View allAll Photos Tagged spaceframe
Chassis n° 875889
Zoute Sale - Bonhams
Estimated : € 200.000 - 250.000
Unsold
Zoute Grand Prix 2022
Knokke - Zoute
België - Belgium
October 2022
Introduced in 3.8-litre specification at the Geneva Salon in March 1961, the E-Type caused a sensation when it appeared, with instantly classic lines and a 241km/h top speed. The newcomer's design owed much to that of the racing D-Type: a monocoque tub forming the main structure, while a tubular spaceframe extended forwards to support the engine. The latter was the same 3.8-litre, triple-carburettor 'S' unit first offered as an option on the preceding XK150. An optimistic 265bhp was claimed, but whatever the installed horsepower, the E-Type's performance did not disappoint; firstly, because it weighed around 227kg less than the XK150 and secondly because aerodynamicist Malcolm Sayer used experience gained with the D-Type to create one of the most elegant and efficient shapes ever to grace a motor car. Taller drivers, though, could find the interior somewhat lacking in space, a criticism addressed by the introduction of foot wells (and other, more minor, modifications) early in 1962.
Today, the E-Type's graceful lines live on in modern Jaguar sports cars, and there can be little doubt that William Lyons' sublime creation would feature in any knowledgeable enthusiast's 'Top Ten' of the world's most beautiful cars of all time. Indeed, even Enzo Ferrari felt obliged to concede that the E-type was 'the most beautiful car ever made'. But of all the versions of Jaguar's long-lived and much-loved sports car, it is the very early 'flat floor' 3.8-litre cars built prior to February 1962, which, for many enthusiasts, remain the most desirable.
An original left-hand drive model, this Series 1 'flat floor' roadster was sold new in January 1962 Through French Jaguar importer Delecroix in Paris and Jaguar dealer David Lacroix in Monaco to Madame Simon, owner of the hotel 'Le Continental'. Chassis number '875889' is one of only 69 'flat floor' E-Type roadsters delivered new to France according to Philip Porter's reference book. Originally cream over a dark blue interior with a blue soft-top, the Jaguar Heritage Certificate further lists that '875889' was delivered with body no. R 2136 and gearbox number EB 1190 JS. In 1983 the E-Type was sold in Lausanne, Switzerland to the racing driver, Pierre de Siebenthal, known for racing with Jaguar, Ferrari, Porsche and Lotus in the early 1960s. The car was sold to the last owner in France in 2006. Extensively restored in 2014 in the stunning colour combination of Opalescent Dark Blue with beige leather interior, the car retains its matching numbers engine as confirmed by the accompanying Jaguar Heritage Certificate.
E52
1999 - 2003
Design by Henrik Fisker
The Z8 is a roadster for connoisseurs : its unitary aluminium spaceframe, high-performance V8 engine and brilliant design serve to make this homage to the BMW 507 a firm favourite without further ado. Capable of going from 0 to 100 km/h in less than just five seconds, the Z8 quickly assumes pole position in the top-of-the-range sports car market
4.941 cc
V8
400 PS @ 6.600 rpm
500 Nm @ 3.800 rpm
Vmax : 250 km/h
0-100 km/h : 4,7 sec
5.700 ex.
BMW Museum
Am Olympiapark 2
Munchen
Deutschland - Germany
September 2016
What do I do after I've finished a whole bunch of MOCs? Why, make size comparisons of course!
From left to right we have: The Black Flag Chub, a Gecko landframe, a Wolf spaceframe, a Viper spaceframe, Gryphon, and Phoenix.
Different scale alert! The Chub is in the standard MFZ scale of 7p. Everything else is in 3p scale. So in fictional reality the Gecko and Wolf are actually bigger than the Chub; and the Viper is huge!
Made for Mobile Frame Zero.
W198
'When it was first announced by Mercedes-Benz, the production 300 SL Coupé was a startling car built to the German concern's customarily startling standards, but above all what left the general public most open-mouthed about the new car was its upward-opening Gullwing doors...!' - Motors, 1963.
Mercedes-Benz returned to post-war competition in 1952, fielding two of its new 300 SL (W194) sports cars in the Mille Miglia. The pair finishing a creditable 2nd and 4th overall in this most difficult of events and this promising start was followed up by a win in the challenging Carrera Panamericana. The works first raced the 300 SL (Sport Leicht) in open form, but for the Le Mans 24-Hour Race in June a trio of 'Gullwing'-doored coupés was entered. High sills were a feature of the multi-tubular spaceframe chassis, and while access was not a problem of the open car, the coupé bodywork required innovative thinking - hence the Gullwing doors. Karl Kling and Hans Klenk duly brought their 'Silver Arrow' home in first place and the 300 SL was on its way to becoming part of motor sporting legend.
Launched in August 1954, the production 300 SL retained the spaceframe chassis and lightweight aluminium-alloy bodywork of the W194 racer while its mechanical underpinnings, like the latter's, owed much to the contemporary Mercedes-Benz 300 luxury saloon. A 2.996 cc overhead-camshaft inline six, the 300 SL's engine was canted at 45 degrees to achieve a low bonnet line and produced 215 bhp (DIN) at 5.800 rpm using Bosch mechanical fuel injection. A four-speed, all-synchromesh manual 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.
A production 300 SL (W198) was tested by Road & Track magazine in 1955, accelerating from 0-60 mph in 7,4 seconds on its way to a top speed of 140mph. 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 300SL 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.'
A 300 SL roadster featuring conventional doors was first exhibited at the Geneva Salon in May 1957 and, although built in greater numbers, has never matched the immortal Gullwing for desirability. Its racing parentage notwithstanding, the 300 SL remains a thoroughly practical car, as civilised in city traffic as it is exhilarating on the autostrada. By the time 300 SL Coupé production ceased in 1957, some 1.400 examples had found customers. Today the model is both rare and most sought after by connoisseurs of fine automobiles.
One of 867 'Gullwing' coupés built in 1955, this example was delivered new to Mercedes-Benz Distributors Inc of New York, USA in November of that year. According to the 300 SL Registry (copy record on file), chassis number '823' was originally finished in light green metallic with red leather interior, a rare combination. The Register extract confirms matching chassis/engine numbers and states that this car was built with a 3,25:1 ratio rear axle - rare for a US-delivered Gullwing - which reduces engine revs and makes the car more comfortable to drive at high speeds. It is believed that this axle is the 'Special Order' referred to in the Register records. In order, the owners listed are Lawrence T Lee of Stafford Springs, Connecticut; Stephen R Narans of Denver, Colorado; and Eric Eichler of Malvern, Pennsylvania. The car spent its life with these three owners for its first 45 years.
The immediately preceding owner, Mrs Suzanna Navarro, bought the Gullwing in 2000 and brought it to Naples (Florida) for a full restoration. The rebuild took four years to complete, and in 2004 the finished car was sold to the current Dutch owner, who brought it to Holland in 2005. At that time (2005) the odometer reading was 2.800 miles (post-restoration). In the current owner's possession for 11 years, the Gullwing has covered only some 3.500 miles in that time, making the total since restoration circa 6.300 miles. In 2015, the engine was totally overhauled at a cost of €13,342 (see notes and photographs on file). While in the current owner's possession, the Gullwing won its class at the 2011 Schloss Dyck Concours d'Élégance.
This car has been inspected by Mr Benny Valkenburg, the leading 300 SL authority in Western Europe, who has confirmed its originality with respect to the chassis, body and engine (report on file). It is worthwhile noting that this Gullwing still has the standard gear lever, and not the lower, remote-linkage shifter fitted to many examples. The car comes with an instruction manual; the purchase invoice and some photographs dating from 2004; sundry invoices for minor works; German TüV paperwork; and a copy of the old US title in the name of Mercedes-Benz, Naples.
One of the Bonhams Motoring Department specialists has had the pleasure of driving this beautiful Gullwing, and is happy to confirm that it performed excellently with no faults noted; it responded eagerly to the throttle while the clutch, gearbox, and brakes all worked well – a truly memorable experience.
Les Grandes Marques du Monde au Grand Palais
Bonhams
Sold for € 1.016.666
Estimated : € 1.100.000 - 1.300.000
Parijs - Paris
Frankrijk - France
February 2017
Ferrari Dino 308GT4 (1973-80) Engine 2926cc V8 Tr QOC Production 2826
Registration Number JKH 308 L (Hull)
FERRARI SET
www.flickr.com/photos/45676495@N05/sets/72157623665054999...
The Dino 308 GT4 was introduced in 1973 and supplemented by the 208 GT4 in 1975. The cars were sold with Dino badging (continuing the Dino brand to differentiate non-V12 Ferrari) until May 1976, when they received Ferrari badging
The GT4 was a groundbreaking model for Ferrari in several ways: it was the first production Ferrari to feature the mid-engined V8 layout, and was the first production Ferrari with Bertone (rather than Pininfarina) designed bodywork. The Marcello Gandini styling featured angular lines entirely different from its curvaceous 2-seater brother, the Dino 246, and was controversial at the time. The chassis was a tubular spaceframe based on the Dino 246, but was stretched for a longer wheelbase making room for a second set of seats, Nicki Lauda had a hand in the chassis set up
The 3.0 L (2927 cc) V8 was mounted transversally integrally joined with the 5-speed transaxle gearbox The engine had an aluminium alloy block and heads, 16-valves and dual overhead camshafts driven by toothed belts; it produced 255 hp in the European version reduced to 240bhp for North America
The 308 GT4 debuted at the 1973 Paris Motorshow, sporting a Dino badged, the cars finally gained the prancing horse in 1978 during a rebadging in an attempt to boost sales. There were two series of GT4; the earlier cars featured a twin distributor engine and foglamps mounted in the front valance. Later cars had a single distributor engine, with foglamps mounted behind the front grille. .
Many thanks for a fantabulous 43,220,683 views
Shot at the Silverstone Classic 14-15 July 2015- Ref 109-320
The faster the speed, the further away you should be from the person in front.
"if you ride right up to the edge of another cyclist's two metre bubble at 30km/h (19mph), you're going to be passing through air they left just 0.24 seconds ago."
road.cc/content/news/how-much-distance-should-you-leave-c...
I wonder what the cycling in front is carrying? Two large panniers and backpack is quite a bit of capacity.
Andy Burton/Shelley Rogerson
Peugeot Cosworth
Wyedean 2008
The most exciting car in British rallying, Herefordshire farmer Andy Burton in his home built Peugeot Cosworth on way to winning the 2008 Wyedean Rally. For more information see www.peugeot-cosworth.co.uk/ Andy Burton is probably the main reason I've developed such an interest in rallying, him and his car really are an awesome sight and sound!
Despite the glare on the front of the car I liked the lighting and panning in this shot, and of course the glowing front brake disc!
Made Explore, highest position #417.
Audi 80 (B3) Quattro Super Touring (1989) Engine 1800 8v Turbo
Race Number 30 Johannes Van Nierop + Frank Wrathall
AUDI SET
www.flickr.com/photos/45676495@N05/sets/72157623635550501...
Designed for the Frech Super Tourisme series for 1989, this Audi kickstarted Audi participation in Touring Car racing. Funded by Audi France it was built for the French ROC Competition Team with access to all of Audis latest developements, in contast to the V8 powered Audi DTM cars.
This Audi competed 1989 to 1993, with Audis victorious three consecutive championships, 1991, 92 and 93. With thhis car in the hands of Xavier Lapeyre winning the 1991 championship ahead of a sister car driven by Marc Sourd, for 1992 it was runner up, the other car taking the championship, which was taken in 1993 by Frank Biela again in this car.
The car is powered by a four cylinder 1800cceight valve engine with a mighty turbo, which took output up to 400bhp. The engine sits in a tubular subframe hanging off the main spaceframe, driving all wheels through a 6-speed Ricardo gearbox. The block was modified by ROC shortened and stiffened, split right at the horizontal centre-line of the crank. The B5 was never a light car, but this racing version utilised a lot of lightweight panels and much weight saving, reducing its weight to 1099kg
It appeared at Silverstone by special invitation, racing in the Super Touring Car Trophy race .
For 1993
Many thanks for a fantabulous 42,317,266 views
Shot at the Silverstone Classic 14-15 July 2015- Ref 109-100
Chassis n° XL9GA11A05Z363031
- Early classic black/cognac with factory hardtop
- Recently upgraded audio option
- 19" wheels and propeller steering wheel
- Recently serviced and upgraded by marque specialists Jasper den Dopper
- Registered in The Netherlands
Bonhams : The Zoute Sale
Important Collectors' Motor Cars
The Zoute Grand Prix Gallery
Estimated : € 400.000 - 450.000
Sold for € 333.500
Zoute Grand Prix Car Week 2025
Knokke - Zoute
België - Belgium
October 2025
The Spijker company started out as coachbuilders in Amsterdam before constructing its first automobile in 1898. Spijker was technologically adventurous, introducing the first six-cylinder car with four-wheel drive and all-round brakes in 1903, by which time the name had changed to the more internationally acceptable 'Spyker'. Faced with a downturn in demand for its large luxury cars the firm merged with the Dutch aircraft manufacturer, N.V. and in 1915 adopted the Latin moto 'Nulla tenaci invia est via' ('For the tenacious no road is impassable'). A horizontal, two-bladed propeller was chosen as the company emblem and both it and the motto were used by the modern-day Spyker company.
Despite a reputation for quality and the achievement of some notable competition successes, the original Spyker company disappeared in 1925. Its name and reputation for producing well-engineered, high-performance motor cars had not been forgotten though, and an entirely new Spyker possessing the same goals emerged in 1999. Founded by Maarten de Bruijn, the reconstituted company was set up to manufacture exclusive sports cars commencing with the Spyker C8, which debuted at the Birmingham International Motor Show in October 2000.
An advanced, mid-engined, two-seat barchetta, the C8 was powered by a 4.2-litre Audi V8 engine producing approximately 400bhp and had a top speed of around 300km/h (186mph). The C8's ultra-stiff spaceframe chassis was constructed using a combination of aluminium sheet and extrusions, while the aluminium body panels were supplied by Coventry Prototype Panels in the UK and later Karmann in Germany. Variations on the theme were not long in coming: in February 2001 the C8 Laviolette coupé appeared at the Amsterdam Motor Show to be followed by the more powerful twin-turbocharged C8 Spyder T.
Despite its 'new kid on the block' status, Spyker succeeded in establishing a strong presence in the supercar market. Indeed, the C8 won instant acclaim, receiving the Institute of Vehicle Engineers Design Award soon after its introduction. In 2002 the first competition version, the C8 Double12R endurance racer, was entered by the Spyker Squadron factory racing team at Le Mans. On 14th July 2005, it was announced that the C8 was approved for sale on the United States market.
The C8 offered here, chassis number '031', left the factory in 2005 and, according to the registers, is the 22nd Spyker Spyder built. After chassis number '70' Spyker started making their bodywork on serial tools at Karmann, bringing to a close the era of hand crafted panels for the C8 Spyders and Laviolette. On the early Spyker, customers could choose between a hardtop or a soft-top, though only 18 were ever optioned with the factory hardtop like this car.
Originally '031' was delivered to the USA, remaining there until 2015 when it was exported to Belgium and subsequently registered in 2017. According to the registers, the current vendor is the second private owner. In 2021 the car visited marque specialists Spyker Enthusiast (Jasper den Dopper) for maintenance and upgrades (four-point harness with cognac shoulder pads) while later in 2022 the car was upgraded with the factory audio system and the original Spyker key fob was added again.
The black/cognac is one of the signature Spyker colour combinations and this example is very well maintained car. All servicing and maintenance has been carried out by Jasper den Dopper according to the factory specifications, while the upgrades were done using original parts. The current odometer reading is only 6,578 miles and this rare and exclusive Dutch supercar is presented in immaculate 'like new' condition.
The Mercedes-Benz 190SL was a two door grand touring convertible with a removable hardtop. It was produced by Mercedes-Benz between May 1955 and February 1963. A prototype was first shown at the New York Auto Show of 1954.
The 190SL was sold alongside the faster, more expensive Mercedes-Benz 300SL, which it closely resembled both in its styling and in its fully independent suspension, with both cars having double wishbone suspensions at the front and swing axles at the rear. However, the 190SL did not use the 300SL's purpose-built tubular spaceframe W198 platform, but was instead built on the shortened monocoque R121 platform, which was modified from the W121 small saloon platform.
The 190SL was powered by a completely new, slightly oversquare 1.9L straight-four SOHC engine (Type M121 BII), that developed 105 PS (77 kW; 104 hp) (or 120 gross hp) that earned itself a reputation for not running that smoothly mostly due to the difficulty in properly synchronising the twin-choke dual Solex carburetors, and that, in detuned form, was later also used in the W120 180 and W121 190 models. In fact, the four cylinder engine block of the 190SL was based on the six cylinder engine of the 300 SL. The 85 mm bore was transferred unchanged from the larger engine to the smaller, although the stroke for the 190 SL was reduced from 88.0 mm to 83.6 mm.
The car was available either as a soft-top convertible (initially priced at DM 16,500/$ 3,998) or with removable hardtop (DM 17,650/$ 4,295). A nice option to be had was the third-passenger transversal seat that could even fit an adult. In its early life, the 190SL could also be had as a sports-racing model with small perspex windscreen and aluminum doors. In 1959, the hardtop's rear window was enlarged.
The 190SL was also referred to as the Nitribitt-Mercedes after the scandal surrounding the murder of the call girl Rosemarie Nitribitt, who owned a 190SL.
Both the 190SL and the 300SL were replaced by the Mercedes-Benz 230SL in 1963.
(Wikipedia)
- - -
Mercedes-Benz W121 (zur Unterscheidung vom Pontonmodell 190 wurde der Werkscode um den Zusatz BII = Baureihe II ergänzt) ist die interne Bezeichnung des von 1955 bis 1963 produzierten Mercedes-Benz 190 SL. Plattform für diesen Touren-Sportwagen war die des oben aufgeführten 180er/190er Ponton-Modells. 1953 gab es Studien einer zwei- bzw. viersitzigen Variante des 180er Pontonmodells mit weitgehend der geschlossenen Limousine entsprechenden Karosserien, die aber zugunsten des Entwurfes von Walter Häcker und Hermann Ahrens verworfen wurden.
Die Modell-Zusatzbezeichnung „SL“ ist die Kurzform von „Sport Leicht“. Der 190 SL sollte nahe an seinen „großen Bruder“, den b300 SL Flügeltürer, heranrücken, die Fahrleistungen differierten aber erheblich (105 PS gegenüber 215 PS). Bei Daimler-Benz war man sich von Anfang an dessen bewusst und sprach in den Prospekten von einem „Touren-Sportwagen“.
Der 190 SL wurde in folgenden drei Varianten angeboten:
ab 05.1955 Roadster mit Stoffverdeck – Baumustercode 121.042 – Preis 16.500 DM (nach heutiger Kaufkraft 37.356 Euro)
ab 12.1955 Coupé mit Hardtopaufsatz (d. h. ohne Stoffverdeck/Verdeckkasten) – Baumustercode M 121.040 – Preis 17.100 DM
ab 12.1955 Coupé mit Hardtopaufsatz und Stoffverdeck – gleicher Baumustercode wie Coupé – Preis 17.650 DM (39.960 Euro)
Die Mehrzahl der hergestellten Modelle waren Roadster. Hier gab es die Möglichkeit, ein passendes Hardtop nachzurüsten. Mit der teuersten Version, dem „Coupé mit Roadsterverdeck“, gab es für den Ganzjahreseinsatz beide Dächer. Die 190-SL-Coupéversion wurde sehr selten bestellt, weil man nach Abnahme des Hardtops zum Offenfahren auf schönes Wetter angewiesen war. Ebenso hatte eine spätere Nachrüstung des Stoffverdecks samt Verschlussmechanik und Verdeckkasten hohe Mehrkosten zur Folge.
In den ersten Verkaufsprospekten wurde eine Sportversion des 190 SL angeboten. Für den Renneinsatz (gedacht wurde hier an regionale Bergrennen oder Rallyes) sollten bessere Fahrleistungen durch die Verringerung des Fahrzeuggewichts erzielt werden. Hierzu konnten die Stoßstangen und das Verdeck abgenommen werden. Zusätzlich konnte die Windschutzscheibe durch eine kleine, leichte Plexiglasscheibe am Fahrerplatz ersetzt und die Türen gegen spezielle Leichtmetallexemplare ohne Fenster ausgetauscht werden. Von diesem „Sportroadster“ wurden jedoch nur 17 Fahrzeuge (Quelle: Motor-Klassik 2/1986) produziert, die Modellvariante wurde im März 1956 eingestellt.
(Wikipedia)
Chassis n° XL9BA11G98Z363029
RM Sotheby's
Place Vauban
Parijs - Paris
Frankrijk - France
February 2020
Estimated : € 200.000 - 250.000
Sold for € 246.875
With its Audi-sourced 4.2-litre V-8 engine producing 400 bhp, the Spyker C8 Laviolette had a power-to-weight ratio approaching that of a Ferrari F430—a result of using a light but incredibly stiff aluminium spaceframe to keep weight down to 1,275 kg. It also had scissor doors and a cabin to rival any concept car for visual impact. Little surprise that Evo Magazine remarked, ‘It looks and sounds sensational, goes like stink…and presses all the right supercar buttons’.
This Spyker C8 Laviolette is one of the final examples to have been built during the 2001–2008 production run. It was originally a factory demonstrator and features desirable extras, many of which evoke Spyker’s aviation beginnings: a fully quilted leather interior, 19-inch aeroblade wheels, and turned aluminium dashboard and centre console. It is accompanied by its original owner’s manuals, and its service book shows a life of fastidious care. In addition to Spyker Automobielen B.V. and its current keeper in Switzerland, it has had one further German owner. Perhaps more desirable today than it ever has been, this Spyker offers an old-school supercar driving experience with space-age aesthetics.
The Eden Project is a visitor attraction in Cornwall, England, UK. The project is located in a reclaimed china clay pit, located 2 km (1.2 mi) from the town of St Blazey and 5 km (3 mi) from the larger town of St Austell.
The complex is dominated by two huge enclosures consisting of adjoining domes that house thousands of plant species, and each enclosure emulates a natural biome. The biomes consist of hundreds of hexagonal and pentagonal ethylene tetrafluoroethylene (ETFE) inflated cells supported by geodesic tubular steel domes. The larger of the two biomes simulates a rainforest environment (and is the largest indoor rainforest in the world) and the second, a Mediterranean environment. The attraction also has an outside botanical garden which is home to many plants and wildlife native to Cornwall and the UK in general; it also has many plants that provide an important and interesting backstory, for example, those with a prehistoric heritage.
There are plans to build an Eden Project North in the seaside town of Morecambe, Lancashire, with a focus on the marine environment.
The clay pit in which the project is sited was in use for over 160 years. In 1981, the pit was used by the BBC as the planet surface of Magrathea in the TV series the Hitchhiker's Guide to the Galaxy. By the mid-1990s the pit was all but exhausted.
The initial idea for the project dates back to 1996, with construction beginning in 1998. The work was hampered by torrential rain in the first few months of the project, and parts of the pit flooded as it sits 15 m (49 ft) below the water table.
The first part of the Eden Project, the visitor centre, opened to the public in May 2000. The first plants began arriving in September of that year,[8] and the full site opened on 17 March 2001.
To counter criticism from environmental groups, the Eden Project committed to investigate a rail link to the site. The rail link was never built, and car parking on the site is still funded from revenue generated from general admission ticket sales.
The Eden Project was used as a filming location for the 2002 James Bond film Die Another Day. On 2 July 2005 The Eden Project hosted the "Africa Calling" concert of the Live 8 concert series. It has also provided some plants for the British Museum's Africa garden.
In 2005, the Project launched "A Time of Gifts" for the winter months, November to February. This features an ice rink covering the lake, with a small café-bar attached, as well as a Christmas market. Cornish choirs regularly perform in the biomes.
In 2007, the Eden Project campaigned unsuccessfully for £50 million in Big Lottery Fund money for a proposed desert biome.[10][11] It received just 12.07% of the votes, the lowest for the four projects being considered. As part of the campaign, the Eden Project invited people all over Cornwall to try to break the world record for the biggest ever pub quiz as part of its campaign to bring £50 million of lottery funds to Cornwall.
In December 2009, much of the project, including both greenhouses, became available to navigate through Google Street View.
The Eden Trust revealed a trading loss of £1.3 million for 2012–13, on a turnover of £25.4 million. The Eden Project had posted a surplus of £136,000 for the previous year. In 2014 Eden accounts showed a surplus of £2 million.
The World Pasty Championships, an international competition to find the best Cornish pasties and other pasty-type savoury snacks, have been held at the Eden Project since 2012.
The Eden Project is said to have contributed over £1 billion to the Cornish economy. In 2016, Eden became home to Europe's second-largest redwood forest (after the Giants Grove at Birr Castle, Birr Castle, Ireland) when forty saplings of coast redwoods, Sequoia sempervirens, which could live for 4,000 years and reach 115 metres in height, were planted there.
The Eden Project received 1,010,095 visitors in 2019.
In December 2020 the project was closed after heavy rain caused several landslips at the site. Managers at the site are assessing the damage and will announce when the project will reopen on the company's website. Reopening became irrelevant as Covid lockdown measures in the UK indefinitely closed the venue from early 2021, though it had reopened by May 2021 after remedial works had taken place. The site was used for an event during the 2021 G7 Summit, hosted by the United Kingdom.
The project was conceived by Tim Smit and Jonathan Ball, and designed by Grimshaw Architects and structural engineering firm Anthony Hunt Associates (now part of Sinclair Knight Merz). Davis Langdon carried out the project management, Sir Robert McAlpine and Alfred McAlpine did the construction, MERO jointly designed and built the biome steel structures, the ETFE pillows that build the façade were realized by Vector Foiltec, and Arup was the services engineer, economic consultant, environmental engineer and transportation engineer. Land Use Consultants led the masterplan and landscape design. The project took 2½ years to construct and opened to the public on 17 March 2001.
Once into the attraction, there is a meandering path with views of the two biomes, planted landscapes, including vegetable gardens, and sculptures that include a giant bee and previously The WEEE Man (removed in 2016), a towering figure made from old electrical appliances and was meant to represent the average electrical waste used by one person in a lifetime.
At the bottom of the pit are two covered biomes:
The Tropical Biome, covers 1.56 ha (3.9 acres) and measures 55 m (180 ft) high, 100 m (328 ft) wide, and 200 m (656 ft) long. It is used for tropical plants, such as fruiting banana plants, coffee, rubber and giant bamboo, and is kept at a tropical temperature and moisture level.
The Mediterranean Biome covers 0.654 ha (1.6 acres) and measures 35 m (115 ft) high, 65 m (213 ft) wide, and 135 m (443 ft) long. It houses familiar warm temperate and arid plants such as olives and grape vines and various sculptures.
The Outdoor Gardens represent the temperate regions of the world with plants such as tea, lavender, hops, hemp, and sunflowers, as well as local plant species.
The covered biomes are constructed from a tubular steel (hex-tri-hex) with mostly hexagonal external cladding panels made from the thermoplastic ETFE. Glass was avoided due to its weight and potential dangers. The cladding panels themselves are created from several layers of thin UV-transparent ETFE film, which are sealed around their perimeter and inflated to create a large cushion. The resulting cushion acts as a thermal blanket to the structure. The ETFE material is resistant to most stains, which simply wash off in the rain. If required, cleaning can be performed by abseilers. Although the ETFE is susceptible to punctures, these can be easily fixed with ETFE tape. The structure is completely self-supporting, with no internal supports, and takes the form of a geodesic structure. The panels vary in size up to 9 m (29.5 ft) across, with the largest at the top of the structure.
The ETFE technology was supplied and installed by the firm Vector Foiltec, which is also responsible for ongoing maintenance of the cladding. The steel spaceframe and cladding package (with Vector Foiltec as ETFE subcontractor) was designed, supplied and installed by MERO (UK) PLC, who also jointly developed the overall scheme geometry with the architect, Nicholas Grimshaw & Partners.
The entire build project was managed by McAlpine Joint Venture.
The Core is the latest addition to the site and opened in September 2005. It provides the Eden Project with an education facility, incorporating classrooms and exhibition spaces designed to help communicate Eden's central message about the relationship between people and plants. Accordingly, the building has taken its inspiration from plants, most noticeable in the form of the soaring timber roof, which gives the building its distinctive shape.
Grimshaw developed the geometry of the copper-clad roof in collaboration with a sculptor, Peter Randall-Page, and Mike Purvis of structural engineers SKM Anthony Hunts. It is derived from phyllotaxis, which is the mathematical basis for nearly all plant growth; the "opposing spirals" found in many plants such as the seeds in a sunflower's head, pine cones and pineapples. The copper was obtained from traceable sources, and the Eden Project is working with Rio Tinto Group to explore the possibility of encouraging further traceable supply routes for metals, which would enable users to avoid metals mined unethically. The services and acoustic, mechanical, and electrical engineering design was carried out by Buro Happold.
The Core is also home to art exhibitions throughout the year. A permanent installation entitled Seed, by Peter Randall-Page, occupies the anteroom. Seed is a large, 70 tonne egg-shaped stone installation standing some 13 feet (4.0 m) tall and displaying a complex pattern of protrusions that are based upon the geometric and mathematical principles that underlie plant growth.
Environmental aspects
The biomes provide diverse growing conditions, and many plants are on display.
The Eden Project includes environmental education focusing on the interdependence of plants and people; plants are labelled with their medicinal uses. The massive amounts of water required to create the humid conditions of the Tropical Biome, and to serve the toilet facilities, are all sanitised rain water that would otherwise collect at the bottom of the quarry. The only mains water used is for hand washing and for cooking. The complex also uses Green Tariff Electricity – the energy comes from one of the many wind turbines in Cornwall, which were among the first in Europe.
In December 2010 the Eden Project received permission to build a geothermal electricity plant which will generate approx 4MWe, enough to supply Eden and about 5000 households. The project will involve geothermal heating as well as geothermal electricity. Cornwall Council and the European Union came up with the greater part of £16.8m required to start the project. First a well will be sunk nearly 3 miles (4.5 km) into the granite crust underneath Eden.
Eden co-founder, Sir Tim Smit said, "Since we began, Eden has had a dream that the world should be powered by renewable energy. The sun can provide massive solar power and the wind has been harnessed by humankind for thousands of years, but because both are intermittent and battery technology cannot yet store all we need there is a gap. We believe the answer lies beneath our feet in the heat underground that can be accessed by drilling technology that pumps water towards the centre of the Earth and brings it back up superheated to provide us with heat and electricity".
Drilling began in May 2021, and it was expected the project would be completed by 2023
Other projects
Eden Project Morecambe
In 2018, the Eden Project revealed its design for a new version of the project, located on the seafront in Morecambe, Lancashire. There will be biomes shaped like mussels and a focus on the marine environment. There will also be reimagined lidos, gardens, performance spaces, immersive experiences, and observatories.
Grimshaw are the architects for the project, which is expected to cost £80 million. The project is a partnership with the Lancashire Enterprise Partnership, Lancaster University, Lancashire County Council, and Lancaster City Council. In December 2018, the four local partners agreed to provide £1 million to develop the idea, which allowed the development of an outline planning application for the project. It is expected that there will be 500 jobs created and 8,000 visitors a day to the site.
Having been granted planning permission in January 2022 and with £50 million of levelling-up funding granted in January 2023, it is due to open in 2026 and predicted to benefit the North West economy by £200 million per year.
Eden Project Dundee
In May 2020, the Eden Project revealed plans to establish their first attraction in Scotland, and named Dundee as the proposed site of the location. The city's Camperdown Park was widely touted to be the proposed location of the new attraction however in May 2021, it was announced that the Eden Project had chosen the site of the former gasworks in Dundee as the location. It was planned that the new development would result in 200 new jobs and "contribute £27m a year to the regional economy". The project is in partnership with Dundee City Council, the University of Dundee and the Northwood Charitable Trust.
In 2021, Eden Project announced that they would establish fourteen hectares of new wildflower habitat in areas across Dundee, including Morgan Academy and Caird Park.
In July 2023, new images were released depicting what the Dundee attraction would look which accompanied the planning permission documents for the new attraction which would be submitted by autumn 2023.
South Downs
In 2020, Eastbourne Borough Council and the Eden Project announced a joint project to explore the viability of a new Eden site in the South Downs National Park.
Qingdao, China
In 2015, the Eden Project announced that it had reached an agreement to construct an Eden site in Qingdao, China. While the site had originally been slated to open by 2020, construction fell behind schedule due to the COVID-19 pandemic and the opening date was delayed to 2023. The new site is expected to focus on "water" and its central role in civilization and nature.
Eden Project New Zealand
A planned Eden Project for the New Zealand city of Christchurch, to be called Eden Project New Zealand/Eden Project Aotearoa, is expected to be inaugurated in 2025. It is to be centred close to the Avon River, on a site largely razed as a result of the 2011 Christchurch Earthquake.
Eden Sessions
Since 2002, the Project has hosted a series of musical performances, called the Eden Sessions, usually held during the summer.
The 2024 sessions will be headlined by Fatboy Slim, Suede, Manic Street Preachers, The National, JLS, Crowded House, Rick Astley, Tom Grennan and Paolo Nutini.
In the media
The Eden Project has appeared in various television shows and films such as the James Bond film Die Another Day, The Bad Education Movie, in the Netflix series The Last Bus, and in the CBeebies show Andy's Aquatic Adventure.
A weekly radio show called The Eden Radio Project is held every Thursday afternoon on Radio St Austell Bay.
On 18 November 2019, on the Trees A Crowd podcast, David Oakes would interview the Eden Project's Head of Interpretation, Dr Jo Elworthy, about the site.
I took this photograph at the Donington Park Museum in March 1996 showing the rear end of the car that brought BRM its only World Drivers' and Constructors' Championships. It's the 1962 BRM P578 which Graham Hill drove in the 1962 and 1963 seasons, although the 'stack-pipe' exhaust system was quickly revised as the pipes had a tendency to drop off quite frequently. The Great Racing Cars of the Donington Collection says this about the car:
'The ‘Stack-Pipe’
BRM’s Championship winner
Sir Alfred Owen made it clear to BRM’s personnel that 1962 was to be their make-or-break season. They had won their first, and so far only, Grand Prix victory at Zandvoort in 1959, and now the expensive new 1½ litre V8 engine had to prove itself successful. It did, and Graham Hill won his first Grand Prix at Zandvoort, went on to win again in the German, Italian and South African rounds, and ended the season as World Champion Driver. British Racing Motors won the World Constructors’ Championship; honour was satisfied, and the concern survived. BRM’s prototype P56 V8-engined car appeared in practice for the 1961 Italian Grand Prix at Monza, where it impressed as one of the sleekest and smallest Formula 1 cars of its time. The engine was a 90-degree twin-overhead camshaft V8 with Lucas fuel injection, designed by Chief Engineer Tony Rudd, and initially it offered about 188bhp at 10,500rpm. The prototype P56 car introduced a neat and light multi-tubular spaceframe chassis with strikingly handsome bodywork, and the type began the 1962 season with individual megaphone exhausts swept-up from each cylinder bank. These won it the name of the ‘Stack-Pipe BRM’, and Hill won the first heat of the Brussels GP with it, then went on to win at Goodwood and then in an epic near dead-heat with Jim Clark’s Lotus-Climax at Silverstone. The stack-pipe exhausts regularly came adrift, and were replaced by a complex low-level system at Spa. Hill fought a season-long battle with Clark, and his American team-mate Richie Ginther drove ably to take third place in Germany and second to Hill in BRM’s great day at Monza. BRM V8 engines sold well to private customers, and the P56s raced on through 1963 when Hill won the Monaco and United States GPs and Ginther excelled once more. The pair chased Clark home in the World Championship table. By that time, people had stopped laughing at BRM!'
The car was generally known as the P578 to differentiate the 8-cylinder car from the previous season's 4-cylinder P57, but because it had a P56 engine the car itself was known as such by BRM.
My last cycle commute was Tuesday 17 March 2020. I choose to ride my best bike - my red Moulton TSR.
I cycle to work all year round whatever the weather. The distance is 9 miles each way, but I can divert and extend the distance to 12 miles. I do this regularly.
I'm now remote working from home due to the Coronavirus COVID-19. Goodness knows when things will return to normal... whatever 'normal' is.
Lister Costin Coupe (1963) Engine 3781cc S6 DOC Production 1
Race GT and Sports Car Cup
Race Number 88 Fred Wakeman (USA) + Patrick Blakeney-Edwards
Chassis # BHL 136
Registration Number WTM 446 (Bedforshire)
LISTER SET
www.flickr.com/photos/45676495@N05/sets/72157625536682498...
This is the unique spaceframe Lister, recommissioned for the 1963 Le Mans 24 hour race to run in the experimental class which included the Ferrari 330 LMB, Aston Martin Project cars and Maserati 151.
Frank Costin designed the aluminium Coupe body which was built by Playford Engineering. Fitted with a fuel injected version of the familiar Jaguar XK engine, which had been developed from the Jaguar D Type. The car was driven in the 1963 race by Peter Sargent and Peter Lumsden but was forced to retire early with clutch problems. It raced once more in 1964 but with little success. The Coupe body was replaced by by a more conventional Costin open body to the design of the 1958 Knobbly.
Now restored back to its 1963 configuration the car is a regular at Historic race meetings
Diolch am olygfa anhygoel, 64,618,551
oblogaeth y Lloegr honno dros y Mynyddoedd
Thanks for a stonking 64,618,51 views
Shot 05.05.2018 at Donington Historic Festival, Donington Park, Leic Ref 133-206
Lola T70 Mk.IIIB (1969) Engine 5000cc
Race Number (23) Carlos Monteverde + Gary Pearson
LOLA SET
www.flickr.com/photos/45676495@N05/sets/72157623671654947...
The Lola T70 was developed by Lola Cars in 1965 in Great Britain for sports car racing. Lola built the chassis, which were typically powered by large American V8s. Over 100 T70s were built in three different guises, an open-roofed Mk II spyder, followed by an Mk III coupé, and finally a slightly updated Mk IIIB. The T70 was replaced in the Can-Am by the lighter Lola T160.
Early success for the Lola T70 came when Walt Hansgen won the Monterey Grand Prix, at Laguna Seca Raceway, on October 17, 1965, driving John Mecom's Lola T70-Ford. In 1966 Chevrolet powered Lola T70s won five of the six races in the CanAm Series, with a Ford powered T70 taking the sixth race but by 1967 the McLaren M6 was the car to beat. When the FIA changed the rules for sports car racing for the 1968 season, limiting engine size of prototypes to three liters, sportscars with up to five liter engines were allowed if at least fifty were made. This homologation rule allowed the popular yet outdated Ford GT40 and Lola T70s to continue racing. The Fords won Le Mans again in 1968 and 1969, while the T70's only big endurance win was a one-two finish in the 1969 24 Hours of Daytona behind the Sunoco Lola T70-Chevrolet of Mark Donohue and Chuck Parsons When the numbers required for homologation were lowered to 25 for 1969 the Ferrari 512 and Porsche 917 were permited, and outrun the older Lola
In Europe the Chevrolet powered Lolas suffered reliability issues blamed on the lower grade of pump fuel permited as opposed to the Avgas used under American Rules
During the filming of Steve McQueen's "Le Mans", Lola chassis were disguised as the Porsche 917 and Ferrari 512s that crashed in the film
In 2005 Lola Cars announced a revival of the T70 MkIIIb in "an authentic and limited continuation series" of the original racer though it is unclear wether any were built.
REPLICA CARS
A UK company, Gardner Douglas produces the T70 Spyder with styling inspired by the Lola car, and using an tubular spaceframe chassis with GRP panelling.
British Company Broadley Automotive broadleyautomotive.co.uk makes T70 Mk3B replicas using original moulds and drawings. So authentic they have been granted FIA Historic Technical Passports (HTPs), a number of these Broadley T76s can be seen racing in the FIA Masters Historic Sportscar Championship, where they regularly compete alongside original T70s,
A US company, "Race Car Replicas" produces an authentic looking replica of both the MkII and MkIIIB T70 using an aluminium monocoque chassis.
A South African Company, "Universal Products" produces a tubular spaceframe-chassis version, clad in aluminium, of the T70 MkIIIB.
Swiss car manufacturer Sbarro (automobile) produced 13 T70 MKIII
This car raced in the FIA Masters Historic Sportscar Championship for Le Mans style Sports Cars and Group 4 Cars 1962-74
A Big thankyou for an incredible 24.2 Million views
Shot 04:05:2014 at the Donington Historic Festival REF 102-242
W198
'When it was first announced by Mercedes-Benz, the production 300 SL Coupé was a startling car built to the German concern's customarily startling standards, but above all what left the general public most open-mouthed about the new car was its upward-opening Gullwing doors...!' - Motors, 1963.
Mercedes-Benz returned to post-war competition in 1952, fielding two of its new 300 SL (W194) sports cars in the Mille Miglia. The pair finishing a creditable 2nd and 4th overall in this most difficult of events and this promising start was followed up by a win in the challenging Carrera Panamericana. The works first raced the 300 SL (Sport Leicht) in open form, but for the Le Mans 24-Hour Race in June a trio of 'Gullwing'-doored coupés was entered. High sills were a feature of the multi-tubular spaceframe chassis, and while access was not a problem of the open car, the coupé bodywork required innovative thinking - hence the Gullwing doors. Karl Kling and Hans Klenk duly brought their 'Silver Arrow' home in first place and the 300 SL was on its way to becoming part of motor sporting legend.
Launched in August 1954, the production 300 SL retained the spaceframe chassis and lightweight aluminium-alloy bodywork of the W194 racer while its mechanical underpinnings, like the latter's, owed much to the contemporary Mercedes-Benz 300 luxury saloon. A 2.996 cc overhead-camshaft inline six, the 300 SL's engine was canted at 45 degrees to achieve a low bonnet line and produced 215 bhp (DIN) at 5.800 rpm using Bosch mechanical fuel injection. A four-speed, all-synchromesh manual 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.
A production 300 SL (W198) was tested by Road & Track magazine in 1955, accelerating from 0-60 mph in 7,4 seconds on its way to a top speed of 140mph. 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 300SL 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.'
A 300 SL roadster featuring conventional doors was first exhibited at the Geneva Salon in May 1957 and, although built in greater numbers, has never matched the immortal Gullwing for desirability. Its racing parentage notwithstanding, the 300 SL remains a thoroughly practical car, as civilised in city traffic as it is exhilarating on the autostrada. By the time 300 SL Coupé production ceased in 1957, some 1.400 examples had found customers. Today the model is both rare and most sought after by connoisseurs of fine automobiles.
One of 867 'Gullwing' coupés built in 1955, this example was delivered new to Mercedes-Benz Distributors Inc of New York, USA in November of that year. According to the 300 SL Registry (copy record on file), chassis number '823' was originally finished in light green metallic with red leather interior, a rare combination. The Register extract confirms matching chassis/engine numbers and states that this car was built with a 3,25:1 ratio rear axle - rare for a US-delivered Gullwing - which reduces engine revs and makes the car more comfortable to drive at high speeds. It is believed that this axle is the 'Special Order' referred to in the Register records. In order, the owners listed are Lawrence T Lee of Stafford Springs, Connecticut; Stephen R Narans of Denver, Colorado; and Eric Eichler of Malvern, Pennsylvania. The car spent its life with these three owners for its first 45 years.
The immediately preceding owner, Mrs Suzanna Navarro, bought the Gullwing in 2000 and brought it to Naples (Florida) for a full restoration. The rebuild took four years to complete, and in 2004 the finished car was sold to the current Dutch owner, who brought it to Holland in 2005. At that time (2005) the odometer reading was 2.800 miles (post-restoration). In the current owner's possession for 11 years, the Gullwing has covered only some 3.500 miles in that time, making the total since restoration circa 6.300 miles. In 2015, the engine was totally overhauled at a cost of €13,342 (see notes and photographs on file). While in the current owner's possession, the Gullwing won its class at the 2011 Schloss Dyck Concours d'Élégance.
This car has been inspected by Mr Benny Valkenburg, the leading 300 SL authority in Western Europe, who has confirmed its originality with respect to the chassis, body and engine (report on file). It is worthwhile noting that this Gullwing still has the standard gear lever, and not the lower, remote-linkage shifter fitted to many examples. The car comes with an instruction manual; the purchase invoice and some photographs dating from 2004; sundry invoices for minor works; German TüV paperwork; and a copy of the old US title in the name of Mercedes-Benz, Naples.
One of the Bonhams Motoring Department specialists has had the pleasure of driving this beautiful Gullwing, and is happy to confirm that it performed excellently with no faults noted; it responded eagerly to the throttle while the clutch, gearbox, and brakes all worked well – a truly memorable experience.
Les Grandes Marques du Monde au Grand Palais
Bonhams
Sold for € 1.016.666
Estimated : € 1.100.000 - 1.300.000
Parijs - Paris
Frankrijk - France
February 2017
The Daytona Sports Car Coupe is an Australian-built modern reproduction of the '64 Shelby Daytona coupe with a welded steel spaceframe, molded fiberglass body, modified GM LS V8 engine, and Harrop Engineering big brakes. Richard Bendall's #65 competes on Forgeline one piece forged monoblock GA1R Open Lug wheels finished in the Super Wet White powder coat. See more at: www.forgeline.com/customer_gallery_view.php?cvk=1145
‪#‎Forgeline‬ ‪#‎forged‬ ‪#‎monoblock‬ ‪#‎GA1R‬ ‪#‎notjustanotherprettywheel‬ ‪#‎Daytona‬ ‪#‎Harrop‬
Gordon Keeble GK1/1T (1964-66) Engine 227 cu in (5395cc) V8 OHV Production 99 (+ 1)
Registration Number 2 GKR (Maidstone)
GORDON KEEBLE SET
www.flickr.com/photos/45676495@N05/sets/72157627063631758...
The company John Gordon, formerly of Peerless and Jim Keeble who came together in 1959 to produce the Buick powered Gordon GT. The car still in development was later fitted with a Chevrolet 283 V8 into a spaceframe chasis with independent front suspension and all-round disc brakes. The complete chassis was then taken to Turin, Italy, where a body made of aluminium panels designed by Giugiaro was built by Bertone.
The car appeared on the Bertone stand in March 1960, branded simply as a Gordon, at the Geneva Motor Show., after road testing the car was shipped to Detroit were the Chevrolet management agreed to supply engines and components for a production run.
The production ready car was altered with a glass fibre body made by Williams & Pritchard Limited. replacing the aluminium of the prototype and a larger Chevrolet 327 Ci V8 (5398cc) engine
The luxury Grand Tourer sold for a then astronomic £2798
Problems with suppliers occurred and before many cars were made the money ran out and the company went into liquidation after only about 90 cars had been built, the company was purchased by Harold Smith and Geoffrey West and was re-registered as Keeble Cars Ltd. with production resuming in 1966 but halted after only a few car were built, with a combine total of 99 cars constructed, a final car was produced in 1967 from factory spares.
An attempt was made to restart production in 1968 when the rights to the car were bought by an American, John de Bruyne, but this came to nothing, although two cars badged as De Bruynes were shown at that year's New York Motor Show along with a new mid-engined coupé
Many thanks for a fantabulous
48,123,259 views
Shot at the NEC Classic Car Show 13:11:2015 Ref. 112-259
Italia a Zandvoort
I just had to have a shot of the mighty F40 on my stream!
It's not my favourite shot but there was this guy which just had to stand right in front of this car for over half an hour.
Everytime I passed by I hoped to see that his shadow wasn't all over the car,
but his leggs stood just practicly against the frond end of the car.
Eventually I just had to walk after a few more shots.
I decided I liked this angle so much that it had to be a crop.
General specifications:
Country of origin: Italy
Numbers built: 1315
Produced from: 1987 - 1992
Successor: Ferrari F50
Body design Pininfarina
Engine:
Configuration Type: F120 A 90º V 8
Location: Mid, longitudinally mounted
Construction: alloy block and head
Displacement: 2.936 liter / 179.2 cu in
Bore / Stroke: 82.0 mm (3.2 in) / 69.5 mm (2.7 in)
Compression: 7.8:1
Valvetrain: 4 valves / cylinder, DOHC
Fuel feed: Weber-Marelli Fuel Injection
Aspiration: Two IHI Turbos with two Behr intercoolers
Drivetrain:
Chassis/body: kevlar body on steel spaceframe, integrated with composite materials
Suspension (fr/r): unequal A arms, coaxial springs, Koni hydraulic shock absorbers, anti roll bar
Steering: rack-and-pinion
Brakes: ventilated discs, all-round
Gearbox: 5 speed Manual
Drive: Rear wheel drive
Dimensions:
Weight: 1100 kilo / 2425.1 lbs
Length / Width / Height: 4430 mm (174.4 in) / 1980 mm (78 in) / 1130 mm (44.5 in)
Wheelbase / Track (fr/r): 2450 mm (96.5 in) / 1594 mm (62.8 in) / 1610 mm (63.4 in)
Performance figures:
Power: 478 bhp / 357 KW @ 7000 rpm
Torque: 577 Nm / 426 ft lbs @ 4000 rpm
BHP/Liter: 163 bhp / liter
Power to weight: 0.43 bhp / kg
Top Speed: 324 km/h / 201 mph
0-60 mph: 3.5 s
0-100 mph: 8.2 s
DAX (Ford) GT40 Replica (1994) Engine 302 cu in (4950cc) Ford V8
Chassis Number 2A319240
Registration Number L 655 LAN (West Ham)
DAX SET
www.flickr.com/photos/45676495@N05/albums/72157623664889009
With just 107 genuine GT40s being constructed by Ford AVO between 1966 and 1972, there has risen a burgeoning demand for replica of Fords charismatic Le mans winner.one of the foremost exponents being D J Sportscars, best known as makers of the respected Dax Cobra Replica Built around a zinc treated and powder-coated full spaceframe chassis sourced from GT Developments (another well known manufacturer of GT40 replicas) this car is powered by a 302cu in (5-litre) Ford V8 engine, fully balanced and fitted with polished and gas-flowed cylinder heads containing stainless-steel valves. Breathing via Holley carburettors, the unit is reported to develop around 350bhp, good enough for a 0-60mph time of around 5 seconds and a claimed top speed of 165mph. Power is transmitted via a Peugeot five-speed transaxle, while the suspension layout follows that of the original GT40 and uses Spax coil-over shock absorbers. Body panels are moulded in reinforced glassfibre.
This car was formerly owned by Paul Stoddard, Pricipal of the Minardi F1 team and was built by Ford development engineer Ronald Kort. Finished in blue/silver with blue velour interior, it features removable steering wheel, GT40 fuel filler caps and BRM wheels, and was offered for auction at Bonhams, Goodwood Revival sale in 2003, with only 1050 miles on the clock selling for £ 23,000 .
Many thanks for a fantabulous 37,805,000 views
Shot at the Haynes International Motor Museum Sparkford, Somerset 23rd June 2015 Ref 107-103
Think City (2001-02) Power 24 kWh traction battery
Registration Number EX 51 RYU
The Th!nk City is an electric city car that was produced by Norwegian carmaker Think Global, developed durimg Ford's ownership of the company. initially in very limited numbers between 2001-02. It is powered by an electric nickel cadiun (NiCD) batteries and was said to have a range of 55 miles from a full charge. For re-charging the ever so lucky customers can plug into a domestic plug and will re-charge in 9.5 to 10 hours. pretty groovy for a 22 mile journey. The car has a steel underframe and the upper half of the car is an aluminium spaceframe. The body panels are made of eco-freindly plastic, designed to resist scratches and nicks (envy lines). The car weighs in at 1065kg and has a 200kg passenger payload.
THINK City was introduced into the UK in 2001 as part of the THINK @BOUT LONDON (subsidised) scheme. Fifteen cars were leased to companies and rinky dink Government Agencies for use in that London in the South.
Think Global with partners Valmet Automotive put the car into production with the car closely resembling the 2001-02 car.Due to financial difficulties (not eneogh free money), production of the Th!nk City in Finland was stopped in March 2011, and the company filed for bankruptcy on June 22, 2011, for the fourth time in 20 years. Think Global was purchased soon after by Electric Mobility Solutions AS, which announced production to resume in early 2012 with a refined Think City. However, production never resumed, and the Indiana plant completed its final car in August 2012 (only the best die young)
Many thanks for a Marmalising
52,214.506 views
Shot 15.05.2016 at the Gaydon Motor Museum, Warwks REF 117-128
W198-II
Estimated : CHF 770.000 - 1.100.000
Sold for CHF 776.250 - € 705.810
The Bonmont Sale
Collectors' Motor Cars - Bonhams
Golf & Country Club de Bonmont
Chéserex
Switzerland - Suisse - Schweiz
September 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 current vendor purchased this 300 SL Roadster in 1988 at the Classic Mobil Fair, held at the Olympiahalle, Munich. Since then the car has required no work other than the removal of a dent in the right front wing. Its engine running smoothly, this example has a delightful overall patina of age and, unusually, still retains its original paintwork. Finished in beige with red leather interior, the car is offered with German Fahrzeugbrief and a copy of its factory data card.
A beautiful example of the iconic 300 SL in Roadster form, this is a highly desirable motor car that 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.
The success of SpaceX's FA-57A Remora to provide Terran cargo ships a measure of self protection against piracy didn't go unnoticed by the commanders of the Terran fleet. An evolved version of the Remora concept could provide the smaller ships of the fleet some measure of organic space fighter capability, something that was at that point limited to ships from destroyer size and up. Frigate class warships had a small hangar bay suitable only for shuttle craft. A more capable version of the Remora could be docked to the outer hull without sacrificing space in the small hangar bays for shuttlecraft.
SpaceX enlarged the FA-57A with twin engines but buried the cannon armament inside the spaceframe to give the Super Remora as low as a profile as necessary this way one or two could be taken into a frigate's hangar bay for heavier servicing work if needed without taking up much space.
With powerful twin engines in a compact package, the FA-57B is one of the fastest and most maneuverable FA-class craft in the fleet.
Chassis n° 1FAFP90SX54400856
Estimated : CHF 300.000 - 400.000
Unsold
The Bonmont Sale
Collectors' Motor Cars - Bonhams
Golf & Country Club de Bonmont
Chéserex
Switzerland - Suisse - Schweiz
September 2019
"The GT40 Concept casts a familiar, sleek silhouette of its predecessor, yet every dimension, every curve and line on the car is a unique reinterpretation of the original. The GT40 features a long front overhang reminiscent of 1960s-era race-cars. But its sweeping cowl, subtle accent lines and fibre-optic headlamps strike a distinctly contemporary pose. Its new lines draw upon and refine the best features of GT40 history and express the car's original identity." – Ford Motor Company.
Based on Eric Broadley's Lola GT, the original Ford GT40 was spawned by the Dearborn giant's ambition to beat Ferrari at Le Mans, a feat it duly achieved for the first time in 1966. The GT40 project had commenced three years previously, following Ford's failed attempt to buy into Ferrari, and was based at the Ford Advanced Vehicles plant at Slough, England. The GT40 first ran competitively in 1964 but failed at Le Mans that year and again in 1965. That first sweet Le Mans victory would fall to the 7-litre MkII, with victory the following year going to a US-built MkIV 'J' car. (The GT40 MkIII was the British-built road-going version).
A decade later and the GT40's status as an all-time great classic sports car had been firmly established, leading to an increased demand for unmolested originals and the start of a replica-building industry. Perhaps the only surprise concerning the emergence of a reconstituted 'official' version is that it took Ford the best part of 40 years to get around to it.
The 'new generation' GT was developed by Ford's Special Vehicle Team Engineering department under the direction of John Coletti and Fred Goodnow. The prototype was released in 2002 in anticipations of Ford's 100th anniversary celebrations, with production commencing in late 2004. The composite body panels are unstressed, as on the original, but instead of the monocoque chassis construction used in the 1960s, SVT Engineering developed an all-new lightweight aluminium spaceframe combining extruded sections and panels. Doubling as fuel reservoirs, a pair of massive sills contributed much to the original's chassis stiffness, whereas the new 'GT40' relies on a centre-tunnel 'backbone' that greatly improves ease of entry and exit. The suspension design is an advance on the original's, consisting of unequal-length control arms and a pushrod/bell-crank system acting on horizontally mounted coil spring/damper units. Braking is handled by six-piston Alcon callipers with cross-drilled and ventilated discs all round.
In defeating Ferrari's more highly stressed V12s, Ford proved that the traditional American V8 possessed all that was necessary to compete at the cutting edge of international endurance racing. A far cry from the simple pushrod units of the 1960s, the Ford GT's supercharged MOD 5.4-litre V8 produces 550bhp at 6,500rpm and 678Nm (500lb/ft) of torque at 3,750 revs; figures on a par with those of the 7.0-litre engine that won at Le Mans in 1966 and 1967. The six-speed all-synchromesh manual gearbox/transaxle uses ZF internals and was sourced from RBT Transmissions, whose founder Roy Butfoy had been a member of Ford's racing team at Le Mans.
The interior features leather-upholstered Recaro bucket seats with aluminium ventilation grommets embedded into the panels. The instrument layout follows the original's, comprising analogue gauges and a large tachometer complemented by modern versions of the traditional toggle switches.
Back in 1966, the Ford GT40 endurance racer became the first car to exceed 200mph along the Mulsanne straight at Le Mans. Matching that would be some achievement for the production road car, even allowing for nearly 40 years of technological progress... Tested for Motor Trend magazine by Indycar racing legend Bryan Herta, the Ford GT duly topped 200mph at Ford's Kingman test facility in Arizona, emphatically demonstrating that it was indeed worthy of that famous name. The GT also has stunning acceleration, sprinting from 0-100km/h in approximately 3.8 seconds.
One of only 101 produced for the European market, this beautiful example was first registered in Frauenfeld, Switzerland on 5th October 2005 and has had only two owners from new. The current owner purchased the car from a specialist dealer in 2012, since when it has been driven sparingly, covering only some 1,500 kilometres. This Ford GT has been maintained with great care since its acquisition (see service invoice on file dated 2016 at 5,819km). The car is offered with its service manual; a cancelled Swiss registration document; a Ford GT cover; and a document confirming that the airbags were replaced in 2017 by an official Ford dealer as part of the open recall issued by Ford.
UFP EXCELSIOR CLASS STARSHIP
The Excelsior Class vessel has remained in use longer than almost any other vessel in Starfleet. Built nearly 75 years before the current Galaxy class, the Excelsior class has proven its usefulness in serving the Starfleet as an outstanding exploratory vessel well beyond its designed parameters. Although the Excelsior class was originally built for a Transwarp drive prototype propulsion system, the failure of Transwarp did not preclude the use of this design-worth spaceframe, and more efficient warp drive engines were retro-fitted to Excelsior class ships.
Chapman Mercury CM III (1956) Engine 4998cc V8 Mercury
Race Number 179 Oliver Tomlin
Registration Number 400 WB (Sheffield)
CHAPMAN MERCURY ALBUM
www.flickr.com/photos/45676495@N05/albums/72157706187015865
The Chapman Mercury is a car in the true spirit of postwar Motorsport. Built by race enthusiast Phil Chapman and driven at the event by his grandson Oliver Tomlin.
Phil Chapman ran a small auto electric business in Sheffield, a motorsport enthusiast unable to afford a new competitive car, for road and track, so instead decided to build one. His first car CM1 emerged from a corrugated shed in the late 1940s built on a Triumph Special chassis and powered by a V8 Mercury engine.CM II followed in 1952 with a self designed spaceframe chassis used by Phil unt il956 when it was dismantelled to build CM III
Phil designed the whole car himself starting by chalking the design for the chassis on the workshop floor, then cutting and welding the tubing. He also built the fibre glass moulds for the body taking every care down to the wood rim steering wheel. In competition the car was a resounding success competing in Sprints and Hillclimbs throughout the late 1950s and early 1960s.
It was sold in 1964 to fund his next project CM IV with his own four wheel drive system. But after two difficult seasons Phil had a complete change and took up gliding.
By the 1970s the lure of Motorsport proved to great and he bought back CM III to rebuild as a retirement project, returning it to a competitive Hill Climb car, in which he and his daughter Sandra Tomlin shared at events. As Phil grew older he passed the car to his grandson Oliver Tomlin who maintains the car to his Grand Fathers standards, both his sister Amy and his Mother continue to compete, Mom in a Formula One engined Pilbeam.
Phil Chapman passed away in in 2011 but the competitive gene lives on
Information on this very moving story come from the detailed information board produced by the family and displayed with the car - with some terrific illustrations
Many thanks for a fantabulous 40,371,800 views
Shot at the Chateau Impney Hill Climb, Chateuu Impney, Droitwich 12 July 2015 - Ref 108-099
The original TZ, currently sometimes referenced as TZ1 to differ from later TZ2, was developed in together with Autodelta, a company led by Ex-Ferrari engineer Carlo Chiti. It featured a 1570 cc twin cam engine and other mechanical components shared with the Alfa Romeo Giulia and carried a 105 series chassis number, but was a purpose built sports racing car, with a tubular spaceframe chassis, light all-aluminium bodywork, disc brakes and independent suspension. The result was a lightweight coupé of only 650 kilograms (1,400 lb) and top speed of 134 miles per hour (216 km/h). The TZ was built both for street and racing trim, with the latest racing versions producing up to 160 brake horsepower (120 kW).
The car debuted at the 1963 FISA Monza Cup, where TZs took the first four places in the prototype category. At the beginning of 1964 the TZ was homologated (100 units were needed for homologation) to the Gran Turismo category. After homologation it started to take more class wins in Europe and North-America. Of the first TZ, 112 units were built between 1963 and 1965. Only built as limited amount these TZ models are quite collectibles nowadays, listed price around 150,000-200,000 US dollars.
In 1965 the car was updated with new fibreglass bodywork providing lower drag and reduced weight (620 kg). This new version was also made by Zagato. The new design was called the Alfa Romeo Giulia TZ2. The TZ2 was only built as racing version with Autodelta prepared twin plug, dry sump lubrication engine producing around 170 brake horsepower (130 kW). With this engine the car reached top speed of 152 miles per hour (245 km/h). The rear window was also changed, now single unit rather than three part window in TZ. Development of TZ cars was stopped in the end of 1965, to make room for new GTA racing program. Only 12 TZ2's were built
(Wikipedia)
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Die Alfa Romeo Giulia TZ 1 wurde 1962 als straßentauglicher Rennwagen auf dem Turiner Autosalon vorgestellt. Gebaut wurde sie bei Zagato, daher das "Z" im Namen, während das "T" für Tubolare (Rohrrahmen) steht.
Der 1,6-Liter-Motor der Giulia leistet 112 PS. Zusammen mit einem Leergewicht von 660 kg, bedingt durch Gitterrohrrahmen, beeinflusst das die Fahrleistungen positiv. Insgesamt wurden in den Jahren von 1963 bis 1965 102 Stück gebaut. Im Motorsport kam es zu guten Platzierungen, wenn auch nicht zu besten. Außerdem traten oft technische Ausfälle auf.
Nachfolger wurde deshalb 1964 der deutlich erfolgreichere Alfa Romeo TZ 2. Die Leistung wurde auf 165 PS erhöht und das Gewicht nochmal auf 620 kg reduziert. Auch wurde das Fahrwerk verbessert. Inzwischen war die Firma Autodelta bei Alfa Romeo für den Motorsport verantwortlich. Im Tourenwagensport erzielte die neu entwickelte Giulia GTA bessere Erfolge. Dies führte dann mit zu der Entscheidung, sich ganz auf den GTA zu konzentrieren und die Herstellung der TZ 2 1967 nach nur zwölf Exemplaren einzustellen.
(Wikipedia)
'The White Lotus' ex-Tip Cunane, 1955 Lotus-MG Mk VIII Aerodynamic Sports-Racing Two-Seater Chassis no. MK6/2-1
Colin Chapman's emergent Lotus series of ever-more sophisticated competition cars featured cycle mudguard or open-wheeled trials special-type design until what proved to be his landmark design for the Lotus Mark VIII series.
These sports-racing cars were the first to feature fully wheel-enveloping aerodynamic bodywork conceived and designed by De Havilland Aircraft aerodynamicist Frank Costin. His brother Michael was one of Colin Chapman's closest and most influential collaborators, and would become technical director of the growing Lotus Engineering Company before joining engineer Keith Duckworth in partnership as the 'Cos' of Cosworth.
It was during the winter of 1953 that Colin Chapman began design study for such a car, for which detail chassis design and stress calculation was completed by Peter Ross and Gilbert 'Mac' Mackintosh. The fully triangulated multi-tubular spaceframe chassis was closely based upon the design of the preceding Lotus Mark 6, to the extent that it was identified original as the Mark VI Series 2.
Manufactured by Dave Kelsey and John Teychenne's Progress Chassis Company in Edmonton, North London, the chassis frame was welded together from 1¼-inch 20-gauge tubing.
Once fitted with the Frank Costin-designed aerodynamic body, fashioned in 20-gauge aluminium sheet by specialist Williams & Pritchard, also of Edmonton, the completed chassis/body unit for the Mark VIII weighed less than a set of five wheels and tyres. The frame alone scaled barely 35lbs. But the original chassis design proved a nightmare in practical terms, for its complex triangulation prevented engine removal in less than 12 hours, and replacement a further 24! Even then the engine had to be largely dismantled in the process.
This particular Glasius Collection car is chassis No 1 but it was actually the last Mark VIII to be delivered, as late as April 1955, when it was first UK road registered 'TYC 700', dated the 4th of that month. As such it benefited from Lotus Engineering's experience with its sisters, including the famous works car 'SAR 5', and the forepart of 'TYC's chassis is square-cut like the Mark VI to facilitate engine removal and replacement. At the customer's request, Williams & Pritchard also provided a door on the passenger side, unlike earlier Mark VIIIs. At the time of its delivery to Mr Cunane the prototype Lotus Mark IX had already raced three weeks previously, in the Sebring 12-Hours...
It appears that Thomas George 'Tip' Cunane – general manager and head of the still-famous and very old-established St Cuthbert's Paper Mill at Wells in Somerset, England - had paid Colin Chapman a large deposit which was then used by Lotus Engineering to build the other Mark VIIIs, most significantly their own works car, plus those for better-known competition customers, before making delivery to Mr Cunane.
Local Wells-based haulier Eric Willmott was Mr Cunane's mechanic at the time and he recalls both late delivery of the car and that its chassis serial as today is 'MK6/2-1 - indicating that the Mark VIII was regarded upon the project's initiation as being the Lotus Mark VI Series 2 design. But when they started to take the car through Customs for Tip Cunane to drive it in Europe it was difficult to locate the chassis number on the car itself, so Mr Willmott stamped it into the bracket at the front supporting the centre of the divided front axle suspension.
Early in his ownership Mr Cunane had a steering arm break which Lotus quickly replaced by providing forged arms that proved completely reliable. Eric Willmott recalled that Mr Cunane's Jaguar XK140 "couldn't live with the Mark VIII on the open road". They evidently had a tremendous amount of fun running the car. Mr Cunane planned to compete with it in the 1957 Alpine Rally so had Lotus fit a tall windscreen and provide a hood, only for the Suez Crisis to see the Rally cancelled. He also specified installation of a 16-gallon long-range fuel tank but when filled it proved so heavy that it broke tubes at the tail of the chassis. The frame was repaired and repainted and the fuel tank reduced to a less optimistic 8 gallon capacity. He drove the car with some success at minor level, setting class FTD at hill-climbs such as Trengwainton in the West Country and at Great Auclum, near Reading, Berkshire, and winning at club level at Silverstone during 1955-56. His car was painted overall white and it became known within club racing and sprint circles as simply 'The White Lotus'.
Tip Cunane had acquired a very special racing engine from friends working at MG, Abingdon, including their famous contemporary Chief Engineer Syd Enever. This power unit – still installed within the car today - is known as the XPEG design, as distinct from the standard production XPAG used in the MG TC/TD/TF series sports cars. This XPEG engine was an experimental unit as used in MG's illustrious series of World speed record-breaking cars. The unit has a dry-deck cylinder-block/head configuration with cooling water transfer from block to head and back via external pipes rather than internal drillings or cast waterways, obviating any need for a vulnerable head gasket. Engine serial number '3617J3' (1486cc) is noted in the original-style UK log book accompanying the car.
Tip Cunane was a perfectly capable amateur racing driver, and he accumulated some 30 awards in 'The White Lotus' through the mid-1950s. He also used it – remarkably – on touring holidays in Europe, intrepidly driving it to the French Riviera and around the Alps, into Italy.
The car went through various subsequent UK ownerships – the first ex-Cunane being Performance Cars, the well-known British sporting car dealership, in 1958, followed by Malcolm Brian Dimmick of Orsett Grange, Essex, who is listed in the car's old-style UK log book from May 4, 1959. It is noted that by August 26, 1960, the car had been repainted in British Racing Green. Subsequent ownership changes include one to Anthony Charles Simond of Banstead, Surrey, on August 17, 1961, then to Mrs Dorothy Kathleen Whittington of St Leonard's-on-Sea, Sussex. The car is also accompanied by a V5 registration document in the name of David George Whittington, of St Leonard's, who had adopted formal ownership from his mother in 1963, and marked "No other keepers since March 1984".
We understand that Mr Whittington of DW Autos in St Leonard's totally dismantled the Lotus Mark VIII, including its rare XPEG engine, with the intention of restoring it from the ground up over an extended period.
However, as is so often the case, the owner never found sufficient time to do the job and 30 years later, in 1993 –Olav Glasius was able to negotiate purchase of the dismantled car from Mr Whittington,"...as a total – but, crucially, absolutely complete - kit of parts".
Nothing was missing and the total car was restored and reassembled for Olav over a four-year restoration carried out by noted specialist Fred Fairman in Cornwall. This restoration involved some 3,000 hours work, of which 1,000 hours was devoted to restoration of the original bodywork alone.
The XPEG engine was entrusted to the Oudejans brothers, Dutch MG specialists in Badhoevedrop, two ex-Fokker aeronautical engineers, and rebuilt with new pistons, cylinder liners, everything either carefully tested and verified or replaced by new.
In recent years the car has competed in the Goodwood Revival Meeting, it runs very well and the special MG XPEG engine is as brisk today as it plainly was in period. Only nine Lotus Mark VIIIs were ever built by Colin Chapman's youthful company in the 1950s, of which only six now survive. Amongst them 'The White Lotus' offered here has survived in highly original form, immaculately restored to its discerning connoisseur owner's taste. It is a road-useable 1950s sports-racing car of enormous presence. As one of the earliest of Lotus aerodynes – built around a supremely sophisticated, lightweight spaceframe chassis which must represent a near pinnacle of that particular technology – it is in itself another Lotus landmark design...
Classic Days 2016
Schloss Dyck
Jüchen - Germany
Augustus 2016
Bonhams : the Zoute Sale
Estimated : € 55.000 - 75.000
Sold for € 63.250
Zoute Grand Prix 2018
Knokke - Zoute
België - Belgium
October 2018
That a major US manufacturer could come up with such an exciting concept car was startling enough, but Chrysler's decision to put the Viper into production was nothing short of astonishing. Inspired, as its name suggests, by the legendary Cobra, Tom Gale's design study made its auto-show debut in 1989 following discussions between Chrysler boss Bob Lutz and Cobra-creator Carroll Shelby, its appearance triggering an avalanche of deposit cheques. Without doubt, a large part of the Viper's 'back to basics' appeal stemmed from its unique selling point: a massively powerful 8-litre V10 engine. The latter had been born out of the requirement for a larger unit to power the Dodge Ram pickup truck, the prototype being created simply by grafting two extra cylinders on to the Ram's existing 5,9-litre V8. Despite being relatively 'low-tech', the Lamborghini-developed pushrod V10 churned out 400 bhp and a brutal 450 lb/ft of torque at a lowly 3.600 rpm, figures which the 3.280 lb Viper translated - via a six-speed manual gearbox - into a 0-60 mph time of 4,7 seconds and a top speed of 165mph. Compared with this paragon of power units, the Viper's running gear made somewhat less interesting reading: a multi-tubular spaceframe chassis endowed with all-round independent suspension and four-wheel disc brakes residing beneath the svelte glassfibre bodywork.
Little more than 12 months after the Viper roadster had commenced production, a closed coupé version, the GTS, debuted in prototype form at the Los Angeles Auto Show. 'Where the Viper follows the classic sportscar gospel, this time we looked at some of the great Grand Touring cars such as the Cobra Daytona Coupé and Ferrari GTO,' revealed Chrysler's vice president of engineering, François Castaing. By the time the production GTS coupe arrived for 1996, the original Viper concept had undergone considerable refinement. Thus the coupé boasted air conditioning, dual airbags, adjustable pedals and power windows in glass rather than plastic, features soon extended to the roadster. Concerns that the Viper had been needlessly 'sanitised' were dispelled by the revised engine that now produced a staggering 450bhp, and a succession of weight reductions achieved by the use of alloy chassis components.
Endurance events were an obvious target for a car with such obvious competition potential. The result was the Viper GTS/R-T. Developed in conjunction with the French racing team ORECA, the GTS/R-T clinched the 1997 FIA GT2 Championship, won its class at the 1998 24 Hours of Le Mans and took overall victory in the 2000 Daytona 24 Hours, in addition to countless successes in the domestic American Le Mans Series.
Originally sold in Canada to a Belgian/Canadian businessman, this very early Viper roadster has been kept, unused, in his private collection and is presented in effectively 'as new' condition having covered only some 100 kilometres since it left the factory. Finished in red with grey leather interior, this beautiful car comes complete with its original weather equipment and all books and tools. The car is currently registered in Belgium as an 'Old-timer' and is offered with Carte Grise and all its original documents. If exported from Belgium this lot may possibly be liable to VAT depending on the country of import. A rare opportunity to acquire an unused example of one of the most exciting sports cars of recent years.
Bonhams : the Zoute Sale
Estimated : € 140.000 - 180.000
Sold for € 155.250
Zoute Grand Prix 2018
Knokke - Zoute
België - Belgium
October 2018
Conceived and developed as an open sports car, the Jaguar E-Type debuted at the Geneva Salon in March 1961 in Coupé form. The car caused a sensation - spontaneous applause breaking out at the unveiling - with its instantly classic lines and a 150mph top speed. The newcomer's design owed much to that of the Le Mans-winning D-Type sports-racer, a monocoque tub forming the main structure while a tubular spaceframe extended forwards to support the engine. The latter was the 3.8-litre, triple-carburettor, 'S' unit first offered as an option on the preceding XK150. Its engine aside, only in terms of its transmission did the E-Type represent no significant advance over the XK150, whose durable four-speed Moss gearbox it retained.
With a claimed 265bhp available, E-Type's performance did not disappoint; firstly, because it weighed around 500lbs less than the XK150 and secondly because aerodynamicist Malcolm Sayer used experience gained with the D-Type to create one of the most elegant and efficient shapes ever to grace a motor car. Taller drivers though, could find the interior somewhat lacking in space, a criticism addressed by the introduction of foot wells (and other, more minor modifications) early in 1962. Today, the E-Types graceful lines live on in modern Jaguar sports cars, and there can be little doubt that William Lyons' sublime creation would feature in any knowledgeable enthusiast's 'Top Ten' of the world's most beautiful cars of all time. Indeed, even Enzo Ferrari felt obliged to concede that the E-type was 'the most beautiful car ever made'.
Representing the Jaguar E-Type in its earliest, purest, and most sought-after form, this 3.8-litre 'Series 1' was imported by Jaguar's French distributor, Paris-based Ets F Delecroix on 30th August 1962. On 19th September 1962 the car was delivered to its first owner, who would keep it for seven years. It was then purchased by a Mr Carillon of Givros, France.
On 28th June 1985, the E-Type was bought by Mr Michel Hassoun, who kept the car in the South of France. Ownership was transferred to Madame Aline Hassoun on 27th July 1993. The current owner purchased the car on 5th November 2015 at which time the odometer reading was around 60,000 kilometres.
In France until 2015 and since then in Belgium, this fully matching numbers E-Type has always been kept in original condition, and even retains its original radio and electric antenna. In maintaining the car, the current owner has prioritised mechanical reliability, as he wanted to drive it without having to worry. Carried out by Retro Cars, a Belgian Jaguar specialist, refurbishment has included a complete engine overhaul in the course of which high-compression (9.0:1) pistons were fitted; the crankshaft, flywheel, and other rotating components dynamically balanced; the carburettors completely overhauled; 123 electronic ignition fitted; new ignition system and alternator fitted; and an aluminium radiator and Kenlowe electric cooling fan installed. Other works included overhauling the Moss gearbox and fitting a new clutch; overhauling the differential with new bearings; new brake discs front and rear; new brake master cylinder and new pistons front and rear: overhauling the steering rack; and fitting six new gas shock absorbers, adjustable for compression and rebound damping. Other noteworthy features include all new hoses; a stainless steel exhaust system; complete new electrical wiring loom and fuse box; a new convertible hood; and re-upholstered seats. Apart from the seats, the interior remains original.
Invoices totalling more than €50,000 on file together with a photographic record of the mechanical rebuild showing that high quality parts were used exclusively. This exceptional E-Type also comes complete with tool kit, jack, instruction manual, JDHT Certificate, Belgian Carte Grise, and a 12-page Rapport d'Expertise from the Bureau d'Expertises en Automobile, Doucy.
This art work was created from an internet image. The 2018 Karma Revero has a huge task ahead of it—not many, if any, failed luxury cars have made a comeback. Introduced five years ago as the Fisker Karma EVer, the reborn Revero has taken the model name as its new marque. But beyond creating a new nameplate, Karma’s owner, Chinese conglomerate Wanxiang Group, has funded a new U.S. factory in California and bought Fisker battery supplier A123.
The first of these $130,000 plug-in hybrid sedans have rolled off the assembly line and will be making their way to about 10 dealers located in Los Angeles, Phoenix, Dallas, Atlanta, Miami, Philadelphia, New York, Boston and Chicago metro areas.
Familiar face
The car retains the same sexy shape that turned heads in 2012, and the design still holds up quite well today. Add to the fact that only 2,349 Fiskers were built, the new car has a look that is at once both fresh and timeless. There are other touches that are in keeping with the uniqueness of the car, like the individually hand painted-badges affixed to the hood and rear decklid, a new front grille treatment and new paint schemes courtesy of the Moreno Valley, Calif., assembly plant, which has a state-of-the-art robotic paint system.
Other upgrades to the car include the use of more sound deadening foam up front and a completely re-engineered and more user-friendly infotainment system that also incorporates Apple CarPlay and Android Auto.
The basic mechanical package remains the same. There’s a 235-horsepower 2.0-liter turbocharged 4-cylinder engine under the hood from General Motors that acts as a power generator and two 150 kilowatt electric motors mounted on the rear axle, which is good for a combined 403 horsepower output.
More 4-door coupe than sedan
Slide behind the wheel of the Revero and you’ll find yourself settling into a well-bolstered sport seat and a thick, grippy, leather-covered steering wheel before you. With its closely coupled cabin, the Revero can truly be called a 4-door coupe. The two rear seats of this 4-passenger automobile are also aggressively bolstered and despite the long wheelbase, rear seat legroom is at a premium. Still, tight cabin aside, the Karma Revero is more than being looked at and admired; it’s also about the driving.
The vehicle’s aluminum spaceframe is stiff and well-tuned to the car’s independent suspension. One gripe of the original was that despite this foundation, it felt loose. There were large gaps and the interior didn’t seem to fit together well. Additional insulation with its better noise, vibration and harshness (NVH) control and a high level of craftsmanship now gives the Revero the solid feel of an automobile that can command $130,000.
The push-button start and faceted crystal gear selector carry over. Punch the start button and the car comes to life and offers three distinct driving options. Stealth is the pure EV mode that allows the vehicle to be driven from the lithium-ion battery pack. Although the EPA rating on the car says the Karma is good for 32 pure electric miles, during our two-hour test drive, we saw the range indicate a distance of something over 40 miles and by the end of the run, we still had about 27 miles of EV motoring left. There are three stages of regenerative braking and if you select the most aggressive Level 3, you can push quite a bit of energy back into the battery pack. Also, the car’s solar roof has been upgraded to be able to over the course of a day, generate enough electricity to give you an additional 3 miles of range. Recharging the battery pack using 240 volts takes three hours (10 at 110 volts), but also a quick charge feature can give you up to 80 percent in 24 minutes.
0-60 mph in 5.4 seconds
While Stealth mode is good in and around town and has some decent performance of its own (0-60 mph in 6.9 seconds to a 95 mph top speed), there’s a Sustain mode that will keep the battery charged and run the vehicle off the engine generator. In this mode, the vehicle operates more like a conventional hybrid and has, because of the lower power rating, a more leisurely 0-60 mph time of 7.2 seconds. It also is electronically limited to a 95 mph top speed. Finally, the Sport mode uses both battery and generator power to give the Revero the snap off the line of its 5.4-second 0-60 mph capability (almost a second quicker than the Fisker version, thanks to improved electric motor technology). Top speed is also limited in this mode to 125 mph.
In addition to the three basic driving modes, you can mix and match the weighting of the steering with sport, normal and sustainable settings that move from very heavy (sport) to light (sustainable). Normal seemed just about right for all-around driving, since Sport can feel like the steering is heavily mired in parking lot maneuvers.
The new infotainment system is buttonless, but still pretty easy to navigate and use. Response times are quick and there are some slick features, like the ability to move the nav screen from the center display to the instrument cluster, eliminating the need for an intrusive head-up display.
Exclusivity is its calling card
Our time behind the wheel was relatively short, but impressive. It appears that a lot of build issues have been worked out along with making some of the user interfaces more intuitive while still retaining a high-tech edge.
Perhaps the most refreshing element of the rebirth of the Karma is the promise that the Revero is not out there to sell in huge numbers or change the automotive landscape. Its goals are modest—being able to offer a distinctive, competent and efficient vehicle to a discriminating, well-heeled clientele. It’s an approach that bodes well for this second act in the Karma story
Source: Kelly Bluebook
Mercedes SLS AMG Coupe Electric Drive
With the new Mercedes-Benz SLS AMG Coupé Electric Drive, Mercedes-AMG is entering a new era: the locally emission-free super sports car featuring advanced technology from the world of Formula 1 is the most exclusive and dynamic way in which to drive an electric car. The most powerful AMG high-performance vehicle of all time has four electric motors producing a total output of 552 kW and a maximum torque of 1000 Nm. As a result, the gullwing model has become the world's fastest electrically-powered series production vehicle: the Mercedes-Benz SLS AMG Coupé Electric Drive accelerates from zero to 100 km/h in 3.9 seconds.
A new dimension of driving performance - a convincing synonym for the AMG brand promise are the outstanding driving dynamics which come courtesy of AMG Torque Dynamics as well as torque distribution to individual wheels, which is made possible by means of wheel-selective all-wheel drive. The most "electrifying" gullwing model ever has been developed in-house by Mercedes-AMG GmbH. The high-voltage battery for the SLS AMG Coupé Electric Drive is the result of cooperation between Mercedes-AMG and Mercedes AMG High Performance Powertrains in Brixworth (GB). This is an area in which the British Formula 1 experts were able to contribute their extensive know-how with KERS hybrid concepts.
"The SLS AMG Coupé Electric Drive is setting new standards for cars with electric drives. As the most powerful gullwing model ever, it is also representative of the enduring innovational strength of Mercedes-AMG. Our vision of the most dynamic electric vehicle has become a reality. With the help of our colleagues at Mercedes AMG High Performance Powertrains in Brixworth, we are bringing exciting advanced technology from the world of Formula 1 to the road", according to Ola Källenius, Chairman of the Board of Management of Mercedes-AMG GmbH.
Mercedes SLS AMG Coupe Electric Drive (2014)
2014 Mercedes-Benz SLS AMG Coupe Electric Drive
Pioneering, visionary, electrifying: the powerful and locally emission-free super sports car with electric drive also embodies the development competence of Mercedes-AMG GmbH. With this innovative and unique drive solution, AMG - as the performance brand of Mercedes-Benz - is demonstrating its technological leadership in this segment. The Mercedes-Benz SLS AMG Coupé Electric Drive is aimed at technology-minded super sports car fans who are open to new ideas and enthusiastic about ambitious high-tech solutions for the future of motoring.
Enormous thrust thanks to 1000 Nm of torque
The pioneering drive package in the SLS AMG Coupé Electric Drive is impressive and guarantees a completely innovative and electrifying driving experience: enormous thrust comes courtesy of four synchronous electric motors providing a combined maximum output of 552 kW and maximum torque of 1000 Nm. The very special gullwing model accelerates from zero to 100 km/h in 3.9 seconds, and can reach a top speed of 250 km/h (electronically limited). The agile response to accelerator pedal input and the linear power output provide pure excitement: unlike with a combustion engine, the build-up of torque is instantaneous with electric motors - maximum torque is effectively available from a standstill. The spontaneous build-up of torque and the forceful power delivery without any interruption of tractive power are combined with completely vibration-free engine running characteristics.
The four compact permanent-magnet synchronous electric motors, each weighing 45 kg, achieve a maximum individual speed of 13,000 rpm and in each case drive the 4 wheels selectively via a axially-arranged transmission design. This enables the unique distribution of torque to individual wheels, which would normally only be possible with wheel hub motors which have the disadvantage of generating considerable unsprung masses.
Powerful, voluminous, dynamic, emotional and authentic: the characteristic sound of the Mercedes-Benz SLS AMG Coupé Electric Drive embodies the sound of the 21st century. After an elaborate series of tests as well as numerous test drives, the AMG experts have created a sound which captures the exceptional dynamism of this unique super sports car with electric drive. Starting with a characteristic start-up sound, which rings out on pressing the "Power" button on the AMG DRIVE UNIT, the occupants can experience a tailor-made driving sound for each driving situation: incredibly dynamic when accelerating, subdued when cruising and as equally characteristic during recuperation. The sound is not only dependent on road speed, engine speed and load conditions, but also reflects the driving situation and the vehicle's operating state with a suitable driving noise. Perfect feedback for the driver is guaranteed thanks to a combination of the composed sound, the use of the vehicle's existing inherent noises and the elimination of background noise - this is referred to by the experts as "sound cleaning". The impressive sound comes courtesy of the standard sound system with eleven loudspeakers.
Advanced Formula 1 technology: high-voltage lithium-ion battery
Battery efficiency, performance and weight: in all three areas Mercedes-AMG is setting new standards. The high-voltage battery in the SLS AMG Coupé Electric Drive boasts an energy content of 60 kWh, an electric load potential of 600 kW and weighs 548 kg - all of which are absolute best values in the automotive sector. The liquid-cooled lithium-ion high-voltage battery features a modular design and a maximum voltage of 400 V.
Advanced technology and know-how from the world of Formula 1 have been called on during both the development and production stages: the battery is the first result of the cooperation between Mercedes-AMG GmbH in Affalterbach and Mercedes AMG High Performance Powertrains Ltd. Headquartered in Brixworth in England, the company has been working closely with Mercedes-AMG for a number of years. F1 engine experts have benefited from its extensive expertise with the KERS hybrid concept, which made its debut in the 2009 Formula 1 season. At the Hungarian Grand Prix in 2009, Lewis Hamilton achieved the first historic victory for a Formula 1 vehicle featuring KERS hybrid technology in the form of the Mercedes-Benz KER System. Mercedes AMG High Performance Powertrains supplies the Formula 1 teams MERCEDES AMG PETRONAS, Vodafone McLaren Mercedes and Sahara Force India with Mercedes V8 engines and the KERS.
The high-voltage battery consists of 12 modules each comprising 72 lithium-ion cells. This optimised arrangement of a total of 864 cells has benefits not only in terms of best use of the installation space, but also in terms of performance. One technical feature is the intelligent parallel circuit of the individual battery modules - this helps to maximise the safety, reliability and service life of the battery. As in Formula 1, the battery is charged by means of targeted recuperation during deceleration whilst the car is being driven.
High-performance control as well as effective cooling of all components
A high-performance electronic control system converts the direct current from the high-voltage battery into the three-phase alternating current which is required for the synchronous motors and regulates the energy flow for all operating conditions. Two low-temperature cooling circuits ensure that the four electric motors and the power electronics are maintained at an even operating temperature. A separate low-temperature circuit is responsible for cooling the high-voltage lithium-ion battery. In low external temperatures, the battery is quickly brought up to optimum operating temperature with the aid of an electric heating element. In extremely high external temperatures, the cooling circuit for the battery can be additionally boosted with the aid of the air conditioning. This also helps to preserve the overall service life of the battery system.
Quick charge function via special wall box
Ideally the Mercedes-Benz SLS AMG Coupé Electric Drive is charged with the aid of a so-called wall box. Installed in a home garage, this technology provides a 22 kW quick-charge function, which is the same as the charging performance available at a public charging station. A high-voltage power cable is used to connect the vehicle to the wall box, and enables charging to take place in around three hours. Without the wall box, charging takes around 20 hours. The wall box is provided as an optional extra from Mercedes-AMG in cooperation with SPX and KEBA, two suppliers of innovative electric charging infrastructures for the automotive industry.
Eight-stage design for maximum safety
To ensure maximum safety, the SLS AMG Coupé Electric Drive makes use of an eight-stage safety design. This comprises the following features:
•all high-voltage cables are colour-coded in orange to prevent confusion
•comprehensive contact protection for the entire high-voltage system
•the lithium-ion battery is liquid-cooled and accommodated in a high-strength aluminium housing within the carbon-fibre zero-intrusion cell
•conductive separation of the high-voltage and low-voltage networks within the vehicle and integration of an interlock switch
•active and passive discharging of the high-voltage system when the ignition is switched to "off"
•in the event of an accident, the high-voltage system is switched off within fractions of a second
•continuous monitoring of the high-voltage system for short circuits with potential compensation and insulation monitors
•redundant monitoring function for the all-wheel drive system with torque control for individual wheels, via several control units using a variety of software
By using this design, Mercedes-AMG ensures maximum safety during production of the vehicle and also during maintenance and repair work. Of course the Mercedes-Benz SLS AMG Coupé Electric Drive also meets all of the statutory and internal Mercedes crash test requirements.
All-wheel drive with AMG Torque Dynamics enables new levels of freedom
Four motors, four wheels - the intelligent and permanent all-wheel drive of the SLS AMG Coupé Electric Drive guarantees driving dynamics at the highest level, while at the same time providing the best possible active safety. Optimum traction of the four driven wheels is therefore ensured, whatever the weather conditions. According to the developers, the term "Torque Dynamics" refers to individual control of the electric motors, something which enables completely new levels of freedom to be achieved. The AMG Torque Dynamics feature is permanently active and allows for selective distribution of forces for each individual wheel. The intelligent distribution of drive torque greatly benefits driving dynamics, handling, driving safety and ride comfort. Each individual wheel can be both electrically driven and electrically braked, depending on the driving conditions, thus helping to
•optimise the vehicle's cornering properties,
•reduce the tendency to oversteer/understeer,
•increase the yaw damping of the basic vehicle,
•reduce the steering effort and steering angle required,
•increase traction,
•and minimise ESP® and ASR intervention.
The AMG Torque Dynamics feature boasts a great deal of variability and individuality by offering three different transmission modes:
•Comfort (C): comfortable, forgiving driving characteristics
•Sport (S): sporty, balanced driving characteristics
•Sport plus (S+): sporty, agile driving characteristics
AMG Torque Dynamics enables optimum use of the adhesion potential between the tyres and the road surface in all driving conditions. The technology allows maximum levels of freedom and as such optimum use of the critical limits of the vehicle's driving dynamics. Outstanding handling safety is always assured thanks to the two-stage Electronic Stability Program ESP®.
"AMG Lightweight Performance" design strategy
The trailblazing body shell structure of the Mercedes-Benz SLS AMG Coupé Electric Drive is part of the ambitious "AMG Lightweight Performance" design strategy. The battery is located within a carbon-fibre monocoque which forms an integral part of the gullwing model and acts as its "spine". The monocoque housing is firmly bolted and bonded to the aluminium spaceframe body. The fibre composite materials have their roots in the world of Formula 1, among other areas. The advantages of CFRP (carbon-fibre reinforced plastic) were exploited by the Mercedes-AMG engineers in the design of the monocoque. These include their high strength, which makes it possible to create extremely rigid structures in terms of torsion and bending, excellent crash performance and low weight. Carbon-fibre components are up to 50 percent lighter than comparable steel ones, yet retain the same level of stability. Compared with aluminium, the weight saving is still around 30 percent, while the material is considerably thinner. The weight advantages achieved through the carbon-fibre battery monocoque are reflected in the agility of the SLS AMG Coupé Electric Drive and, in conjunction with the wheel-selective four-wheel drive system, ensure true driving enjoyment. The carbon-fibre battery monocoque is, in addition, conceived as a "zero intrusion cell" in order to meet the very highest expectations in terms of crash safety. It protects the battery modules inside the vehicle from deformation or damage in the event of a crash.
The basis for CFRP construction is provided by fine carbon fibres, ten times thinner than a human hair. A length of this innovative fibre reaching from here to the moon would weigh a mere 25 grams. Between 1000 and 24,000 of these fibres are used to form individual strands. Machines then weave and sew them into fibre mats several layers thick, which can be moulded into three-dimensional shapes. When injected with liquid synthetic resin, this hardens to give the desired structure its final shape and stability.
Optimum weight distribution and low centre of gravity
The purely electric drive system was factored into the equation as early as the concept phase when the super sports car was being developed. It is ideally packaged for the integration of the high-performance, zero-emission technology: by way of example, the four electric motors and the two transmissions can be positioned as close to the four wheels as possible and very low down in the vehicle. The same applies to the modular high-voltage battery. Advantages of this solution include the vehicle's low centre of gravity and balanced weight distribution - ideal conditions for optimum handling, which the electrically-powered gullwing model shares with its petrol-driven sister model.
New front axle design with pushrod damper struts
The additional front-wheel drive called for a newly designed front axle: unlike the series production vehicle with AMG V8 engine, which has a double wishbone axle, the SLS AMG Coupé Electric Drive features an independent multi-link suspension with pushrod damper struts. This is because the vertically-arranged damper struts had to make way for the additional drive shafts. As is usual in a wide variety of racing vehicles, horizontal damper struts are now used, which are operated via separate push rods and transfer levers. Thanks to this sophisticated front-axle design, which has already been tried and tested in the world of motorsport, the agility and driving dynamics of the Mercedes-Benz SLS AMG Coupé Electric Drive attain the same high levels as the V8 variant. Another distinguishing feature is the speed-sensitive power steering with rack-and-pinion steering gear: the power assistance is implemented electrohydraulically rather than just hydraulically.
AMG ceramic composite brakes for perfect deceleration
The SLS AMG Coupé Electric Drive is slowed with the aid of AMG high-performance ceramic composite brakes, which boast direct brake response, a precise actuation point and outstanding fade resistance, even in extreme operating conditions. The over-sized discs - measuring 402 x 39 mm at the front and 360 x 32 mm at the rear - are made of carbon fibre-strengthened ceramic, feature an integral design all round and are connected to an aluminium bowl in a radially floating arrangement.
The ceramic brake discs are 40 percent lighter in weight than the conventional, grey cast iron brake discs. The reduction in unsprung masses not only improves handling dynamics and agility, but also ride comfort and tyre grip. The lower rotating masses at the front axle also ensure a more direct steering response - which is particularly noticeable when taking motorway bends at high speed.
Exclusive, high-quality design and appointments
Visually, the multi-award-winning design of the SLS AMG is combined with a number of specific features which are exclusive to the Electric Drive variant. The front apron has a striking carbon-look CFRP front splitter which generates downforce on the front axle. The radiator grille and adjacent air intakes adorn special areas painted in the vehicle colour and with bionic honeycomb-shaped openings. They are not only a visual highlight but, thanks to their aerodynamically optimised design, also improve air flow over the cooling modules mounted behind them. Darkened headlamps also impart a sense of independence to the front section. Viewed from the side, the "Electric Drive" lettering stands out on the vehicle side, as do the AMG 5-twin-spoke light-alloy wheels with their specific paint design. The SLS AMG Electric Drive comes as standard with 265/35 R 19 tyres on the front and 295/30 R 20 tyres on the rear. The overall look is rounded off to dynamic effect by the new diffuser-look rear apron, and the darkened rear lamps. One feature reserved exclusively for the SLS AMG Coupé Electric Drive is the "AMG electricbeam magno" matt paint finish. A choice of five other colours is available at no extra cost.
When the exterior colour AMG electricbeam magno is chosen, the high-quality, sporty interior makes use of this body colour for the contrasting stitching - the stitching co-ordinates perfectly with designo black Exclusive leather appointments. AMG sports seats and numerous carbon-fibre trim elements in the interior underscore the exclusive and dynamic character of what is currently the fastest electric car. Behind the new AMG Performance steering wheel there is a newly designed AMG instrument cluster: instead of a rev counter, there is a power display providing information on the power requirements, recuperation status, transmission modes and battery charge.
AMG Performance Media as standard
The AMG DRIVE UNIT comprises the electronic rotary switch for selecting the three transmission modes of "C" (Controlled Efficiency), "S" (Sport) and "S+" (Sport plus), which the driver can use to specify different performance levels from the electric motors, which in turn also changes the top speed and accelerator pedal response. Behind the buttons for "power" and "ESP On/Off", there are also buttons for AMG Torque Dynamics and AMG Setup.
In addition to carbon-fibre exterior mirrors, AMG carbon-fibre engine compartment cover, COMAND APS, Media Interface, Blind Spot Assist and reversing camera, the standard equipment also includes the AMG Performance Media system. Besides full high-speed mobile internet access, the system provides information on engine performance, lateral and longitudinal acceleration, tyre pressure, vehicle setup and lap times, as well displaying a variety of additional information such as:
•vehicle energy flow
•battery charge status
•burrent range
•AMG Torque Dynamics
•temperatures of the battery and motors
•energy consumption kWh/100 km
The Mercedes-Benz SLS AMG Coupé Electric Drive will be celebrating its market launch in 2013. The price in Germany (incl. 19% VAT) will be 416,500 EUR.
Coachwork by Carrozzeria Zagato
Chassis no. 0099
In 1937 the three surviving Maserati brothers sold out to the Orsi Group and after WW2 founded Officine Specializzate per la Costruzione Automobili Fratelli Maserati - OSCA for short - to build limited edition competition cars.
OSCAs performed magnificently in international sports car racing throughout the 1950s. In the 1954 Sebring 12-Hours, a round of the World Sports Car Championship, privately entered 1.5-litre OSCAs finished 1st, 4th and 5th against works teams in a category with no limit on engine capacity, an achievement as outstanding as it was unexpected. OSCAs took class wins in the Mille Miglia on ten occasions and also won the Index of Performance at Le Mans.
OSCA was a tiny company, never making more than 30 cars in a single year, all of which were intended for competition. Its first offering, introduced in 1948, was the MT4 (Maserati Tipo 4), a small siluro powered by a 1,092cc overhead-camshaft engine, which was immediately successful in the hands of Luigi Villoresi. Enlarged in stages up to 1,491cc and given a twin-cam cylinder head, the OSCA engine was later taken up by FIAT, for whom it was 'productionised' by ex-Ferrari designer, Aurelio Lampredi.
At the same time as its twin-cam engine was powering FIAT's range-topping sports cars, OSCA began producing its own GT cars, reversing the policy that had prompted the brothers to leave Maserati. OSCA's 1600 GT was built around a tubular-steel spaceframe chassis equipped with the same engine in a higher state of tune. (It would appear that concurrently with its own 1600 GT, the firm also built special versions of the FIAT 1500/1600, many of which were made as closed coupés, a style not offered by FIAT). OSCA completed 128 examples of its 1600 GT between 1960 and 1963, the greater majority (98) with bodies by Carrozzeria Zagato.
This particular OSCA is one of the 98 examples produced with Zagato coach work. The car retains beautiful original interior.
Zoute Concours d'Elegance
The Royal Zoute Golf Club
Zoute Grand Prix 2016
Knokke - Belgium
Oktober 2016
Every Wednesday my Barber opens early, this is an ideal time to get a haircut. It can avoid waiting around for ages on a Saturday morning for instance.
On Wednesday the Barber is the original owner of the shop, a 70 year old man of Italian origin.
He allows me to bring my bicycle into the shop.
I can tell when a haircut is required as my cycling cap doesn't quite fit...
; )
WSM Healey Sanction 2 (2009) Engine 1796
Registration Number OWO 979
Chassis Number WSM 405
WSM SET
www.flickr.com/photos/45676495@N05/albums/72157649151459822
Douglas Wilson-Spratt had a long and fruitful life during which he was constantly planning, designing and creating everything from cars, caravans, houses, motorhomes, and gardens to aircraft, In 1954 Douglas and his wife Laurette sold their Marlborough Caravan business and bought a garage in Leighton Buzzard in Bedfordshire they renamed Delta Garage.
In 1961 Peter Jackson joined the firm to run the forecourt and workshop and the following year Jim McManus came from the Donald Healey Motor Co where he had been sales manager.
Jim McManus and Douglas Wilson-Spratt enjoyed successs with Healey and went on to establish a Healey Centre in Swiss Cottage. The business expanded and soon outgrew its premises so was relocated within Delta Garage in 1963.
When Peter Jackson's standard-bodied Sebring Sprite 46 BXN was burnt out in a rally fire Douglas assisted in the design of a new aluminium body crafted by Peel Coachworks and fitted with a Speedwell Monza bonnet this car became the forunner of of Douglas's series of WSM Sprites, the first being revealed at Silverstone in October 1962. Nine cars were built to special order. with aluminium bodies being constructed by Peel Coachworks. WSM 201 and 203 also had aluminium bonnets while all the other cars had fibreglass ones.
In 2009 Anthony Wilson-Spratt (Son of Douglas) and business partner Paul Woolmer set about recreating the slippery bodied Healey Sprite, first exhibiting their prototype at the 2009 Race Retro Show at Stoneleigh, Interest was such that they proposed a limited build of fibre glass bodies. The project continued with Douglas blessing with the only condition that they stick to the old WSM mantra of not supplying kits in order to keep control of build quality.The S2 cars follow the original production number manifest, and every car is designated a WSM chassis plate and a WSM build number on completion. The bodies are constructed in fibreglass and are direct descendants from WSM 203 in 1963 - the original mould having been taken from 203 to form the two lightweight fibreglass racers 205 and 206, and the final hands-on build by Douglas, WSM 208. All S2 cars are supplied with an integral roll bar, a measure that Douglas considered a necessity despite having raced open Bentleys with no more protection than a cloth cap and overalls. The 'GT' is prepared as a road car, while the 'Sprint' with spaceframe construction is aimed at competition use.
Many Thanks for an unbelievable 24.7 Million views
Shot 04:05:2014 at the Donington Historic Festival REF 102-439
Bonhams : the Zoute Sale
Estimated : € 55.000 - 75.000
Sold for € 63.250
Zoute Grand Prix 2018
Knokke - Zoute
België - Belgium
October 2018
That a major US manufacturer could come up with such an exciting concept car was startling enough, but Chrysler's decision to put the Viper into production was nothing short of astonishing. Inspired, as its name suggests, by the legendary Cobra, Tom Gale's design study made its auto-show debut in 1989 following discussions between Chrysler boss Bob Lutz and Cobra-creator Carroll Shelby, its appearance triggering an avalanche of deposit cheques. Without doubt, a large part of the Viper's 'back to basics' appeal stemmed from its unique selling point: a massively powerful 8-litre V10 engine. The latter had been born out of the requirement for a larger unit to power the Dodge Ram pickup truck, the prototype being created simply by grafting two extra cylinders on to the Ram's existing 5,9-litre V8. Despite being relatively 'low-tech', the Lamborghini-developed pushrod V10 churned out 400 bhp and a brutal 450 lb/ft of torque at a lowly 3.600 rpm, figures which the 3.280 lb Viper translated - via a six-speed manual gearbox - into a 0-60 mph time of 4,7 seconds and a top speed of 165mph. Compared with this paragon of power units, the Viper's running gear made somewhat less interesting reading: a multi-tubular spaceframe chassis endowed with all-round independent suspension and four-wheel disc brakes residing beneath the svelte glassfibre bodywork.
Little more than 12 months after the Viper roadster had commenced production, a closed coupé version, the GTS, debuted in prototype form at the Los Angeles Auto Show. 'Where the Viper follows the classic sportscar gospel, this time we looked at some of the great Grand Touring cars such as the Cobra Daytona Coupé and Ferrari GTO,' revealed Chrysler's vice president of engineering, François Castaing. By the time the production GTS coupe arrived for 1996, the original Viper concept had undergone considerable refinement. Thus the coupé boasted air conditioning, dual airbags, adjustable pedals and power windows in glass rather than plastic, features soon extended to the roadster. Concerns that the Viper had been needlessly 'sanitised' were dispelled by the revised engine that now produced a staggering 450bhp, and a succession of weight reductions achieved by the use of alloy chassis components.
Endurance events were an obvious target for a car with such obvious competition potential. The result was the Viper GTS/R-T. Developed in conjunction with the French racing team ORECA, the GTS/R-T clinched the 1997 FIA GT2 Championship, won its class at the 1998 24 Hours of Le Mans and took overall victory in the 2000 Daytona 24 Hours, in addition to countless successes in the domestic American Le Mans Series.
Originally sold in Canada to a Belgian/Canadian businessman, this very early Viper roadster has been kept, unused, in his private collection and is presented in effectively 'as new' condition having covered only some 100 kilometres since it left the factory. Finished in red with grey leather interior, this beautiful car comes complete with its original weather equipment and all books and tools. The car is currently registered in Belgium as an 'Old-timer' and is offered with Carte Grise and all its original documents. If exported from Belgium this lot may possibly be liable to VAT depending on the country of import. A rare opportunity to acquire an unused example of one of the most exciting sports cars of recent years.
E52
1999 - 2003
Design by Henrik Fisker
The Z8 is a roadster for connoisseurs : its unitary aluminium spaceframe, high-performance V8 engine and brilliant design serve to make this homage to the BMW 507 a firm favourite without further ado. Capable of going from 0 to 100 km/h in less than just five seconds, the Z8 quickly assumes pole position in the top-of-the-range sports car market
4.941 cc
V8
400 PS @ 6.600 rpm
500 Nm @ 3.800 rpm
Vmax : 250 km/h
0-100 km/h : 4,7 sec
5.700 ex.
BMW Museum
Am Olympiapark 2
Munchen
Deutschland - Germany
September 2016
Chassis n° 022
Les Grandes Marques du Monde au Grand Palais 2020
Bonhams
Parijs - Paris
Frankrijk - France
February 2020
Bonhams is delighted to offer one of the most successful of the entire good looking family of Ferrari Dino 206S cars – the ex-Ravetto, ex-Lo Piccolo chassis '022'. It is offered here in the ultimate Dino 206SP – sports-prototype – specification with simplified, lightweight Barchetta or Spider bodywork, as campaigned with considerable national Italian hill-climb success as late as 1970-71. A potential visit to Ferrari Classiche or to one of the top-ranked specialist restorers around the world and an alternative set of as-original 1966-67 body panels could return this great car very quickly to its mouth-wateringly gorgeous looks in original Piero Drogo 'mini-Ferrari P3/P4' style...
Amongst all racing Ferraris the rare family of Dino 206S and SP cars has the greatest intrinsic charm for its combination of exquisitely well-balanced, compact design and – most certainly – its vividly nimble agility whenever its inbuilt combination of lightweight, power and good handling can be fully explored.
Of course the Dino 206S series traces its genesis back to 1956 when Mr Ferrari's multi-talented son Alfredo – 'Alfredino', 'Dino' – succumbed to the Duchenne muscular dystrophy which had afflicted him since infancy. Dino Ferrari has been recalled by nearly all who knew and worked with him as a very pleasant young man, obviously in fragile health yet personally most engaging. Enzo Ferrari – his father and creator of the marque bearing their name – had lived in anguish for many years, fully aware that his heir would not long survive. And poor Dino passed away on June 30, 1956 aged only 24.
Immediately his grieving father decreed that a new type of Ferrari V6-cylinder engine, destined for the new International Formula 2 which would prevail for 1957-1960, should carry the boy's name. Lettering derived from his signature duly adorned the cam-covers of that new 1.5-litre 4-cam V6-cylinder engine. Its design had been outlined by legendary consultant engineer Vittorio Jano, ex-Alfa Romeo, ex-Lancia. It was developed by Ferrari under the leadership of its youthful new Chief Engineer Ing. Andrea Fraschetti. The Ferrari Dino V6 won its first major race – the F2 Coupe de Vitesse at Reims – in 1957 driven by Maurice Trintignant. By the end of that season the design had been enlarged to 2.2-litres for interim Formula 1 use, and into 1958 in 2.4-litre form the Ferrari Dino 246 would carry Mike Hawthorn to the Drivers' World Championship title. Ferrari Dino 246 and 256 Formula 1 cars would carry the marque to further Formula 1 success through 1959-1960, it remained a winner at 1500cc Formula 2 level and even shone in endurance sports-prototype form through 1961-62. The 65-degree Dino 156 4-cam V6 engine also featured in early examples of the famous 'Sharknose' Grand Prix cars of 1961 – before the derived 120-degree V6 engine took precedence 1961-63.
It was early in December 1964 that Mr Ferrari held a press conference to outline his plans for 1965. Amongst them was a major surprise as he made passing comment to a new '168 Dino GT car'. But he was notably reticent when asked for further detail, merely confirming that the new model would be powered by a '168' engine, so 1600cc and presumably a V8. It was suggested by sources close to Ferrari that the power unit would be used as the production basis needed for a new Formula 2 racing engine needed to contest a new F2 class due in 1967...
This was the beginning of the Ferrari-Fiat accord that eventually produced the Fiat Dino production models of 1966-67 although they emerged with V6 engines - not V8s. Nothing more was heard of the phantom 'Dino 168' but during practice for the April 25, 1965, Monza 1,000Kms race it was instead the delightful 'Dino 166P' that made its ear-splitting public debut, having just been revealed to specialist press at the Maranello factory.
Peter Coltrin, the respected American racing journalist resident in Modena, described how "At first glance (the new Dino) appears to be a dehydrated 250LM...but chassis and engine-wise the Dino is in many respects a closer relative to the Ferrari Formula 1 cars than it is to the more recent GT and prototype models...".
Its new V6 engine was indeed an endurance racing version of the Fiat-Ferrari Dino V6 then being finalised by Ing. Franco Rocchi; a 4-cam 65-degree V6 derived from the old 1957-60 F1/F2 design. The new car's all-up weight was barely 1,300lbs and the 1600cc V6 engine was expected to deliver around 190bhp at 9,000rpm. The chassis was a lightweight tubular frame with riveted-on aluminium stressed skin panelling. With Formula 1 style all-independent suspension the car carried its Dunlop disc brakes outboard at the front, and inboard – on the gearbox cheeks – at the rear.
Giancarlo Baghetti in the new Dino 166P won the Rome Grand Prix supporting sports car race with ease. One week later it was entrusted to Lorenzo Bandini/Nino Vaccarella in the Nürburgring 1,000Kms. Denis Jenkinson of 'Motor Sport' reported: "Surtees and Scarfiotti gave a very impressive demonstration (in their winning 4-litre Ferrari 330P2) but it almost paled into insignificance compared with the relative performance of the 1600 Ferrari Dino Coupe, driven by Bandini/Vaccarella. This Coupe two-seater 'Grand Prix' car staggered everyone by its performance and set a new standard... This little red coupe with its yellow Grand Prix alloy wheels went so fast that a lot of people refused to believe it was only 1600cc. As the class limit was 2000cc it did not matter much to Ferrari whether they were believed or not.... It was leading all the GT Cars, of any capacity, all the LM Ferraris, all the Porsches, both 8-cylinder and 6-cylinder, and was undoubtedly the star of the show. As other cars struck trouble it moved up into third place...for a long while the Ferrari team were on top of the world with their 4-litre prototype in first place, their 3.3-litre prototype in second place and their 1.6-litre prototype in third place, with Porsches, Fords, Cobras, Alfa Romeos and everyone else behind them.
"Then there was a moment of panic when the Dino started to misfire and Bandini came into the pits. There was no undue noise, no smoke, no loss of oil pressure, but the misfire was still there and it remained to the end of the race – so that one of the Porsches was able to take third place and the Dino finished fourth. It transpired that a piece of rubber from a seal in the intake system had gone down one of the downdraught Weber carburettors and partially blocked a jet. But the Dino Ferrari had certainly made its mark...".
That mark became even more indelible when team manager Eugenio Dragoni insisted that the German scrutineers should verify the little Dino's engine capacity, after which "...the muttering began about 'thinly-disguised Grand Prix cars'" being used in sports car World Championship racing...
After that year's Le Mans race the little Dino ran out of 2-litre class endurance races to contest, and so was entrusted instead to Ludovico Scarfiotti for another attempt upon winning the European Mountain Championship, which he had won so handsomely – with an earlier Ferrari Dino - in 1962. Despite missing the opening two Championship rounds, while latterly using the first prototype car in cut-down open-cockpit Barchetta form, Scarfiotti and the Dino walked off with Ferrari's second European Mountain Championship title in four years.
In early February 1966 Ferrari then released both its glorious 4-litre 330P3 sports-prototype car and its new 'little sister' – the new Dino 206S. Mr Ferrari declared his intention to build 50 of these little V6s to qualify them as 2-litre Group 4 sports-racing cars – as opposed to their being initially Group 6 prototypes. However, that summer saw Italian industry convulsed by widespread industrial strife which gutted Ferrari's production programme. While effort was focused upon the marque's Formula 1 and large-capacity sports-prototype programmes, Dino 206S production was apparently limited to just 18 true Dino 206S entities - even-numbered from chassis '002' to '036'. This family embodied a separate series from the works-team prototypes – although two works cars may also have been renumbered as production cars.
Several changes were made to the new 1966 Dino 206S. Most notable was the adoption of brand-new – far better proportioned - bodywork hand-made by Piero Drogo's Carrozzeria Sports Cars company in Modena. The body shape was scaled-down version from Drogo's big-engined P3 body form and the new model was based upon a welded multi-tubular spaceframe stiffened by alloy stress panels rivetted into place. Some glassfibre panels were also bonded to the frame tubes, housing bag-type fuel tanks within each side sill. The 65-degree 4-cam Dino V6 engine adopted the 86mm bore x 57mm stroke used in the Mountain Championship-winning car, displacing 1986.6cc. Redesigned cylinder heads had single-plug ignition replacing the 1965 twin-plug system. Either three twin-choke Weber carburettors or fuel injection was to be used, and in this updated form the Dino 206S was initially credited with 218bhp at 9,000rpm. The standard – voluptuously curved and utterly beautiful – bodywork resembled a Coupe with an open sun-roof. In fact a roof panel was offered to create a true closed Coupe – "...for very fast circuits".
Aristocratic Sicilian gentleman magistrate-cum-racing driver Clemente Ravetto was the first owner of Ferrari Dino 206S chassis '022' now offered here. He was a leading light of the Sicilian Scuderia Pegaso team, having campaigned Ferrari 250GTO and 250LM, and an E-Type Jaguar. He was the vice-prosecutor of the Republic of Vrone, and a Knight of both the Order in Malta and of the Italian Republic. He was an engaging and kindly man who remained widely popular and prominent figure until his death in 2010, aged 76, when his son, Dr Manfredi Ravetto, was general manager of the HRT Formula 1 Team, Hispania Racing.
Ravetto appears to have made his Dino 206S debut on July 31, 1966, running under race No 470 in the major Trieste-Opicina hill-climb. However, the Ferrari factory invoice for his purchase of Dino '022' offered here is dated March 29, 1967, quoting 'Telaio' (chassis) '022' and 'Motore' '022' – finished in Rosso Corsa (Racing Red). The price charged for the car 'complete with five wheels and tyres') was 8,876,400 Lire.
Clemente Ravetto then entered the April 25, 1967, Monza 1,000Kms, co-driving this Dino 206S – in its original ex-factory Drogo-bodied form - with fellow Sicilian aristocrat – and vastly experienced sometime Formula 1 racing driver - Prince Gaetano Starrabba di Giardinelli. But their race ended in engine failure.
Ravetto reappeared in the car in June that year, finishing second on home soil in the Monte Pellegrino hill-climb, just outside Palermo, Sicily. And it was to one of Palermo's most prominent personalities that Ravetto then sold '022', for 1968.
Pietro Lo Piccolo was the race-driving President of the Unione Provinciale Panificatori and leader of the Palermo commercial confederation. Lo Piccolo's father had founded a major bakery business, which prospered under the management of Pietro and his brother Francis
Lo Piccolo had raced motorcycles before turning to four wheels in karting, and then motor racing, initially in 1965 with an Alfa Romeo Giulietta SZ, followed – in 1966 – by a Giulia TZ 1600. After acquiring '022' from Ravetto he would campaign it for three years, ultimately winning the Italian Championship in 1970. Having that far driven the Alfa Romeo TZ in his home island's International Targa Florio, he entered his Dino '022' in the 1970 Targa – co-driving it with Salvatore Calascibetta. They finished a 11th overall and 2nd in class. By that time '022' had been updated into the Spider or Montagna body form in which it is now offered here.
Pietro Lo Piccolo was also an enthusiastic aviator and competed in air races, including the Tour of Sicily, while in down-town Palermo he was a familiar figure cycling to his office because he couldn't abide being stuck in traffic...
His career in Dino 206S '022' began with 5th place in the Coppa Bruno Carotti race at Vallelunga, Rome, in June, 1968. That August saw him win his class, 5th overall, in the Coppa Citta di Enna race around Lake Pergusa, Sicily, and he then won the September '68 Cefalu-Gibilmanna hill-climb, followed in October by victory at Val d'Anapo-Sortino. He placed 2nd in the Citta d'Orivetto event before the broadly Ferrari 212E-type Montagna lightweight sports body - custom made for him in vetroresina (glass fibre) - was fitted to the car for 1969.
Pietro Lo Piccolo then drove '022' to win six important National events that new season; the San Benedetto del Tronto-Acquaviva Piceno hill-climb, Monte Pellegrino-Polerna, Trapani-Monte Erice, the Coppa Nissena, Val d'Anapo-Sortino and Camucia-Cortona events. He raced the car in the Coppa Citta di Enna at Pergusa, finishing 6th and placed 3rd in the Coppa di Tolentino.
This most capable and talented gentleman driver then entered '022' for its most important motor race – the 1970 Targa Florio, round 5 of that year's World Championship of Makes endurance racing series. Lo Piccolo and Salvatore Calascibetta co-drove their Dino 206S under the Scuderia Pegaso ('Pegasus' – the winged horse) banner, to finish 11th overall and 2nd in class, headed in that category by only the works-supported Alfa Romeo T33/2 of ex-works Ferrari driver Jonathan Williams/Giovanni Alberti.
Lo Piccolo in '022' went on subsequently to win the 1970 Coppa Faro, the Trofeo Ludovico Scarfiotti, Monte Pellegrino and Val d'Anapo-Sortino hill-climbs. In the July 19, 1970, Mugello 500Kms public road-circuit race he finished 14th overall, and between the Pellegrino and Val d'Anapo hill-climbs he also suffered a nasty and highly untypical accident during practice for the Coppa Citta di Enna at Pergusa, backing '022' into the trackside guardrail at very high speed. The car was well repaired, however, as evidenced by its October 12 victory at Val d'Anapo.
In its later life the car was acquired by the renowned French Ferrari connoisseur Jess G. Pourret – and in 1976 it passed into the legendary Ferrari Collection of Pierre Bardinon at Mas-du-Clos, Aubusson, France. He subsequently passed the car on to Jean-Marie Cauwet of St Maur, France only to re-acquire it in later years.
Eventually, in 1984, this Ferrari Dino 206S passed into the hands of its present vendor, Jack Setton, – in whose suitably renowned and respected private collection it has since been preserved for the past 36 years.
Here indeed is one of the most successful examples of the beautiful little Ferrari Dino 206S cars – blessed with a wonderfully Italianate racing history – and offering tremendous potential for a truly discerning and enthusiastic new owner/driver...
Coachwork by Carrozzeria Zagato
Chassis no. 0099
In 1937 the three surviving Maserati brothers sold out to the Orsi Group and after WW2 founded Officine Specializzate per la Costruzione Automobili Fratelli Maserati - OSCA for short - to build limited edition competition cars.
OSCAs performed magnificently in international sports car racing throughout the 1950s. In the 1954 Sebring 12-Hours, a round of the World Sports Car Championship, privately entered 1.5-litre OSCAs finished 1st, 4th and 5th against works teams in a category with no limit on engine capacity, an achievement as outstanding as it was unexpected. OSCAs took class wins in the Mille Miglia on ten occasions and also won the Index of Performance at Le Mans.
OSCA was a tiny company, never making more than 30 cars in a single year, all of which were intended for competition. Its first offering, introduced in 1948, was the MT4 (Maserati Tipo 4), a small siluro powered by a 1,092cc overhead-camshaft engine, which was immediately successful in the hands of Luigi Villoresi. Enlarged in stages up to 1,491cc and given a twin-cam cylinder head, the OSCA engine was later taken up by FIAT, for whom it was 'productionised' by ex-Ferrari designer, Aurelio Lampredi.
At the same time as its twin-cam engine was powering FIAT's range-topping sports cars, OSCA began producing its own GT cars, reversing the policy that had prompted the brothers to leave Maserati. OSCA's 1600 GT was built around a tubular-steel spaceframe chassis equipped with the same engine in a higher state of tune. (It would appear that concurrently with its own 1600 GT, the firm also built special versions of the FIAT 1500/1600, many of which were made as closed coupés, a style not offered by FIAT). OSCA completed 128 examples of its 1600 GT between 1960 and 1963, the greater majority (98) with bodies by Carrozzeria Zagato.
This particular OSCA is one of the 98 examples produced with Zagato coach work. The car retains beautiful original interior.
Zoute Concours d'Elegance
The Royal Zoute Golf Club
Zoute Grand Prix 2016
Knokke - Belgium
Oktober 2016
The only approval I need is Henry's. He's a sucker for a good bicycle.
Like the Moulton, Henry is manufactured in the UK.
Ferrari Dino 308GT4 (1973-80) Engine 2926cc V8 Tr QOC Production 2826
Registration Number HNR 746 V (Leicester)
FERRARI SET
www.flickr.com/photos/45676495@N05/sets/72157623665054999...
The Dino 308 GT4 was introduced in 1973 and supplemented by the 208 GT4 in 1975. The cars were sold with Dino badging (continuing the Dino brand to differentiate non-V12 Ferrari) until May 1976, when they received Ferrari badging
The GT4 was a groundbreaking model for Ferrari in several ways: it was the first production Ferrari to feature the mid-engined V8 layout, and was the first production Ferrari with Bertone (rather than Pininfarina) designed bodywork. The Marcello Gandini styling featured angular lines entirely different from its curvaceous 2-seater brother, the Dino 246, and was controversial at the time. The chassis was a tubular spaceframe based on the Dino 246, but was stretched for a longer wheelbase making room for a second set of seats, Nicki Lauda had a hand in the chassis set up
The 3.0 L (2927 cc) V8 was mounted transversally integrally joined with the 5-speed transaxle gearbox The engine had an aluminium alloy block and heads, 16-valves and dual overhead camshafts driven by toothed belts; it produced 255 hp in the European version reduced to 240bhp for North America
The 308 GT4 debuted at the 1973 Paris Motorshow, sporting a Dino badged, the cars finally gained the prancing horse in 1978 during a rebadging in an attempt to boost sales. There were two series of GT4; the earlier cars featured a twin distributor engine and foglamps mounted in the front valance. Later cars had a single distributor engine, with foglamps mounted behind the front grille. .
Many thanks for a fantabulous 43,220,683 views
Shot at the Silverstone Classic 14-15 July 2015- Ref 109-319
Les Grandes Marques du Monde au Grand Palais 2020
Bonhams
Parijs - Paris
Frankrijk - France
February 2020
Estimated : € 140.000 - 160.000
Sold for € 138.000
"Here we have one of the quietest and most flexible cars on the market, capable of whispering along in top gear at 10mph or leaping into its 150mph stride on the brief depression of a pedal. A practical touring car, this, with its wide doors and capacious luggage space, yet it has a sheer beauty of line which easily beats the Italians at their own particular game." - John Bolster, Autosport.
Introduced in 3.8-litre form in 1961, the E-Type caused a sensation when it appeared, with instantly classic lines and 150mph top speed. The newcomer's design owed much to that of the racing D-Type: a monocoque tub forming the main structure while a tubular spaceframe supported the engine. The latter was the same 3.8-litre, triple-carburettor 'S' unit first offered as an option on the preceding XK150. An optimistic 265bhp was claimed, but whatever the installed horsepower the E-Type's performance did not disappoint: firstly, because it weighed around 500lb (227kg) less than the XK150 and secondly because aerodynamicist Malcolm Sayer used experience gained with the D-Type to create one of the most elegant and efficient shapes ever to grace a motor car. Taller drivers though, could find the interior somewhat lacking in space, a criticism addressed by the introduction of foot wells (and other, more minor, modifications) early in 1962. But of all the versions of Jaguar's long-lived and much-loved sports car, it is the very early 'flat floor' 3.8-litre cars built prior to February 1962 which, for many enthusiasts, remain the most desirable.
Completed on 29th December 1961, chassis number '876469' was despatched in January 1962 to Jaguar of Eastern Canada in Montreal. Its accompanying JDHT Certificate records the original colour scheme as Opalescent Dark Blue with red interior trim and a black convertible hood.
Between 2016 and 2018 this E-Type was subjected to an extensive mechanical restoration, the work being entrusted to Ed Watson & Co Classic Motor Engineers of Atherstone in the UK. Works carried out included replacement of rear shock absorbers, springs and caps; instalment of new electrical generator; overhaul of the braking system front and rear; refurbishment of hood frame and new hood fitted; new fuel tank; alternator conversion kit; carburettors stripped, soda-blasted and re-assembled; new radiator fitted; crankshaft re-ground; new pistons, bearings and timing chains, etc; and the engine balanced. Invoices for all these works may be found in the history file (perusal recommended) and the car also comes with a UK V5C registration document as well as yje aforementioned JDHT certificate.