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View allAll Photos Tagged downforce
This particular 962 (chassis 011) was the first built at Weissach for the official factory supported Joest team.
In 1989 it won at the Nürburgring, Silverstone and then Dijon, the last Group C world championship race victory by a Porsche.
When it retired from competitive racing, it began a historic career using the 1993 high downforce configuration, with FATurbo livery.
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This years Members Meeting saw demonstration runs of the Ground Effect F1 cars that raced between 1978 and 1983.
These Ground Effect cars were developed to take advantage of the Bernoulli principle, whereby the gap between the ground and the cross sectional underside of the car is reduced to maximise downforce. By minimising that gap between ground and car, the air underneath accelerates faster than the air above and creates that pressure system that sucks the car to the ground, increasing grip and cornering speed.
In 1983, the whole Ground Effect system was banned due to the ever increasing cornering speeds that these cars could achieve. Concerns were raised that if the force was suddenly removed, the cars would lose all grip and have an accident (similar to what can happen today if an F1 car loses a rear wing suddenly).
In 1979, Arrows ran their A2 design, a car that had huge downforce but no wings, leading to some handling problems. In 1980, designers Tony Southgate and David Wass developed the A3 model, based around an aluminium monocoque chassis and the Cosworth DFV engine. In-board suspension was used to provide the largest possible ground-effect tunnels and the front and rear wings were used to provide a better handling balance.
Overall Arrows took 7th place in the 1980 F1 season with drivers Jochen Mass and Riccardo Patrese, with a best finish of 2nd at Long Beach.
This shot of the Arrows Cosworth A3 was taken after the demonstration run as the cars were filing back into the paddock.
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This is the car that scored the first F1 win for McLaren at the 1968 Belgian Grand Prix and the first McLaren to be powered by the Cosworth DFV.
The car is seen here without the small wings that were developed during the 1968 season to increase the downforce although you can see the mounting points on the nose.
The car is painted in the papaya colour that was synonymous with McLaren during the period (maybe McLaren should rekindle their own fortunes by painting their 2017 F1 cars in this colour).
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1952 Jaguar C Type
The Jaguar C-Type (officially called the Jaguar XK120-C) is a racing sports car built by Jaguar and sold from 1951 to 1953. The "C" stands for "competition".
The car combined the running gear of the contemporary, road-proven XK120, with a lightweight tubular frame designed by Jaguar Chief Engineer William Heynes, and an aerodynamic aluminium body, jointly developed by William Heynes, R J (Bob) Knight and later Malcolm Sayer. A total of 53 C-Types were built, 43 of which were sold to private owners, mainly in the US.
The road-going XK120’s 3.4-litre twin-cam, straight-6 engine produced between 160 and 180 bhp (134 kW). The C-Type version was originally tuned to around 205 bhp (153 kW). The early C-Types were fitted with SU carburettors and drum brakes. Later C-Types, produced from mid 1953, were more powerful, using triple twin-choke Weber carburettors and high-lift camshafts. They were also lighter, and braking performance was improved by using disc brakes on all four wheels. The lightweight, multi-tubular, triangulated frame was designed by Heynes. Heynes, Knight and Sayer together developed the aerodynamic body. Made of aluminium in the barchetta style, it was devoid of road-going items such as carpets, weather equipment and exterior door handles. According to the Jaguar Heritage Registry, the cars were produced between May 1952, starting with XKC001, and ending in August 1953 with XK054. The original alloy body was marked with the prefix K (e.g. K1037).
The C-Type was successful in racing, most notably at the Le Mans 24 hours race, which it won twice.
In 1951, the car won at its first attempt. The factory entered three, whose driver pairings were Stirling Moss and Jack Fairman, Leslie Johnson and triple Mille Miglia winner Clemente Biondetti, and the eventual winners, Peter Walker and Peter Whitehead. The Walker-Whitehead car was the only factory entry to finish, the other two retiring with lack of oil pressure. A privately entered XK120, owned by Robert Lawrie, co-driven by Ivan Waller, also completed the race, finishing 11th.
In 1952, Jaguar, worried by a report about the speed of the Mercedes-Benz 300SLs that would run at Le Mans, modified the C-Type’s aerodynamics to increase the top speed. However, the consequent rearrangement of the cooling system made the cars vulnerable to overheating, and all three retired from the race. The Peter Whitehead-Ian Stewart and Tony Rolt/Duncan Hamilton cars blew head gaskets, and the Stirling Moss-Peter Walker car, the only one not overheating having had a full-sized radiator hurriedly fitted, lost oil pressure after a mechanical breakage.[3] Testing by Norman Dewis at MIRA after the race proved that the overheating was caused more by the revisions to the cooling system than by the altered aerodynamics: the water pump pulley was undersized, so it was spinning too fast and causing cavitation; also the header tank was in front of the passenger-side bulkhead, far from the radiator, and the tubing diameter was too small at 7/8 inch. With the pump pulley enlarged, and the tubing increased to 1 1/4 inch, the problem was eliminated. The main drawback of the new body shape was that it reduced downforce on the tail to the extent that it caused lift and directional instability at speeds over 120 mph (193 km/h) on the Mulsanne Straight. These cars had chassis numbers XKC 001, 002 and 011. The first two were dismantled at the factory, and the third survives in normal C-type form.
In 1953, C-Types won again, and also placed second and fourth.[4] This time the body was in thinner, lighter aluminium and the original twin H8 sand cast SU carburettors were replaced by three DCO3 40mm Webers, which helped boost power to 220 bhp (164 kW). Philip Porter mentions additional changes:
Further weight was saved by using a rubber bag fuel tank ... lighter electrical equipment and thinner gauge steel for some of the chassis tubes ... [T]he most significant change to the cars were the triple Weber carburetors and [switch to] disc brakes.
Duncan Hamilton and Tony Rolt won the race at 105.85 mph (170.35 km/h) – the first time Le Mans had been won at an average of over 100 miles per hour (161 km/h).
Disc brakes were novel in 1953, and Jaguar's win, partly due to their superiority, set off a scramble to include discs in production cars.
1954, the C-Type's final year at Le Mans, saw a fourth place by the Ecurie Francorchamps entry driven by Roger Laurent and Jacques Swaters.
I took this during the race at Silverstone. Hadn't planned on taking photos during the race and it's also quite difficult as on race day it's allocated seating and we had chosen seats for viewing enjoyment rather than photos! All my other shots of the F1 are taken in practice and qualifying sessions, mostly from the back of grandstands where I won't be blocking someone's view, stood up panning.
However, during the race there was a point where Charles Leclerc was in 1st and Carlos Sainz in 2nd. I thought this was a bit of a once in a lifetime photo opportunity for a Ferrari fan like me and I did have my camera with me. They were like this for about 5 laps I think, so after a couple of laps I took my camera out, put it in crop mode to get 480mm out of the lens and tried a few shots as they came around the bend. This is what I got. Taken sitting down which is not easy and I have a lot of respect for motorsport photographers who are unable to stand yet get some great panning shots.
In hindsight I wish I'd slowed the shutter slightly to 1/320s or 1/250s to get a little bit more tyre blur but I was more concerned with getting a sharp shot.
A few laps later and pitstops changed everything. Sainz went on to win and Leclerc finished in 4th, which is pretty good considering his front wing end plate got knocked off at the start of the race and it's such a downforce reliant track.
Thanks very much for viewing and reading that if you got to the end!
The Severn bridge (1966) linking England and Wales. A beautiful structure and clever in that the deck is an aerofoil section which creates downforce from the Atlantic Westerlies, avoiding the Tacoma narrows issue. The deck was manufactured locally and floated on the river then raised in sections, very impressive stuff.
Am Heck sorgt ein großer Flügel mit zwei Etagen für Abtrieb bei optimaler Windschlüpfigkeit. Die Carbon-Elemente sind verstellbar und erlauben so die Einstellung auf verschiedenen Rennstrecken. Das obere Flügelblatt verfügt zusätzlich über einen beweglichen „Flap“, der sich je nach Fahrmodus um bis zu 20 Grad verstellt und so wahlweise den Anpressdruck erhöht oder den Luftwiderstand verringert. Außerdem passt sich der Flap unterschiedlichen Fahrsituationen an.
At the rear, a large wing with two tiers provides downforce with optimal aerodynamics. The carbon elements are adjustable and thus allow adjustment to different racetracks. The upper wing blade also has a movable "flap" that can be adjusted by up to 20 degrees depending on the driving mode and thus either increases the contact pressure or reduces the air resistance. The flap also adapts to different driving situations.
Revs Institute
The McLaren F1 was the ultimate street car of the Twentieth Century. That was the consensus of the motoring press, and certainly McLaren’s intent. Who better to unseat Ferrari, Lamborghini, Bugatti and Jaguar than the factory that had accumulated five consecutive Group 7 (Can Am) world championships, three Indy 500 victories and six Formula 1 titles?
Put to the task of creating McLaren’s ultimate street car was Gordon Murray, who became famous designing the Brabham race car that caused the phrase “ground effects” to be coined. Accordingly, the aerodynamics of Murray’s F1 McLaren were exquisite, showing so few wind-harnessing excrescences that one wonders how the car stayed on the road. The secret? A full ground effects under tray is incorporated with air entering the venturi channel below the front bumper between the flanking radiator openings. Engine air is ducted through the roof. While there is a rear spoiler, it pops up only under braking to apply downforce on the rear to compensate for nose dive.
What the F1 doesn’t have is telling as well: active suspension, four-wheel drive, power steering, anti-lock brakes. The reasoning was that the first two add weight, the third dulls steering response, ABS brings lack of driver control. The factory was confident experienced connoisseurs, who were McLaren’s market, would approve the deletions.
The F1’s body, a monocoque hull made wholly of carbon fibre, was styled by Peter Stevens. The one-plus-two seating configuration is one Murray had doodled in school notebooks while attending college in South Africa. The passengers are literally staggered into a “rear” seat. The center driving position means one doesn’t get into the car so much as install oneself. Once the dihedral door is swung upward and forward, the driver rolls rump-end first across the left-side passenger area, swinging feet down into position. The owner’s manual provides a diagram.
In the motoring world the F1 was as avidly anticipated as the various incarnations of Star Wars. With a top speed of 240 mph (set by McLaren with the prototype car in stock configuration at VW’s test track) and 0-60 in 3.4 seconds, it did not disappoint. A total of one prototype and 68 production F1 McLarens were built from 1993 to 1998.
For my video, youtu.be/fiAxK9t8AkA?si=oCTZSUZLyZ4AuE3w
Annual, KMS Tools, Show & Shine,
Coquitlam, British Columbia, Canada,
Second generation (1968-1972)
A new model called "The Judge" was introduced. The name came from a comedy routine, "Here Come de Judge", used repeatedly on the Rowan & Martin's Laugh-In TV show. The Judge routine, made famous by comedian Flip Wilson, was borrowed from the act of long-time burlesque entertainer Dewey "Pigmeat" Markham. Advertisements used slogans like "All rise for the Judge" and "The Judge can be bought". Rock band Paul Revere & The Raiders also recorded a special song to advertise The Judge, and were featured in TV publicity. As initially conceived, the Judge was to be a low-cost GTO, stripped of features to make it competitive with the Plymouth Road Runner. The package was US$332 more expensive than a standard GTO, and included the Ram Air 400 engine, Rally II wheels without trim rings, Hurst shifter (with a unique T-shaped handle), wider tires, various decals, and a rear spoiler. Pontiac claimed that the spoiler had some functional effect at higher speeds, producing a small but measurable downforce, but it was of little value at legal speeds. The Judge was initially offered only in Carousel Red, but other colors became available midway into the model year.
Four cars, all with very different rear wings. From left to right -
The Holden Commodore (no longer made and just a part of Aussie motoring history) this is the racing version as used in the Aussie V8 Supercars series from 2009 - this wing would have helped with downforce when thundering down Conrod Straight on the Mount Panorama circuit at speeds approaching 300 kilometres an hour.
The mighty Bugatti Chiron with its much more conservative pop-up wing - definitely enough to be a help when this car hits its top speed of over 400 kilometres an hour.
An older Ferrari formula 1 race car from the late 1980s (?). This wing was designed to provide extreme amounts of downforce as the cars are so light.
The amazing bold styling of the Ferrari F40. This was a wing designed to be noticed!
It must be Wing Wednesday!
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All cars are 1/18th scale models, photographed indoors, but using ambient natural daylight from the right, and a little LED fill light from the left.
1952 Jaguar C Type
The Jaguar C-Type (officially called the Jaguar XK120-C) is a racing sports car built by Jaguar and sold from 1951 to 1953. The "C" stands for "competition".
The car combined the running gear of the contemporary, road-proven XK120, with a lightweight tubular frame designed by Jaguar Chief Engineer William Heynes, and an aerodynamic aluminium body, jointly developed by William Heynes, R J (Bob) Knight and later Malcolm Sayer. A total of 53 C-Types were built, 43 of which were sold to private owners, mainly in the US.
The road-going XK120’s 3.4-litre twin-cam, straight-6 engine produced between 160 and 180 bhp (134 kW). The C-Type version was originally tuned to around 205 bhp (153 kW). The early C-Types were fitted with SU carburettors and drum brakes. Later C-Types, produced from mid 1953, were more powerful, using triple twin-choke Weber carburettors and high-lift camshafts. They were also lighter, and braking performance was improved by using disc brakes on all four wheels. The lightweight, multi-tubular, triangulated frame was designed by Heynes. Heynes, Knight and Sayer together developed the aerodynamic body. Made of aluminium in the barchetta style, it was devoid of road-going items such as carpets, weather equipment and exterior door handles. According to the Jaguar Heritage Registry, the cars were produced between May 1952, starting with XKC001, and ending in August 1953 with XK054. The original alloy body was marked with the prefix K (e.g. K1037).
The C-Type was successful in racing, most notably at the Le Mans 24 hours race, which it won twice.
In 1951, the car won at its first attempt. The factory entered three, whose driver pairings were Stirling Moss and Jack Fairman, Leslie Johnson and triple Mille Miglia winner Clemente Biondetti, and the eventual winners, Peter Walker and Peter Whitehead. The Walker-Whitehead car was the only factory entry to finish, the other two retiring with lack of oil pressure. A privately entered XK120, owned by Robert Lawrie, co-driven by Ivan Waller, also completed the race, finishing 11th.
In 1952, Jaguar, worried by a report about the speed of the Mercedes-Benz 300SLs that would run at Le Mans, modified the C-Type’s aerodynamics to increase the top speed. However, the consequent rearrangement of the cooling system made the cars vulnerable to overheating, and all three retired from the race. The Peter Whitehead-Ian Stewart and Tony Rolt/Duncan Hamilton cars blew head gaskets, and the Stirling Moss-Peter Walker car, the only one not overheating having had a full-sized radiator hurriedly fitted, lost oil pressure after a mechanical breakage.[3] Testing by Norman Dewis at MIRA after the race proved that the overheating was caused more by the revisions to the cooling system than by the altered aerodynamics: the water pump pulley was undersized, so it was spinning too fast and causing cavitation; also the header tank was in front of the passenger-side bulkhead, far from the radiator, and the tubing diameter was too small at 7/8 inch. With the pump pulley enlarged, and the tubing increased to 1 1/4 inch, the problem was eliminated. The main drawback of the new body shape was that it reduced downforce on the tail to the extent that it caused lift and directional instability at speeds over 120 mph (193 km/h) on the Mulsanne Straight. These cars had chassis numbers XKC 001, 002 and 011. The first two were dismantled at the factory, and the third survives in normal C-type form.
In 1953, C-Types won again, and also placed second and fourth.[4] This time the body was in thinner, lighter aluminium and the original twin H8 sand cast SU carburettors were replaced by three DCO3 40mm Webers, which helped boost power to 220 bhp (164 kW). Philip Porter mentions additional changes:
Further weight was saved by using a rubber bag fuel tank ... lighter electrical equipment and thinner gauge steel for some of the chassis tubes ... [T]he most significant change to the cars were the triple Weber carburetors and [switch to] disc brakes.
Duncan Hamilton and Tony Rolt won the race at 105.85 mph (170.35 km/h) – the first time Le Mans had been won at an average of over 100 miles per hour (161 km/h).
Disc brakes were novel in 1953, and Jaguar's win, partly due to their superiority, set off a scramble to include discs in production cars.
1954, the C-Type's final year at Le Mans, saw a fourth place by the Ecurie Francorchamps entry driven by Roger Laurent and Jacques Swaters.
This is a McLaren 765LT Coupe.
Introducing the new McLaren 765LT. Born from fearless supercar engineering.
cars.mclaren.com/en/super-series/765lt
Aggressive. Pure. Created with singular vision
At McLaren, we do not fear the unknown. We do not fear the challenge. The new McLaren 765LT has a legend to live up to: Longtail. Every car that's carried this name has been unique. Extreme and utterly focused around the driver. All about maximum engagement. Searing performance. Sensational handling.
Uncompromising. Singular. Focused. shaped by the pursuit of driving purity. The 765LT. Taking the perfectly formed 720S closer to the edge. With a powerful presence and aggressive design language that deliver incredible performance. Less weight. More downforce. Aerodynamic innovation. Bespoke carbon fibre body panels shape an iconic elongated profile. Suspension is lowered. And the front track is wider. The message is clear: nothing gets in the way of dynamic ability. Everything is here for a reason. Inside the McLaren 765 Long Tail, the unblinking sense of purpose and minimal clarity continue. There's lightweight Alcantara®. And the seats used in the awe-inspiring McLaren P1™. Sculpted carbon fibre is everywhere. The Longtail story continues.
And this is the most powerful LT yet, with a shattering 765PS. Just 765 will ever be produced. For the lucky few, the next chapter is beginning…
www.caranddriver.com/mclaren/765lt
The McLaren 765LT is a supercar that makes track performance a priority and lets most creature comforts fall by the wayside. With a 755-horsepower twin-turbocharged V-8 mounted amidships, it’s wickedly quick, and its lightweight construction makes it a missile around the racetrack. Its “LT” name refers to the fact that it’s a “longtail” version of the 720S, with which it shares many components. The simplistic interior has a no-nonsense feel, and the standard retractable convertible top on the Spider version adds a bit of weight but shouldn’t detract too much from the pure driving experience.
Special car, supercar
Mercedes AMG GT "Black Series" 2020 :
- 4.0L twin-turbo V8 with 730 hp and flat-plane crankshaft
- 0-200 km/h in less than 9.0 seconds
- Active aerodynamics bring 400 kilos of downforce at 250 km/h
- Lightweight construction with lots of carbon and thin glass
- Mercedes AMG GT Black Series price: from 335,240 euros
A FAB Design Gullstream with two (yes two) rear spoilers. Kinda frivolous if you ask me...
Video:
www.youtube.com/watch?v=L0L6nXPq_Mc
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Great Gray Owl in flight. Yellowstone National Park. It never ceases to amaze me how low these owls keep to the ground when moving around. Wingtips slapping the tops of tall grass doesn't phase them a bit.
The body was designed by Pininfarina, as with all recent Ferrari models. The car’s exterior styling and features were designed for aerodynamic efficiency, producing a downforce of 140 kg at 200 km per hour (124 mp/h). In particular, the front grille features deformable winglets that lower at high speeds, in order to offer reduced drag. The car's interior was designed using input from former Ferrari Formula 1 driver Michael Schumacher, including a new steering wheel design which incorporates many features and controls as opposed to their being on the dashboard, similar to racing car designs.
Source: Wikipedia
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Camera: Nikon D300S
Exposure: 0.006 sec (1/160)
Aperture: f/2.8
Focal Length: 17 mm
ISO Speed: 250
If you like my pictures, why wouldn't you like my Facebook page!? Robin Kiewiet Photography
I attended the Barrett Jackson Spring 2026 Car Show at WestWorld in Scottsdale.
This Mustang sold for $1,250,000.
Lot #3007 DetailsDetails
Ford Motor Company is auctioning this new 2026 Ford Mustang Dark Horse SC Track Pack Special Edition, VIN 001, to benefit charity. Designed, engineered, tested and manufactured in-house by Ford Racing, the Mustang Dark Horse SC leverages learnings from GT3, GT4 and Mustang GTD, and is the most advanced, powerful, and track-capable Dark Horse ever. Power comes from a supercharged 5.2-liter V8 engine paired with a 7-speed dual-clutch transmission. The Track Pack elevates performance with Brembo carbon-ceramic brakes from GTD, massive 16.5-inch front rotors, next-generation MagneRide dampers, revised springs and stabilizer bars, updated suspension geometry and Variable Traction Control derived from Mustang GTD development. This limited Track Pack Special Edition combines the Track and Carbon packages and is available exclusively in Shadow Black or Oxford White. Exterior highlights include 20x11.5-inch exposed carbon-fiber wheels wrapped in Michelin Pilot Sport Cup 2 R tires (305/30ZR20 front, 315/30ZR20 rear), an exposed carbon-fiber rear wing with GTD-derived stanchions, a ducktail decklid, Race Red Brembo calipers, unique painted graphics, and GTD's 3D-printed titanium paddle shifters and trim. Oxford White examples feature a contrasting black-painted roof.
In total, Dark Horse SC Track Pack produces 620 pounds of rear downforce at 180 mph. Inside, the cockpit features a Mustang GTD-inspired leather-wrapped flat-bottom steering wheel with a red 12-o'clock stripe, Alcantara and carbon-fiber accents, unique Recaro seats with Solar Red detailing and black seat belts with red stripes. A fully digital, customizable display delivers an immersive and performance-driven driving experience. The entire sale price of this vehicle will benefit Breakthrough T1D, the leading global organization funding type 1 diabetes research. **100% OF HAMMER PRICE TO BENEFIT BREAKTHROUGH T1D** **WILL BE SOLD AT APPROXIMATELY 3:30 P.M. MST ON SATURDAY, JANUARY 24, 2026** **THE VEHICLE SHOWN AND CROSSING THE AUCTION BLOCK IS REPRESENTATIVE OF THE ACTUAL VEHICLE THE WINNING BIDDER WILL RECEIVE**
www.facebook.com/reel/1214940160110733
Special car
Photographed at the Cars & Coffee of the Upstate.
Location: Michelin North America Headquarters in Greenville, South Carolina. Address: 1 Parkway S, Greenville, SC 29615
Facebook: www.facebook.com/CarsCoffeeUpstate
Instagram: www.instagram.com/carsandcoffeeoftheupstate
The Ferrari F430 is a sports car produced by the Italian car manufacturer Ferrari from 2004 to 2009 as a successor to the Ferrari 360. It was unveiled at the 2004 Paris Motor Show. It was succeeded by the Ferrari 458 which was unveiled on 28 July 2009. Designed by Pininfarina, under the guidance of Frank Stephenson, the body styling of the F430 was revised from its predecessor, the Ferrari 360, to improve its aerodynamic efficiency. Although the drag coefficient remained the same, downforce was greatly enhanced. Despite sharing the same basic Alcoa Aluminium chassis, roof line, doors and glass, the car looked significantly different from the 360. A great extent of Ferrari heritage was included in the exterior design. At the rear, the Enzo's tail lights and engine cover vents were added. The car's name was etched on the Testarossa-styled driver's side mirror. The large oval openings in the front bumper are reminiscent of Ferrari racing models from the 60s, specifically the 156 "sharknose" Formula One car and 250 TR61 Le Mans cars of Phil Hill. The F430 features a 4.3L V8 petrol engine of the "Ferrari-Maserati" F136 family. This new power plant was a significant departure for Ferrari, as all previous Ferrari V8's were descendants of the Dino racing program of the 1950s. This fifty-year development cycle came to an end with the entirely new 4.3L engine used in the F430, the architecture of which is expected to replace the Dino-derived V12 in most other Ferrari cars. The engine's output specifications are: 490 PS (360 kW; 483 hp), at 8500 rpm and 465 N⋅m (343 lb⋅ft) of torque at 5250 rpm, 80% of which is available below 3500rpm. Despite a 20% increase in displacement, engine weight grew by only 4 kg along with a decrease in diameter for easier packaging. The connecting rods, pistons and crankshaft were all entirely new, while the four-valve cylinder head, valves and intake trumpets were directly retained from Formula 1 engines, for ideal volumetric efficiency. The F430 has a top speed in excess of 196 mph (315 km/h) and can accelerate from 0 to 60 mph (97 km/h) in 3.6 seconds, 0.6 seconds quicker than the old model.
[Source: en.wikipedia.org/wiki/Ferrari_F430]
My AUTOMOTIVE PHOTO ALBUM is located here: www.flickr.com/photos/kenlane/albums/72157634353498642
Copyright © Robert Vardigans 2008
Along with a restyled body, the F430 features a 4.3 L V8 petrol engine derived from a shared Ferrari/Maserati design. This new powerplant is a significant departure for the F430's line: The engines of all previous V8 Ferraris were descendants of the Dino racing program of the 1950s. This fifty year development cycle comes to an end with the entirely new 4.3 L, the architecture of which is expected to replace the Dino-derived V12 in most other Ferrari cars. The engine's output specifications are: 360.4 kW (483 hp) at 8500 rpm and 465 N·m (343 ft·lbf) of torque at 5250 rpm. The F430 will reach a top speed of 197 mph (317 km/h).
Brakes
The brakes on the F430 were designed in close collaboration with Brembo[citation needed]. The result has been a new cast-iron alloy for the discs. The new alloy includes molybdenum which has better heat dissipation performance. Another option Ferrari is providing are carbon-ceramic discs. Ceramics have much higher resistance to heat and brake fade than metals, the F430's brakes offer not only good performance but also a longer lifespan. Ferrari claims the brakes will not fade even after 300-350 laps at their test track.
The F430 includes the E-Diff, a computer-controlled limited slip differential which can vary the distribution of torque based on inputs such as steering angle and lateral acceleration.
Other notable features include the first application of Ferrari's manettino steering wheel-mounted control knob]. Drivers can select from five different settings which modify the vehicle's ESP system, "Skyhook" electronic suspension, transmission behavior, throttle response, and E-Diff. The feature is similar to Land Rover's "Terrain Response" system.
The Ferrari F430 was also released with exclusive Goodyear Eagle F1 GSD3 EMT tires. "A car with such performance needs to be equipped with the best tires on the market," said Jean Jacques Wiroth, European director of Original Equipment Sales and Marketing for Goodyear tires, adding "we are proud that Ferrari chose the Goodyear Eagle F1 with run-flat technology." The Eagle F1 GSD3 has a striking V-shaped tread design and OneTRED technology.
Performance
Car and Driver magazine found the car's performance worthy of the Ferrari heritage, and recorded a 3.5 sec 0-60 mph acceleration run in the F430 This makes it the third-quickest Ferrari road car ever made, after the Enzo and the 599 GTB. That being said, the 3.5 second 0-60 run was made on a European spec car, which has launch control, a feature designed to help launch the car from a standing start at high RPMs. Much like the E-Diff and the manettino, the launch control is a technology borrowed from Ferrari's Formula 1 racing program. The launch control is unavailable in U.S.-spec F430s, presumably due to liability issues. The U.S.-spec F430 can do a 3.6 0-60.
On the BBC Top Gear TV show, shown on the 17 July 2005, The Stig achieved a Power Lap time of 1:22.9. While the laptime was 0.89 seconds less than a Lamborghini Murciélago, the F430 was slower than the 360 Challenge Stradale at 1:22.3. The slower lap was blamed on the F430's Bridgestone tires supposedly having less grip than the Challenge Stradale's Pirelli's.
Top Gear's Jeremy Clarkson has commented on the F430's handling being absolutely brilliant, a marked improvement over the 360; he claimed that Ferrari holds that "even the most butter-fingered, incapable driver could drive the F430 around their test track only one second slower than the most skilled test driver". He has in fact proclaimed, on more than one occasion, that the Ferrari F430 is "just about the best car I've ever driven", a status he previously attributed to the F355 (but never the 360).
The car develops about 300 kgf (2.9 kN) of downforce at top speed (without rear wing).
Maarten Memorial 2010
Detailshot of the matte black Lamborghini Murcielago LP670-4 SV-R.
I really liked the textures of the carbonfibre, the raindrops and the polarisation on the glass here.
This car is brought by Reiter, in München, to install their spoiler and exhaustsystem. The owner of the car takes his car to the track regulary and found he needed more downforce.
This SuperVeloce is actually the second of the 2 SV's in the Netherlands, I'm glad I've seen them both.
Explore, Highest position: #399 on Tuesday, August 31, 2010
I attended the Barrett Jackson Spring 2026 Car Show at WestWorld in Scottsdale.
This Mustang sold for $1,250,000.
Lot #3007 Details
Ford Motor Company is auctioning this new 2026 Ford Mustang Dark Horse SC Track Pack Special Edition, VIN 001, to benefit charity. Designed, engineered, tested and manufactured in-house by Ford Racing, the Mustang Dark Horse SC leverages learnings from GT3, GT4 and Mustang GTD, and is the most advanced, powerful, and track-capable Dark Horse ever. Power comes from a supercharged 5.2-liter V8 engine paired with a 7-speed dual-clutch transmission. The Track Pack elevates performance with Brembo carbon-ceramic brakes from GTD, massive 16.5-inch front rotors, next-generation MagneRide dampers, revised springs and stabilizer bars, updated suspension geometry and Variable Traction Control derived from Mustang GTD development. This limited Track Pack Special Edition combines the Track and Carbon packages and is available exclusively in Shadow Black or Oxford White. Exterior highlights include 20x11.5-inch exposed carbon-fiber wheels wrapped in Michelin Pilot Sport Cup 2 R tires (305/30ZR20 front, 315/30ZR20 rear), an exposed carbon-fiber rear wing with GTD-derived stanchions, a ducktail decklid, Race Red Brembo calipers, unique painted graphics, and GTD's 3D-printed titanium paddle shifters and trim. Oxford White examples feature a contrasting black-painted roof.
In total, Dark Horse SC Track Pack produces 620 pounds of rear downforce at 180 mph. Inside, the cockpit features a Mustang GTD-inspired leather-wrapped flat-bottom steering wheel with a red 12-o'clock stripe, Alcantara and carbon-fiber accents, unique Recaro seats with Solar Red detailing and black seat belts with red stripes. A fully digital, customizable display delivers an immersive and performance-driven driving experience. The entire sale price of this vehicle will benefit Breakthrough T1D, the leading global organization funding type 1 diabetes research. **100% OF HAMMER PRICE TO BENEFIT BREAKTHROUGH T1D** **WILL BE SOLD AT APPROXIMATELY 3:30 P.M. MST ON SATURDAY, JANUARY 24, 2026** **THE VEHICLE SHOWN AND CROSSING THE AUCTION BLOCK IS REPRESENTATIVE OF THE ACTUAL VEHICLE THE WINNING BIDDER WILL RECEIVE**
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Special car
Two in flight .. that first one I do not know where its going to land , but when they fly overhead one can feel the downforce wind created by their busy flapping of wings .
FTP
Brisbane
The 1991 season marked the introduction of the FIA’s new, and controversial, 3.5 Litre Formula which replaced the highly successful Group C category that had been used in the World Sports Car Championship since 1982. However, due to a small number of entries in the new 3.5 litre formula heavily penalised Group C cars were allowed participate in the newly created C2 category for the 1991 season but Jaguar participated in the new formula.
To comply with the new regulations Jaguar produced an all-new car, the XJR-14. It was designed by Ross Brawn and John Piper, and was built by Tom Walkinshaw Racing (TWR).[1] In the past, TWR's Jaguars had been designed under the direction of Tony Southgate, while Brawn worked with a large design staff (12 according to John Piper); a paradigm shift (albeit small) in its own right and reflective of Brawn's Formula One background.
The abandonment of the Group C fuel consumption regulations meant a change in aerodynamic design philosophy. Coupled that with vastly different packaging requirements for a small, light, normally aspirated engine meant that concerns over drag became a secondary requirement to downforce. The new design, lower kerb weight of 750 kg (1,653 lb) and higher downforce levels meant that the XJR-14 was a lot faster in corners compared to the previous Group C front runners.
The new NH90 helicopter at our first take off. The downforce was really something else than the Lynx.
EXPLORED #150 February 1st. 2013
The 458 Speciale’s lean, muscular and sculpted form includes front and rear movable aerodynamics which balance downforce and cut drag, while the cockpit’s Alcantara™ and carbon fibre trim gives it a pared down, driver focused ambience that’s perfectly in tune with the car’s performance credentials.
Although outwardly similar to its 458 stablemates, the body of the 458 Speciale has been redesigned, with new composite bumpers and deep air channels on the bonnet to assist cooling. The thickness of the glass has been reduced to cut weight, while the rear screen is now a Lexan panel.
For drivers, the most significant innovation is the 458 Speciale is the Side Slip angle Control system (SSC) which makes it easier to achieve car control on the limit without restricting the skilled driver. Together with the specially-developed Michelin Pilot Sport Cup2 tyres, the chassis refinements help the 458 Speciale to achieve 1.35g, the highest-ever lateral force in cornering recorded by a roadgoing Ferrari. 0-62mph takes just 3.0 seconds, but the most impressive feature of the 458 Speciale is the way its technology puts racing superstar lap times within reach of the experienced yet non-professional driver.
New Ferrari 458 Speciale prices start from £206,945
I just realized that I never uploaded this. Definitely one of my longer edits, but I like the final result.
After 2 years of development, the Huayra Roadster was officially unveiled at the 2017 Geneva Motor Show.[13]
The over-all appearance of the car has changed, with the most obvious being the removable top (hence the Roadster name). This part of the vehicle is also its key element. The design of the rear is also different, with new eyelid-like fixed flaps that continue with the design and eventually end on the rear lights. The rear engine cover also has a new shape to adapt to the roadster form and now has vents for efficient cooling. The wheels are unique and specifically constructed for the car. The car has conventional doors instead of the Gull-wing doors of the coupé as they are impossible to fit on an open top car while maintaining the low weight.
The vehicle has a twin-turbocharged M158 V12 engine as the coupé, but it now has a total power output of 764 PS (562 kW; 754 hp) at 6,200 rpm and 1,000 N⋅m (738 lbf⋅ft) of torque at 2,400 rpm. All of this power is delivered to the rear wheels via a 7-speed automated manual transmission by Xtrac. The car now uses a hydraulic and electronic activation system with carbon synchronizers. Bosch has also contributed in the construction of the car and the car uses their ECU system. The weight is now 70 kg (154 lb) lighter, for a total of 1,280 kg (2,820 lb), making it the first roadster lighter than the coupe version. Only 100 will be made, all of which have already been sold.[13] The tyre supplier is Pirelli, with P-Zero tyres. . Pagani has also used a new material for the Roadster called carbon triax, which is a tri-axis fiberglass meshed with carbon-fibre power bands.
Pagani states that the car produces 816 kg (1,800 lb) of downforce or 1.8 lateral G-force.