicles are obviously available for the duration of the Chiron development.