View allAll Photos Tagged Torque
The Torque is a Jeep built completely from base by friend Amit Tomar.
The Torque has a 2100 CC Peugeot Engine, weighs 1 ton, has been built with all the best parts of every jeep and car to make it completely All Weather - All Terrain Vehicle.
Torque has a Snorkel Pipe on the left front side that enables it to be driven inside marshy areas with absolutely no worries of the water entering the engine.
Torque is made of All Terrain Tires which can be further enhanced with Tractor Tires too to make it look even more gigantic.
With a 4 Wheel Drive - Torque can rule in Desert, Rocky, Marshy and normal road conditions. The speed in Normal Road conditions can go upto 80-95 km/ hour without any shake or disturbance.
We had a 4 hour session of offroading and testing the stability of this vehicle in the beach sand.
The Fiero's torque strut (nicknamed the "dogbone" for its distinctive shape), is a milled piece of metal with hollow cylinders at each end, with metal-centered rubber bushings inside. Its purpose is to anchor the top of the engine to the rear chassis and keep it from moving excessively under hard acceleration, such as starting from a standing stop in first gear.
You can see more of the engine compartment here. The valve cover is at upper right; the air cleaner housing at upper left.
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Lofty Hall, the Godfather of British car mechanics, helping me put in a new headgasket (#2) in my 1971 MGB GT. Or rather I was helping him put it in by staying out of his way.
Lofty is turning 75 next week. He's been wrenching on British Cars much longer than I've been alive. A venerable encyclopedia when it comes to these vehicles!
Friday dumped 2.5 inches of rain on the Speedway. Even this much rain did not stop the true hot rodders from showing up to Vintage Torque Fest
The University of Tsukuba, Japan is the star of the 2011 Campus Exhibition. This institution of higher education has long been associated with the festival, and numerous works developed there or created by its alumni have been showcased at Ars Electronica.
"Talk Torque-2" is a work by Hideaki Kuzuoka (JP), Hiroshi Kasai (JP), Ikkaku Kawaguchi (JP) and Toshimasa Yamanaka (JP).
credit: rubra
1999 Lamborghini Diablo VT Roadster
Lot 136 | $456,000 USD
Sold
From Sotheby's:
Well-appointed example of Lamborghini’s first production convertible
Believed to be one of less than 200 made, only a few dozen of which are said to have been for North America
Showing 18,716 miles on the odometer at time of cataloguing
Finished in rarely seen Titanium Silver over black leather upholstery
Sports factory rear spoiler and 18-inch chromed OZ Racing alloy wheels
Accompanied by factory tool roll, leather wallets and attachés, as well as an assortment of ownership books and service invoices
Addendum: Please note that the airbag light is currently on in this car. The consignor has ordered the parts necessary to repair the issue and will send them at their expense to the buyer upon its arrival.
As the 1990s approached, Lamborghini realized it needed a new raging bull to keep its edge. The firm had established its wild reputation with the revolutionary Miura, then cemented it with the brash Countach. In 1990, the scrappy Italian automaker would complete a trifecta with the outrageous Diablo.
Designer Marcello Gandini's signature wedge-shaped, cabin-forward design carried over to the new car but was massaged by Lamborghini’s new owners at the time, Chrysler, both in the pursuit of aerodynamic performance and to widen its appeal with consumers. The Diablo continued with the rear mid-engine layout of its predecessors and was powered by an improved version of the Countach’s aluminum V-12 engine, now displacing 5.7 liters. With a top speed of 205 mph, the Diablo joined a very select group of supercars in the 200-mph stratosphere.
It was the arrival of all-wheel drive in 1993, however, that launched Lamborghini from childhood bedroom poster exotic to a truly advanced supercar. This new “Viscous Traction” model, dubbed the Diablo VT, employed a viscous center differential modified from the LM002 “Rambo Lambo” that allowed up to 40 percent of surplus torque to be transferred to the front axle if the system detected a loss of traction.
Unveiled to the public at the Bologna Motor Show in December of 1995, the introduction of a roadster version of the already dramatic Diablo VT stunned the automotive public. With its 200-mph top speed and four-second 0–60 time, the Diablo VT Roadster was one of the world’s fastest convertibles when new and remains competitive against today’s current field of open-top supercars.
Externally, the new VT Roadster featured a slightly lower windscreen, larger rear air-intakes, new OZ Racing alloy wheels, new doors with beveled door glass, and an all-new rear bumper. The Diablo’s hardtop roof could be removed and stowed over the engine cover; an innovative solution that meant the driver would never be left without the car’s top.
Following Volkswagen’s acquisition of Lamborghini in 1998, the Diablo underwent a mild restyling for the 1999 model year. Most notably, the retractable headlights were replaced by fixed handlamps featuring composite lenses borrowed from the Nissan 300ZX. Power was increased to 529 horsepower through variable valve timing, while a Kelsey-Hayes anti-lock brake system was fitted to upsized Brembo discs.
The 1999 Diablo VT Roadster presented here takes full advantage of those updates. One of less than 200 produced in total, it is said to be one of only a few dozen produced for the North American market. Furthering its rarified pedigree, this car is believed to be one of only a handful finished in the striking Titanium Silver color scheme. Complimenting the silver exterior is a black leather interior, along with 18-inch chromed OZ Racing alloy wheels, and a factory-correct rear spoiler. With less than 19,000 miles indicated at the time of cataloguing, this Diablo VT Roadster benefitted from a major service within the last 200 miles at a cost of more than $6,000. Work performed included flushing the brake and power-steering systems, an oil change, installing new front shocks, and a full suspension calibration.
This rare second-generation roadster in an uncommon color scheme offers a sensational complement to any supercar collection, ideal for consummate Lamborghini enthusiasts worldwide.
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When I returned to Scottsdale from Tucson, I joined Fred on a Sotheby's pre-auction auto tour led by Andy Reid who is considered an expert in European sports and luxury cars and is a respected concours judge.
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This year I was able to escape the snow and join Fred in Scottsdale for sunshine, cars, and music! I also drove down to Tucson to meet Doug for lunch and spend a nice evening visting with Richard and Lola.
This is a pair of Bourns "low torque" PDB-241 "GTR" (Guitar Series) potentiometers. These pots are available both with smooth shafts (as pictured here) and with knurled shafts like Gibson and Fender knobs take.
I bring this up because this is essentially the same potentiometer as the EVH "Low Friction" pots. Those are only available (as far as I know) with smooth shafts, which means you kinda have to search around for suitable knobs. I bought this pair to go with my machined aluminum EHC knobs, but I also got a couple of sets of the knurled shaft model.
They've got that same low-friction feel of the EVH pots, but they're $3 each instead of $10 each. Which puts them in about the same price range as the CTS 450G that I'm using now and had intended to use as my standard pot for 2014 (replacing the CTS EP-0086 that I used for the first 20 or so guitars).
I wonder now if I should standardize on the CTS 450G (which has a nice brass shaft and bushing) or the Bourns with its low-friction design? Or should I offer either/or as a no-cost option? I kind of think these would be a poor choice as a Tone control, since a nudge could send you into full-on Woman Tone accidentally. So maybe a Bourns for Volume and a CTS for Tone? Of course, some people may hate having a Volume control that spins free like it's not attached to anything. So many choices.
This school of art and design infused by the pioneering spirit has produced such illustrious media artists as Toshio Iwai (JP) and Maywa Denki (JP). Its history goes back over 30 years, and closely parallels Japan’s rise to preeminence as a technological nation. Plastic arts and mixed media, areas of artistic work and research taken completely for granted today, were opened up at Tsukuba through the establishment of corresponding courses of study. By combining competence in design and engineering, the University of Tsukuba has made a major contribution to the development and propagation of interactive technologies. Since 1996, Hiroo Iwata (JP) has been working in Tsukuba on using digital interface devices as means of artistic expression.
"Talk Torque-2" has been created by Hideaki Kuzuoka (JP), Ikkaku Kawaguchi (JP) and Toshimasa Yamanaka (JP).
credit: rubra