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Lamborghini Countach 5000 at Greenwich Concurs show 2021
Design and development:
The development of the Countach was initiated by Ferruccio Lamborghini with the goal of creating a successor to the Miura. The Miura was widely acclaimed after its introduction in 1966, but by 1970 new competitors including the Ferrari Daytona had been introduced to the market, and the Miura was showing its age. Chief engineer Paolo Stanzani and his staff began work on the Miura successor in 1970 under the project name "LP112." From the beginning of the project, Stanzani's collaborators included test driver Bob Wallace, assistant engineer Massimo Parenti and designer Marcello Gandini of Bertone.
Stanzani and Ferruccio Lamborghini agreed that the Miura's successor required a mechanical design that enabled the greatest possible performance as well as a body that was both aerodynamically efficient and aesthetically daring. These principles had formed the Miura's development and enabled the commercial success of that model. Despite Mr. Lamborghini's preference for comfortable grand tourers, he recognized the commercial value of a more uncompromising sports car like the Miura and gave Stanzani's team permission to further push boundaries with the LP112 project. The resulting Countach incorporated successful aspects of the Miura, such as the rear mid-engine, rear wheel drive layout along with many new engineering and styling innovations. Lamborghini's engineering team addressed several flaws in the Miura design, improving high-speed stability and reducing lift-off oversteer as well as addressing the limited maintenance access, uneven weight distribution and cooling issues endemic to the Miura's transverse engine layout.
After a year of intensive development work, the first Countach prototype, designated LP500, was shown to the public at the 1971 Geneva Motor Show. Subsequently, the Lamborghini engineering team spent three years refining this radical prototype into the production-ready LP400 Countach, which debuted in 1974.
Name
The Countach name originated in late 1970 or 1971, near the beginning of the LP112 project. Most previous and subsequent Lamborghini car names are associated with famous bulls and bullfighting, but the Countach broke with this tradition. The name originated from the word contacc (pronounced [kʊŋˈtɑtʃ]), an exclamation of astonishment in the Piedmontese language.
Marcello Gandini, the designer of the Countach, explained the origin of the name:
When we made cars for the car shows, we worked at night and we were all tired, so we would joke around to keep our morale up. There was a profiler working with us who made the locks. He was two meters tall with two enormous hands, and he performed all the little jobs. He spoke almost only Piedmontese, didn’t even speak Italian. Piedmontese is much different from Italian and sounds like French. One of his most frequent exclamations was ‘countach’, which literally means plague, contagion, and is actually used more to express amazement or even admiration, like ‘goodness’. He had this habit.
When we were working at night, to keep our morale up, there was a jousting spirit, so I said we could call it Countach, just as a joke, to say an exaggerated quip, without any conviction. There nearby was Bob Wallace, who assembled the mechanics—we always made the cars operational. At that time you could even roll into the car shows with the car running, which was marvelous.
So jokingly I asked Bob Wallace how it sounded to an Anglo-Saxon ear. He said it in his own way, strangely. It worked. We immediately came up with the writing and stuck it on. But maybe the real suggestion was the idea of one of my co-workers, a young man who said let’s call it that. That is how the name was coined. This is the only true story behind this word.
— Marcello Gandini, Not Just Bulls: the Creator Tells Us the Story Behind the Name Countach
Lamborghini used a system of alphanumeric designations in order to further delineate Countach models. This designation begins with "LP", an abbreviation of the Italian "longitudinale posteriore," meaning "longitudinal rear." This refers to the engine orientation and placement shared by all Countach models. For the prototype and early production models, "LP" was followed by a three digit number designating nominal engine displacement, "400" for 3.9-litre engines and "500" for 4.8 and 5-litre engines. Therefore, the full name of the first production Countach was the Lamborghini Countach LP400. As in the Miura, the letter "S" (short for Sport) was added for later high performance variants. This naming scheme was disrupted by the 1985 LP5000 Quattrovalvole equipped with a 5.2-litre engine, also called the 5000QV. The LP- designation was dropped entirely for the 1988 25th Anniversary Edition, also called the Anniversary
Wiki
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
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
"...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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"...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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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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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.
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. :)
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.
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.
INSTRUCTIONS AVAILABLE
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.
See more car pics on my facebook page!
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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)
"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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"...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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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
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
Porsche 993
345 ex.
Bonhams
Les Grandes Marques du Monde à Paris
The Grand Palais Éphémère
Place Joffre
Parijs - Paris
Frankrijk - France
February 2023
Estimated : € 400.000 - 500.000
Sold for € 460.000
"Even in these uncertain times, one thing's for sure: an air-cooled Porsche 911 will always be desirable. The last of them was the '993' launched in 1993. It was replaced in 1998 by the 996, the first of the current generation of liquid-cooled 911s. The fact that this new model wasn't universally well received only served to boost the 993's appeal." – Autocar magazine.
An important landmark in the Porsche 911's continuing development arrived for 1994 with the introduction of the Type 993, destined to be the last to use the air-cooled engine that had been a distinguishing feature of the 911 since its introduction 30 years previously. The Type 993 is regarded by many as the most beautiful 911 of all. Over the years the 911 had received numerous aerodynamic and safety-inspired add-ons, diluting the purity of the original form; the Type 993's arrival marked a return to basic principles, being recognisably a 911 but one in which all functions had been harmoniously integrated in a truly outstanding example of modern automotive styling. The range offered remained pretty much as before, comprising two- and four-wheel drive models, the legendary Turbo and the Cabriolet convertible, all powered by the latest 3.6-litre version of Porsche's perennial air-cooled flat-six engine.
Along with the sleeker bodywork came new multi-link rear suspension that improved both ride quality and roadholding, reducing the 911's characteristic lift-off oversteer. The 3.6-litre engine not only produced more power than before but made it available over a wider rev range thanks to 'Variocam' variable valve timing and variable-length air intakes.
Introduced in 1995, the Type 993 Turbo was the first Porsche production model to feature a twin-turbocharged engine and the first 911 Turbo to incorporate permanent four-wheel drive. With 300kW (402bhp) on tap, the Type 993 Turbo offered a level of performance approaching that of the Porsche 959 supercar, racing to 100km/h in around 4 seconds on its way to a top speed of 290km/h. The Bosch Motronic engine management system also helped the Turbo to be significantly more fuel efficient than its predecessors.
In 1997, Porsche introduced a limited run of the Sport version of the Type 993 Turbo: the Turbo S, which was the creation of Porsche's Exclusive Department. The last air-cooled 911 Turbo, the Type 993 Turbo S came with most Turbo options included and was equipped as standard with Aerokit II front and biplane rear spoilers; air ducts in the rear wing tops; brake cooling ducts in the font spoiler; and unique yellow brake callipers. Courtesy of two larger K-24 turbochargers, engine output increased from the stock 911 Turbo's 402bhp to 424 horsepower for US models and 450 horsepower for cars sold in other markets. Equally impressive was the maximum torque figure: a mighty 423lb/ft at 4,500rpm. Performance figures of 0-100km/h in 3.7 seconds and a top speed of 296km/h were claimed, while larger (322mm) brakes delivered more than adequate stopping power no matter what the speed. Inside, the Turbo S featured full leather upholstery with carbon fibre elements and 'Turbo S' script applied to the carpeting, scuff plates, and steering wheel centre cover. Porsche built only 345 examples of the Type 993 Turbo S, 176 of which were imported into the USA.
This immaculate and outstandingly original Turbo S was purchased new by the immediately preceding owner, an enthusiastic collector of modern Porsches, who ordered the car in October 1997 from the official dealer Porsche Centre Ludwigsburg, Germany and took delivery in March 1998. The car is finished in the iconic livery of Guards Red with black leather interior and was delivered with matching red seats belts; a Motorola telephone; matching red brake callipers; and a third brake light mounted above the rear screen.
The first owner kept the Porsche until 2016, and most of the car's circa 39,000 kilometres were covered in the early years of its life.
The current (second) owner purchased the Porsche in 2016, at which time it had covered a little under 39,000 kilometres and was well maintained and cared for throughout its life. Only slight signs of use were noted, including minor wear to the driver's seat bolster. The most recent service was carried out by the previous owner in 2016 at 38,973 kilometres. Hardly any distance has been covered since then, although the car has been taken out on short trips to keep it in fit condition.
Cars & Croissants 11-29-2015 @ Chatham High School
Pretty awesome to see Chevrolet Corvair on the road in 2015.
The Corvair is a compact automobile manufactured and marketed by Chevrolet for model years 1960–1969. To this date, it is the only American-designed, mass-produced passenger car to feature a rear-mounted air-cooled engine.
Until 1960, the "Big Three" domestic auto manufacturers produced only large size cars. Successful sales during the 1950s of the Nash Rambler and imports from Europe showed that there was demand in the U.S. for small cars.
Led by Ed Cole, Chevrolet designed a revolutionary new car opposed to simply downsizing an existing model. It was powered by an air-cooled horizontal six-cylinder engine made almost entirely out of aluminum. The engine was mounted in the rear of the car, driving the rear wheels through a compact transaxle. Suspension was independent at all four wheels. There was no conventional frame, it was the first Unibody built by Fisher. The tires were an entirely new wide low-profile design. The styling was unconventional for Detroit: subtle and elegant, with no tailfins or chrome grille. Its engineering earned numerous patents, while Time magazine put Ed Cole and the Corvair on the cover, and Motor Trend named the Corvair as the 1960 "Car of the Year".
The Covair with its engine mounted in the rear of the car was prone to oversteer. Engineers had advocated but management rejected the inclusion of a front anti-roll bar on the original 1960 Corvair, which would have reduced the oversteer tendency. Instead management relied on a cost-free tire pressure differential to eliminate oversteer characteristics – low front and high rear tire pressure–a strategy which induced under-steer. However owners and mechanics could inadvertently but easily re-introduce oversteer characteristics by not following the inflation instructions that were significantly different than most other cars on the road in the US at the time.