CRYOPULSE P7.0 / SELECTED INTEGRATED CONTROL MODEL
Physical vehicle measurements: 0. No engine selected. No safety certification.

Conditional requirements simulations. The published headline uses one complete
quarter-step fixed-ratio case, its carried launch and alternative stop/speed
branches. Never combine a peak from another transmission with this scorecard.
Both rear drive reserves, actual force arms and a paid 12 kg exhaust manifold
enter the model. The fixed ratio is 3.09. The delayed governor preserves the
12000-rpm source ceiling. Sensor accuracy/duty are requirements, not measured.

Extract beside the immutable P5.0 source and its P4.4/P4.5/P4.6/P4.8 dependencies:
https://cryopulse.org/research/special/files/CryoPulse-P5.0-engineering-special.zip
Read that package's START-HERE for the earlier dependency URLs. Keep all
cryopulse-pXX folders under one common parent. Python 3.12 with
numpy/scipy/CoolProp; gmsh/vtk for optional native CAD. Rebuild the .4 and 1.5
prototype-map caches as described in P5.0. Then run:
python cryopulse-p70/scripts/integrated_control.py
python cryopulse-p70/scripts/qualify_integrated_control.py
python cryopulse-p70/scripts/plot_release.py

The conventional wheel-power curve is fitted to published Super Sport 300+
specifications under a 1177 kW rating assumption. It is not a measured engine
map or an independently validated Bugatti digital twin. The final four-point
fit is calibration; its held-out audit is retained in common-power-profile.
Above 400 km/h is extrapolation. Additional battery/nitrogen assistance is
explicit, so matching conventional rating does not match total propulsion.

The 300+ specification, its separate 490.484 km/h record derivative and the
2017 1500-PS Chiron run are different references. No common measured road-test
conditions have been established. No production-car record is claimed.

DEVELOPMENT HISTORY
The initial fixed-gear power audit exceeded the 12000-rpm ceiling and was
rejected. Earlier wide torque taper gave up peak speed. The selected control
uses a narrower taper with declared observation/response delays, then tests
sensor biases and slower response against the actual unchanged rpm ceiling.
The earlier brake allocator retained 3.0/2.0/1.3 MW total/front/rear caps while
the already budgeted brake model declared 4.5/3.0/2.0 MW. Controlled same-launch
replays isolate the corrected allocation without increasing physical limits.
The first zero-motor-power fault simulation hit a numerical root bracket at
passive coast. That abort establishes neither physical failure nor safety.
The selected fault model requests the exact passive coast: rotor energy and
cavity mass/availability remain solved; no pressure reset or free force.
The source histories and rejected reports remain in this dossier.

SCOPE STILL OPEN
Exterior CdA=.65 and duct K=1.5 remain unqualified. Installed motor, blower,
thermal, tyre/load/speed, supplier interfaces, pressure hardware, complete
structures/crash and high-speed dynamics require independent engineering and
physical tests. The speed continuation is scalar and cannot establish full
high-speed stability. Full HV/LV common-cause failures and resolved asymmetric
floor cavities require further work. Numerical gates are not failure rates,
experimental proof, homologation or a claim that a car is road safe.
Supplier-owned full CAD and raw documents are linked, not redistributed.
