View allAll Photos Tagged oversteer
Made to look like Lamborghini Gallardo LP550-2 Valentino Balboni Super Trofeo.
"The powerful V-10 engine makes it easy to perform controlled oversteer, naturally within the limits of the driver's abilities. Its superlative handling and roadholding and its driving assistance systems make the Gallardo LP 550-2 Valentino Balboni an extremely safe super sports car..."
Source: Lamborghini
Photographed at Sharnbrook Hotel during Sharnbrook Supercar Sunday organized by PetrolHeadonism Club.
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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: Unknown
W198 II
Chassis n° 198.042.7500594
RM Sotheby's
Place Vauban
Parijs - Paris
Frankrijk - France
February 2020
Estimated : € 800.000 - 900.000
Sold for € 764.375
In 1957 the 300 SL Gullwing was replaced by a more highly developed roadster model that was superior in most respects. More powerful due to the standard specification of a sports camshaft, the 300 SL roadster was also easier to use and control, thanks to a revised frame design that allowed for conventional doors and a new low-pivot rear swing axle that minimized oversteer. Still retaining most of the Gullwing’s characteristic exterior design cues, the roadster has evolved into nearly as collectable a model while offering a much more driver-friendly experience. Historically speaking, the open-top arrangement proved to be the forerunner of a long line of powerful SL convertibles that continues to this day.
Benefitting from a well-maintained older restoration, and retaining its original engine, body, and steering box, this beautiful 300 SL roadster is a particularly fetching example that has enjoyed a current ownership period of over 23 years. Though the early history of the car is currently unknown, there is a great likelihood that it was distributed new to the United States, as the car is fitted with American-style headlamp lenses, and was definitely in American ownership during the 1980s.
Originally finished in ivory paint over an interior of red leather (the colour scheme which the car retains today), chassis number 7500594 is approximately the 518th car built out of 1,858 total examples. According to an entry in the Gullwing Group registry, the roadster was owned during the 1980s by Richard Schmauss of Superior, Wisconsin. Mr Schmauss was a lifelong car and motorcycle enthusiast who served at Pearl Harbor during World War II before returning to the prairie states to found a successful detailing business called Klean Kar Service. Proud of his heritage, Schmauss collected all things German and owned several premium Mercedes-Benz models, including a 190 SL, a 300 cabriolet, and a 600 four-door limousine, as well as an early Porsche 911.
By 1989 the 300 SL was sold from Mr Schmauss’s collection, and in December 1996 the car was acquired by the consignor, an enthusiast based in Portugal, at which point the odometer displayed 31,275 miles. The owner commissioned Mercedes-Benz Classic of Portugal to sympathetically freshen the car as needed, and in 2007 it was issued a FIVA card for participation in major events.
Notable for retaining its original engine and factory-appointed colour scheme, this well-maintained 300 SL offers a beautiful complement to any collection and would make an ideal acquisition for open motoring enthusiasts or Mercedes-Benz collectors on the hunt for a well-sorted early roadster. Given its early build date, the car is eligible for the finest driving events worldwide, including the Mille Miglia Storico, and would be an ideal candidate for either concours display or event use.
Members meeting at Goodwood
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Photographer:- Tim Large
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Location:- Goodwood, Sussex, England, UK
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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
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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
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.
Ford Focus (3rd Gen Facelift) ST (2012-18) Engine 2261cc S4 Ecoboost
Registration Number AH 16 ALN
FORD (UK) SET
www.flickr.com/photos/45676495@N05/sets/72157623665118181...
The third generation Ford Focus was launched as a world car at the 2010 North American International Motor Show, as a 2012 model.a 4-door sedan and 5-door hatchback, the 5 door Estate making its debut a month later at Geneva. Designed under the tenure of CEO Alan Mulally and his "One Ford" plan, which aimed to leverage Ford's global resources into creating more competitive vehicles that could be sold globally in each segment with minimal changes.The Ford Focus Electric at the Consumer Electronics Show in 2011 to compete with the Nissan Leaf and the Chevrolet Volt and announced the hot hatch ST model at the Paris Motor Show in September 2010 It became the Worlds best selling car in 2012 and is manufactured at plants in Germany, USA, Thailand, ChinaTaiwan, Argentine and Russia.
The Ford Focus mid-cycle facelift (Mk 3.5) was debuted at the 2014 Geneva Motorshow Revisions made to the body were thinner and sharper headlights, a new trapezoidal grille, giving the car a more aggressive appearance
The new third-generation RS model was revealed at the 2015 Geneva Motor Show for the 2016 model year initially priced at around £31,000. Power comes from he new 2.3 EcoBoost from the Mustang updated to produce 350bhp driving all four wheels via Ford's all-new Torque-Vectoring All-Wheel-Drive system with a rear-drive unit designed by GKN, as well as upgraded suspension and brakes. Also the new Focus RS is be fitted with Drive Modes – including an industry-first Drift Mode that allows controlled oversteer drifts – and Launch Control. The RS will boast a model-specific aerodynamic package that helps to differentiate it from other Focus models. 2018 Focus RS was only available in 2 colors, Race Red and Nitrous Blue
Diolch am olygfa anhygoel, 65,151,633
oblogaeth y Lloegr honno dros y Mynyddoedd
Thanks for a stonking 65,151,633 views
Shot 06.05.2018 at Catton Hall Car Show, Catton Hall, Walton on Trent, Derbyshire Ref 133-479
Audi Quattro (1980-91) Engine 2144cc S5 10v Production 11452
Registration Number NSK 324 (Caithness)
AUDI ALBUM
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The idea for a high-performance four-wheel-drive car was proposed by Audi's chassis engineer, Jörg Bensinger, in 1977, when he found that the Volkswagen Iltis could outperform any other vehicle in snow, no matter how powerful. Bensinger's idea was to start developing an Audi 80 variant in co-operation with Walter Treser, Director of Pre-Development. The car was produced from 1980 as a road and rally car, taking advantage of the then-recently changed rules which allowed the use of four-wheel drive in competition racing. It won competition after competition for the next two years. It both the first car to feature Audi's quattro permanent four-wheel drive system and the first to mate four-wheel drive with a turbocharged engine.
The original engine was the 2,144 cc inline-5-cylinder 10 valve SOHC, with a turbocharger and intercooler. producing 197bhp and torque of 285 N·m with a top spedd of 137mph and a 0-62mph (100 kmph) time of 7.1 seconds.
That engine was replaced in 1987 with a 2226cc ) inline-5 10 valve, still producing 197bhp, but with its peak torque lower in the rev range.
In 1989 this engine was changed for a 2226cc in line 5 with 20 valves producing 217bhp and a top speed of 143mph.
Through its 11 year production span the exterior showed very little change. Originally, the car had a flat fronted grille featuring four separate headlamp lenses, one for each of the low and high beam units. This was altered for the 1983 model year, and replaced with combined units featuring a single lens, this was changed again in 1986 in what has become known as the 'facelift model' and included such alterations as a new sloping front grille, headlights, and trim and badging changes. he RR 20v Quattro also featured a new three spoke steering wheel design, leather covering for door arm rests, gloveboxes, centre console and door pockets. There was also a full length leather-wrapped centre console running all the way to the rear seats. The floor on the drivers side had a bulge due to dual catalytic exhaust setup
The rear suspension was altered early on with geometry changes and removal of the rear anti-roll bar to reduce a tendency for lift-off oversteer. For the 1984 facelift, the wheel size went from 6x15-inch with 205/60-15 tyres to 8x15-inch wheels with 215/50-15 tyres. At the same time the suspension was lowered 20 mm with slightly stiffer springs for improved handling. For 1987, the Torsen centre differential was used for the first time, replacing the manual centre differential lock
Diolch am 87,354,307 o olygfeydd anhygoel, mae pob un yn 90cael ei werthfawrogi'n fawr.
Thanks for 87,354,307 amazing views, every one is greatly appreciated.
Shot 12.09.2021 at Cars in the Park, Lichfield Ref. 121-228
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)
W198-II
Bonhams : the Zoute Sale
Estimated : € 950.000 - 1.150.000
Sold for € 1.035.000
Zoute Grand Prix 2019
Knokke - Zoute
België - Belgium
October 2019
Created to spearhead Mercedes-Benz's return to competition in the post-war era, the 300 SL debuted in the 1952 Mille Miglia, finishing 2nd and 4th overall. Wins in the Carrera Pan-Americana and at Le Mans followed, and the 300 SL was on its way to becoming part of motor sporting legend. Max Hoffman, the Mercedes-Benz importer for North America, believed there would be a market for a road-going version and managed to convince the factory that such a car would be a success.
The first racers were open-topped but before the '52 season's end the distinctive 'Gullwing' doored Coupé had appeared. Unusually high sills were a feature of the multi-tubular spaceframe chassis, and while access was not a problem of the open car, the adoption of coupé bodywork required innovative thinking - hence the Gullwing doors.
Launched in 1954, the production 300 SL retained the spaceframe chassis of the racer and was powered by a 2,996cc, overhead-camshaft, inline six canted at 45 degrees to achieve a lower, more aerodynamic bonnet line. Using innovative direct fuel injection, this state-of-the-art power unit produced 215bhp at 5,800rpm. A four-speed gearbox transmitted power to the hypoid bevel rear axle. Suspension was independent all round by wishbones and coil springs at the front, with swing axles and coil springs at the rear.
Tested by the highly respected American magazine Road & Track in 1955, the 300 SL accelerated from 0-60mph in 7.4 seconds, going on to achieve a top speed of 140mph: outstanding figures for its day. It was, arguably, the world's first supercar. Half expecting the long-awaited 300 SL to provide an anti-climax, R&T were delighted to find the new car, "far beyond our wildest expectations. In fact, we can state unequivocally that in our opinion the 300 SL coupé is the ultimate in an all-round sportscar. It combines more desirable features in one streamlined package than we ever imagined or hoped would be possible. Performance? It accelerates from a dead start to 100mph in just over 17 seconds. Dual purpose? A production model 300 SL can make a very acceptable showing in any type of sportscar competition. Yet the car is extremely tractable and easy to drive in traffic. Comfort? The fully enclosed 300 SL is the most comfortable (and safe) high-speed 'cross-country' car built today." Its racing parentage notwithstanding, the 300 SL was and remains a thoroughly practical automobile, as civilised in city driving as it is exhilarating on the highway.
Clearly the 300 SL Coupé would be a hard act to follow yet the Roadster version, introduced just three years later, succeeded in bettering its closed cousin's already exemplary road manners. Built with conventional doors, the 300 SL Roadster was first exhibited at the Geneva Salon in May 1957 and was an immediate hit with the 1950s 'Jet Set' of royalty, actors, and socialites. The production of an open 300 SL involved altering the cockpit area, where the spaceframe was redesigned to permit lower sills for improved access. At the same time the rear suspension was changed to incorporate low-pivot swing axles. Disc brakes were standardised from March 1961, while towards the end of production a small batch of Roadsters was completed with an aluminium cylinder block.
The Roadster's neutral steering characteristics received fulsome praise from Road & Track in its 1958 road test. "With the low-pivot rear suspension and more adhesive tyres, the car handles beautifully under all conditions. This is a tremendous improvement over the hardtop models, which had a tendency to oversteer rather violently if pressed too hard." A 0-60mph time of 7.0 seconds and a top speed of 130mph were recorded, making the 300 SL Roadster one of the fastest convertibles of its time. R&T concluded: "There is no doubt that the 300 SL roadster is a truly great dual-purpose sports car, equally at home in traffic and the open road, or on the track", words that remain equally true today.
The 300 SL Roadster sold well for a car that cost more than a Ferrari 250 GT California Spyder and would out-live the 300 SL Coupé, which ceased production in 1957, by several years. Roadster production ceased in 1963 after 1,858 cars had been built, and today the model is both rare and highly sought after.
The 152nd car built, this 300 SL Roadster was completed before May 1957 and thus is eligible for the Mille Miglia. Its original colour scheme was white with a blue interior. Delivered new to Cannes, France, the car belonged to its first owner from 1957 to 1968, covering some 24,000 kilometres in that time, while the second owner cherished it for almost 40 years. The car has had only one owner since then. The second owner was Mr Leon Martin of Mallemort, Bouches-du-Rhône, a connoisseur and collector of exclusive automobiles, who only parting with the Mercedes in 2006 when he sold it to Mr Karl Esdar of Bielefeld, Germany. For 40 years the Mercedes was registered in France as '2994 BY 13', and the original French Carte Grise is still with the car.
Although the car was in good original condition, with no rust or other body issues, Mr Esdar, a renowned 300 SL specialist, decided to undertake as concours standard restoration, which took two years to complete and cost in the region of €250,000. On dismantling the car, he found that the body had been perfectly preserved and thus was an excellent candidate for restoration. It was stripped back to the tubular chassis and every panel painted prior to re-assembly. All mechanical components were inspected and refurbished before being reassembled, while the interior was re-trimmed throughout in high quality leather.
The restoration was undertaken with faultless attention to detail and stunning results, making this 300 SL Roadster one of the best of its kind surviving. '152' retains all of its original mechanical components with matching numbers, including the engine, transmission, and differential. Only some 7,000 kilometres have been covered since the rebuild's completion and, needless to say, this wonderful Mercedes-Benz runs beautifully. There was no adverse finding when the car was submitted for its German TüV.
This 300 SL comes with its original tools and jack, a bespoke set of luggage, owner's instruction manuals, and full documentation including invoices and restoration photographs. Presented in outstanding condition, it represents a not-to-be-missed opportunity for the serious collector. An exceptional example of the iconic 300 SL in Roadster form, this highly desirable motor car would make an exhilarating yet extremely practical touring companion. Indeed, there cannot be many better ways of travelling to a classic event, taking part, and driving home.
Bubbles Horsley continued with his Hesketh team into 1977, with a new Hesketh 308E design for Rupert Keegan and assorted hire drivers. The team finally withdrew from F1 in early 1978.
Frank Dernie, an old friend of the team's original designer Harvey Postlethwaite, was given responsibility for designing the new car, assisted by engineer Nigel Stroud who had developed the 308D during 1976. The attractive Hesketh 308E had a dart-shaped monocoque which seated the driver further forward than usual, but the car had a definite family resemblance to earlier Heskeths. Suspension was inboard at the front, with fabricated rocker arms, and outboard at the rear. Water and oil radiators were initially mounted in front of the rear wheels, but a nose oil radiator was soon introduced. Penthouse and Rizla, brought on board as sponsors by Guy Edwards in 1976, remained to support the highly regarded BP British F3 champion Rupert Keegan, while Harald Ertl continued in the team with his usual lengthy list of sponsors. A third Marlboro-sponsored car was later added for Mexican Formula Atlantic driver Hector Rebaque.
Keegan's striking blue car, chiefly remembered for its "Penthouse Pet" painted on the nose, was impressive on its debut at the Race of Champions, and both Keegan and Ertl qualified well for the Spanish GP, despite an excess of oversteer. Keegan only just qualified at Monaco, and by the Belgian GP it was clear that the 308E had handling problems, understeering into corners, and oversteering out. A lack of budget for testing was the root of the problem, Keegan commenting later in the year that the car retained all the faults it had had at the start of the season. There were a few highlights: Keegan was fifth fastest in the first session at the British GP after being given a brand new spare car, and the Englishman ran in the top six during the race in Austria, but finished seventh, just missing out on an all-important World Championship point. He became more dispirited as the season wore on. Meanwhile, Ertl's deal came to an end after only five GPs. Ian Ashley joined the team but, like Rebaque, rarely qualified. The team's season ended at the Canadian GP at Mosport, where Ashley comprehensively destroyed his 308E in a practice accident after getting airborne over the crest at the end of the main straight, and Keegan wrote off a second 308E after colliding with Hans Binder's Surtees during the race.
Keegan left for Surtees in 1978, leaving Hesketh to run a single Olympus Cameras-sponsored 308E in early 1978 for Divina Galica, who had been effective in Shellsport Group 8 with a F1 Surtees. Lord Hesketh was wheeled out for Galica's launch, as he had been for Keegan's in 1977, but the team was very much Horsley's. Galica was by far the slowest in Argentina and Brazil, so was replaced by Theodore refugee Eddie Cheever, and then by Derek Daly, Keegan's successor as BP British F3 champion, but he failed to qualify for any of his three races. The team then folded, and Frank Dernie joined Patrick Head at Williams, where he would be responsible for the aerodynamics on the 1979 Williams FW07. Nigel Stroud moved to ATS, where he designed the ATS D3, and would later design Mazdaspeed's highly successful Le Mans cars.
The two surviving 308Es were sold to John Cooper for British F1, where they were very competitive in Bob Evans' hands. These cars were later sold to a German owner, and moved into historic racing in the early 1990s, where they have continued to run regularly ever since. The other three cars had been written off, but a car was built up using a new tub and what is believed to be the remains of 308E/1, and was sold to Ted Williams in 1979 for use in sprints and hillclimbs. That car, listed here as 308E/1-2, moved into historic racing in the late 1990s, and is still used regularly. Williams also acquired the repaired monocoque from 308E/3 as a spare, and this was finally completed as a show car in the early 1990s; in more recent years it has been used in demonstrations.
It's been two years, and some people have asked me to make some Carvers for them. The original was a bit difficult to use, as it could be 'oversteered', bringing the tilt and front steering out of alignment.
So, the chassis got some tinkering to fit the servo motor and simplified steering, that uses about half the number of gears/linkages to get the job done. I think it should be foolproof now.
My routemaster without walls. The vertical motor steers the bus and the horizontal drives. Oversteering is possible and unfortunately it cause a huge damage in the construction...
Jaguar XJ13 (1965) Engine 4994cc V12 DOHC Produced 1
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.
Many thanks for a Marmalising
51,976,076 views
Shot 15.05.2016 at the Gaydon Motor Museum, Warwks REF 117-034
Chassis n° 320013
Aguttes
Autoworld - Auction & Motion
Estimated : € 400.000 - 600.000
Not sold
Autoworld
Brussels - Belgium
October 2025
The Porsche 911 S was launched in 1966 as a sporty version of the 911. Equipped with a 2.0-litre flat-6 engine developing 160 hp, it offered significantly higher performance than the standard model introduced in 1964. Its 901/02 engine featured more aggressive camshafts and special Weber carburettors, and it was also equipped with four disc brakes, a novelty at the time. Recognisable by its Fuchs wheels, this iconic saloon laid the foundations for the Porsche legend on our roads and in competition.
The Porsche 911 S presented here is no ordinary car. Beneath its burgundy red exterior lie a number of subtle and innovative details that foreshadowed the future of the 911. The first detail concerns its chassis number, which does not correspond to the usual numbering system. The second is the original registration certificate, which states that this car was put into service on 31 May 1968 in the name of Dr Ing. h.c. F. Porsche KG. These two points are surprising and suggest that we should focus on the technical characteristics of this car. During the car’s first restoration, its owner at the time was faced with a headache because the spare parts did not fit in place on his car. After multiple checks, it turned out that this car had a longer than normal chassis and wheelbase. This modification would become visible from 1969 onwards in order to improve the road holding of the 911.
The other special features of our model can be found under the bonnet. Its 2.0-litre engine is combined with a mechanical injection system developed by the famous engineer Hans Mezger. It is the first road engine to be equipped with this technology. Made entirely of aluminium, this more efficient system was also 16 kg lighter, thereby reducing the car’s oversteer. It was used in particular on the 911 2.7 RS and 2.7 MFI models. In addition to the injection system, the ignition system was also specific to this car, featuring the first high-performance capacitor ignition system, which proved to be more efficient, particularly at high revs. In view of the increase in performance, it was fitted with ventilated discs and an oil cooler, which would become standard on future 911s. Finally, there are a few other specific features, such as the rear windscreen wiper, electric windows and the choke on the handbrake. In conclusion, this unusual car, built in 1968, has many features that would be found on the 1969 model. This pre-production car was certainly used for homologation of the new specifications, but it was primarily Ferdinand Piëch’s company car. At the time, he was head of the testing and development department. He thus contributed directly and significantly to testing this new technology with a view to installing it in future 911 models. The story doesn’t end there, because in 1969, Porsche sold this car to Hans Mezger himself, who used it to drive to the factory until 1972. The story also goes that he drove it to Le Mans in 1970 to watch the victory of the 917, a prototype he himself had developed.
This 911 S is now in concours condition, having undergone a high-quality restoration worthy of its history. Accompanied by its original registration document and various copies of period documents, this car is ready to hit the road. An exceptional car in terms of its technicality and history, it highlights protagonists who have become key figures in the Porsche universe: Ferdinand Piëch and Hans Mezger. We can therefore say that it deserves its place in the finest collections, if not in the Zuffenhausen museum itself.
Honda S2000 AP1 (1999-03) Engine 1997cc S4 DOHC VTEC Production 44855 (2nd Series) (+ 67786 1st Series
Race Number 21 Ray Worrall
Registration Number S 200 OOL (Birmingham)
HONDA SET
www.flickr.com/photos/45676495@N05/sets/72157623665258111...
The original S2000 was introduced in 1999 and given the chassis number AP1. Powered with power delivered by a 1,997 cc (122 cu in) inline four-cylinder DOHC-VTEC engine of 237 to 247 bhp depending on the target market., the engine is mated to a six speed manual transmission and Torsen limited slip differential. The AP1 was manufactured up to 2003 at Honda's Takanezawa plant, alongside the NSX and Insight hybrid
Updated 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
Thankyou for a massive 56,835,036 views
Shot 11.09.2016 at Curborough Sprint Course, Fradley, Lichfield REF 123-015
Porsche 993 Carrera (1994-98) Engine 3600cc H6
Registration Number F 18 MER (Peterborough for Cambridge)
PORSCHE SET
www.flickr.com/photos/45676495@N05/sets/72157623690528015...
The Porsche 993 is the company's internal name for the version of the Porsche 911 model manufactured and sold between late 1993 and early 1998, replacing the 964. Its discontinuation marked the end of air-cooled Porsches. one of the innovations of the 993 is the mplementation of an all-alloy multi-arm rear suspension attached to an all-alloy subframe. It required the widening of the rear wheel arches, which itself helped the 993's stability. This suspension improved the 993's cornering abilities, making it more direct and more stable and helping to reduce the tendency to oversteer if throttle was lifted during hard cornering, a trait of earlier 911s. It also reduced interior noise and improved ride quality. The 993 was the first generation of 911 to have a standard six-speed manual transmission; previous cars, except for the Porsche 959, had 4- or 5-speed gearboxes.
The Carrera represented the "base model" of the 993, and was available in rear and all-wheel drive versions. It was equipped with the naturally aspirated 3.6 liter M64 engine, and combined with a new dual-flow exhaust system now incorporating two catalytic converters. Porsche deleted the 2 from the rear-wheel drive Carrera name tag while retaining the Carrera 4 name for the four wheel drive model
Many thanks for a Marmalising
52,905.356 views
Shot 15.06.2016 at the Coventry Festival of Motoring, Coventry REF 118-118
Porsche 993 Carrera (1994-98) Engine 3600cc H6
Registration Number M 937 YSF (Edinburgh)
PORSCHE SET
www.flickr.com/photos/45676495@N05/sets/72157623690528015...
The Porsche 993 is the company's internal name for the version of the Porsche 911 model manufactured and sold between late 1993 and early 1998, replacing the 964. Its discontinuation marked the end of air-cooled Porsches. one of the innovations of the 993 is the mplementation of an all-alloy multi-arm rear suspension attached to an all-alloy subframe. It required the widening of the rear wheel arches, which itself helped the 993's stability. This suspension improved the 993's cornering abilities, making it more direct and more stable and helping to reduce the tendency to oversteer if throttle was lifted during hard cornering, a trait of earlier 911s. It also reduced interior noise and improved ride quality. The 993 was the first generation of 911 to have a standard six-speed manual transmission; previous cars, except for the Porsche 959, had 4- or 5-speed gearboxes.
The Carrera represented the "base model" of the 993, and was available in rear and all-wheel drive versions. It was equipped with the naturally aspirated 3.6 liter M64 engine, and combined with a new dual-flow exhaust system now incorporating two catalytic converters. Porsche deleted the 2 from the rear-wheel drive Carrera name tag while retaining the Carrera 4 name for the four wheel drive model
Diolch yn fawr am 67,910,340 o olygfeydd anhygoel, mwynhewch ac arhoswch yn ddiogel
Thank you 67,910,340 amazing views, enjoy and stay safe
Shot 02.09.2018 at Himley Hall, Wolverhampton Ref 136-226
Doing wheelies on a salt lake out of Norseman, on the way N to Coolgardie and W to Perth for ASF Conference.
50 years ago last December !!! I was only 20 years old….
A very early… #roundaustraliawithspelio
I would never do this now, after what we have seen and a change to more Greenie Conservation attitudes..
"Made in der Black Forest by der Little Elves"
See a Wikipedia lost of WA Lakes...
en.m.wikipedia.org/wiki/List_of_lakes_of_Australia#Wester...
stolen and used here.. jalopnik.com/the-ten-cars-with-the-most-nicknames-5840926 There is a link back at te end of the story..
A web site for users to suggest nicknames for various old cars....
We give vehicles nicknames in order to recognize special traits, unique history, or just to impugn the driver. Some vehicles are so spectacular they encourage numerous aliases, but which car has the most nicknames?
Since it's the obvious answer we're going to knock out the Ford Model T, which has been variously called the "Tin Lizzie," "Jalopy," "Gas-Buggy," "Lizzie," and "Flivver." Ford itself says there are dozens. Can you do better? What car has the most nicknames? Can you name all the nicknames?
Here are the names suggested for the Beetle!
Suggested By:YankBoffin
Nicknames: According to Jalopnik readers and Wikipedia: "Käfer ("beetle") in Germany, Austria and Switzerland; Pichirilo in Ecuador; Pulga ("flea"), or "Escarabajo" ("beetle") in Colombia; ගෙම්බා ("frog") in Sri Lanka; Coccinelle (ladybug) in Algeria; Kever in Belgium; Vocho, Vochito or Volcho in Mexico, Costa Rica and Colombia (mostly a shortening of "Volkswagen"; Vochito is affective diminutive); Fusca in Brazil and Paraguay; Escarabajo (meaning "Beetle") in Argentina, Chile, Colombia, Paraguay, Peru, Spain, Uruguay, El Salvador, Costa Rica and Venezuela; Peta ("turtle") in Bolivia; Folcika, or Buba (Bug) in Bosnia and Herzegovina; Sedan, then Fusca (popularly, Fusquinha that means Little Fusca) in Brazil; Косτенурка (Kostenurka) (meaning turtle) or Бръмбар (Brambar) (meaning beetle) in Bulgaria; Bug, Beetle, Choupette (Herbie's name in the French version of the movies) or Coccinelle (ladybug) in Canada; Escarabat (means "beetle") in Catalan; Poncho in Chile; Jiǎ Ké Chóng (甲壳虫) (means "beetle") in China; Buba in Croatia; Brouk in Czech Republic; Boblen (the bubble), Bobbelfolkevogn (a distortion of 'the bubble' and a translation of 'Volkswagen', the people's car), gravid rulleskøjte (pregnant rollerskate) or Hitlerslæden (The Hitler-sled) in Denmark; Cepillo ("Brush") in Dominican Republic; خنفسة - Pronounced khon-fesa (Beetle in Arabic) in Egypt; Fakrouna ("Tortoise") in Libya; Põrnikas ("beetle") in Estonia; Volkkari' (short from "Volkswagen"), Kuplavolkkari or just Kupla ("bubble") in Finland. Also names Jääkaappi (refrigerator) and Aatun kosto (Adolph's Revenge) are known; Coccinelle ("ladybug") in France, Quebec and Haiti; Буба (means "beetle") in the Republic of Macedonia; Jin-guei che (金龜車) in Taiwan; Σκαθάρι (Scathari meaning beetle), Σκαραβαίος (Scaraveos meaning Scarab), or Χελώνα (Chelona meaning Turtle) in Greece; Cucaracha or Cucarachita (Cockroach or little cockroach) in Guatemala, El Salvador and Honduras; Bogár ("bug") in Hungary; Bjalla ("bell") in Iceland; Beetle in India; Kodok (frog) in Indonesia; Ghoorbaghei (قورباغه ای) ("frog") in Iran; Agroga عكروكة (froggy)or Rag-gah ركـّة (small turtle)in Iraq; חיפושית ("Hipushit," beetle) or Bimba in Israel; Maggiolino (may bug, cockhafer) or the unofficial name of Maggiolone (can indicate Super Beetle) in Italy; Kabuto-mushi (カブトムシ） (means "drone beetle") in Japan; Kifuu in Kenya; Vabole in Latvia; Vabalas in Lithuania; Kura (turtle) or Kodok (frog) in Malaysia; Sedán, Pulguita (little flea), Vocho or Vochito (sometimes spelled "bocho/bochito") in Mexico; Kashima in Namibia; Bhyagute Car in Nepal literally: "Frog Car"; Kever in the Netherlands; Boble (bubble) in Norway; Foxi or Foxy in Pakistan; "Pendong", kotseng kuba (literally, 'hunchback car'), "pagong" (turtle),"Ba-o", (turtle in Cebuano dialect), or "Boks" in the Philippines; Garbus (literally, 'Hunchback') in Poland; Carocha in Portugal; Volky in Puerto Rico; Broasca / Broscuţă (little frog/froggy) or Buburuza (ladybird) in Romania; Фольксваген-жук (Folksvagen-zhuk) in Ukraine; Жук (Zhuk) (Bug) also in Russia; Буба or Buba in Serbia; Volla, Kewer, Volksie - Pronounced Folla in South Africa; Chrobák in Slovakia; Hrošč in Slovenia; Volks / Beetle/ Ibba (turtle) in Sri Lanka; Mgongo wa Chura" (Frog Back) or Mwendo wa Kobe" (Tortoise Speed) in Swahili; Folka (short for Volkswagen), Bagge (short for skalbagge, beetle) or Bubbla (bubble) in Sweden an; Swedish-speaking Finland; Kobe in Tanzania; รถเต่า - Pronounced Rod Tao (turtle car) / โฟล์คเต่า (Volk Tao) in Thai; Kaplumbağa or tosbağa (meaning turtle) or "vosvos" in Turkey; Con Bọ in Vietnam; Bhamba datya in Shona - Datya is frog in the vernacular from Zimbabwe; Tortuga in Panama; Escarabajo, Bocho o Rana in Perú; Kupla (Bubble) in Finland; Цох in Mongolia; Escarabajo (Beetle) and popularly Fusca or Fusquita in Uruguay"
Why it's so nicknamed: VW Beetles were long the most populous cars in the world, and if there's a stretch of road, a Volkswagen has probably driven on it. Wikipedia lists no less than one hundred and twelve local names for these omnipresent cars and we're sure there are more to be heard. It's not hard to find pictures of VWs living everyday lives in the most exotic places, but this being Jalopnik, let's remember the iconic bug with some salt flats oversteer, pictured here in southwestern Australia circa 1965.
Mazda RX7 Second generation (FC):
The Series 4 (1986–1988) was available with a naturally aspirated, fuel-injected 13B-VDEI producing 146 hp (108 kW). An optional turbocharged model, (1987–1988) known as the Turbo II in the American market, had 182 hp / 185 ps (135 kW). The Series 5 (1989–1992) featured updated styling and better engine management, as well as lighter rotors and a higher compression ratio, 9.7:1 for the naturally aspirated model, and 9.0:1 for the turbo model. The naturally aspirated Series 5 FC made 160 hp (119 kW), while the Series 5 Turbo made 200 hp / 205 ps (147 kW).
The second generation RX-7 ("FC", VIN begins JM1FC3 or JMZFC1), still known as the Mazda Savanna RX-7 in Japan, featured a complete restyling reminiscent of the Porsche 924. Mazda's stylists, led by Chief Project Engineer Akio Uchiyama, focused on the Porsche 924 for their inspiration in designing the FC because the new car was being styled primarily for the American market, where the majority of first generation RX-7's had been sold.
This strategy was chosen after Uchiyama and others on the design team spent time in the United States studying owners of earlier RX-7's and other sports cars popular in the American market. The Porsche 944 was selling particularly well at the time and provided clues as to what sports-car enthusiasts might find compelling in future RX-7 styling and equipment.
While the SA22/FB was a purer sports car, the FC tended toward the softer sport-tourer trends of its day, sharing some similarities with the HB series Cosmo. Handling was much improved, with less of the oversteer tendencies of the FB. The rear end design was vastly improved from the FB's live rear axle to a more modern, Independent Rear Suspension (rear axle). Steering was more precise, with rack and pinion steering replacing the old recirculating ball steering of the FB. Disc brakes also became standard, with some models (S4: Sport, GXL, GTU, Turbo II, Convertible; S5: GXL, GTUs, Turbo, Convertible) offering four-piston front brakes. The rear seats were optional in some models of the FC RX-7, but are not commonly found in the American Market. Mazda also introduced Dynamic Tracking Suspension System (DTSS) in the 2nd generation RX-7. The revised independent rear suspension incorporated special toe control hubs which were capable of introducing a limited degree of passive rear steering under cornering loads. The DTSS worked by allowing a slight amount of toe-out under normal driving conditions but induced slight toe-in under heavier cornering loads at around 0.5 G's or more; toe-out in the rear allows for a more responsive rotation of the rear, but toe-in allowed for a more stable rear under heavier cornering. Mazda also introduced Auto Adjusting Suspension (AAS) in the 2nd generation RX-7. The system changed damping characteristics according to the road and driving conditions. The system compensated for camber changes and provided anti-dive and anti-squat effects. The Turbo 2 uses a turbo charger with a twin scroll design. The smaller primary chamber is engineered to cancel the turbo lag at low engine speeds. At higher revolutions the secondary chamber is opened, pumping out 33% more power than the naturally aspirated counterpart. The Turbo 2 also has an air-to-air intercooler which has a dedicated intake on the hood. The intake is slightly offset toward the left side of the hood.
Though about 800 lb (363 kg) heavier and more isolated than its predecessor, the FC continued to win accolades from the press. The FC RX-7 was Motor Trend's Import Car of the Year for 1986, and the Turbo II was on Car and Driver magazine's Ten Best list for a second time in 1987.
In the Japanese market, only the turbo engine was available; the naturally aspirated version was allowed only as an export. This can be attributed to insurance companies penalizing turbo cars (thus restricting potential sales). This emphasis on containing horsepower and placating insurance companies to make RX-7's more affordable seems ironic in retrospect. Shortly after the discontinuance of the second generation RX-7's in 1992, an outright horsepower "arms race" broke out between sports car manufacturers, with higher and higher levels of power required to meet buyer demands. This rising horsepower phenomena arose from the US CAFE standards remaining stable while engine technologies marched forward rapidly.
Mazda sold 86,000 RX-7's in the US alone in 1986, its first model year, with sales peaking in 1988.
[Text taken from Wikipedia]
This Lego Miniland-scale Mazda RX7 Turbo Coupe FC-Series of 1987 has been created for Flickr LUGNuts' 85th Build Challenge, - "Like, Totally 80's". - for vehicles created during the decade of the 1980s.
Porsche 911 Type 993
Bonhams
Les Grandes Marques du Monde à Paris
The Grand Palais Éphémère
Place Joffre
Parijs - Paris
Frankrijk - France
February 2023
Estimated : -
Sold for € 379.500
The breathtakingly beautiful car offered here is one of only two of its kind built by Gemballa GmbH, the German car manufacturer and vehicle tuner based in Leonberg. Gemballa has been an owner-operated company since 1981 and has been listed as a registered car manufacturer since 1985. The company specialises in performance enhancement for Porsche cars and builds its own versions on the basis of Porsche production models. The company undertakes complete vehicle conversions based on Porsche chassis, as well as individual design packages and special limited editions. Over the years Gemballa has become world-famous for its extreme power enhancements and high regard for quality.
According to the manufacturer: "For more than 40 years, that's where vehicle creations have come to life at Gemballa, with design, quality and engineering that has inspired car fans all over the world. Our clients are as special as our product. They quickly set clear goals: Strive for perfection and individuality - in every detail, no matter how small."
Based on the Porsche 911 Type 993, the first Gemballa Extremo Bi-Turbo Speedster was commissioned by the Fulda tyre company, which wanted a unique sports car to showcase their new 'Extremo' tyre. At the time the Type 993 version of the perennial 911 was Porsche's flagship model, so the obvious choice for such an important commission.
The Type 993's introduction in 1994 had marked an important landmark in the Porsche 911痴 continuing development, for this model was 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 long-running 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.
Finished in black and with a maximum power output of 500bhp, the first Gemballa Extremo has been and will remain Fulda's property. At Fulda's promotional event in Dubai, Sheik Abdul Mohsin of Saudi Arabia saw this masterpiece and wanted to buy the car. However, since Fulda would not sell it, Gemballa built a second (yellow) car at the Sheik's request with a maximum power output of 600bhp! It is this unique second car that we offer for sale today. Since its original delivery the Speedster has had only one other owner (in Germany, from 2008).
Accompanying documentation includes a German Fahrzeugbrief and the original Porsche service/maintenance booklet with Gemballa stamps, the most recent dated 2018 at 18,230 kilometres. Only a couple of hundred kilometres have been added to the total since then. There have been countless limited edition Porsches over the years but this unique automotive work of art is truly one of a kind.
Chris Amon battles an oversteering March 701-Ford at the 1970 German Grand Prix.
Nikkormat FTN, Nikkor 200mm f4 lens, Kodak Ektachrome slide film.
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
The Scottish Motor Racing Club (SMRC) Meeting saw Scottish Saloon & Sports Car Championship races at Knockhill Racing Circuit, Fife, August, 2018.
Here Oliver Mortimer is seen correcting some oversteer in Number 70, a Mini Cooper R53.
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Audi Quattro (1980-91) Engine 2309cc S5 10v Production 11452
Registration Number G 967 MNV
AUDI SET
www.flickr.com/photos/45676495@N05/sets/72157623635550501...
The idea for a high-performance four-wheel-drive car was proposed by Audi's chassis engineer, Jörg Bensinger, in 1977, when he found that the Volkswagen Iltis could outperform any other vehicle in snow, no matter how powerful. Bensinger's idea was to start developing an Audi 80 variant in co-operation with Walter Treser, Director of Pre-Developmen. The car was produced from 1980 as a road and rally car, taking advantage of the then-recently changed rules which allowed the use of four-wheel drive in competition racing. It won competition after competition for the next two years. It both the first car to feature Audi's quattro permanent four-wheel drive system and the first to mate four-wheel drive with a turbocharged engine.
The original engine was the 2,144 cc inline-5-cylinder 10 valve SOHC, with a turbocharger and intercooler.producing 197bhp and torque of 285 N·m with a top spedd of 137mph and a 0-62mph (100 kmph) time of 7.1 seconds.
That engine was replaced in 1987 with a 2226cc ) inline-5 10 valve, still producing 197bhp, but with its peak torque lower in the rev range.
In 1989 this engine was changed for a 2226cc in line 5 with 20 valves producing 217bhp and a top speed of 143mph.
Through its 11 year production span the exterior showed very little change. Originally, the car had a flat fronted grille featuring four separate headlamp lenses, one for each of the low and high beam units. This was altered for the 1983 model year, and replaced with combined units featuring a single lens, this was changed again in 1986 in what has become known as the 'facelift model' and included such alterations as a new sloping front grille, headlights, and trim and badging changes. he RR 20v Quattro also featured a new three spoke steering wheel design, leather covering for door arm rests, gloveboxes, centre console and door pockets. There was also a full length leather-wrapped centre console running all the way to the rear seats. The floor on the drivers side had a bulge due to dual catalytic exhaust setup
The rear suspension was altered early on with geometry changes and removal of the rear anti-roll bar to reduce a tendency for lift-off oversteer. For the 1984 facelift, the wheel size went from 6x15-inch with 205/60-15 tyres to 8x15-inch wheels with 215/50-15 tyres. At the same time the suspension was lowered 20 mm with slightly stiffer springs for improved handling. For 1987, the Torsen centre differential was used for the first time, replacing the manual centre differential lock
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Shot taken 05:08:2012 at The Shugborough Classic Car Meeting. Ref: 93a-30
Williams Renault FW16B (1994) Engine 3493cc V10 renault R6
WILLIAMS SET
www.flickr.com/photos/45676495@N05/sets/72157625654743134...
1994 Drivers:
# 0 Damon Hill
# 2 Ayrton Senna
# 2 Nigel Mansell
# 2 David Coulthard
Designed by Patrick Head and Adrian Newey for the 1994 season, with the major regulation changes that the FIA had introduced in the off-season, banning the electronic devices that had been used by the front running cars during the preceding two seasons.
The FW16 was a passive evolution of the FW15C that had preceded it. It featured revised bodywork, with a low profile engine cover and enclosed driveshaft and an anhedral rear wing lower element and a narrower nose. In addition to these changes it featured an innovative rear suspension wishbone design and an improved version of the Renault Sport Formula One engine (RS6). In addition it featured a fuel valve to enable the ability for mid race refuelling.
As in 1993 Damon Hill drove his car with a # 0 this time following the retirement of Alain Prost, The number 2 car was driven by Ayrton Senna, until his tragic death at Imola, after which it was shared between Nigel Mansell, when his Indycar commitments allowed and rookie driver David Coulthard.
Testing and early season revealed the car to be problematic, the car had a tendency of dynamically changing its handling balance (understeer/oversteer) for any given setup..
A design flaw was discovered in the car's frontal section and there were attempts to remedy this in time for the ill-fated third race, the 1994 San Marino Grand Prix. Various other alterations were made by Adrian Newey and Patrick Head to alleviate the car's handling problems. The first comprehensive set of modifications to widen this driveability window were introduced at Imola. These included a revised nose profile with the wings positioned slightly higher, new aerodynamic end plates which were slightly taller, a revised wheelbase and a re-shaped (white) cockpit surround. But Senna is reported to have said that the car actually felt worse.
We know all to well what happened in the race and it should also be noted that Roland Ratzenberger had also been killed the previous day in practice when his Simtek had hit a wall. His and Senna's accidents were the worst of several accidents that took place that weekend and were the first fatal accidents to occur during a Formula One race meeting in twelve years. They became a turning point in the safety of Formula One, prompting the implementation of new safety measures and the re-formation of the Grand Prix Drivers' Association
Following the Imola changes the car was again incrementally updated and labelled as FW16B by the German Grand Prix. This version featured a longer wheelbase, revised front and rear wing, shortened sidepods and the compulsory opened rear on the airbox and cowling in accordance with FIA regulations following the accidents at Imola. The shortened sidepods arose due to a necessity to use larger barge boards after the front wing endplate diffusers were banned.
Hill battled Schumacher for the drivers title, losing out by a single point with Williams retaining the Constructors championship.
1994 Results:
Damon Hill: 1st Spain, Britain, Belgium, italy, Portugal, Japan 2nd Brazil, Canada, france, Hungary, European (Jerez, Spain) 6th San Marino 8th Germany RET: Pacific (TI Circuit, Aida, Japan) Australia
Ayrton Senna: RET: Brazil, Pacific ACC: San Remo
David Coulthard: 2nd Portugal 4th Belgium 5th Canada, Britain, 6th Italy RET: Spain, Germany, Hungary
Nigel Mansell 1st Australia 4th Japan RET: France, European
Constructors
Williams Champions
Drivers Championship
Damon Hill 2nd 91 points
Diolch yn fawr am 68,832,546 o olygfeydd anhygoel, mwynhewch ac arhoswch yn ddiogel
Thank you 68,832,546 amazing views, enjoy and stay safe
Shot 19.10.2018 at Donington Park - the final week of the Donington Collection Ref 137-180
Ford Focus (3rd Gen Facelift) ST (2012-18) Engine 2261cc S4 Ecoboost
Registration Number AH 16 ALN
FORD (UK) SET
www.flickr.com/photos/45676495@N05/sets/72157623665118181...
The third generation Ford Focus was launched as a world car at the 2010 North American International Motor Show, as a 2012 model.a 4-door sedan and 5-door hatchback, the 5 door Estate making its debut a month later at Geneva. Designed under the tenure of CEO Alan Mulally and his "One Ford" plan, which aimed to leverage Ford's global resources into creating more competitive vehicles that could be sold globally in each segment with minimal changes.The Ford Focus Electric at the Consumer Electronics Show in 2011 to compete with the Nissan Leaf and the Chevrolet Volt and announced the hot hatch ST model at the Paris Motor Show in September 2010 It became the Worlds best selling car in 2012 and is manufactured at plants in Germany, USA, Thailand, ChinaTaiwan, Argentine and Russia.
The Ford Focus mid-cycle facelift (Mk 3.5) was debuted at the 2014 Geneva Motorshow Revisions made to the body were thinner and sharper headlights, a new trapezoidal grille, giving the car a more aggressive appearance
The new third-generation RS model was revealed at the 2015 Geneva Motor Show for the 2016 model year initially priced at around £31,000. Power comes from he new 2.3 EcoBoost from the Mustang updated to produce 350bhp driving all four wheels via Ford's all-new Torque-Vectoring All-Wheel-Drive system with a rear-drive unit designed by GKN, as well as upgraded suspension and brakes. Also the new Focus RS is be fitted with Drive Modes – including an industry-first Drift Mode that allows controlled oversteer drifts – and Launch Control. The RS will boast a model-specific aerodynamic package that helps to differentiate it from other Focus models. 2018 Focus RS was only available in 2 colors, Race Red and Nitrous Blue
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Shot 30.04.2017 in Donington Park,Car Park REF 125-300
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
Cor, a car! This absolute beauty of a 1975 Italian sports/tourer with some 'interesting' performance quirks (long gears, strokey flat 6 engine, likes to understeer but also oversteer at the same time) should hopefully make it onto one of fillman86's car submission videos, providing I actually get around to submitting it in the first place.
Look, I made something that wasn't '90s JDM; feel free to praise me for doing something different!!
Eh, who cares? Nobody is really bothered when I do trains so cars are probably even less interesting... the buses are just too superior I guess!
The Porsche 911 (pronounced Nine Eleven or German: Neunelf) is a two-door, 2+2 high performance sports car made since 1963 by Porsche AG of Stuttgart, Germany. It has a rear-mounted six cylinder boxer engine and all round independent suspension. It has undergone continuous development, though the basic concept has remained little changed. The engines were air-cooled until the introduction of the Type 996 in 1998, with Porsche's "993" series, produced in model years 1994-1998, being the last of the air-cooled Porsches.
The 911 has been modified by private teams and by the factory itself for racing, rallying, and other forms of automotive competition. It is among the most successful competition cars. In the mid-1970s, naturally aspirated 911 Carrera RSRs won major world championship sports car races such as Targa Florio, Daytona, Sebring, and Nürburgring, even against prototypes. The 911-derived 935 turbo also won the 24 Hours of Le Mans in 1979.
In the 1999 international poll for the award of Car of the Century, the 911 came fifth. It is one of two in the top five that had remained continuously in production (the original Beetle remained in production until 2003), and was until 1998 a successful surviving application of the air- (now water-) cooled opposed rear-engine layout pioneered by its ancestor, the Volkswagen Beetle. It is one of the oldest sports coupé nameplates still in production, and 820,000 had been sold by the car's 50th anniversary in 2013. "Around 150,000 911 cars from the model years 1964 to 1989 are still on the road today."
911 NOMENCLATURE
Although Porsche internally changes the headings for its models, all 911 models were and are currently sold as a "911". The headings below use Porsche's internal classifications:
Porsche 911 (1963–1989)
Porsche 930 (1975-1989) a turbo version of the original 911
Porsche 964 (1989–1994)
Porsche 993 (1995-1998)
Porsche 996 (1999-2004) all-new body and water-cooled engines
Porsche 997 (2005–2011)
Porsche 991 (2012–Present)
The series letter (A, B, C, etc.) is used by Porsche to indicate the revision for production cars. It often changes annually to reflect changes for the new model year. The first 911 models are the "A series", the first 993 cars are the "R series".
Not all of the Porsche 911 models ever produced are mentioned here. The listed models are notable for their role in the advancements in technology and their influence on other vehicles from Porsche.
Carrera: Also offered in upgrades of S and GTS. All models have cabriolet options.
Carrera 4: Also offered in upgrades of S and GTS. All models have cabriolet options.
Targa 4: Also offered in upgrades of S and GTS.
Turbo: Also offered in upgrades of S. All models have cabriolet options.
AIR-COOLED ENGINES (1963–1997)
PORSCHE 911 CLASSIC (1963–1989)
The 911 traces its roots to sketches drawn by Ferdinand "Butzi" Porsche in 1959. The Porsche 911 was developed as a more powerful, larger, more comfortable replacement for the Porsche 356, the company's first model. The new car made its public debut at the 1963 Frankfurt Motor Show (German: Internationale Automobil-Ausstellung). The car was developed with the proof-of-concept twin-fan Type 745 engine, and the car presented at the auto show had a non-operational mockup of the production single-fan 901 engine, receiving a working one in February 1964.
It originally was designated as the "Porsche 901" (901 being its internal project number). 82 cars were built as 901s. However, Peugeot protested on the grounds that in France it had exclusive rights to car names formed by three numbers with a zero in the middle. So, instead of selling the new model with another name in France, Porsche changed the name to 911. Internally, the cars' part numbers carried on the prefix 901 for years. Production began in September 1964, the first 911s reached the US in February 1965 with a price tag of US$6,500.
The earliest edition of the 911 had a 130 metric horsepower (96 kW; 128 hp) Type 901/01 flat-6 engine, in the "boxer" configuration like the 356, air-cooled and rear-mounted, displaced 1991 cc compared with the 356's four-cylinder, 1582 cc unit. The car had four seats although the rear seats were small, thus the car is usually called a 2+2 rather than a four-seater (the 356 was also a 2+2). It was mated to a four or five-speed manual "Type 901" transmission. The styling was largely by Ferdinand "Butzi" Porsche, son of Ferdinand "Ferry" Porsche. Erwin Komenda, the leader of the Porsche car body construction department, initially objected but later was also involved in the design.
The 356 came to the end of its production life in 1965, but there was still a market for a 4-cylinder car, particularly in the USA. The Porsche 912, introduced the same year, served as a direct replacement, offering the de-tuned version of 356 SC's 4-cylinder, 1582 cc, 90 hp (67 kW) boxer four Type 616/36 engine inside the 911 bodywork with Type 901 four speed transmission (5 speed was optional).
In 1966, Porsche introduced the more powerful 911S with Type 901/02 engine, the power raised to 160 PS (118 kW; 158 hp). Forged aluminum alloy wheels from Fuchs, in a distinctive 5-spoke design, were offered for the first time. In motor sport at the same time, the engine was developed into Type 901/20 installed in the mid-engined Porsche 904 and Porsche 906 with 210 PS (154 kW), as well as fuel injected Type 901/21 installed in 906 and 910 with 220 PS (160 kW).
In Aug. 1967, the A series went into production with dual brake circuits and widened (5.5J-15) wheels, and the previously standard gasoline-burning heater became optional. The Targa (meaning "plate" in Italian) version was introduced. The Targa had a stainless steel-clad roll bar, as Porsche had, at one point, thought that the U.S. National Highway Traffic Safety Administration (NHTSA) would outlaw fully open convertibles in the US, an important market for the 911. The name "Targa" came from the Targa Florio sports car road race in Sicily, Italy in which Porsche had several victories until 1973. The last win in the subsequently discontinued event was scored with a 911 Carrera RS against prototypes entered by Ferrari and Alfa Romeo. The road going Targa was equipped with a removable roof panel and a removable plastic rear window (although a fixed glass version was offered from 1968).
The 110 PS (81 kW; 108 hp) 911T was also launched in 1967 with Type 901/03 engine. The 130 PS (96 kW; 128 hp) model was renamed the 911L with Type 901/06 engine and ventilated front disc brakes. The brakes had been introduced on the previous 911S. The 911R with 901/22 engine had a limited production (20 in all), as this was a lightweight racing version with thin fiberglass reinforced plastic doors, a magnesium crankcase, twin overhead camshafts, and a power output of 210 PS (154 kW).
The B series went into production in Aug. 1968 that replaced the 911L model with 911E with fuel injection, and remained in production until July 1969. 911E gained 185/70VR15 tires and 6J-15 wheels.
The C series was introduced in Aug. 1969 with enlarged 2.2 L engine (84 mm bore x 66 mm stroke). The wheelbase for all 911 and 912 models was increased from 2211 to 2268 mm, to help remedy to the cars' nervous handling at the limit. The overall length of the car did not change, but the rear wheels were relocated further back. Fuel injection arrived for the 911S (901/10 engine) and for a new middle model, 911E (901/09 engine). A semi-automatic Sportomatic model, composed of a torque converter, an automatic clutch, and the four-speed transmission was added. It was canceled after the 1980 model year partly because of the elimination of a forward gear to make it a three-speed.
The D series was produced from Aug. 1970 to July 1971. The 2.2 L 911E (C and D series) had lower power output of the 911/01 engine (155 PS (114 kW; 153 hp) at 6200 rpm) compared to the 911S's Type 911/02 (180 PS (132 kW; 178 hp) at 6500 rpm), but 911E was quicker in acceleration up to 160 km/h (100 mph).
The E series for 1972–1973 model years (Aug. 1971 to July 1972 production) consisted of the same models, but with a new, larger 2341 cc engine. This is universally known as the "2.4 L" engine, despite its displacement being closer to 2.3 litres. The 911E (Type 911/52 engine) and 911S (Type 911/53) used Bosch (Kugelfischer) mechanical fuel injection (MFI) in all markets. For 1972 the 911T (Type 911/57) was carbureted, except in the U.S. and some Asian markets where the 911T also came with (MFI) mechanical fuel injection (Type 911/51 engine) with power increase over European models (130HP) to 140 HP, commonly known as a 911T/E.
With the power and torque increases, the 2.4 L cars also got a newer, stronger transmission, identified by its Porsche type number 915. Derived from the transmission in the Porsche 908 race car, the 915 did away with the 901 transmission's "dog-leg" style first gear arrangement, opting for a traditional H pattern with first gear up to the left, second gear underneath first, etc. The E series had the unusual oil filler behind the right side door, with the dry sump oil tank relocated from behind the right rear wheel to the front of it in an attempt to move the center of gravity slightly forward for better handling. For this reason it's commonly called an "Oil Klapper", "Ölklappe" or "Vierte Tür". This rare 1972 911 is considered highly collectable.
The F series (Aug. 1972 to July 1973 production) moved the oil tank back to the original behind-the-wheel location. This change was in response to complaints that gas-station attendants often filled gasoline into the oil tank. In January, 1973, US 911Ts were switched to the new K-Jetronic CIS (Continuous Fuel Injection) system from Bosch on Type 911/91 engine.
911S models also gained a small spoiler under the front bumper to improve high-speed stability. The cars weighed 1050 kg. The 911 ST was produced in small numbers for racing (the production run for the ST lasted from 1970 to 1971). The cars were available with engines of either 2466 cc or 2494 cc, producing 270 PS (199 kW; 266 hp) at 8000 rpm. Weight was down to 960 kg. The cars had success at the Daytona 6 Hours, the Sebring 12 Hours, the 1000 km Nürburgring, and the Targa Florio.
911 CARRERA RS (1973 AND 1974)
These models are sometimes considered by enthusiasts to be the most "classic" 911s. RS stands for Rennsport in German, meaning race sport. The Carrera name was reintroduced from the 356 Carrera which had itself been named after Porsche's class victories in the Carrera Panamericana races in Mexico in the 1950s. The RS was built to meet motorsport homologation requirements. Compared to a standard 911S, the Carrera 2.7 RS had a larger engine (2687 cc) developing 210 PS (150 kW; 210 hp) with Bosch (Kugelfischer) mechanical fuel injection, revised and stiffened suspension, a "ducktail" rear spoiler, larger brakes, wider rear wheels and rear fenders. In RS Touring form it weighed 1075 kg, in Sport Lightweight form it was about 100 kg lighter, the saving coming from thin gauge steel used for parts of the body shell and also the use of thinner glass. In total, 1,580 were made, and qualified for the FIA Group 4 class. 49 Carrera RS cars were built with 2808 cc engines producing 300 PS (221 kW).
For the 1974 IROC Championship (which started in Dec. 1973), 1973 Carrera RSR models were fitted with the 3.0 engine and a flat "whale tail" in place of the ducktail spoiler.
In 1974, Porsche created the Carrera RS 3.0 with mechanical fuel injection producing 230 PS (169 kW). Its price was almost twice that of the 2.7 RS, but it offered racing capability. The chassis was largely similar to that of the 1973 Carrera RSR and the brake system was from the Porsche 917. The use of thinner metal plate panels and a spartan interior enabled its weight to be reduced to around 900 kg.
The Carrera RSR 3.0 was sold to racing teams and scored wins in several major sports car races of the mid-1970s. Also, a prototype Carrera RSR Turbo (with 2.1 L engine due to a 1.4x equivalency formula) came second at the 24 Hours of Le Mans in 1974 and won several major races, a significant event in that its engine would form the basis of many future Porsche attempts in sports car racing. This, and the earlier Porsche 917, was Porsche's commitment to turbocharger applications in its cars.
911 AND 911S 2.7 (1973–1977)
Model year 1974 (G Series. Aug. 1973 to July 1974 production) saw three significant changes. First, the engine size was increased to 2687 cc achieving higher torque. Second, new impact bumpers conformed with low-speed protection requirements of US regulations. Thirdly, the use of K-Jetronic CIS Bosch fuel injection in two of the three models in the line up— the 911 and 911S models, retaining the narrow rear arches of the old 2.4, now had a 2.7-litre engine producing 150 PS (110 kW; 150 hp) and 175 PS (129 kW; 173 hp), respectively.
Carrera 2.7 MFI AND CIS (1974–1976)
The Carrera 2.7 model built for all markets, except for the United States, used the 210 PS (150 kW; 210 hp) RS 911/83 engine with Bosch mechanical fuel injection pump from the 1973 Carrera RS. These Carrera 2.7 MFI models were built from 1974 until 1976 and were mechanically identical to the 1973 Carrera RS. The Carrera 2.7 model produced for the North American markets, often referred to as the Carrera 2.7 CIS, was powered by the same 2.7 litre engine as the 911S which produced 175 PS (129 kW; 173 hp). The initial Carrera 2.7 models had the same welded-on rear RS flares, before switching to the SC stamped style rear flares during the middle of the 1974 production year. The Carrera 2.7 coupés weighed in at 1075 kg, the same weight as the 1973 Carrera RS Touring.
For the 1974 model year, the Carrera 2.7 was available with the "ducktail "rear spoiler first introduced with the 1973 Carrera RS. In the North American markets the ducktail was standard equipment for the Carrera. All other markets the ducktail was optional, except or the home German market where the ducktail had been outlawed by the TÜV road homologation department. This led to the introduction of the whale tail rear spoiler, available as an option on the 1974-75 Carrera 2.7 models, as well as the newly introduced Porsche 930 Turbo.
The Carrera 2.7 was replaced by the Carrera 3.0 for the 1976 model, except for a special run of 113 1976 Carrera 2.7 MFI coupés were built for the German market featuring the 911/83 RS engine, with an additional 20 narrow-bodied 1976 Carrera MFI 2.7 Targas being supplied to the Belgian Gendarmerie. The 1976 Carrera 2.7 MFI Sondermodells were the last mechanically fuel injected 911 produced by Porsche, and still featured the 1973 RS engine.
912E (1976)
For the 1976 model year, the 912E was produced for the U.S. market. This was 4-cylinder version of the 911 in the same manner as the 912 that had last been produced in 1969. It used the I-series chassis powered by the Volkswagen 2.0 engine also used the Porsche 914. 2,099 units were produced. The 912E was replaced by the front-engine Porsche 924 for the 1977 model year.
CARRERA 3.0 (1976–1977)
For the 1976 model year, Porsche introduced the Carrera 3.0 with wide rear flares, optional whaletail, and a variety of other luxury options. It was available in all markets except North America. The Carrera 3.0 was fitted with a variation of the 930 Turbo's 2994 cc engine (minus the turbocharger). The engine (dubbed the 930/02) featured K-Jetronic CIS. It developed 200 PS (150 kW; 200 hp) in contrast to the older Carrera 2.7 MFI model's 210 PS (150 kW; 210 hp). The crankcase and gearbox housing were made of aluminium rather than magnesium for extra durability.
The new engine, which featured bigger intake and exhaust valves, produced greater torque allowing the Carrera 3.0 to achieve the same performance as the previous Carrera 2.7, 0-100 km/h (0-62 mph) in 6.1 seconds and 0-200 km/h in 27 seconds. Both versions boasted a top speed of approximately 236 km/h (147 mph).
Weight increased marginally by 45 kg to 1120 kg.
The 911 Carrera 3.0 was produced in both targa (1,125 examples produced) and coupé (2,566) versions. The Carrera 3.0 was available with manual gearbox (type 915) with 4 or 5 speeds as well as 3-speed automatic transmission (called the Sportomatic). Production totals were 3,691 manual cars and 58 Sportomatics.
930 TURBO AND TURBO CARRERA 3.0-LITRE (1975–1977)
For the 1975 model year, Porsche introduced the first production turbocharged 911. Although called the 930 Turbo (930 being its internal type number) in Europe, it was marketed as the 930 Turbo Carrera in North America. The body shape incorporated wide wheel-arches to accommodate the wide tires, and a large rear spoiler often known as a "whale tail" on the early cars (modified from the original 1974 IROC design). They were initially fitted with a 3.0-litre engine 260 PS (190 kW; 260 hp) and four-speed gearbox.
Production of the first 400 units qualified the 930 for FIA Group 4 competition, with the racing version called the Porsche 934 of 1976. They participated at Le Mans and other races including battles with the BMW 3.0 CSL "Batmobile". The FIA Group 5 version called Porsche 935 evolved from the 934. Fitted with a slope nose, the 500+ PS car was campaigned in 1976 by the factory, winning the world championship title. Private teams went on to win many races, like Le Mans in 1979, and continued to compete successfully with the car well into the 1980s until the FIA and IMSA rules were changed.
930 TURBO 3.3-LITRE (1978–1989)
For the 1978 model year, Porsche revised the 930 with a larger 3.3-litre turbocharged engine with intercooler that produced 300 PS (220 kW; 300 hp). To fit the intercooler a newly designed "tea-tray" tail replaced the earlier whale tail. Porsche dropped the "Carrera" nomenclature for the North American markets and simply call it the Porsche Turbo worldwide. The larger engine helped reduce some of the turbo lag inherent in the earlier version.
Only in 1989, its last year of production, was the 930 equipped with a five-speed gearbox. The 930 was replaced in 1990 with a 964 version featuring the same 3.3 L engine. There have been turbocharged variants of each subsequent generation of 911.
911SC (1978–1983)
In 1978, Porsche introduced the new version of the 911, called the '911SC'. Porsche reintroduced the SC designation for the first time since the 356SC (as distinguished from the race engined 356 Carrera). There was no Carrera version of the 911SC. The "SC" stands for "Super Carrera". It featured a 3.0-litre engine with Bosch K-Jetronic fuel injection and a 5-speed 915 transmission. Originally power output was 180 bhp, later 188 bhp and then in 1981 it was increased to 204 bhp. In 1981 a Cabriolet concept car was introduced at the Frankfurt Motor Show. The convertible body design also featured four-wheel drive, although this was dropped in the production version. The first 911 Cabriolet debuted in late 1982, as a 1983 model. This was Porsche's first cabriolet since the 356 of the mid-1960s. A total of 4,214 were sold in its introductory year, despite its premium price relative to the open-top targa. Cabriolet versions of the 911 have been offered ever since.
In 1979, Porsche had made plans to replace the 911 with their new 928. Sales of the 911 remained so strong however, that Porsche revised its strategy and decided to inject new life into the 911 editions. 911 SC sales totaled 58,914 cars.
Peter W. Schutz (CEO Porsche AG 1981–1987) wrote:
The decision to keep the 911 in the product line occurred one afternoon in the office of Dr. Helmuth Bott de:Helmuth Bott, the Porsche operating board member responsible for all engineering and development. I noticed a chart on the wall of Professor Bott's office. It depicted the ongoing development schedules for the three primary Porsche product lines: 944, 928 and 911. Two of them stretched far into the future, but the 911 program stopped at the end of 1981. I remember rising from my chair, walking over to the chart, taking a black marker pen, and extending the 911 program bar clean off the chart. I am sure I heard a silent cheer from Professor Bott, and I knew I had done the right thing. The Porsche 911, the company icon, had been saved, and I believe the company was saved with it.
CARRERA 3.2 (1984–1989)
The replacement for the SC series came in 1984 named 911 3.2 Carrera, reviving the Carrera name for the first time since 1977. This was the last iteration in the original 911 series, with all subsequent models featuring new body styling with new brake, electronic and suspension technologies.
A new higher-displacement motor, a 3.2-litre horizontally opposed flat 6-cylinder, was utilized. At the time Porsche claimed it was 80% new. The new swept volume of 3164 cc was achieved using the 95 mm bore (from the previous SC model) combined with the 1978 Turbo 3.3 crankshaft's 74.4 mm stroke. In addition, higher domed pistons increased the compression ratio from 9.8 to 10.3:1 (9.5:1 for the US market). New inlet manifold and exhaust systems were fitted. The 915 transmission was carried over from the SC series for the first three model years. In 1987, the Carrera got a new five-speed gearbox sourced from Getrag, model number G50 with proven BorgWarner synchronizers. This slightly heavier version also featured a hydraulically operated clutch.
With the new engine, power was increased to 207 bhp (154 kW; 210 PS) (@ 5900 rpm) for North American-delivered cars and to 231 bhp (172 kW; 234 PS) (@ 5900 rpm) for most other markets. This version of the 911 accelerated 0–60 mph (100 km/h) in 5.4 seconds and had a top speed of 150 mph (242 km/h) as measured by Autocar. Factory times were more modest: 0–60 mph time of 6.3 seconds for the US version and 6.1 seconds for cars outside the American market.
The brake discs were increased in size to aid in more effective heat dissipation and improved oil-fed chain tensioners were fitted to the engine. To improve oil cooling, a finned cooler replaced the serpentine lines in the front passenger fender well. This was further improved in 1987, with the addition of a thermostatically controlled fan.
Driving refinement and motor reliability were improved with an upgrade of the fuel and ignition control components to an L-Jetronic with Bosch Motronics 2 DME (Digital Motor Electronics system). An improvement in fuel-efficiency was due to the DME providing a petrol cut-off on the overrun. Changes in the fuel map and chip programming from October 1986 further improved the power to 217 bhp (162 kW; 220 PS) (@ 5900 rpm) for North American delivered cars as well as for other markets mandating low emissions, like Germany.
Three basic models were available – coupé, targa and cabriolet. The Carrera is almost indistinguishable from the SC with the external clue being the front fog lights that were integrated into the front valance. Only cosmetic changes were made during the production of the Carrera, with a redesigned dash featuring larger air conditioning vents appearing in 1986.
In 1984, Porsche also introduced the M491 option. Officially called the Supersport in the UK, it was commonly known as the "Turbo-look". It was a style that resembled the Porsche 930 Turbo with wide wheel arches and the distinctive "tea tray" tail. It featured the stiffer turbo suspension and the superior turbo braking system as well as the wider turbo wheels. Sales of the Supersport were high for its first two years in the United States because the desirable 930 was not available.
The 911 Carrera Club Sport (CS) (option M637), 340 of which were produced from August 1987 to September 1989, is a reduced weight version of the standard Carrera that, with engine and suspension modifications, was purpose built for club racing. The CS had a blueprinted engine with hollow intake valves and a higher rev limit, deletion of: all power options, sunroof (except one unit), air conditioning (except two unit), radio, rear seat, undercoating, sound insulation, rear wiper, door pocket lids, fog lamps, front hood locking mechanism, engine and luggage compartment lights, lockable wheel nuts and even the rear lid "Carrera" logo, all in order to save an estimated 70 kg in weight. With the exception of CSs delivered to the UK, all are identifiable by the "CS Club Sport" decal on the left front fender and came in a variety of colors, some special ordered. Some U.S. CS's did not have the decal installed by the dealer; however, all CS's have a "SP" stamp on the crankcase and cylinder head. The UK CS's were all "Grand Prix White" with a red "Carrera CS" decal on each side of the car and red wheels. Although the CS was well received by the club racers, because it cost more than the stock 911, but had fewer comfort features. According to Porsche Club of America and Porsche Club Great Britain CS Registers, 21 are documented as delivered to the U.S. in 1988 with 7 in 1989, one to Canada in 1988 and 53 to the United Kingdom from 1987 to 1989.
For 1989, Porsche produced the 25th Anniversary Special Edition model to mark the 25th year of 911 production. The 1989 Porsche brochure lists production of 500 U.S. market cars, of which 300 were coupés (240 in silver metallic paint and 60 in satin black metallic, and 200 cabriolet models (160 in silver and 40 in black). All had "silk grey" leather with black accent piping and silk grey velour carpeting. Included were body color Fuchs wheels in 6x16 (front) and 8x16 (rear), stitched leather console with an outside temperature gauge and a CD or cassette holder, a limited slip differential, and a short shifting gear lever, as well as small bronze "25th Anniversary Special Edition" badges
According to the manufacturer, around 150,000 911 cars from the model years 1964 to 1989 are still on the road today.
The 911 Speedster (option M503), a low-roof version of the Cabriolet which was evocative of the Porsche 356 Speedster of the 1950s, was produced in limited numbers (2,104) starting in January 1989 until July 1989 as both a narrow body car and a Turbo-look. The narrow version production was 171. The Speedster started as a design under Helmuth Bott in 1983 but was not manufactured until six years later. It was a two-seat convertible that featured a low swept windshield.
Total production of the 911 3.2 Carrera series was 76,473 cars (35,670 coupé, 19,987 cabrio, 18,468 targa).
964 SERIES (1989–1993)
In late-1989, the 911 underwent a major evolution with the introduction of the Type 964. With technologies from the 959 model, this would be an important car for Porsche, since the world economy was undergoing recession and the company could not rely on its image alone. It was launched as the Carrera 4, the "4" indicating four-wheel-drive, demonstrating the company's commitment to engineering. Drag coefficient was down to 0.32. A rear spoiler deployed at high speed, preserving the purity of line when the vehicle was at rest. The chassis was redesigned overall. Coil springs, ABS brakes and power steering made their debut. The engine was increased in size to 3600 cc and developed 250 PS (184 kW). The rear-wheel-drive version, the Carrera 2, arrived a year later.
The 964 incarnation of the 911 Turbo returned in 1990 after an absence from the price lists. At first it used a refined version of the 3.3 L engine of the previous Turbo, but two years later a turbo engine based on the 3.6 L engine of the other 964 models was introduced.
In 1990, Porsche introduced the ahead-of-its-time Tiptronic automatic transmission in the 964 Carrera 2, featuring adaptive electronic management and full manual control. The 964 was one of the first cars in the world offered with dual airbags standard (from 1991), the first being the Porsche 944 Turbo (from 1987).
In 1992, Porsche re-introduced a limited-edition RS model, inspired by the 1973 Carrera RS and emissions-legal in Europe only. In 1993, appeals from American customers resulted in Porsche developing the RS America of which 701 were built. In 1994, the RS America returned with rear seats. A total of 84 RSA's were made in 1994. However, while European RS was a homologation special, RS America was an option delete variant of the regular model. The RS 3.8 of 1993 had Turbo-style bodywork, a larger fixed whale tail in place of the movable rear spoiler, and a 300 PS (221 kW) 3746 cc engine.
Since the RS/RS America was intended as a no-frills, higher performance version of the 964, there were four factory options available: a limited-slip differential, AM/FM cassette stereo, air conditioning, and a sunroof. The interior was more basic than a standard 911 as well; for example the interior door panels lacked the armrests and door pockets and had a simple pull strap for the opening mechanism. Although the RS America was about $10,000 cheaper than a fully equipped C2 at the time of their production, these models now command a premium price on the used market over a standard 964 (RS Europe was about $20,000 more expensive than a C2).
964 Turbo (1990–1994)
In 1990 Porsche introduced a Turbo version of the 964 series. This car is sometimes mistakenly called 965 (this type number actually referred to a stillborn project that would have been a hi-tech turbocharged car in the vein of the 959). For the 1991 through 1993 model years, Porsche produced the 964 Turbo with the 930's proven 3.3 L engine, improved to produce 320 PS (235 kW). 1994 brought the Carrera 2/4's 3.6 L engine, now in turbo-charged form and sending a staggering 360 PS (265 kW) to the rear wheels. With the 993 on the way, this car was produced through 1994 and remains rather rare.
993 Series (1994–mid 1998)
The 911 was again revised for model year 1994 under the internal name Type 993. This car was significant as it was the final incarnation of the air-cooled 911 first introduced in 1964. Most enthusiasts and collectors consider the 993 to be the best of the 911 series. As Car & Driver noted, "Porsche's version of the Goldilocks tale is the 993-generation 911, the one many Porschephiles agree that the company got just right," with an "ideal blend of technology and classic 911 air-cooled heritage."
The exterior featured all-new front and rear ends. The revised bodywork was smoother, having a noticeably more aerodynamic front end somewhat reminiscent of the 959. Styling was by Englishman Tony Hatter under the supervision of design chief Harm Lagaay and completed in 1991.
Along with the revised bodywork, mechanically the 993 also featured an all-new multilink rear suspension that improved the car's ride and handling. This rear suspension was largely derived from the stillborn Porsche 989's rear multilink design, and served to rectify the problems with earlier models' tendency to oversteer if the throttle or brakes were applied mid-corner. These modifications also reduced previous 911's lift-off oversteer problems to a much more moderate degree.
The new suspension, along with chassis refinements, enabled the car to keep up dynamically with the competition. Engine capacity remained at 3.6 L, but power rose to 272 PS (200 kW / 268 BHP) thanks to better engine management and exhaust design, and beginning with model year 1996 to 286 PS (210 kW / 281 BHP). The 993 was the first Porsche to debut variable-length intake runners with the "Variocam" system on 1996 models. This addressed the inherent compromise between high-rpm power production and low-rpm torque production, and was one of the first of its kind to be employed on production vehicles. However, the Varioram version with its ODB II had issues with carbon deposits, resulting in failed smog tests. This caused expensive repairs, and made comparisons with the 1995 car (with OBD I and just 12 hp less) inevitable. Meanwhile, a new four-wheel-drive system was introduced as an option in the form of the Carrera 4, the rear-wheel-drive versions simply being called Carrera or C2. A lightweight RS 993 had a 3.8 L engine with 300 PS (221 kW / 296 BHP), and was only rear-wheel drive.
Non-turbo models appeared that used the Turbo's wide bodyshell and some other components (the Carrera 4S and later the Carrera S) but not the large tack-on Turbo "hibachi" spoiler. "The Carrera S series (C2S) from 1997 thru 1998 is (according to most Porsche enthusiasts) the most highly sought after version of the 993."
The Targa open-topped model also made a return, this time with a large glass roof that slid under the rear window. The expensive air-cooled 993 Targa had a limited release between 1996 and 1998. [Production numbers: 1996: US/Can: 462 ROW: 1980, 1997: US/Can: 567 ROW: 1276, 1998: US/Can: 122 (100 Tiptronic / 22 Manual)]
As an investment, the 1997 and 1998 C2S version has proven the most desirable (apart from even rarer models such as the RS and Turbo S). "Many find that they are the best looking 911 there is and used prices have always seemed to reflect this. They command a hefty premium in today's market and the very best example wide body cars can be priced more than the higher mileage Turbos." Of the widebody 993 series, "The purists will want 2 wheel drive and nothing else will do." Similarly, purists will insist upon the manual transmission over the automatic "Tiptronic" version; this is even more true in the case of the 993 as compared with other models, because Porsche 993s were the first production model (apart from the 959 supercar) to feature a 6-speed manual transmission. The C2S wide-body 993s are in scarce supply, with none built in 1995 or 1996, and just 759 units made for North America in 1997, with a final supply of 993 in 1998, for a total of 1,752 C2S examples overall.
993 TURBO (1995–1997)
A Turbo version of the 993 was launched in 1995 and became the first standard production Porsche with twin turbochargers and the first 911 Turbo to be equipped with permanent all-wheel-drive (the homologated GT2 retained RWD). The similarity in specification and in performance levels inspired several comparison road tests with the Porsche 959. The 3.6 L twin turbo M64/60 engine produced 408 PS (300 kW / 402 BHP).
In 1997, Porsche introduced a limited run of 183 copies of the 993 911 Turbo S with 24 PS (17.7 kW) over the regular Turbo's 400 PS (294 kW). Features include a scoop on the side right behind the doors for engine cooling and vents on the whale tail rear spoiler.
WATER-COOLED ENGINES (1998–PRESENT)
996 SERIES (1998/9–2004)
The water-cooled Type 996 replaced the air-cooled mechanism used in the 911 for 34 years. This was also the first major re-design to the body shell. The 996 styling shared its front end with Porsche's mid engined Boxster. Pinky Lai's work on exterior won international design awards between 1997 and 2003.
The Carrera model had a 0.30 coefficient of drag. The interior was criticized for its plainness and its lack of relationship to prior 911 interiors, although this came largely from owners of older 911s.
The Type 996 spawned over a dozen variations, including all-wheel-drive Carrera 4 and Carrera 4S (which had a 'Turbo look') models, the club racing-oriented GT3, and the forced-induction 996 Turbo and GT2. The Turbo, four-wheel-drive and twin-turbo, often made appearances in magazines' lists of the best cars on sale.
The Carrera and Carrera 4 underwent revisions for model year 2002, receiving clear lens front and rear indicator lights which were first seen on the Turbo version two years earlier. This allowed the 911 to be more distinguishable from the Boxster. A mildly revised front fascia was also introduced, though the basic architecture remained.
Engine displacement was 3.4 L and power 300 PS (221 kW) featuring dry sump technology and variable valve timing, increased in 2002 to 3.6 L and 320 PS (235 kW).
The roof system on the convertible transformed the car from a coupé to a roadster in 19 seconds. The car is equipped with a rear spoiler that raises at speeds over 120 km/h. It can also be raised manually by means of an electric switch.
Starting from the models with water-cooled engines, 911 Carreras do not come with rear limited-slip differential, except the 40th Anniversary 911, GT2, GT3 and Turbo. The exception would be for MY1999 where the limited-slip differential was available as option code 220.
996 GT3 (1999–2004)
Porsche released a road version GT3 version of the 996 series which was derived from the company's racing GT3. Simply called GT3, the car featured lightweight materials including thinner windows. The GT3 was a lighter and more focused design with the emphasis on handling and performance. The suspension ride height was lowered and tuned for responsiveness over compliance and comfort. These revisions improved handling and steering. Of more significance was the engine used in the GT3. Instead of using a version of the water-cooled units found in other 996s, the naturally aspirated engine was derived from the Porsche 911 GT1 '98 sports-prototype racing car and featured lightweight materials which enabled the engine to rotate at high speeds.
The engine was a naturally aspirated 3600 cc flat-six (F6) rather than either engine from the pre-facelift and revised Carrera. It produced 360 bhp (268 kW; 365 PS) at first and later improved to 381 bhp (284 kW; 386 PS) at the end of the 996 series' revision.
The GT3 did not feature rear seats.
996 TURBO (2001–2005)
In 2000, Porsche launched the Turbo version of the Type 996 for MY 2001. Like the GT3, the new Turbo engine derived from the 911 GT1 engine and, like its predecessor, featured twin-turbos and now developed 420 PS (309 kW). Also like its predecessor the new Turbo was only available with all-wheel drive. In 2002, a US$17,000 factory option, the X50 package, was available that boosted the engine output to 450 PS (331 kW) with 620 N·m (457 lb·ftf) of torque across a wide section of the power band. With the X50 package in place the car could make 0–100 km/h in 3.91 seconds. Later on toward the end of the 996 life cycle, a 996 Turbo S coupé also returned to the US along with a new debut of the Turbo S Cabriolet boasting even more power - 450 PS (331 kW) and 620 N·m (457 lb·ftf) - than the regular Turbo. The Turbo can reach a top speed of 189 mph (304 km/h).
The styling was more individual than previous Turbos. Along with the traditional wider rear wings, the 996 Turbo had different front lights and bumpers when compared to the Carrera and Carrera 4. The rear bumper had air vents that were reminiscent of those on the Porsche 959 and there were large vents on the front bumper, which have been copied on the Carrera 4S and Cayenne Turbo.
Most important of all, the Styling of 996 Turbo was done, for the first time (1997) in the company history and in the car design field, with the help of Computer Aided Styling. Practically a digital Styling model existed before the full size clay model, and 99% of the Styling changes were done on the digital model and then the clay model would be milled (CNC) in order to present to the top management for approval.
997 SERIES (2005–2012)
In 2005, the 911 was revised and the 996's replacement, the 997, was unveiled. The 997 keeps the basic profile of the 996, bringing the drag coefficient down to 0.28, but draws on the 993 for detailing. In addition, the new headlights revert to the original bug-eye design, drifting from the teardrop scheme of the 996. Its interior is also similarly revised, with strong links to the earlier 911 interiors while at the same time looking fresh and modern. The 997 shares less than a third of its parts with the outgoing 996, but is still technically similar to it.
Initially, two versions of the 997 were introduced - the rear-wheel-drive Carrera and Carrera S. While the base 997 Carrera produced 325 PS (239 kW) from its 3.6 L Flat 6, a more powerful 3.8 L 355 PS (261 kW) Flat 6 powers the Carrera S.
In late 2005, Porsche announced the all-wheel-drive versions to the 997 lineup. Carrera 4 models (both Carrera 4 and Carrera 4S) were announced as 2006 models. Both Carrera 4 models are wider than their rear-wheel-drive counterparts by 32 mm to cover wider rear tires. 0–60 mph (97 km/h) for a base Carrera 4 with the 325 PS (239 kW; 321 hp) engine was reported at 4.5 seconds according to Edmunds.com. The 0–100 km/h acceleration for the Carrera S with the 355 PS (261 kW; 350 hp) was noted to be as fast as 4.2 seconds in a recent Motor Trend comparison, and Road & Track has timed it at 3.8 seconds.
WIKIPEDIA
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.
Goodwood Ref: 22-128
Shot at The Goodwood Festival of Speed 01:07:2011 Ref: 76-308
Please do not forget to visit the Flag Counter on the link below to record a visit from your country. So far 53 countries (last new country Luxembourg and 32 US states last new State Michigan) Last new overseas visitor USA last new US state visitor California
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The 1972–1973 model years consisted of the same models of 911— the entry level T, the midrange E and the top of the line S. However, all models got a new, larger 2,341 cc (2.341 L; 142.9 cu in) engine. This is universally known as the "2.4L" engine, despite its displacement being closer to 2.3 litres— perhaps to emphasize the increase over the 2.2 L. The new power ratings for the T were 130 hp (97 kW), or 140 hp (104 kW) in the U.S., 165 hp (123 kW) for the E and 190 hp (142 kW) for the S.
The 911E and 911S used mechanical fuel injection (MFI) in all markets. The 911T was carbureted, except in the US where it also used MFI, which accounts for the 7 kW (9 hp) power difference between the two. In January, 1973, US 911Ts were switched to the new K-Jetronic CIS (Continuous Fuel Injection) system from Bosch. These CIS-powered cars are usually referred to as "1973.5" models by enthusiasts.
With the power and torque increases, the 2.4 L cars also got a newer, stronger transmission, identified by its Porsche type number 915. Derived from the transmission in the Porsche 908 race car, the 915 did away with the 901/911 transmission's "dog-leg" style first gear arrangement, opting for a traditional H pattern with first gear up to the left, second gear underneath first, etc. Some say this was because the dog-leg shift to second gear was inconvenient for city driving, other say it was due to Porsche’s desire to put 5th gear outside the main transmission housing where it could easily be changed for different races. The Sportomatic transmission was still available but only as a special order.
In 1972 a tremendous effort was made to improve the handling of the 911. Due to the 911's unusual engine placement (rear-mounted, with most of the vehicle's weight concentrated over the rear axle) early 911's were prone to oversteer when driven at the limit, and could easily spin in the hands of an inexperienced driver. In an attempt to remedy this, Porsche relocated the oil tank from its position behind the right rear wheel to in front of it. This had the effect of moving the weight of almost 8.5 l (9 US quarts) of oil from outside the wheelbase to inside, improving weight distribution and thus, handling. To facilitate filling of the oil tank, Porsche installed an oil filler door (much like the fuel filler door on the left front fender) on the right rear quarter panel. Unfortunately, this unique design was scrapped after only one year, some say because inattentive gas station attendants were putting gas in the oil tank. The oil tank was subsequently moved back to its original position for model year 1973, and remained there until it was moved back within the wheelbase for the 964 models.
911S models also gained a discreet spoiler under the front bumper to improve high-speed stability. With the car's weight only 1050 kg (2315 lb), these are often regarded as the best classic mainstream 911s. For racing at this time, the 911 ST was produced in limited numbers (the production run for the ST only lasted from 1970 to 1971.) The cars were available with engines of either 2466 cc or 2492 cc, producing 270 PS (199 kW) at 8000 rpm. Weight was down to 960 kg (2166 lb). The cars had success at the Daytona 6 Hours, the Sebring 12 Hours, the 1000 km Nürburgring and the Targa Florio.
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
Without a doubt, the Alfa Romeo 4C is the most important Alfa Romeo for decades.
The upcoming 2014 Alfa Romeo 4C compact sports car recently made a trip to the Nurburgring and turned a very impressive best lap of 8:04 – making it one of the fastest production road car to ever lap the famed German road course while also ranking alongside some of the biggest names in the sports car world.
"Give me a track to play on, and I'd choose a 4C over any Ferrari" - AUTOCAR
It is at least 30 years since Alfa Romeo has built a car for real people that directly and affordably expresses its values. This is the 4C's mission and it is why it is so very significant.
Nothing about the fixed-head, two-seat 4C better underscores its seriousness than the fact that its chassis is an extremely rigid carbonfibre tub weighing just 65kg. This featherweight foundation, plus Alfa's use of a new, 22kg lighter, all-aluminium, direct-injection four-cylinder 1750 turbo engine - and a myriad more weight-saving features - mean that, parked in the street ready to go, a 4C weighs just 925kg. That's about the same as a Lotus Exige.
Given that the engine produces 240bhp at 6000rpm, plus 258lb ft of torque between 2100rpm and 4000rpm, its power-to-weight ratio of 259bhp per tonne is really something to crow about, matching that of many big-capacity supercars at more than twice the price and power.
Small wonder that the Alfa Romeo 4C can top 155mph and sprint 0-62mph in just 4.5sec, while returning an impressive 41.5mpg on the combined cycle. As our figures show, a basic Porsche Cayman costs a bit less and goes a bit faster, but doesn't accelerate as quickly and uses more fuel doing it.
More notably the carbon tub puts the 4C on a level - in chassis terms - with the likes of McLaren and Ferrari, yet the 4C will set you back just £45,000 when supplies start to flow at a rate of 3500 units a year before the year-end. Don't get your hopes up, mind. Only 1000 cars a year are earmarked for Europe, and about 200 of those for the UK. All 500 examples of the all-white launch edition have sold out already, and Britain's allocation of regular models for 2014 also all have names against them.
Still, if you can't buy yourself a 4C for a while, you can at least admire its specification. It is a very compact coupé with a transverse mid-engine layout, carrying 60 per cent of its weight over its driven rear wheels. It has a standard six-speed dual-clutch automatic gearbox with paddle shifters. The all-disc brakes are by Brembo; the discs are specially coated to improve both initial bite and feel.
The unique shape, created at Alfa's Turin-based Centro Stile, has been refined over many hours in the wind tunnel so that it has both negative lift at speed and a Cd of 0.35, a low figure considering downforce creates drag. Oh yes, and the steering is entirely unassisted, and its gearing is high enough to let you take 90 per cent of corners without shifting your hands from the wheel.
When you meet your first 4C, your impression of it goes through several phases on its way to a confirmed opinion. At first you think Lotus Exige, because it's diminutive (just four metres long), has a transverse four-cylinder engine, carries a great name on the nose and its price is in the Exige ballpark.
Then you'll notice a relationship in its haunch and rear air scoop shapes to a Ferrari F12. There's Lancia Stratos in it, too; check those side-window shapes, the semicircular windscreen base and the positioning of the screen pillars (and door hinges), unusually far back in the car. And all the time you're seeing echoes of the 8C Competizione, so influential on all modern Alfas.
Afterwards, someone starts the engine for the first time and drives the 4C up the road. You hear that potent exhaust bark (who says legal exhausts can't still inspire?) and the dramatic wastegate chirrup and chatter as the ignition cuts at the first gearchange.
That part is reminiscent of a current 1.6-litre rally car, also turbocharged, small-engined and very potent. Spend a day with the 4C as we did and you'll end up deciding it's an individual that draws influence from whatever's good, especially if its Italian, without owing too much to anyone.
More surprises inside. The driver's door opens to reveal a considerably higher sill than most cars, although not as obstructive as a Lotus Exige's, and made of carbonfibre, not extruded aluminium.
Put your leading foot as far down the footwell as you can, slide your backside down the well bolstered semi-race bucket seat (ours faced with pleasing Alcantara) and pull your second leg in around the door hinge, too far back for easy access but sensible in every other way. First thing you'll notice is lots of naked carbonfibre: that's the tub, undisguised.
The second is the simple, almost competition car aura of the interior: matt black everywhere and hard plastic on the dash, yet right for this car, from which driving purists can delete the air con and audio. The doors have simple leather pull-handles reminiscent of those in revered, stripped-out Porsche 911s of yore, and the floor covering is durable, not luxurious. This may not be quite what you were expecting, but its right for a car whose big objective is low weight.
There are wallet-like slots under the dash and between the seats for carrying things (plus a couple of the inevitable cup-holders safely out of view under your elbow) but this cabin is built for simplicity, not convenience.
A TFT screen ahead carries a large electronic tacho dial surrounded by essential info (speed, gear position, temp, fuel and - incongruously - day and date). This whole display changes shape and colour when you select the new-for-4C ‘Race’ position on the familiar DNA quadrant on the low centre console that lets you you configure throttle response, gearchange time and degree of chassis stability intrusion from four settings.
All you need do to start the engine is to put your foot on the brake (there are only two pedals, remember, plus an alloy-faced rest for your redundant clutch foot) and twist the key.
No hunting around the cockpit for starter buttons or posting plastic bricks into slots. Twist, and with no ceremony, no dashboard messages and no crowd-pleasing blip, the 4C's engine fires promptly and settles immediately into a typically four-cylinder idle. In a way, it's a bit shocking. There seems little soundproofing to speak of: you can hear the valve gear rustling away at close quarters in a way most manufacturers wouldn't allow.
But why not? This is a brand new Alfa engine, after all, and on a horsepower/litre basis it roundly beats some of the greatest race engines ever built. Blip the engine and it barks instantly and gruffly, as if fed by a pair of double Webers. Sounds like fun.
Reach down on to the abbreviated centre console and select the '1' button. That hooks up first gear and dictates that you'll need to change gears yourself via paddles. You could have chosen 'A/M' but that would have been self-shift mode. Apply a little throttle and the car moves off instantly, like an Elise or an Atom. Here's how you can know instantly, without the assistance of a weighbridge, that the Alfa Romeo 4C is a light car.
First is noisy and short, but the thrust is mighty. You need to be respectably quick on the right paddle because you'll close fast on the 6500rpm redline. The following gearchange itself is quick and smooth, mechanically speaking, and speeds up 30 per cent in Dynamic or Race, but the way the clutch system matches revs with speed is always exemplary. If you're expecting instantaneous, Ferrari-style controlled explosions as the cogs swap, you're not going to get them.
Performance and flexibility are this powertrain's forte. The exhaust note can be raucous and the combined racket of ignition-cut and wastegate whoop when you change gear is never peaceful, always inspiring. From outside, the car sounds amazing.
From inside, the quality's not quite the same, though it would always entertain me. Used to the full, the car feels properly quick, especially between 60 and 100mph where it seems to gain pace as rapidly as much bigger cars but without their big-cube effort. The engine's thrust doesn't grow beyond 5500rpm with quite the top-end shove you expect, but the truth is that in Dynamic or Race, using plenty of throttle and changing at 5500rpm, you'll be among the fastest cars on road or track.
Passing manoeuvres are special fun, because the car is compact and gains speed with so little effort. So is slingshotting out of slow bends: there's strong urge from 2000rpm which means almost any gear will do. And the noise is always great.
In countries like the UK, the 4C might seem a mite overgeared; it does close to 30mph per 1000rpm in top. Fortunately, it has the torque to carry it, and you can understand why Alfa has gone down that route; the car would be more frantic with ratios closed up by lower overall gearing.
Inevitably, Alfa has had some complaints about both its choice of a DCT gearbox (why not a stick shift?) and a small-capacity turbo four-cylinder engine (why not a creamy V6?) but the car's performance answers both of these pretty convincingly.
The 1750 engine delivers a unique form of sound and thrust consistent with its lightweight targets. The DCT, as many a manufacturer knows, is the 'box that 90 per cent of owners would choose if it offered both; why spend millions engineering something that few will buy?
Thanks to the lightness, the wide track, the chassis rigidity, the low centre of gravity and lack of overhangs - plus all-independent suspension and the fact that a bunch of hard-driving Italian engineers have given it death in places like Alfa’s famous Balocco test track - the 4C’s roadholding and ride quality are just brilliant. The car will understeer a little near the limit, but getting it to oversteer is a helluva job.
We tried repeatedly, and were rewarded, once for a second, with a brief and reluctant tail wag. Meanwhile, the car rides with a Lotus-like serenity and composure: firm but amazingly flat and perfectly damped. Comfort is likely to be impressive even on gnarly UK roads.
This is one of those cars that doesn't need huge rubber hoops to deliver grip, although our test car was admittedly on the optional tyre pack, 205/40 ZR18s in front and 235/35 ZR19s on the back. The standard wheels are 17in front, 18in rear. On whichever, this light car and its fancy Brembo brakes can stop from 100km/h in just 35 metres, a performance that eludes any heavy supercar.
The unassisted steering takes some getting used to, but becomes one of the 4C's principal virtues. At standstill, you have to re-learn the experience of supplying muscle; it feels weird. But at 2mph and all speed thereafter it's fine. It loads more than power-assist systems as cornering speeds rise, but you feel much more of the road.
At sane speeds (under 100mph) it's superbly stable. Above that, you have to remember - again, as you used to in the unassisted breed of early Porsche 911 - not to chase small steering corrections. The car simply ‘walks’ a little on uneven surfaces, taken very fast. Let it want, and it'll track like an arrow.
This 4C is an excellent driver's car, although it won't suit everyone. It has a few flaws. Some will say a Porsche Cayman is more ‘grown-up’ and ‘finished’, and they are right. It is certainly more of a car that you could easily drive to work.
But, put frankly, two hundred Britons a year will not care a damn. They will not be thinking about Porsches. They will be Alfa 4C owners, and they will have discovered one of those cars - and at only £45,000 - that truly stands apart from the rest.
Before you sink your teeth into it all the detail I will leave you with the key stats that show this car has the raw appeal to match its sex appeal.
Alfa Romeo 4C key stats
Engine: 1750cc, aluminium, 4 cylinders, turbocharged
Power: 177kW/240hp @ 6000rpm
Torque: 350Nm, 2200–4250rpm
Transmission: 6-speed dual clutch Alfa TCT
Chassis: Carbon fibre monocoque
Suspension: Front, double wishbone; Rear, evolved MacPherson
Tyres: Front, 205/45 R17; Rear, 235/40 R18
Steering: Rack and pinion
Weight: 895kg (unladen)
0-100km/h: 4.5 seconds
100–0km/h: 36 metres
Top speed: 258km/h
Photographed at Silverstone 8th October 1989
A last hurrah from my former employer, AFG Nissan in Milton Keynes, before I was made redundant a week or so later.
As salesmen we had regular company cars - Micras and Sunnys mainly - so for the weekend we would quite often grab a more interesting part exchange vehicle to play with. This Bluebird ZX Turbo was one such vehicle and as you can see I went to Silverstone in it for the championship finals meeting.
The evening before however, I had discovered what 'lift off oversteer' was when I jumped off the gas too quickly around a sharp right-hander near a local golf course and spun the Bluebird through 180 degrees, coming to a halt neatly on the opposite side of the road. Checking my brother in the passenger seat was OK - he was - and thanking the driver of the red Sierra XR4x4 who'd come to a stop behind us, I sheepishly selected first gear and drove slowly back home...
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: Unknown
RC, minifig scaled, 6 stud wide and 44 studs long truck! It contains an IR receiver, two M motors a battery box and a differential!
It's my first (there will be second and third!) MOC, where I used Power Functions in a very small system creation, so it has some faults, for example it has problems in the tight bends, or you can oversteer easily. This video shows it.
You can find a video here, other photos here and here, and if you like it and if you would like to play with at home, please support it on Cuusoo!
Thanks for watching! :)
Honda S2000 AP1 (1999-03) Engine 1997cc S4 DOHC VTEC Production 44855 (2nd Series) (+ 67786 1st Series
Race Number 21 Ray Worrall
Registration Number S 20 PJV (First registered in the UK in 2006, on a cherished number first allocated for Huddersfield)
HONDA SET
www.flickr.com/photos/45676495@N05/sets/72157623665258111...
The original S2000 was introduced in 1999 and given the chassis number AP1. Powered with power delivered by a 1,997 cc (122 cu in) inline four-cylinder DOHC-VTEC engine of 237 to 247 bhp depending on the target market., the engine is mated to a six speed manual transmission and Torsen limited slip differential. The AP1 was manufactured up to 2003 at Honda's Takanezawa plant, alongside the NSX and Insight hybrid
Updated 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
Shot 29.05.2016 at Curborough Sprit Course, Curborough, Lichfield REF 119-213
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.