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While I was at a car show my wife spotted this nice ryde '47 Fiat Topolino when she was at the gas station and took these photos for me.
Specifications
Engine
• VR-series twin-turbocharged 3.8-liter V6.
• 480 hp @ 6,800 rpm. 430 lb-ft torque @ 3,200–5,200 rpm.
• Dual overhead camshafts with variable intake-valve timing.
• Cast aluminum cylinder block with high-endurance/low-friction plasma-sprayed bores.
• IHI twin turbochargers, one per cylinder bank.
• Pressurized lubrication system with thermostatically controlled cooling.
Drivetrain
• ATTESA ET-S All-Wheel Drive (AWD) with independent rear-mounted transaxle integrating transmission, differential and AWD transfer case.
• Rigid, lightweight carbon-composite driveshaft between engine and transaxle.
• Electronic traction control plus 1.5-way mechanically locking rear differential.
• Vehicle Dynamics Control (VDC-R) with three driver-selectable settings: Normal (for daily driving, controls brakes and engine output), R-Mode (for ultimate performance, utilizes AWD torque distribution for additional vehicle stability) and Off (driver does not want the help of the system).
• Hill Start Assist prevents rollback when starting on an incline.
DisclaimerVDC-R cannot prevent accidents due to abrupt steering, carelessness, or dangerous driving techniques. Always drive safely.
Transmission
• 6-speed Dual Clutch Transmission with three driver-selectable modes: Normal (for maximum smoothness and efficiency), Snow (for gentler starting and shifting on slippery surfaces), and R mode (for maximum performance with fastest shifts).
• Fully automatic shifting or full sequential manual control via gearshift or steering wheel-mounted paddle shifters.
• Dual clutch design changes gears in less than 0.5 second (0.2 second in R mode).
• Downshift Rev Matching (DRM).
• Predictive pre-shift control (in R mode) based on throttle position, vehicle speed, braking and other information.
Wheels and Tires
• 20 x 9.5" (front) and 20 x 10.5" (rear) super-lightweight forged-aluminum wheels with Gunmetal Gray finish.
• Exclusively developed nitrogen-filled Bridgestone® RE070A high-capacity run-flat summer tires, 255/40R20 front and 285/35R20 rear.
• Tire Pressure Monitoring System (TPMS).
• Optional exclusively developed nitrogen-filled Dunlop® run-flat all-season tires, 255/40R20 front and 285/35R20 rear (includes Bright Silver wheels).
Brakes
• Brembo® 4-wheel disc brakes with 4-wheel Antilock Braking System (ABS), Brake Assist, Electronic Brakeforce Distribution and Preview Braking.
• Two-piece floating-rotor 15-inch front and rear discs with diamond-pattern internal ventilation.
• 6-piston front/4-piston rear monoblock calipers.
Steering
• Rack-and-pinion steering with vehicle-speed-sensitive power assist.
• 2.6 steering-wheel turns lock-to-lock.
Suspension
• 4-wheel independent suspension with Bilstein® DampTronic system with three driver-selectable modes: Normal/Sport (for automatic electronic control of damping), Comfort (for maximum ride comfort), and R mode (engages maximum damping rate for high-performance cornering).
• Electronically controlled variable-rate shock absorbers. High-accuracy progressive-rate coil springs.
• Front double-wishbone/rear multi-link configuration with aluminum members and rigid aluminum subframes.
• Hollow front and rear stabilizer bars.
Body/Chassis
• Exclusive Premium Midship platform with jig-welded hybrid unibody.
• Aluminum hood, trunk and door skins. Die-cast aluminum door structures.
• Carbon-reinforced front crossmember/radiator support.
Back to Top
Standard Features
Exterior
• Wide-beam headlights with High Intensity Discharge (HID) low beams.
• LED taillights and brake lights.
• Dual heated power mirrors.
• Flush-mounted aluminum door handles.
• Body-color rear spoiler with integrated center high-mounted stop light.
• UV-reducing tinted glass.
Audio/Navigation/Performance Monitor
• Digital Bose® audio system with AM/FM/in-dash 6-CD changer and 11 speakers including dual subwoofers.
• HDD Music Box system, including hard drive with 9.4 GB for audio storage.
• MP3, WMA and DVD audio capable. In-dash Compact Flash card reader.
• HDD-based GPS navigation with touch screen.
• Driver-configurable performance monitor, developed with Sony® Polyphony, with graphical readouts of vehicle data and driving data displayed on a total of 11 screens.
• 7-inch WVGA high-resolution color-LCD display for audio, navigation and performance monitor.
Interior
• Automatic Temperature Control (ATC).
• Electronic analog instrument cluster with multi-function trip computer and digital gear indicator.
• Power front windows with one-touch auto-up/down feature.
• Intelligent Key system with pushbutton start. Power door locks.
• Cruise control.
• Tilt/telescoping steering column.
• Bluetooth® Hands-free phone system with voice recognition.
Seating/Appointments
• Leather upholstered front seats with perforated Alcantara inserts.
• 8-way power front seats with entry/exit switch for rear-seat passengers.
• Driver-shaped bucket seat.
• Dual individual rear seats.
• Heated front seats.
• Leather-wrapped steering wheel and shift knob.
• Drilled aluminum pedals.
Safety/Security
• Nissan Advanced Air Bag System (AABS) with dual-stage supplemental front air bags, seat belt sensors and occupant-classification sensor.
• Driver and front-passenger side-impact supplemental air bags and roof-mounted curtain supplemental air bags.
• Front seat belts with pretensioners and load limiters.
• Nissan Vehicle Immobilizer System.
• Vehicle Security System.
Internet Image of the 2020 Ferrai F8 Spider and I provided the rest.
The F8 Tributo’s drop-top sibling, the F8 Spider, shares the hardtop’s 3.9-liter twin-turbo V8 while adding open-air driving flair to the mix. The engine puts out a whiplash-inducing 710 horsepower and 568 lb-ft of torque. Coupled with a seven-speed dual-clutch transmission and rear-wheel-drive, the F8 Spider can complete the 0-62 mph run in 2.9 seconds on its way to a top speed of 211 mph. These figures match the Tributo, with the hardtop only really squeezing out a slim 0.4-second advantage up to 124 mph. As the 488 Spider’s replacement, the F8 Spider is both lighter (by 20 pounds) and more powerful (by 50 hp).
The F8 Spider gets plenty of Ferrari’s performance gear, too. There’s the Ferrari Dynamic Enhancer system, a setup that enhances traction in corners by altering brake pressure at each caliper. A Slide Slip Control system has been tweaked to improve driver control at the limit. To maximize the engine’s performance potential, revs aren’t gradually restricted as the limiter is approached, only cutting off right at the 8,000 rpm redline. The engine is also 39 pounds lighter than the 488 Spider’s unit.
The retractable hardtop increases comfort levels and can be lowered in just 14 seconds. It’s just one component of another Ferrari show-stopper, the mid-engined F8 Spider demanding attention from every angle, even if it isn’t a dramatic departure from the 488 Spider. Official pricing and availability dates are still to be announced but don’t expect to pay much less than $300,000 for this McLaren 720S Spider rival.
Text Source: Carbuzz Review
Flipped and destroyed 1962 Ford Fairlane, abandoned under Lenticular clouds at Dunmovin, a wide spot on on California's remote Highway 395.
Night, 2 minute exposure, full moon, lime and red-gelled strobe flash, red-gelled LED flashlight.
Reprocessed and replaced, January 2024.
Reliant Scimitar GTE SE6B (1980-86) Engine 2792cc V6 Production 437
Reliant Scimitar GTE SE6A (1976-79) Engine 2994cc V6 Production 3877
Registration Number NMX 268 W manufactured 1980, registered 1981, London SE)
RELIANT SET
www.flickr.com/photos/45676495@N05/sets/72157623815081608/
The SE6 generation of the Scimitar was more of a luxury model than the SE5 had been, and was promoted into the executive car market. Built as two door sporting estates and powered by a Ford V6 Essex 3.0ltr.. The wheelbase was increased by 4 inches and track by 3 inches over the previous model. The extra length was used to improve the rear passengers legroom and rear seat access.
The SE6A was introduced in 1976, still powered by the 3.0ltr. Ford V6 Essex engine, but with improved brakes, suspension and a number of other changes
The SE6B. Ford stopped making the Essex engine in 1980, so the SE6B received the German built Ford Cologne 2.8ltr V6 instead. The engine provided similar power but less torque in the lower rev bands. and the final drive ratio was lowered to compensate. Reliant ceased production of the Scimitar in 1986, to be revived briefly by Middlebridge in 1988
Diolch yn fawr am 71,497,390 o olygfeydd anhygoel, mwynhewch ac arhoswch yn ddiogel
Thank you 71,497,390 amazing views, enjoy and stay safe
Shot 21.04.2019 at the annual Weston Park, Easter car show Ref 138-464
16 years in the making, Everspin just unveiled the first spin-torque MRAM, a contender for a new generation of memory chip technology.
Our original investment thesis for novel memory technologies (like Coatue/AMD, Nantero and Everspin) was a sense that Moore’s Law would begin to bifurcate, where technical advances in memory precede logic by several years. In the next few years, radical advances in memory density and performance will be needed to relieve the performance bottleneck in corporate computing.
These new technologies are non-volatile rad-hard memories that should be faster, smaller, cooler, cheaper and more reliable than the SRAM and DRAM kludge.
Background: Memory advances are becoming increasingly important to further advances in computing and computation. The mention of Moore’s Law conjures up images of speedy Intel microprocessors. Logic chips used to be mostly made of logic gates, but today’s microprocessors, network processors, FPGAs, DSPs and other “systems on a chip” are mostly memory. But they are still built in fabs that were optimized for logic, not memory.
The IC market can be broadly segmented into memory and logic chips. The ITRS estimates that 90% of all logic chip area is actually memory. Coupled with the standalone memory business, we are entering an era for complex chips where almost all transistors manufactured are memory, not logic.
Back in 2005 I was truck by the details of Intel’s Montecito processor. They had to add more error-correction-code memory bits (now over 2 bits per byte) to deal with the growing problem of soft errors (alpha particles from radioactive decay and cosmic rays from space flipping a bit as the transistors get very small). According to Intel, of the 1.72 billion transistors on the chip, 1.66 billion are memory and 0.06 billion are logic.
Why the trend to memory-saturated designs? Intel’s primary design enhancement from the prior Itanium processor was to “relieve the memory bottleneck.” For enterprise workloads, Itanium executes 15% of the time and stalls 85% of the time waiting for main memory. When the processor lacks the needed data in the on-chip cache, it has to take a long time penalty to access the off-chip DRAM. Power and cost are also improved to the extent that more can be integrated on chip.
Who should care about this? A large and growing set of industries depends on continued exponential cost declines in computational power and storage density. Moore’s Law drives electronics, communications and computers and has become a primary driver in drug discovery and bioinformatics, medical imaging and diagnostics. Over time, the lab sciences become information sciences, and then the speed of iterative simulations accelerates the pace of progress.
Intel is right: "Compute must evolve"
More on the big picture version of Moore's Law.
News on Spin-Torque MRAM: VentureBeat and Electronic Design.
P.S. we have a conference room at work dedicated to MRAM 1.0, aka core memory.
Mercedes Benz Arcos 6x2 (2013-on) Engine 15.569cc with 386–466 kW (517–625 hp; 524–634 PS) and 3000 N-m of torque
Decals Collett, Heavy Transport
Registration Number SF 17 AOC (Glasgow)
MERCEDES ALBUM
www.flickr.com/photos/45676495@N05/sets/72157623671722255...
The Mercedes-Benz Arcos is a heavy duty truck introduced in 2013 replacing the Mercedes-Benz Axor, and is aimed at the construction sector available bodies include dump-trucks, concrete mixers, and tractors, with two, three, or four axles. Weights range from 18 to 41 tonnes. The Arocs has two main variants - the Loader and the Grounder. The latter is a heavy-duty variant, with thicker 9mm frame rails. The Arcos is produced by Mercedes-Benz in Worth, Germany.
This truck was the lead vehicle of a pull me push combo hauling a giant Air Liquide tank. the load was 49 mtr (161 feet) long, 6.5 mtrs (21 feet) high and 4.9mtrs (16 feet) medical grade liquid oxygen tank. This was the second of three fortnighly journeys with these tanks.
Diolch am 80,257,511 o olygfeydd anhygoel, mae pob un yn cael ei werthfawrogi'n fawr.
Thanks for 80,257,511 amazing views, every one is greatly appreciated.
Shot 01.07.2020. negotiating the Globe Traffic Island, Rugeley
Diolch am 80,260,640 o olygfeydd anhygoel, mae pob un yn cael ei werthfawrogi'n fawr.
Thanks for 80,260,640 amazing views, every one is greatly appreciated.
Shot 01.07.2020.negotiating the Globe Island, Rugeley Staffordshire 145-010
Pre-war Allard Specials
The first Allard cars were built specifically to compete in Trials events – timed rally-like events on terrain almost impassable by wheeled vehicles. The first Allard was powered by a Ford flathead V8 in a body mostly sourced from a Bugatti racer. It used the American engine's high torque to great effect in slow-speed competition.
Further Allards were soon built to order with a variety of large, Ford-sourced engines, including Lincoln-Zephyr V12 powerplants. By the outbreak of war in 1939 twelve Allard Specials had been built. Sydney Allard's planned volume production was pre-empted by work on Ford-based trucks during the conflict. By its end, Allard had built up a substantial inventory of Ford parts.
Post-war Models
Using its inventory of easy-to-service Ford mechanicals built up during World War II and bodywork of Allard's own design, three post-war models were introduced: the J, a competition sports car; the K, a slightly larger car intended for road use, and the four seater L. Sales were fairly brisk for a low-volume car, and demand was high for cars in general, which led to the introduction of several larger models, the drophead coupe M and P.
J2
J2; this very car was third overall at Le Mans 1950
Sydney Allard soon saw the potential of the economically more vibrant – but sports car starved – US market and developed a special competition model to tap it, the J2. The new roadster was a potent combination of a lightweight, hand-formed aluminium body fitted with independent front suspension and de Dion type rear axle, inboard rear brakes, and designed for a Ford "flathead" V8. Allard's distinctive front suspension was produced by splitting the I-beam front axle in two to make swing axles, with long radius rods and a new feature, for their day, of inclined telescopic shock absorbers.[2][3] Importing American engines just to ship them back across the Atlantic proved problematic, so US-bound Allards were soon shipped engineless and fitted out in the States variously with newer overhead valve engines by Cadillac, Chrysler, Buick, and Oldsmobile. In that form, the J2 proved a highly competitive international race car for 1950, most frequently powered by 331 cubic inch Cadillac engines. Domestic versions for England came equipped with Ford or Mercury flatheads. Russian-American engineer Zora Arkus-Duntov, formerly of Ardun (named after founders Yura and Zora ARkus-DUNtov) where he designed and developed aluminium overhead valve hemi heads for flathead Fords, worked for Allard from 1950 to 1952 and raced for the factory Allard team at Le Mans in 1952 and 1953.[4]
Available both in street trim and stripped down for racing, the J2 proved successful in competition on both sides of the Atlantic, including a third place overall at Le Mans in 1950 (driven by Sydney Allard himself, who also placed first in the Monte Carlo Rally in 1952 driving an Allard P1 saloon car). Of 313 documented starts in major races in the 9 years between 1949 and 1957, J2's compiled a list of 40 first place finishes; 32 seconds; 30 thirds; 25 fourths; and 10 fifth place finishes.[5] Both Zora Arkus-Duntov (the first chief engineer for the Chevrolet Corvette) and Carroll Shelby (the creator of the AC Cobra) raced J2's in the early 50's. 90 J2's were produced between 1950 and 1952.[6]
In an effort to extend a line growing obsolete in the face of advances in sports car design, Allard introduced an 'improved' model in late 1951, the J2X (extended). In an attempt to improve handling, the front suspension's rear attaching radius rods were redesigned with forward ones, which required a forward cross member and extending the nose out past the front wheels. This, in turn, allowed the engine to be moved forward, yielding more cockpit room. There is often confusion when it comes to identification of J2 and J2X types because they are seemingly very similar. However, the most obvious differences are that the J2 nose does not extend past the front tyres and has two vents below the grille, while the J2X nose has a more protruding chin with a single vent below the grille, which, as explained extends out past the front tyres. Allard historian Tom Lush, who was Sydney Allard's Personal Assistant and Allard employee from the beginning, said in his definitive book "Allard: The Inside Story" that the chin was the most obvious difference between the two models. In standard form the spare wheel was carried hidden on top of the rear mounted fuel tank but either version could carry one or two side mounted optional spares. This allowed the use of a 40 gallon long distance fuel tank.
Arriving later during a time when sports racing car design was developing rapidly, the J2X was not as successful in international racing as the J2, as it was not as competitive when compared to more advanced C and later D type Jaguars, alongside Mercedes, Ferrari, and Maserati works entries. Thus, it headlined less often in major international races and of 199 documented major race starts in the 9 years between 1952 and 1960, J2X's garnered 12 first place finishes; 11 seconds; 17 thirds; 14 fourths; and 10 fifth places.
P1
Main article: Allard P1
1948 P1 Sports
Known more often than not simply as the Allard 3.6-litre Saloon, the P1 was a five-seat, two-door sports saloon produced between 1949 and 1952. The cars used Ford engines and transmissions, and included a "Sports" model.
In 1952 an Allard P1, driven by Sydney Allard himself, along with Guy Warburton, won the Monte Carlo Rally. Tom Lush was the navigator.
M-Type
1949 M-type Drophead Coupé
The M-Type was offered in 1948 and 1949 as a Drophead Coupé.
Clipper
Main article: Allard Clipper
1954 Clipper
The 1953 Clipper was an attempt to cash in on the era's burgeoning microcar market. A tiny glass-fibre bodied car powered by a rear mounted 346 cc Villiers twin cylinder motorcycle engine, it claimed to seat three people abreast with room for two children in an optional Dicky seat. About 20 were made.
Palm Beach
Main article: Allard Palm Beach
Palm Beach (1952–59)
Allard introduced the 4- and 6-cylinder Palm Beach roadster in 1952. Built until 1958, the MkI was only available with four- or six- cylinder engines. A Mark II was introduced in 1956, it could be had with a six-cylinder 3.4-litre (3442 cc) Jaguar engine.
K3
1953 K3
Also in 1952, Allard adapted the Palm Beach in a K3, an attempt to offer a more civilized variant of the J2 and J2X models seen at the track. Exported to America as a potential "Corvette slayer" Dodge dealers had been clamoring for, it featured one of the most powerful engines of its era, the 331 cu. in. Chrysler hemi engine, fitted with a pair of 4-barrel carburetors.[7] Essentially a rebodied Palm Beach, it failed to find a niche in either market in spite of its performance. Today the exceptionally rare automobile can fetch the better part of a quarter million dollars (US) at auction.[7]
Allard P2 Safari
1953 P2 Safari
In an attempt to further extend its line, Allard adapted its P1 saloon to produce the 8 seater, wood sided, V8 engined, P2 Safari Estate. It too found weak sales.
Decline
Insufficient research and development meant that Allard failed to keep up with cheaper and more technically advanced cars. The Palm Beach was essentially a year behind its competitors, the K3 failed to live up to expectations, and the Safari Estate could not find a market.
By the mid-fifties Allard was struggling to remain solvent. The market was weak due to a late-'50s US recession
Sydney Allard's son, Alan Allard, marketed the Allardette 105, 109, and 116, using the straight four cylinder engine from the Ford Anglia and other Ford models.
In 1966 Sydney Allard died on the same night that an arsonist destroyed the Clapham factory and some of the Allard Motor Company factory records. The Allard factory site in Clapham is now a housing co-operative association, but the showroom and workshop in Putney remains as a car dealership.
Kenworth says the PACCAR MX-11 fits a sweet spot for many vocational and regional haul fleets that need a lighter engine providing ample horsepower and torque. The PACCAR MX-11 is 400 pounds lighter than 13-liter engines, and due to the weight savings, offers truck fleets a boost in payload capacity and fuel economy.
The Ferrari 488 (Tipo F142M) is a mid-engine sports car produced by the Italian automobile manufacturer Ferrari. The car is an update to the 458 with notable exterior and performance changes.
The car is powered by a 3.9-litre twin-turbocharged V8 engine, smaller in displacement but generating a higher power output than the 458's naturally aspirated engine. The 488 GTB was named "The Supercar of the Year 2015" by car magazine Top Gear, as well as becoming Motor Trend's 2017 "Best Driver's Car".
488 Pista
On 6 March 2018, Ferrari unveiled the 488 Pista (track in Italian) at the Geneva Motor Show. The Pista takes inspiration from the successful 488 GTE and 488 Challenge race variants. The car has received many mechanical and exterior modifications in order to make it more capable than the 488 GTB. The 3.9-litre twin-turbocharged V8 engine now generates a power output of 720 PS (530 kW; 710 hp) at 8,000 rpm and 770 N⋅m (568 lb⋅ft) of torque at 3,000 rpm due to the use of new camshafts, a larger intercooler, strengthened pistons, titanium connecting rods and Inconel exhaust manifolds in the engine borrowed from the 488 Challenge. Revisions to the 7-speed dual-clutch transmission also allow for shifts in 30 milliseconds when drivers enter race mode. The most noticeable exterior changes for the Pista are at the front end. Air passes through the ducts in front bumper and which direct it through a large vent in the hood, which creates more downforce over the nose at high-speeds. Helping boost performance further, the[air intake tunnels have been moved from the flanks to the rear spoiler to optimize clean air flow. Other exterior changes include underbody diffusers and the rear diffuser shared with the 488 GTE. In total, the car generates 20% more downforce than the 488 GTB. On the interior, carbon fibre and Alcantara are used throughout in order to reduce weight. Overall, the car is 200 lb (91 kg) lighter than the 488 GTB due to the use of carbon fibre on the hood, bumpers, and rear spoiler. Optional 20-inch carbon fibre wheels available for the Pista save an additional 40% of weight. The car also incorporates an Side-slip Angle Control system having an E-Diff3, F-Trac and magneto rheological suspension in order to improve handling at high speeds. All of these modifications allow the car to accelerate from 0–100 km/h (0–62 mph) in 2.85 seconds, 0–200 km/h (0–124 mph) in 7.6 seconds and give the car a maximum speed of 340 km/h (211 mph), according to the manufacturer.
n° 35 of 77
Chassis n° SCFGFXXX6BGS17735
Estimated : CHF 1.400.000 - 1.800.000
Sold for CHF 1.522.500 - € 1.424.573
The Bonmont Sale
Collectors' Motor Cars - Bonhams
Golf & Country Club de Bonmont
Chéserex
Switzerland - Suisse - Schweiz
September 2019
"The One-77, a sports car of unparalleled beauty with subtle aggression and performance developed in 2008 and 2009 with the goal of eclipsing any previous Aston Martin road car. The most exclusive Aston Martin of the 'Gaydon era', One-77 was limited to 77 unique examples." - Aston Martin.
In keeping with its tradition of producing limited edition, hand crafted exotica for the wealthy aficionado, best exemplified by the DB4 GT Zagato of the 1960s, Aston Martin previewed its proposed One-77 'hypercar' at the 2008 Paris Motor Show. 'Previewed' though, is something of an overstatement, as the car remained part shrouded by a grey pinstripe fabric cover, with only the front right corner on view. To see the full picture, the world had to wait until the Geneva Motor Show the following March when the Aston Martin stand featured a metallic blue mock-up alongside a rolling chassis complete with its entire power train.
The finished One-77 made its official debut in April 2009 at the Concorso d'Eleganza Ville d'Este, held on the shores of Lake Como in Italy, winning the 'Award for Concept Cars and Prototypes'. Designed by Marek Reichman, it was the fastest and most powerful Aston Martin ever built, with a top speed of 220mph, and also the most expensive, carrying a price tag of £1,150,000. The company invited customers to put down a deposit of £200,000 and had no trouble selling all 77 cars, production of which was completed in 2012.
Hailed by its maker as "possibly the world's most desirable automotive art form", the One-77 with its long bonnet and short tail was every inch the classically proportioned Gran Turismo, combing muscular pugnacity and feline grace in equal measure. A two-seater closed coupé, the One-77 featured advanced technology in the form of an immensely rigid and lightweight carbon fibre monocoque chassis, which carried a seamless body traditionally handcrafted in aluminium. Made from a single sheet of aluminium, each front wing was said to take one craftsman three weeks to produce. Evo magazine succinctly summed it up as "a master class on blending low-tech aluminium forming skills with high-tech carbon fibre technology, and it's shockingly beautiful, making it eye-wateringly desirable". Other state-of-the-art features included bi-xenon headlamps with integrated LED side lights and direction indicators, LED rear lamps (fog and reverse), carbon fibre front splitters, carbon fibre rear diffuser, and active aerodynamics with deployable spoiler.
Providing the horsepower needed to breach the magic 200mph barrier was a stretched (to 7.3 litres) version of Aston Martin's existing 48-valve V12 engine. Extensively reworked by Cosworth Engineering, it produced 750bhp and 553lb/ft of torque, and was the world's most powerful normally aspirated road-car engine at the time of the One-77's introduction. Cosworth's extensive re-engineering included fitting dry-sump lubrication, which enabled the V12 to be carried 100mm lower in the One-77's chassis than in that of the DB9. Like the V8 in the One-77's Vantage sister car, the V12 engine was mounted towards the centre of the chassis, well aft of the front axle line in the interests of optimum weight distribution, to which end the six-speed automatic/manual transmission was located at the rear in the form of an integrated transaxle. Power was transmitted to the limited-slip differential by a carbon fibre prop shaft encased in a magnesium alloy torque tube, reaching the road surface via 20" forged alloy wheels - 7-spoke or 10-spoke - shod with Pirelli P Zero Corsa tyres.
Unusually for a road car, the One-77's all-independent suspension featured pushrod actuation of the adjustable mono-tube dampers, a system more commonly found in modern competition cars. There were double wishbones at all four corners: the front incorporating anti-dive geometry, and the rear anti-squat and anti-lift. The suspension was also electrically adjustable for both ride height and rate change.
The rack and pinion was power assisted, delivering 3.0 turns lock-to-lock, while the steering column was adjustable for both tilt and reach. Braking was supplied by carbon ceramic discs all round, gripped by six-piston callipers at the front, four-piston callipers at the rear. Dynamic Stability Control (DSC), Anti-lock Braking System (ABS), Electronic Brakeforce Distribution (EBD), Emergency Brake Assist (EBA), and traction control were all incorporated in the interests of controllability and safety.
Releasing the driver's door, which swings out and arcs upwards, the One-77's fortunate owner would be confronted by a leather-trimmed sports steering wheel, electrically adjustable lightweight memory seats, and dual-stage driver/passenger front airbags. Other interior features included automatic temperature control, a trip computer, and touch-sensitive map-reading LED lights. Powerfold exterior memory mirrors came as standard, while front/rear parking cameras were an option.
Hypercars though, as their name suggests, are all about performance, and in developing the One-77 Aston Martin ensured that it would be able to stand comparison with the very best of this exalted category. Perhaps tongue-in-cheek, Aston claimed that the car's top speed was '220.007 mph', referencing the company's long-standing association with the 'James Bond' movie franchise, while the dash to 100mph (161km/h) was accomplished in around 6.9 seconds, placing the One-77 on a par with rivals such as the Ferrari Enzo and Koenigsegg CCX.
It had been Aston Martin's intention that no car would be offered for assessment by the motoring press, no doubt in the interests of preserving the One-77's mystique; nevertheless, BBC's Top Gear got to try one in Dubai, and Evo magazine drove a privately owned example at the Millbrook Proving Ground in Bedfordshire and on the roads of north Wales. Evo's Harry Metcalfe found that controlling the One-77's 750 horsepower on the challenging - and wet - roads of Snowdonia required all of his concentration: "But boy, does that make this Aston exciting. There's nothing like a car that can spin its wheels in a straight line at beyond motorway speeds to grab your attention."
Number '35' of the 77 built, this EU model has a legend engraved on the door sill stating that it was 'Hand built in England for Theodore N'Guema Obiang Mangue'. Finished in red with red-piped cream interior, the car has covered a mere 1,226 km from new and is presented in 'as new' condition. The car is offered with Equatorial Guinea registration papers.
Including Aston Martin's development team, a handful of journalists, the original owners and - perhaps - their family and close friends, probably fewer 200 people have ever experienced what it is like to drive a One-77. Chassis number '35' represents a possibly once-in-a-lifetime opportunity to join this most select group of individuals.
Launched 12 months ago, the Ferrari SF90 Stradale is the marque's latest supercar. The SF90 celebrates the 9th anniversary of the foundation of Scuderia Ferrari, the racing team formed by Enzo Ferrari.
The SF90 Stradale is noticeably similar to the mainstream V8 mid-engine Ferraris of recent years, the 458/488 and latest F8 Tributo, this is seen in the mechanical package - mid-engine and V8, all but the 458 also deploying turbocharging. The key dimensions are likely to be very similar, despite the adoption of carbon fibre into the chassis.
In many ways the SF90 is not a replacement for Ferrari's last hypercar, the La Ferrari, which was V12-powered. The SF90 is more likely seen as a lower-volume F8, turned up to 12!
Key to any new Ferrari is the engine, now at 4.0 L. Total powertrain power is now a claimed 1000 PS, equating to 736 kW. Of this, 574 kW and 800Nm as delivered by the internal combustion engine, the remaining 136kW is attributed to three electric drive motors, one sandwiched by the engine and gearbox, the other two on the front axle, which can also permit torque vectoring.
The hybrid electric drive and PHEV (Plug-in Hybrid Battery Vehicle) battery additionally permits electric-only drive for a distance of 25km.
Also derived from the mainstream Ferrari V8 range is the styling, which evolves some elements, including the rear deck, square tail lamps and headlamp execution, but leaves many looking overly similar to the recently launched F8 Tributo.
Set to be built in low(ish) numbers, the SF90 is not a limited edition model, nor a replacement for the La Ferrari.
Unfortunately, this car in many ways is just another (fast bite) of a cherry we have already seen.
Car show "Torque Fest" at the Pima Air & Space museum, it was a unique location which allowed aircraft and automobiles to be shown at the same time. Here is some shots of the cars and planes.....
Looking towards Cathedral Square October 27, 2013, New Zealand.
Cathedral Square, locally known simply as the Square, is the geographical centre and heart of Christchurch, New Zealand, where the city's Anglican cathedral, ChristChurch Cathedral is located. The square stands at the theoretical crossing of the city's two main orthogonal streets, Colombo Street and Worcester Street, though in practice both have been either blocked off or detoured around the square itself. The Cathedral has been badly damaged in the February 2011 Christchurch earthquake.
he square is the city's main meeting place for people taking a break from their work, or just visiting the city, and is a regular site of street performers and speakers of all varieties. Until recent years, the most well-known of these was The Wizard of New Zealand.
Since the year 2000, The Chalice, a large piece of modern sculpture in the form of an inverted cone, has stood in the square subverting the shape of the spire that rises above the cathedral. The Chalice, designed by prominent New Zealand artist Neil Dawson, is made up of forty-two leaf patterns featuring different native plants.
Taken from and for more info: en.wikipedia.org/wiki/Cathedral_Square,_Christchurch
Ferrari's sequel up to the 458 Italia has followed in the tyre tracks of the California T by gaining a turbocharged V8.
Renamed the 488 GTB, Ferrari’s refreshed McLaren 650S rival now packs a 493kW/760Nm from an all-new twin-turbo 3.9-litre V8. The new engine still produces its maximum power at 8,000rpm but, crucially, delivers its peak torque figure at just 3000rpm.
Both figures are significantly more impressive than the current Speciale’s 4.5-litre atmo V8 it replaces that can ‘only’ muster 445KW at 9000rpm and 540Nm at stratospheric 6000rpm.
Importantly, this finally gives Ferrari the advantage over the current McLaren 650S - that can only manage 478kW/678Nm - although this could swing back in favour of the Brit when McLaren launches its response - the new 675LT supercar at the Geneva motor show.
Like the current 458 Italia, the 488 GTB channels its power through the existing seven-speed dual clutch automatic - although Ferrari’s super-fast gearbox had to be beefed up to cope with the extra torque. Different ratios were also added to help manage the new lowdown punch. Ferrari has also added something called ‘Variable Torque Management’ that’s said to smooth off the edges of that power delivery to avoid those unintentional 100m burnouts every time you pull away from the lights.
With great traction comes even greater performance and the figures for the 488 GTB are predictably off the scale. The 488 GTB can now crack 0-100km/h in just 3.0 sec and, more impressively, smash the 0-200km/h dash in just 8.4sec (0.1sec quicker than the McLaren 650S). Top speed is pegged at 330km/h.
For those worried all this turbocharging will mute the old car’s screaming V8 soundtrack, Ferrari insists its engineers have carefully tuned the 488 GTB for a ‘clear and totally distinctive’ (read loud) noise.
Ferrari has also made some efficiency gains too. The new twin turbo engine gains stop-start and now averages 11.4l/100km while emitting 260g/km of CO2 - that’s 47g/km less than the 458.
Other more exciting technology new to the 488 GTB includes the introduction of the second-generation Slide Slip Angle Control system (SSC2) that harnesses the active dampers, F1-Trac traction control and E-diff to control (and hold) lurid slides. Better still, Ferrari says all of its driver aids have been tailored to people like us to exploit the 488 GTB’s handling rather than pro-racers.
As well as all the new software tweaks, the new Ferrari has spent serious time in the wind tunnel and the result is it’s more slippery than before. This was achieved with a new double spoiler, re-profiled side intakes while, at the rear, there’s active spoilers that work with a ‘blown’ spoiler that has a neat trick of being able to generate downforce without drag.
Underneath, the thorough aero tweaks continue with a new underbody that includes something called vortex generators that continue the air bending to help the 488 GTB generate 50 per cent more downforce than the old 458 Italia.
Away from the aero geekery the 488 GTB’s look is supposed to conjure images of the old 308 GTB with its large air intake scallop. The wide front double profile spoiler is a product of function over form and has two jobs - the first to funnel air to the two nose-mounted radiators, the second to channel air to that underbody diffuser,
Inside, the 488 GTB the old 458 Italia has been overhauled. The dash and vents are now all angled to the driver but the stripped back racer feel carries over.
[text from Ninemsn Carpoint]
I was intending to build this soon after it was launched, but saw value in doing so 'quickly'. As well as build the most Lego cars, I probably also hold the record for building Lego versions of real cars the soonest after they are revealed. I think my record is about 8 hours later. Cars that I have released the same day or next day are: Ford U502 Explorer, Ford CD391 Fusion, Ferrari 458 Italia, Ferrari 458 Speciale Aperta.
The model shown here, Ferrari's new 488 GTB is the replacement for the 458 Italia. In many ways the car does not seem particularly exceptional for a Ferrari. People are moaning about the loss of 'instant throttle response' due to the turbocharging. However, here lies the clue as to what may make this car exceptional, and why it is worth including in this month's challenge:
The Ferrari 488 GTB has the highest torque output of any road-going Ferrari.
I initially thought about 'the highest output of any V8 Ferrari', and began my search to check it topped out a F40. (it does 493 kW vs 357 kW). Then I checked against the other super-Ferrari, thinking that there might be a few that sat above it: F50 - 382 kW, Enzo - 485 kW, LaFerrari - 588 kW, so it is beaten here, but only by the LaFerrari.
But torque, the thing that actually gets you going, it outshines every V8, and eclipses even the LaFerrari, which musters a still-impressive 700 Nm, and must rely on its electric torque driving unit to bring the grand total to 900 Nm. Even the limited edition track racing version, the LaFerrari FXX-K bumps this up to 750 Nm from the internal combustion engine. Still 10 Nm shy of the Ferrari 488 GTB: 760 Nm........
...@ 3000 rpm!
This Lego miniland-scale Ferrari 488 GTB has been created for Flickr LUGNuts' 88th Build Challenge, - "Let's Break Some Records", - a challenge theme to build a vehicle with some outstanding, record-breaking aspect. In this case, the torquiest Ferrari internal combustion engine, at 760Nm.