Diesel Power (trucks!)
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The 2020 Ferrari 812 Superfast is an example of what happens when an automaker commits to crafting a vehicle that offers the best performance money can buy. With almost 800 horses under the hood, this coupe provides brutish power, facilitating a zero-to-60-mph sprint that clocks in at less than three seconds. Fuel economy is poor, and the 812 Superfast's $330,000-plus price makes it accessible only to the very privileged few. Still, if you have deep pockets and a thirst for spectacular handling, this skilled Ferrari won't disappoint.
Ferrari's 812 Superfast gets its muscle from a 6.5-liter V-12 powerplant, and this engine delivers a bracing 788 horsepower and 529 lb-ft of torque. A seven-speed automatic transmission sends power to the rear wheels. The 812 Superfast holds a place among the quickest of the quick. In our track tests, it sprinted from zero to 60 mph in a scant 2.8 seconds. That's a dazzling performance, but it trails that of the McLaren 720S. That car made the run in just 2.7 seconds. Handling is nimble, especially when you consider this Ferrari's relatively hefty curb weight. The engine note is mellifluous, and the car's brakes are potent enough to bring this beast to a quick and decisive standstill.
Thanks to Car And Driver for the above.
A pedestrian walks among triangular shadows cast inside an elevated bridge crossing. Called "Torque", the bridge was designed by artists Jennifer Marman and Daniel Borins and New York-based architect James Khamsi of FIRM a.d. and connects the Delta Hotel to the existing PATH system.
A bit late since he uploaded it, but stylish picture taken by Torque_gtb. Awesome work on this picture Torque! Yet another picture founded by torque, can't seem to get enough of them!
All-British Field Meet,
VanDusen Botanical Garden,
Vancouver British Columbia, Canada.,
For my video; youtu.be/-d66Irzgq2w
Five different inline-six engine options were offered to customers. Four of these were variants of the naturally aspirated 4.0 L Speed Six fuel feed by multipoint fuel injection making different amounts of power and torque, depending on the trim level selected. The last was a 3.6 L Speed Six which produced the same amount of power as the lowest-level 4.0 L engine, although slightly less torque.
Manufacturer: FIAT S.p.A. / Fabbrica Italiana Automobili Torino (FIAT), Turin, Italy
Type: 500C Topolino
Production time: mid-year 1949 - mid-year 1954
Production outlet: 376,370
Engine: 569cc straight-4 OHV FIAT code 500C
Power: 16.5 bhp / 4.400 rpm
Torque: 29.5 Nm / 2.900 rpm
Drivetrain: rear wheels
Speed: 92 km/h
Curb weight: 580 kg
Wheelbase: 78.7 inch
Chassis: X-shaped profile frame / chassis (with holes for weight savings) with longitudinal beams and cross bracing and a separate steel body
Steering: adjusting screw and helical wheel via central screw with the control rod for each of the front wheels
Gearbox: four-speed manual / III and IV synchronized / floor shifter
Clutch: single dry plate disc
Carburettor: Weber 22 DRS or Solex 22 IAC-4
Fuel tank: 21 liter
Electric system: Marelli 12 Volts 38 Ah
Ignition system: distributor and coil
Brakes front: hydraulic drums
Brakes rear: hydraulic drums
Suspension front: independent single lower wishbones, lower triangular cross-bars, upper cross-leaf spring, transverse leaf springs + hydraulic telescopic dampers
Suspension rear: beam axle, sway bar, transverse semi-elliptic leaf springs + hydraulic telescopic dampers
Rear axle: live
Differential: spiral bevel 4.875:1
Wheels: 15 inch steel discs
Tires: 4.25-15
Special:
- In 1930, the Duce had called the senator of the Kingdom of Italy Giovanni Agnelli to inform him of the "absolute necessity" to motorize Italians with a cheap car that did not exceed the cost of 5,000 lire.
- The base “500” was designed (in-house Carrozzerie Speciali) by Dr. Dante Giacosa in the ‘30s, officially named “500”, but it became so popular, the Italians cosy named it “Topolino” (“little mouse”), in honor of Mickey Mous (1936-1948).
- All “American styled” C-Series 2-seaters has a sliding roof.
- The 500C Series was available as this Topolino and as Giardiniera (“gardener”) Belvedere (1949-1955: 122,837 units built).
1929 Mercedes SSK boat tailed speedster by Murphy with an appropriate color for living in the Wine Country of Sonoma, Ca. The only one of the total of 37 SSKs to be bodied in the US, at the Walter M Murphy coachbuilding site in Pasadena, CA. It now lives at the Keller collection......at a winery.......
In the years before the first world war raged over Europe, Mercedes had established itself as a leading racing car manufacturer; in 1914 a Mercedes won the French Grand Prix and a year later a similar car took a victory in the Indy 500. Despite the grim financial situation in Germany after the war, Mercedes was keen to take up racing once again. To cut costs the competition cars of the early 1920s shared many parts with the contemporary road cars and with the earlier racers. During the war the Stuttgart based company had learned valuable lessons in the then novel idea of forced induction thanks to the production of airplane engines. By 1922 the Roots-Type Supercharger had become standard equipment on Mercedes' racing cars.
With the arrival of the talented Austrian designer Ferdinand Porsche the successes returned starting with a win in the 1924 Targa Florio. Porsche's first clean sheet design was built to the two-litre Grand Prix regulations and featured a twin-cam eight cylinder engine. It was quickly left obsolete as the rules changed at the end of the 1925 season. The young Austrian's next task was to design a new supercharged engine for a new range of luxury models launched late in 1924. Dubbed the 400 and 630, the two new machines were equipped with six cylinder engines of 4 and 6.3 litre displacement respectively. Both engines were fitted with an engageable Supercharger, which only worked when the acceleration pedal was fully depressed. This was a compromise to have the power available when really needed and still minimize the stress on the engine.
Within a year, Porsche had reworked the 630 into a racing car with a similar engine, but with a shorter chassis. After the new chassis dimensions, the new racer was named K for Kurz or Short. After the merger with Benz in 1926, a completely new chassis was developed for the potent engine. It was significantly lower than the original K chassis to increase the handling characteristics of the heavy machine. Again for obvious reasons this new car was known as the S for Sport. To further improve the performance the engine displacement was increased to 6.7 litres, yielding 225 bhp with the 'Elephant' Supercharger engaged and enough torque to move a house. The six cylinder engine now also sported a cylinder block constructed of silumin; a very light and strong alloy of aluminium and silicon.
For the 1928 season an even larger version of the engine was developed by increasing the bore to a staggering 150 mm, resulting in a displacement of 7069 cc. This model received the nameplate ss and like its predecessors was available as a complete cycle fender racing car or as a rolling chassis for coachbuilders to body. Caracciola continued his Nürburgring form by winning the German Grand Prix for sports cars on the legendary track with the new ss. Later in the year a shorter version was introduced especially for the popular hillclimb races; the ssK. Both cars were campaigned in the following years with considerable success in a variety of events and against machinery ranging from the nimble Alfa Romeos to the massive Bentleys. With a special lightweight version of the ssK, Caracciola scored the White Elephants' biggest success by winning the 1931 Mille Miglia. He was the first non-Italian to win the 1000 mile road race and did so in a record-breaking pace of 101.1 km/h.
The advent of a new generation of lighter sports cars left the heavy ssK obsolete by 1930. Caracciola' s success in 1931 was very much down to his exceptional skill and the special ssKL he used. Due to economic crisis, Mercedes-Benz was forced to retire from racing at the end of 1931. At that point the German manufacturer had produced an estimated 33 ssKs and only a handful of ssKLs. Due to accidents in period a large number of cars were destroyed or scrapped and only very few have survived unscathed. Many of the salvaged parts have later been used for reconstruction and there are believed to be over a 100 ssKs in existence today, which claim to be built around original bits. One of the all time greats!
Double click on image to enlarge
77 Model. Note Gold Bull Dogs. Conveys all Mack components. Maxi-Dyne Engine, 5 speed Maxi-Torque Trans, Mack drivetrain. Silver Bull Dog denotes Eaton,Cummins, Spicer or other components.
Manufacturer: Dodge, Division of Chrysler Group LLC, Auburn Hills, Michigan, U.S.A.
Type: Challenger V8 Series JH Model JH23 2-door Hardtop Coupé
Production time: September 1972 - September 1974
Production outlet: 29,284
Engine: 5898cc Chrysler LA-series V-8 360
Power: 248 bhp / 4.800 rpm
Torque: 434 Nm / 3.200 rpm
Drivetrain: rear wheels
Speed: 203 km/h
Curb weight: 1610 kg
Wheelbase: 110 inch
Chassis: Chrysler E-platform with self-supporting unibody
Steering: recirculating ball and nut
Gearbox: three-speed manual / all synchronized / floor shift
Clutch: 10.5 inch singel dry plate disc
Carburettor: Carter 4-barrel downdraft / Holley dual downdraft
Fuel tank: 68 liter
Electric system: 12 Volts
Ignition system: electronic
Brakes front: hydraulic powered 10.98 inch discs
Brakes rear: hydraulic powered 10 inch self-adjusting drums
Suspension front: independent upper trapezoidal wishbones (A-arm, control arm) with shock mounted tension strut, Trail Link, sway bar, along lying torsion bar + telescopic shock absorbers
Suspension rear: independent sway bar, semi-elliptic leaf springs + telescopic shock absorbers
Rear axle: live semi-floating type
Differential: hypoid
Wheels: 14 inch
Tires: F70 x 14
Options: Chrysler TorqueFlite three-speed automatic transmission, four-speed manual gearbox, a 318 CID (5210cc) V-8 engine, 360 V-8 Axle Performance Package, power steering, power brakes, power windows, Air Conditioning, rear window defogger, shaker hood scoop (standard on Rallye models), radio, sun-roof, leather seats, two-tone colouring
Special:
- This first generation 2-door Coupé body Pony Car (1969-1974) was designed by Carl Cameron, built on the Chrysler E-platform (like the Plymouth Barracuda) and assembled in Hamtramck (Michigan) and in Los Angeles (California).
- Everything changed at Dodge (and all car manufacturers) when the 1973 oil crisis hit the United States. The government passed legislation (1972) requiring engines to have the ability to run on low lead or no lead gasoline. Government safety and emission regulations, and increasing insurance premiums meant the horsepower rating and size for all manufacturers was on the decline.
- Engine power was now rated in SAE net horsepower, meaning theoretical horsepower with all accessories in place.
- So this 2+2-seater fixed-head Hardtop Coupé was for now the last series Challenger, only available with two detuned V-8 engines.
- Dodge re-used the Challenger name again for its second generation Challenger from 1978 until 1983.
- They were available as this Hardtop Coupé and as 2-door Rallye Hardtop Coupé (replaced the R/T series in 1972) with a faux brake vent on the fenders and a shaker hood scoop (1972-1974: 16,437 units built).
For the Macro Monday theme of measurement I have chosen a torque wrench with a 3mm and 5mm socket - this is a wrench for by bikes both road and mountain bike as on a carbon frame it is important you measure the force you apply when tightening bolts or fixings.
Manufacturer: VW-Porsche Vertriebsgesellschaft mbH, Ludwigsburg - Germany / Wilhelm Karmann GmbH, Osnabrück - Germany
Type: 914/4-2.0 (Targa) US
Production time: 1972 - 1976
Production outlet: 17,408
Engine: 1971cc flat-four SOHV air-cooled (by Volkswagen)
Power: 100 bhp / 5,000 rpm
Torque: 162 Nm/ 3.500 rpm
Drivetrain: rear wheels
Speed: 192 km/h
Curb weight: 996 kg
Wheelbase: 96.5 inch
Chassis: self-supporting steel body
Steering: rack & pinion
Gearbox: five-speed manual / all synchromesh / floor shift
Clutch: single dry plate clutch
Fuel system: Bosch D-Jetronic fuel injection
Fuel tank: 82 liter
Electric system: 12 Volts 45 Ah
Ignition system: electronic
Brakes front: 11.1 inch hydraulic Teves disc brakes
Brakes rear: 11.26 inch hydraulic Teves disc brakes
Suspension front: independent transverse links, wishbones, damper struts, torsion bars + hydraulic telescopic shock absorbers
Suspension rear: independent semi-trailing arms, sway bar, coil and hollow rubber springs + hydraulic telescopic shock absorbers
Differential: hypoid 4,429:1
Wheels: 5½ J - 15
Tires: 165/70-R15
Options: chrome bumpers, fog lamps
Special:
- This mid-engined, targa-topped two-seat roadster was designed by a co-operation / joint venture of Volkswagen (to replace the Karmann Ghia) and Porsche (to replace the 912), while Karmann manufactured the rolling chassis at their plant, completing Volkswagen production in-house (VW-Porsche 914/4) or delivering versions to Porsche (Porsche 914/6) for their final assembly and was presented at the 1969 Motor Show in Frankfurt.
- In Europe the 914/4 models (1969-1976) were sold als a Volkswagen-Porsche, the 914/6 models as Porsche, while at the American market all models were sold as a Porsche marque.
- The 914/4 Series was for sale with a 1679cc flat four - 80bhp/4.900rpm (65,531 units built), a 1795cc flat four 85bhp/5.000rpm (32,688 units built) and this 1971cc flat four.
- The 914/6 (1969-1972: 3,351 units built) had a 1991cc flat six engine with 110 bhp / 5.800 rpm and a top speed of 201 km/h. The 914/4-2.0 replaced the 914/6 model.
A close-up from a walk across Kurilpa Bridge. The image captures the quiet drama of engineered strength and urban rhythm — a moment of pause, looking closer, trying to see something different