Spoilers, Canards, Diffusers, Splitters and more
View allAll Photos Tagged oversteer
Caught this 911 coming into the loop with a slight case of 3 wheeling oversteer.
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My Yema Rallygraf chronograph watch. Yema is a French watchmaking company that was founded in 1948. They make some great watches, including the 'Superman' diving watch that was the first 300m waterproof watch back in the early 1960's. French Navy wear them, even the French astronauts wear Yema 'Flygraf' watches ... i'm feeling a touch of French pride wearing this. Allez ...
This 'Rallygraf Glace III' watch is inspired by the 60's original Rallygraf racing car watches. I'm sure that wearing this watch has totally enhanced my driving skills as I oversteer my heafty Volvo around those tight corners on the gravel backroads around my place ... or is that understeer ... well it just feels good.
NPS
The Wright brothers used the Kill Devil Hills area toward the end of their first season on the Outer Banks in the autumn of 1900, following earlier experiments on Lookout Hill just south of the village of Kitty Hawk. Their first season consisted of only two days of work at the Kill Devil Hills site: October 19th, when they decided not to fly because of high winds, and October 20th, when they made several encouraging glider flights. They returned to the Kill Devil Hills site in 1901, this time pitching a tent about 1,000 feet east of the higher hill and building a rough shed to use as a workshop. They returned to the workshop for the 1902 season and, together with Kitty Hawk resident Dan Tate, rebuilt the dilapidated shed, adding an additional 10 feet to use as a quarters. In 1903, when they began their powered experiments, the Wrights made further improvements to the quarters and also built a second frame shed, measuring about 44 by 16 feet, to hold the Flyer and serve as a sheltered work area. Located a few feet west of the camp building, it is clearly indicated in the Wrights' photographs of that year.
The quarters building and the hangar rapidly deteriorated after the departure of the Wright brothers in December 1903. In the spring of 1908, when the Wrights returned to the site to test their modified 1905 Flyer, both buildings needed significant repairs. John Daniels, one of the Kitty Hawk lifesavers who witnessed their earlier flight efforts, warned Wilbur when he arrived at Elizabeth City about the ruined camp buildings and Wilbur purchased new materials for repairs. The sides of both buildings remained, but the roof of the old quarters was missing entirely and the interior was covered with sand. Wilbur hired two "semi-carpenters" to help make repairs and essentially to rebuild the structures. Largely similar to those in place in 1903, the new buildings still differed in minor ways and constituted new structures overall. Orville reused the buildings in 1911, though again with changes. Following the 1911 season, the brothers abandoned the site, and the effects of wind, sand, and weather completely destroyed the buildings. In 1928, when the National Aeronautics Association placed the first commemorative marker at the site of the first flight, little remained of the structures on which to base the location of the first flight takeoff (this was ultimately established by the surviving witnesses). Currently there are reconstructions of these building located in the approximate location based off of the Wrights’ photographs and the takeoff point. - NPS
1903-The First Flight
Since 1899, Wilbur and Orville Wright had been scientifically experimenting with the concepts of flight. They labored in relative obscurity, while the experiments of Samuel Langley of the Smithsonian were followed in the press and underwritten by the War Department. Yet Langley, as others before him, had failed to achieve powered flight. They relied on brute power to keep their theoretically stable machines aloft, sending along a hapless passenger and hoping for the best. It was the Wrights' genius and vision to see that humans would have to fly their machines, that the problems of flight could not be solved from the ground. In Wilbur's words, "It is possible to fly without motors, but not without knowledge and skill." With over a thousand glides from atop Big Kill Devil Hill, the Wrights made themselves the first true pilots. These flying skills were a crucial component of their invention. Before they ever attempted powered flight, the Wright brothers were masters of the air.
Their glider experiments on the Outer Banks of North Carolina, though frustrating at times, had led them down the path of discovery. Through those experiments, they had solved the problem of sustained lift and more importantly they could now control an aircraft while in flight. The brothers felt they were now ready to truly fly. But first, the Wrights had to power their aircraft. Gasoline engine technology had recently advanced to where its use in airplanes was feasible. Unable to find a suitable lightweight commercial engine, the brothers designed their own. It was cruder and less powerful than Samuel Langley's, but the Wrights understood that relatively little power was needed with efficient lifting surfaces and propellers. Such propellers were not available, however. Scant relevant data could be derived from marine propeller theory. Using their air tunnel data, they designed the first efficient airplane propeller, one of their most original and purely scientific achievements.
Returning to their camp at the Kill Devil Hills, they mounted the engine on the new 40-foot, 605-pound Flyer with double tails and elevators. The engine drove two pusher propellers with chains, one crossed to make the props rotate in opposite directions to counteract a twisting tendency in flight. A balky engine and broken propeller shaft slowed them, until they were finally ready on December 14th. In order to decide who would fly first, the brother tossed a coin. Wilbur won the coin toss, but lost his chance to be the first to fly when he oversteered with the elevator after leaving the launching rail. The flyer, climbed too steeply, stalled, and dove into the sand. The first flight would have to wait on repairs.
December 17, 1903
Three days later, they were ready for the second attempt. The 27-mph wind was harder than they would have liked, since their predicted cruising speed was only 30-35 mph. The headwind would slow their groundspeed to a crawl, but they proceeded anyway. With a sheet, they signaled the volunteers from the nearby lifesaving station that they were about to try again. Now it was Orville's turn.
Remembering Wilbur's experience, he positioned himself and tested the controls. The stick that moved the horizontal elevator controlled climb and descent. The cradle that he swung with his hips warped the wings and swung the vertical tails, which in combination turned the machine. A lever controlled the gas flow and airspeed recorder. The controls were simple and few, but Orville knew it would take all his finesse to handle the new and heavier aircraft.
The first flight
At 10:35, he released the restraining wire. The flyer moved down the rail as Wilbur steadied the wings. Just as Orville left the ground, John Daniels from the lifesaving station snapped the shutter on a preset camera, capturing the historic image of the airborne aircraft with Wilbur running alongside. Again, the flyer was unruly, pitching up and down as Orville overcompensated with the controls. But he kept it aloft until it hit the sand about 120 feet from the rail. Into the 27-mph wind, the groundspeed had been 6.8 mph, for a total airspeed of 34 mph. The brothers took turns flying three more times that day, getting a feel for the controls and increasing their distance with each flight. Wilbur's second flight - the fourth and last of the day – was an impressive 852 feet in 59 seconds.
This was the real thing, transcending the powered hops and glides others had achieved. The Wright machine had flown. But it would not fly again; after the last flight it was caught by a gust of wind, rolled over, and damaged beyond easy repair. With their flying season over, the Wrights sent their father a matter-of-fact telegram reporting the modest numbers behind their epochal achievement.
Source: NPS
Noble M400
Price
est $95,000
Engine
3.0-liter turbocharged V-6
Horsepower
425 bhp @ 6500 rpm
Transmission
6-speed manual
Weight
2320 lb.
The Noble M400 has 425 bhp yet only weighs 2320 lb. Sounds like the definitive lightweight sports car, doesn't it? But it's classified as a "kit car" in the U.S., which carries all kinds of negative connotations. So is the Noble for real? Turns out it's not only real, it's real good.
First, a bit of background on what a Noble is, and the process of acquiring one in the U.S. The M400 is the creation of Brit Lee Noble. After that, it gets confusing: The body and chassis are built in South Africa by Hi-Tech, imported to the U.S. by 1g Racing, in Hamilton, Ohio. After a prospective buyer purchases a rolling chassis (sans engine/drivetrain), it gets shipped to an installation shop of his choosing where a Roush-engineered (with Roush-mapped ECU) twin-turbo Ford V-6 and 6-speed Getrag transmission are installed. Whew!
While on the surface this might seem like a mess of gigantic proportions, the end result is impressive. The smooth-running 3.0-liter V-6 fires up with a couple of revolutions, settling into a quiet idle that belies the power (425 bhp at 6500 rpm and 390 lb.-ft. of torque at 5000) behind your head. Step on the long-travel throttle pedal (designed to give the driver better control) above 4000 rpm, though, and the M400 goes positively ballistic up to its 7200-rpm redline. Its blend of a medium-pitched snarl at full song and the whoosh! from the wastegates with every upshift makes you want to row up and down the positive-shifting 6-speed again and again (a far reach to 5th the only gripe here). Every time I did this, photographer Marc Urbano and I cracked up laughing, because we couldn't believe how crazy fast the car was. Testing proved 0-60 mph in 3.6 seconds and the quarter mile in 12.2, despite scorching hot temperatures.
Because of its incredible power-to-weight ratio, the Noble demands respect from its driver. It's not that it's hard to drive, but the rear tires can only do so much to control wheelspin exiting corners. Thankfully, the M400's quick-reacting chassis (a steel space frame with double-wishbone suspension front and rear) talks back to you, enabling you to catch oversteer with a quick flick of the steering wheel.
Like a Porsche 911 or a Lotus Elise, the Noble is all about weight transfer, requiring more driver attention than a typical car above 7/10ths. The front end feels light (with quick, communicative steering), producing a trace of understeer in low-speed corners, especially with power on. Trail braking works best through corners, thankfully without the snap oversteer tendencies of some mid-engine cars. And unlike most cars, which constantly remind you how heavy they are, the Noble is the opposite, at all times impressing with how light and nimble it is. This was proven by the 1.01g it pulled on the skidpad and 72.4 mph through the slalom, both near records at R&T.
Often classified as a track car, the M400 is actually a highly competent road machine. Suspension travel is quite good and the Bilstein coil-over shocks soak up bumps far better than a Lotus Elise. Although the M400 does without ABS, the firm brake pedal offers great modulation of the 13.0-in. AP Racing vented and cross-drilled rotors clamped by 4-piston calipers front and rear.
The interior is simple (crank windows, yet there's a/c), but because it's bathed in Alcantara (including the rollcage) it gives off a production-car feel, despite the unfinished plastic dash and Ford Mondeo switchgear. The super-tight pedal box is offset to the right, with possibly the smallest dead pedal ever.
1g Racing gets an allotment of six rolling chassis a month, at a price of $66,900; the engine/transaxle configuration adds another $19,000 or so. Installation brings the total to around $95,000, which may seem like a lot for a car that doesn't come complete from the manufacturer. But drive it and you'll believe: The Noble is one of the best sports cars in the world.
One's loss. Another's gain.
🔧 Technical Details (Photo):
🔎 Focal Length: 200 mm
🌙 Aperture: f/14 (chosen to allow for a longer shutter speed and more motion in the flying gravel)
⏱️ Shutter Speed: 1/125 s
ISO: 100
Ross Hastings seen here attacking the kerbs to find some rear end bite at Bayford Meadows last month.
I take this shoot @ Uitm Campus Drift last Sunday (16/03/08). i really like the way it oversteer/swing-her-tail also the look of this car. niceee
more picture on that event: www.drift.com.my/forum/viewtopic.php?t=21309
Wright Brothers
1903-The First Flight
Since 1899, Wilbur and Orville Wright had been scientifically experimenting with the concepts of flight. They labored in relative obscurity, while the experiments of Samuel Langley of the Smithsonian were followed in the press and underwritten by the War Department. Yet Langley, as others before him, had failed to achieve powered flight. They relied on brute power to keep their theoretically stable machines aloft, sending along a hapless passenger and hoping for the best. It was the Wrights' genius and vision to see that humans would have to fly their machines, that the problems of flight could not be solved from the ground. In Wilbur's words, "It is possible to fly without motors, but not without knowledge and skill." With over a thousand glides from atop Big Kill Devil Hill, the Wrights made themselves the first true pilots. These flying skills were a crucial component of their invention. Before they ever attempted powered flight, the Wright brothers were masters of the air.
Their glider experiments on the Outer Banks of North Carolina, though frustrating at times, had led them down the path of discovery. Through those experiments, they had solved the problem of sustained lift and more importantly they could now control an aircraft while in flight. The brothers felt they were now ready to truly fly. But first, the Wrights had to power their aircraft. Gasoline engine technology had recently advanced to where its use in airplanes was feasible. Unable to find a suitable lightweight commercial engine, the brothers designed their own. It was cruder and less powerful than Samuel Langley's, but the Wrights understood that relatively little power was needed with efficient lifting surfaces and propellers. Such propellers were not available, however. Scant relevant data could be derived from marine propeller theory. Using their air tunnel data, they designed the first efficient airplane propeller, one of their most original and purely scientific achievements.
Returning to their camp at the Kill Devil Hills, they mounted the engine on the new 40-foot, 605-pound Flyer with double tails and elevators. The engine drove two pusher propellers with chains, one crossed to make the props rotate in opposite directions to counteract a twisting tendency in flight. A balky engine and broken propeller shaft slowed them, until they were finally ready on December 14th. In order to decide who would fly first, the brother tossed a coin. Wilbur won the coin toss, but lost his chance to be the first to fly when he oversteered with the elevator after leaving the launching rail. The flyer, climbed too steeply, stalled, and dove into the sand. The first flight would have to wait on repairs.
December 17, 1903
Three days later, they were ready for the second attempt. The 27-mph wind was harder than they would have liked, since their predicted cruising speed was only 30-35 mph. The headwind would slow their groundspeed to a crawl, but they proceeded anyway. With a sheet, they signaled the volunteers from the nearby lifesaving station that they were about to try again. Now it was Orville's turn.
Remembering Wilbur's experience, he positioned himself and tested the controls. The stick that moved the horizontal elevator controlled climb and descent. The cradle that he swung with his hips warped the wings and swung the vertical tails, which in combination turned the machine. A lever controlled the gas flow and airspeed recorder. The controls were simple and few, but Orville knew it would take all his finesse to handle the new and heavier aircraft.
The first flight
At 10:35, he released the restraining wire. The flyer moved down the rail as Wilbur steadied the wings. Just as Orville left the ground, John Daniels from the lifesaving station snapped the shutter on a preset camera, capturing the historic image of the airborne aircraft with Wilbur running alongside. Again, the flyer was unruly, pitching up and down as Orville overcompensated with the controls. But he kept it aloft until it hit the sand about 120 feet from the rail. Into the 27-mph wind, the groundspeed had been 6.8 mph, for a total airspeed of 34 mph. The brothers took turns flying three more times that day, getting a feel for the controls and increasing their distance with each flight. Wilbur's second flight - the fourth and last of the day – was an impressive 852 feet in 59 seconds.
This was the real thing, transcending the powered hops and glides others had achieved. The Wright machine had flown. But it would not fly again; after the last flight it was caught by a gust of wind, rolled over, and damaged beyond easy repair. With their flying season over, the Wrights sent their father a matter-of-fact telegram reporting the modest numbers behind their epochal achievement.
Source: www.nps.gov/wrbr/learn/historyculture/thefirstflight.htm
Lexus IS200 / RS200 / AS300 / Toyota Altezza XE10 at the Red Bull Drift Challenge during the Pan Delta Super Racing Festival at Zhuhai International Circuit
Wright Brothers
1903-The First Flight
Since 1899, Wilbur and Orville Wright had been scientifically experimenting with the concepts of flight. They labored in relative obscurity, while the experiments of Samuel Langley of the Smithsonian were followed in the press and underwritten by the War Department. Yet Langley, as others before him, had failed to achieve powered flight. They relied on brute power to keep their theoretically stable machines aloft, sending along a hapless passenger and hoping for the best. It was the Wrights' genius and vision to see that humans would have to fly their machines, that the problems of flight could not be solved from the ground. In Wilbur's words, "It is possible to fly without motors, but not without knowledge and skill." With over a thousand glides from atop Big Kill Devil Hill, the Wrights made themselves the first true pilots. These flying skills were a crucial component of their invention. Before they ever attempted powered flight, the Wright brothers were masters of the air.
Their glider experiments on the Outer Banks of North Carolina, though frustrating at times, had led them down the path of discovery. Through those experiments, they had solved the problem of sustained lift and more importantly they could now control an aircraft while in flight. The brothers felt they were now ready to truly fly. But first, the Wrights had to power their aircraft. Gasoline engine technology had recently advanced to where its use in airplanes was feasible. Unable to find a suitable lightweight commercial engine, the brothers designed their own. It was cruder and less powerful than Samuel Langley's, but the Wrights understood that relatively little power was needed with efficient lifting surfaces and propellers. Such propellers were not available, however. Scant relevant data could be derived from marine propeller theory. Using their air tunnel data, they designed the first efficient airplane propeller, one of their most original and purely scientific achievements.
Returning to their camp at the Kill Devil Hills, they mounted the engine on the new 40-foot, 605-pound Flyer with double tails and elevators. The engine drove two pusher propellers with chains, one crossed to make the props rotate in opposite directions to counteract a twisting tendency in flight. A balky engine and broken propeller shaft slowed them, until they were finally ready on December 14th. In order to decide who would fly first, the brother tossed a coin. Wilbur won the coin toss, but lost his chance to be the first to fly when he oversteered with the elevator after leaving the launching rail. The flyer, climbed too steeply, stalled, and dove into the sand. The first flight would have to wait on repairs.
December 17, 1903
Three days later, they were ready for the second attempt. The 27-mph wind was harder than they would have liked, since their predicted cruising speed was only 30-35 mph. The headwind would slow their groundspeed to a crawl, but they proceeded anyway. With a sheet, they signaled the volunteers from the nearby lifesaving station that they were about to try again. Now it was Orville's turn.
Remembering Wilbur's experience, he positioned himself and tested the controls. The stick that moved the horizontal elevator controlled climb and descent. The cradle that he swung with his hips warped the wings and swung the vertical tails, which in combination turned the machine. A lever controlled the gas flow and airspeed recorder. The controls were simple and few, but Orville knew it would take all his finesse to handle the new and heavier aircraft.
The first flight
At 10:35, he released the restraining wire. The flyer moved down the rail as Wilbur steadied the wings. Just as Orville left the ground, John Daniels from the lifesaving station snapped the shutter on a preset camera, capturing the historic image of the airborne aircraft with Wilbur running alongside. Again, the flyer was unruly, pitching up and down as Orville overcompensated with the controls. But he kept it aloft until it hit the sand about 120 feet from the rail. Into the 27-mph wind, the groundspeed had been 6.8 mph, for a total airspeed of 34 mph. The brothers took turns flying three more times that day, getting a feel for the controls and increasing their distance with each flight. Wilbur's second flight - the fourth and last of the day – was an impressive 852 feet in 59 seconds.
This was the real thing, transcending the powered hops and glides others had achieved. The Wright machine had flown. But it would not fly again; after the last flight it was caught by a gust of wind, rolled over, and damaged beyond easy repair. With their flying season over, the Wrights sent their father a matter-of-fact telegram reporting the modest numbers behind their epochal achievement.
Source: www.nps.gov/wrbr/learn/historyculture/thefirstflight.htm
Since my Citroën BX was unable to oversteer the way the instructor wanted, I got to drive this exception to my rule that Germans car are not fun.
@Elk Merk Waardig op glad ijs, DIBO Emmen
Auto Union Typ C/D Bergrennwagen (1939) at the Audi museum mobile in Ingolstadt, Germany.
Development of the Auto Union Grand Prix racing cars began in late 1932 with the P-wagen, a racing car developed by Porsche's subsidiary Hochleistungsfahrzeugbau GmbH for a newly announced 750 kg formula. The result was an innovative rear mid-engine, rear-wheel-drive design, powered by a supercharged V16 engine. Developed during the Great Depression the project faced financial difficulties until the Nazi government annouced funding for motor racing programmes in 1933. The design was subsequently purchsed by Auto Union AG with further development taking place at the Horch works in Zwickau.
Until 1937, the Types A-C were successfully used in the 750 kg formular, altough the construction of the chassis made the cars prone to oversteering. With the1938 Grand Prix season, a 3-litre limited for supercharged engines was introduced, thus the V16 was replaced with V12 engine. This final Typ D also had a new de Dion rear axle.
The Bergrennwagen (hill climb car), with its distinctive double rear wheels combined this new chassis of the Typ D with the V16 engine and is therefore referred to as Typ C/D. This particular car was taken to the Soviet Union after WWII, studied by the Soviet automotive industry and was later on display at the Riga Motor Museum. In the 1990s, it was purchased by Audi in exchange for a replica and an indisclosed sum and is now on display at Ingolstadt.
"...By choosing the STRADA setting, you can drive with comfort and maximum grip, perfect for both day-to-day use as well as longer journeys. If you are looking for thrills and fun while driving, then you will appreciate the slight oversteer capabilities of the SPORT setting. On the other hand, to enjoy a racing-style drive, top performance will be delivered by the CORSA setting, which allows the Huracán Coupé to fully express its incredible potential..."
Source: Lamborghini
Photographed in Northern Ireland at Eion Henry Fundation Supercar Sunday.
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May as well continue with the AMG theme goin' here...
The new C63 Black Series I saw a week or two ago. Boy this thing is fast. Was incredible seeing it in action, thundering by. As Jeremy Clarkson said, this machine is ridiculous when it comes to flogging it round a track. Oversteer's it's forte, especially since after 4 laps of the Top Gear test track, the rubber on the rear had burnt down to the rim. After only four laps!
Hopefully you enjoy the shot, Alex Penfold ( www.flickr.com/photos/alexpenfold ) edited for me because I was lazy and he likes big shouty AMG's. There may or may not be a hidden watermark within this image. Go crazy!
"...By choosing the STRADA setting, you can drive with comfort and maximum grip, perfect for both day-to-day use as well as longer journeys. If you are looking for thrills and fun while driving, then you will appreciate the slight oversteer capabilities of the SPORT setting. On the other hand, to enjoy a racing-style drive, top performance will be delivered by the CORSA setting, which allows the Huracán Coupé to fully express its incredible potential..."
Source: Lamborghini
Photogaphed at Cars & Coffee Ireland in Bray.
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"The full potential of the Huracán Spyder is expressed in the STRADA setting, which provides a comfortable ride with maximum grip, ideal for both day-to-day use as well as longer journeys. If you're looking for thrills and fun while driving, then you will really appreciate the slightly oversteer capabilities of the SPORT setting. On the other hand, the CORSA setting allows you to enjoy a racing-style drive and experiment with the Huracán Spyder's top performance..."
~lamborghini
Even if it's not a hypercar but normal supercar I think it's my best photo from Monaco this year.
Spotted driving around Monaco street racetrack during Top Marques weekend.
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Bit of oversteer as the back end steps out of line as the driver powered away from the chicane. Nicely corrected with some opposite lock in a timely fashion.
This was taken when driving resumed after the thunderstorm.
Image info :- Nikon Z9 with Nikon Z 100-400 f/4.5-5.6, ISO 320, shutter 1/320th second, processed in Lightroom Classic.
"...By choosing the STRADA setting, you can drive with comfort and maximum grip, perfect for both day-to-day use as well as longer journeys. If you are looking for thrills and fun while driving, then you will appreciate the slight oversteer capabilities of the SPORT setting. On the other hand, to enjoy a racing-style drive, top performance will be delivered by the CORSA setting, which allows the Huracán Coupé to fully express its incredible potential..."
Source: Lamborghini.
Photographed at Dublin Weston Airport during first Performance Car Vmax event organized by Runway Club Ireland. If you live in Ireland and you'd like to visit next event organized by them please keep an eye at official website here: Runway Club Ireland
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"...By choosing the STRADA setting, you can drive with comfort and maximum grip, perfect for both day-to-day use as well as longer journeys. If you are looking for thrills and fun while driving, then you will appreciate the slight oversteer capabilities of the SPORT setting. On the other hand, to enjoy a racing-style drive, top performance will be delivered by the CORSA setting, which allows the Huracán Coupé to fully express its incredible potential..."
Source: Lamborghini
Photographed at Blenheim Palace when GT Tour (limited to just 80 sports, GT and supercars, event which offers an exhilarating drive along some of the best country roads in England) arriving to Salon Privé Classic & Supercar - the event where you can get up close and personal with the world’s greatest and most extreme models in the Great Court of Blenheim Palace. From flamboyant supercars, to eccentric hypercars and some of the most rare and stunning classics in existence, there is nothing quite like this supercar extravaganza.
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Making the most of the wet conditions at the IGNITION Festival of Motoring, Glasgow, August 2017.
Press "L" to view large.
Beep-beep
"And you may find yourself behind the wheels of a large automobile!" And I suppose to summarise, you may also ask yourself, "Well... how did I get here?"
But that’s the thing, ‘here’ or ‘there’ is all relative, or at least it can be if we’re that way inclined.
Seeing this picture, remembering this moment, reliving the experience, I’m right ‘there’ once more, only not there just taking the picture, but there behind the wheel.
'There' being, at the actual wheel of a fairground car. I’m four years young and yet here I am, actually driving! It’s true, the steering wheel does tend to oversteer somewhat and the car does tend to feel as though it’s on tracks as I fly around corners, but I’ve known that feeling in later years with other sporty cars.
In the air there’s a realistic engine sound. Just like the one Dad’s car makes when he drives us anywhere. I don’t care one jot that we’re only going around in circles, to me, right here, right now in this utterly amazing moment, I’m out on the open road and driving, just like Dad does. I can see the boy behind me thinks he’s going to overtake or get overtaken but I’m just happy pootling along, out front. Beep-beep, I go on the horn, beep-beep once more for good luck and I don’t want it to end, I could literally go round and around all day, or at least until there’s an ice cream on offer.
And then my mind jumps forward to the now. Fifty five years forward, if anyone’s actually counting. And seeing this picture again reminds me about the loop we’re all on. The loop that we spin around as life goes on. And then we find our loved ones are no longer here on the loop with us. We’re right ahead of the line, grandparents, parents, friends all vanishing behind us. I never imagined that as I sat behind the wheel somewhere sunny in 1966.
If we’re lucky, any moment of any day could be as magical as these early conscious experiences. Mostly however our days can get way too distracted by external events to remember that we’re only here for a while and in these distractions we risk missing the actual experience of life itself.
Between you and me, this is why I carry a camera, for in these snapshots of here and there, of this and that, I’m capturing moments that remind me about the passage of time and my alloted time behind the metaphorical steering wheel for just a fraction of it.
Ah well. Beep-beep.
Porsche 911T from Esslingen Am Neckar in Germany A nice looking car although not really something I've ever aspired to own. I can remember when in the 1980's they were the yuppy's car of choice for some reason. They're not a car that suffers fools; their oversteer can cut in suddenly and with disasterous results.
Auto Union Typ C/D Bergrennwagen (1939) at the Audi museum mobile in Ingolstadt, Germany.
Development of the Auto Union Grand Prix racing cars began in late 1932 with the P-wagen, a racing car developed by Porsche's subsidiary Hochleistungsfahrzeugbau GmbH for a newly announced 750 kg formula. The result was an innovative rear mid-engine, rear-wheel-drive design, powered by a supercharged V16 engine. Developed during the Great Depression the project faced financial difficulties until the Nazi government annouced funding for motor racing programmes in 1933. The design was subsequently purchsed by Auto Union AG with further development taking place at the Horch works in Zwickau.
Until 1937, the Types A-C were successfully used in the 750 kg formular, altough the construction of the chassis made the cars prone to oversteering. With the1938 Grand Prix season, a 3-litre limited for supercharged engines was introduced, thus the V16 was replaced with V12 engine. This final Typ D also had a new de Dion rear axle.
The Bergrennwagen (hill climb car), with its distinctive double rear wheels combined this new chassis of the Typ D with the V16 engine and is therefore referred to as Typ C/D. This particular car was taken to the Soviet Union after WWII, studied by the Soviet automotive industry and was later on display at the Riga Motor Museum. In the 1990s, it was purchased by Audi in exchange for a replica and an indisclosed sum and is now on display at Ingolstadt.
The expression used to be "Frienza yours are Frienza mine " !!. This takes me back with a beautifully turned out Vauxhall Frienza 2.3 litre with the droop snoot front spoiler. Excellent silver paintwork.
I used to run a Vauxhall Magnum 2,300 cc with the droop snoot spoiler exactly the same shape as this one.
It was in a dark red and gold colour scheme and looked very dandy in its day. It got converted to rally use but was a handful driving it - understeered into corners then oversteered out of them. But I used in the Manx International in 1978 and 1981.
Nightmare but after a few years I built a Vauxhall Chevette with the engine and gearbox from the Magnum and that handled like a dream and was very successful.
Shot take with iPhone 15 ProMax and processed in Lightroom Classic.
Wright Brothers
1903-The First Flight
Since 1899, Wilbur and Orville Wright had been scientifically experimenting with the concepts of flight. They labored in relative obscurity, while the experiments of Samuel Langley of the Smithsonian were followed in the press and underwritten by the War Department. Yet Langley, as others before him, had failed to achieve powered flight. They relied on brute power to keep their theoretically stable machines aloft, sending along a hapless passenger and hoping for the best. It was the Wrights' genius and vision to see that humans would have to fly their machines, that the problems of flight could not be solved from the ground. In Wilbur's words, "It is possible to fly without motors, but not without knowledge and skill." With over a thousand glides from atop Big Kill Devil Hill, the Wrights made themselves the first true pilots. These flying skills were a crucial component of their invention. Before they ever attempted powered flight, the Wright brothers were masters of the air.
Their glider experiments on the Outer Banks of North Carolina, though frustrating at times, had led them down the path of discovery. Through those experiments, they had solved the problem of sustained lift and more importantly they could now control an aircraft while in flight. The brothers felt they were now ready to truly fly. But first, the Wrights had to power their aircraft. Gasoline engine technology had recently advanced to where its use in airplanes was feasible. Unable to find a suitable lightweight commercial engine, the brothers designed their own. It was cruder and less powerful than Samuel Langley's, but the Wrights understood that relatively little power was needed with efficient lifting surfaces and propellers. Such propellers were not available, however. Scant relevant data could be derived from marine propeller theory. Using their air tunnel data, they designed the first efficient airplane propeller, one of their most original and purely scientific achievements.
Returning to their camp at the Kill Devil Hills, they mounted the engine on the new 40-foot, 605-pound Flyer with double tails and elevators. The engine drove two pusher propellers with chains, one crossed to make the props rotate in opposite directions to counteract a twisting tendency in flight. A balky engine and broken propeller shaft slowed them, until they were finally ready on December 14th. In order to decide who would fly first, the brother tossed a coin. Wilbur won the coin toss, but lost his chance to be the first to fly when he oversteered with the elevator after leaving the launching rail. The flyer, climbed too steeply, stalled, and dove into the sand. The first flight would have to wait on repairs.
December 17, 1903
Three days later, they were ready for the second attempt. The 27-mph wind was harder than they would have liked, since their predicted cruising speed was only 30-35 mph. The headwind would slow their groundspeed to a crawl, but they proceeded anyway. With a sheet, they signaled the volunteers from the nearby lifesaving station that they were about to try again. Now it was Orville's turn.
Remembering Wilbur's experience, he positioned himself and tested the controls. The stick that moved the horizontal elevator controlled climb and descent. The cradle that he swung with his hips warped the wings and swung the vertical tails, which in combination turned the machine. A lever controlled the gas flow and airspeed recorder. The controls were simple and few, but Orville knew it would take all his finesse to handle the new and heavier aircraft.
The first flight
At 10:35, he released the restraining wire. The flyer moved down the rail as Wilbur steadied the wings. Just as Orville left the ground, John Daniels from the lifesaving station snapped the shutter on a preset camera, capturing the historic image of the airborne aircraft with Wilbur running alongside. Again, the flyer was unruly, pitching up and down as Orville overcompensated with the controls. But he kept it aloft until it hit the sand about 120 feet from the rail. Into the 27-mph wind, the groundspeed had been 6.8 mph, for a total airspeed of 34 mph. The brothers took turns flying three more times that day, getting a feel for the controls and increasing their distance with each flight. Wilbur's second flight - the fourth and last of the day – was an impressive 852 feet in 59 seconds.
This was the real thing, transcending the powered hops and glides others had achieved. The Wright machine had flown. But it would not fly again; after the last flight it was caught by a gust of wind, rolled over, and damaged beyond easy repair. With their flying season over, the Wrights sent their father a matter-of-fact telegram reporting the modest numbers behind their epochal achievement.
Source: www.nps.gov/wrbr/learn/historyculture/thefirstflight.htm
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The Australian-made Valiant was derived from the US 1967 Dodge Dart A-Body update. For the VH of 1971 this involved an Australian-designed front end bolted onto the A-body from the cowl rearwards. To complicate matters the Charger model, shown here, used a shorter wheelbase version of the platform with unique to Australia sheetmetal for the rear bodywork also.
E49 – just a model code, but possibly the greatest period six-cylinder car in the world. Matching the light A-body with a seven-bearing, high-output version of the 4.3 L (265 CID) inline-six. In the E49 this produced 302 hp (225 kW), more even than the largest 5.6 L (340 CID) V8 that was available concurrently. The large V8 was intended to provide the basis for Chrysler’s entry in Australian Touring car racing. However the V8 version was found to be seconds-per-lap slower than the E49 due to the additional weight over the front axle causing excessive oversteer.
The VJ Charger of 1973 lost the E49 package, Chrysler having withdrawn from motor racing at the end of the 1972 season. The E48 (notionally a version of the 280 hp E38 variant of the VH) was nonetheless still available, offering most of the performance of the E49.
Unappreciated at the time due to the V8-fever of the era, the kandy-koloured E49 Charger is now one of Australia’s most coveted classic cars.
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The Auto Union Grand Prix racing cars types A to D were developed and built by a specialist racing department of Auto Union's Horch works in Zwickau, Germany, between 1933 and 1939.
Early cars had V16 engines, later replaced by V12s that developed almost 550 horsepower. Wheelspin could be induced at over 100 mph (160 km/h), and the marked oversteer that persisted throughout the cars' development made all Auto Unions difficult to handle.
Between 1935 and 1937 Auto Unions won 25 races, driven by Ernst von Delius, Tazio Nuvolari, Bernd Rosemeyer, Hans Stuck and Achille Varzi. Their main competition came from the Mercedes Benz team, with Auto Union proving particularly successful in the 1936 and 1937 seasons. Known as the Silver Arrows, the cars of the two German teams dominated Grand Prix racing until the outbreak of World War II in 1939.
(Wikipedia)
A demonstration by the instructor. This is how to take back control with oversteer.
@Elk Merk Waardig op glad ijs, DIBO Emmen
Honda Civic 1.4i DSi Comfort (2006).
Good sounding naturally aspirated 1.4 litre inline-4 twin-spark SOHC. Clickedy-clack gearbox, super sensitive steering, reverse swipe windshield wipers. Huge oval side mirrors. This thing was special, inside and out. I think it still looks bananas in 2025.
youtu.be/0S1muWo3asU?si=vGyTLYR00fuhNY2B
Sound proofing wasn't the best. Lots of oversteer. Noisey aircon. Worse suspension than a '72 beetle. But I loved this machine to death. We were big big buddies, me and my Honda. Colour was called: Milano Red. I called her: the Testarossa or the TGV (Testarossa Grand Vitesse). Couple of trips to San Siro, Le Mans, Monaco, Millau, Copenhagen. I put in PIAA H7 Xtreme White Plus bulbs. These would burn out every 7 months and had to order again from Japan but I didn't care. Only the best for my baby. :)
"...By choosing the STRADA setting, you can drive with comfort and maximum grip, perfect for both day-to-day use as well as longer journeys. If you are looking for thrills and fun while driving, then you will appreciate the slight oversteer capabilities of the SPORT setting. On the other hand, to enjoy a racing-style drive, top performance will be delivered by the CORSA setting, which allows the Huracán Coupé to fully express its incredible potential..."
Source: Lamborghini
Photographed at Blenheim Palace at VIP carpark during Salon Prive - the event where you can get up close and personal with the world’s greatest and most extreme models in the Great Court of Blenheim Palace. From flamboyant supercars, to eccentric hypercars and some of the most rare and stunning classics in existence, there is nothing quite like this supercar extravaganza.
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"The full potential of the Huracán Spyder is expressed in the STRADA setting, which provides a comfortable ride with maximum grip, ideal for both day-to-day use as well as longer journeys. If you're looking for thrills and fun while driving, then you will really appreciate the slightly oversteer capabilities of the SPORT setting. On the other hand, the CORSA setting allows you to enjoy a racing-style drive and experiment with the Huracán Spyder's top performance..."
Source: Lamborghini
Photographed at Blenheim Palace during event called: Supercars at the Palace - he annual event which returned to the spectacular setting of Blenheim Palace and following the tremendous success of last year’s event, the very best in classic & modern supercars were once again descend on Blenheim Palace for what is sure to was a sensational day for owners, collectors and enthusiasts alike.
If you interested in visiting September Blenheim Palace Classic & Supercar Show please click HERE for tickets.
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Jaguar XJ13 (1965) Engine 4994cc V12 DOHC Produced 1
Entrant: Jaguar Heritage
Driven: Richard Meaden
JAGUAR SET
www.flickr.com/photos/45676495@N05/sets/72157623671588245...
Built from the ground up as a Le Mans prototype and designed by Malcom Sayer, also resposible for the C and D Type.. Including the V12 engine and its mid mouted position, Built around the Claude Baily designed V12, which he called the XJ project. The design basically mated two DOHC six cylinder engines to a common crankshaft and aluminum block. It used Lucas mechanical injection to produce 503 bhp and was directly attached as an integral part of the aluminum chassis. The block and trans axle acted as the only support structure behind the rear bulkhead which meant that the suspension mounted directly onto the sides of the unit. The unit was originally tested with six SU carburetors in two Jaguar Mark Xs known as Project XJ5.
Tested at 161mph on the MIRA test circuit by Norman Dewis, with a final test at Silverstone by David Hobbs and Richard Attwood both reporting oversteer.
The XJ V12 engine was first released in a road car in the Series III E Type Jaguar. The road cars however had a chain driven SOHC engine built by Hassan/Baily.
The XJ13 was taken back to MIRA in 1971 for its press release with some promotional filming. During a high speed run with Norman Dewis at the wheel the car lost a wheel and flipped over on the banking at 140mph. Luckily both Dewis and car survived, as it was remarkably rebuilt two years later instead of going to scrap.
The rebuild was completed on June 1973 and Jaguar had two engines to build a working unit with and they decided to put together an original engine with but with a burnt/welded piston. This meant the car could drive, but would never reach it's full potential again. The original body bucks were retained by Abbey Panels, so the new body was an identical match to the first expect new fender flares were added. Around 2002 the Jaguar fell from a high curb. cracking the engine block and sump and the car was retired to a museum. More recently an engine has been hand built to the original specification with the finished car debuting at Goodwood 2007.
Thankyou for a massive 57,326,030 views
Shot 28.10.2016 at The Alexandra Palace, London REF 124-110
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The Auto Union Grand Prix racing cars types A to D were developed and built by a specialist racing department of Auto Union's Horch works in Zwickau, Germany, between 1933 and 1939.
Early cars had V16 engines, later replaced by V12s that developed almost 550 horsepower. Wheelspin could be induced at over 100 mph (160 km/h), and the marked oversteer that persisted throughout the cars' development made all Auto Unions difficult to handle.
Between 1935 and 1937 Auto Unions won 25 races, driven by Ernst von Delius, Tazio Nuvolari, Bernd Rosemeyer, Hans Stuck and Achille Varzi. Their main competition came from the Mercedes Benz team, with Auto Union proving particularly successful in the 1936 and 1937 seasons. Known as the Silver Arrows, the cars of the two German teams dominated Grand Prix racing until the outbreak of World War II in 1939.
(Wikipedia)
Honda S2000 GT (2nd Gen - AP2 (2004-09) Engine 1997cc S4 DOHC VTEC Production 44855 (2nd Series) (+ 67786 1st Series
Registration Number LG 57 YWM (London for Wimbledon)
HONDA SET
www.flickr.com/photos/45676495@N05/sets/72157623665258111...
The original S2000 (AP1) was introduced in 1999 and given the chassis number AP1. Powered by a 2.0 litre 240 bhp engine and mated to a six speed manual transmission.
Updated as the AP2 in 2004 and given the chassis designation AP2, which was never used in Europe although the improvements were the same in all markets. The new model looked very similar to the outgoing model changes included new 17 inch wheels, with a retuned suspension to reduce oversteer. The spring rates and shock absorber damping were altered and the suspension geometry modified to improve stability by reducing toe-in changes under cornering loads. The subframe has also received a revision in design to achieve a high rigidity. In the gearbox the brass synchronizers were replaced with carbon fiber.
In addition, cosmetic changes were made to the exterior with new front and rear bumpers, revised headlight assemblies, new LED tail-lights, and oval-tipped exhausts. Although all the cosmetic, suspension and most drivetrain upgrades were included on the Japanese and European S2000s, they retained the 2.0l F20C engine and remained designated as an AP1.
The 2006 model introduced a drive by wire throttle, an electronic stability control system, new wheels, and one new exterior colour
In the United Kingdom, the 2009 model was offered in both roadster and GT trim. The GT featured a removable hard-top and an outside temperature gauge. On-the-road prices of these trims were £27,300 and £27,850 respectively
The S2000 primary market was the USA accounting for around 60 per cent global sales with 19.2 per cent to Japan and 17.6 per cent to Europe
Diolch yn fawr am 72,341,792 o olygfeydd anhygoel, mwynhewch ac arhoswch yn ddiogel
Thank you 72,341,792 amazing views, enjoy and stay safe
Shot 05.05.2019 at Catton Park Classic Car Show Ref 141-080