exhaust for better cooling of the 2010 Bugatti Veyron Mansory linea d’Oro Vincero new side sills and larger side / rear air. The rear diffuser has been redesigned luxurious.
The gold-colored parts of the Bugatti Veyron are: Turbine alloy wheels, door handles, gas cap, radiator surround, headlight washers and washer. The 2010 Bugatti Veyron Mansory Linea d’Oro Vincero are interior “pimped out, the leather and the upholstery, door panels, dashboard, detail carbon parts and LED’s installed in the car. The ‘d’Oro” is literally in the sport coupe.

Tuned Bugatti Veyron by Mansory Vincero

The Mansory Vincero Power comes from a slightly modified version of the 8.0-liter quad-turbo engine of the Bugatti 16 cylinder engine that now produces 1109 bhp and 1310 Nm of torque at 1001 instead of the standard car-PS and 1250 Nm of torque. The slight increase in performance due to improved cold air intake system and optimized exhaust system.

The road gets a little facelift styling Mansory adds several carbon-fiber body panels, including a shorter hood, a new front spoiler, side skirts and a new revised diffuser.Among the other important elements in a “V” insignia used on the grille, larger air outlets on the side and rear, LED daytime running lights and fully forged turbine-style-wheels.

Tuned Bugatti Veyron The Mansory Vincero Interior

Within the linear Vincero Bugatti Veyron will receive an exclusive design elements, such as LED lights mounted on the seats, door panels and instrument panel and band at the top of the instrument panel, center console trim used console and door handles.

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Lamborghini Sesto Elemento

The Lamborghini Sesto Elemento is redefining the actual future with the super sports car with a exclusive technology demonstrator. Boasting an extremely light-weight construction as a result of sophisticated carbon-fiber technology, the Lamborghini Sesto Elemento has an general curb weight of just 999 kilograms (2,202 lb) – which includes V10 power unit and permanent all-wheel drive.

This makes the Sesto Elemento a special demonstration of the technological experience of Automobili Lamborghini. Revolutionary carbon-fiber technologies are becoming used here for the very first time in an automotive software. As being a one hundred percent subsidiary of AUDI AG, the Italian carmaker also rewards from your undisputed knowledge from the German producer in terms of light-weight construction.

Automotive News says that Lamborghini will put the Sesto Elemento concept into limited production. There will be 5 to 10 units built, and like usual the exclusivity has a big price: 2.5 million Euro (almost $3,500,000 at the current exchange rates). Did you know that Bugatti Veyron price tag start from 1.65 Million Euro (almost  $2.300,000).

Why Lamborghini chose using the Elemento Sesto name and not using the bulls name? Because Elemento Sesto own name seems to refer to the number of carbon atoms that are the numbers 6 (Sixth Element), and this car using Revolutionary carbon fiber technologies.

With its remarkable output of 570 hp, sensational power-to-weight ratio of only one.75 kilograms per hp and 0 to one hundred km/h (0-62 mph) acceleration of only 2.five seconds, the Sesto Elemento guarantees unparalleled driving enjoyable. At the exact same time, fuel usage also drops due to the fact of the intense lightweight engineering utilized all through.

Lamborghini Sesto Elemento 2011

The identify of this technologies demonstrator is derived from your periodic table, where carbon is classified as the sixth aspect. Thus, the Sesto Elemento demonstrates the worldwide top expertise of Lamborghini in carbon-fiber reinforced plastics (CFRP) technologies. The super sports car brand name from Sant’Agata Bolognese is the only vehicle producer within the world to get mastered the total CFRP process throughout a assortment of technologies, from 3D style by means of simulation, validation, manufacturing and testing – all inside a state-of-the-art industrial process that stands for the extremely highest quality requirements.

Lamborghini Sesto Elemento 2011

Lamborghini drives the technologies improvement in its two research centers the ACRC (Sophisticated Composite Study Middle) and also the ACSL (Innovative Composite Structures Laboratory) through collaborations with organizations like Boeing, using the resulting technologies secured under a host of patents.

“The Lamborghini Sesto Elemento exhibits how the future of the super sports car can search – extreme light-weight engineering, merged with extreme efficiency outcomes in excessive driving fun. We put all of our technological competence into 1 beautiful type to develop the Sesto Elemento,” feedback Stephan Winkelmann, President and CEO of Automobili Lamborghini. “It is our skills in carbon-fiber technologies which have facilitated these kinds of a forward-thinking idea, and we naturally also benefit through the undisputed light-weight experience of AUDI AG. Systematic lightweight engineering is critical for long term super sports activities cars: for one of the most dynamic performance, also as for low emissions. We will utilize this technological advantage right across our design array. Each and every future Lamborghini will probably be touched from the spirit from the Sesto Elemento.”

Sesto Elemento

Lamborghini Sesto Elemento Technologies

With the Sesto Elemento, Lamborghini’s R&D engineers have place together a groundbreaking package deal. As being a pure and radical concept, the Sesto Elemento is the distinctive synthesis of an incredibly reduced curb weight of less than 1000 kilograms, enormous 570 hp output, the sensitive and prompt responsiveness with the high-revving, naturally-aspirated V10 engine along with the superior traction and stability of long lasting all-wheel push – there has never been a tremendous sports car as thoroughbred as this. Sesto Elemento delivers an unbelievable degree of driving fun, concentrated on absolutely sensational dynamics.

Lamborghini Sesto Elemento Carbon Fiber

The basis is an incredibly solid, stiff, safe and lightweight carbon-fiber structur: the monocoque cell with the Sesto Elemento. The entire front frame, the exterior panels and crash boxes are also made from CFRP. The Sesto Elemento’s major suspension components as well as the rims are made from carbon fiber. The tailpipes are made from Pyrosic, which is an sophisticated glass-ceramic matrix composite, able to reach and stand very substantial temperatures up to 900° celsius. Even the propeller shaft is made of CFRP.

Lamborghini Sesto Elemento Power to Weight Ratio

The Sesto Elemento demonstrates the outstanding expertise of Automobili Lamborghini in all areas of carbon-fiber technologies. Carbon composite materials are a key technology for your automotive engineering of tomorrow, especially for high-performance sports cars. These materials made from carbon-fiber reinforced plastics combine the lowest bodyweight with excellent characteristics – they are incredibly stiff and highly precise. Lighter cars improve fuel consumption and CO2 emissions: above all, however, it improves the power-to-weight ratio – the critical factor for a sports car – and thus the efficiency. A super sports activities car built using CFRP accelerates faster, has outstanding handling and better braking.

Lamborghini Sesto Elemento

Lamborghini Sesto Elemento Lightweight Engineering

The Lamborghini Sesto Elemento offers the ultimate proof; because of its sensational power-to-weight ratio of only 1.75 kilograms per hp, the concept car delivers unparalleled overall performance. From a standing start, the Sesto Elemento catapults itself to 100 km/h (sixty two mph) in a Just 2.5 seconds. Within the interests of completeness, it should also be mentioned that the leading speed is effectively over 300 km/h. What the figures cannot convey, however, are the Sesto Elemento’s razor-sharp handling, its voracious turn-in and its huge braking energy. Severe lightweight engineering and intense performance come together inside the Sesto Elemento to produce an all-n.

Uncompromising dynamics through the really initial glance: the style with the Lamborghini Sesto Elemento displays the sensuality of higher efficiency and possesses the elegance of pure, unadulterated power. The Sesto Elemento lifts the style DNA from the Lamborghini brand to a new level and integrates the functional consistency of carbon-fiber technology into its design language. A clear strength of the CFRP technologies is the reduction and integration of components – something that has been used to its full extent in this modern technology idea.

Lamborghini Sesto Elemento Carbon

The hi-tech material is visible everywhere. The Lamborghini Sesto Elemento is finished in a new, matt-shimmer clear coat, meaning that the CFRP structure can be seen all through. Yet the Sesto Elemento is not just black; during the final stage of creation the carbon fiber parts receive a newly developed and patented coat. Nano-Technology makes it possible to add fine crystals with a red shimmer. Surfaces covered with this form of finish glow red and deliver an outstanding effect. Further, the surface is particularly robust.

Lamborghini Sesto Elemento Consistent in type and function

On a Lamborghini, every single single line has a clear function; the two vertical ribs in the front, by way of example, improve the stiffness from the component and guide the cooling air directly for the radiator behind them and towards the brakes. This ensures the thermal wellbeing with the components even underneath the toughest race track conditions.

The cooling air flows by way of two red triangular openings in the hood beneath the front windscreen and by means of large outlets within the side panels behind the front wheels. Sharply cut headlamp units total the front end. Reduction will be the title of the game right here, too – alongside the bi-xenon lamps, there are four LEDs in every unit. The reduced front end looks extremely dominant, with the partially double-lipped front spoiler pushed way out front and distinctively formed air intakes.

Lamborghini Sesto Elemento

Lamborghini Sesto Elemento Perfect Aerodynamics

The Lamborghini Sesto Elemento rear overhang is really short and, again, defined by optimum aerodynamics. The generously dimensioned spoiler is perfectly matched to the diffuser and a further air deflector inside the center, thus guaranteeing maximum downforce for extreme cornering speeds and excellent high-speed directional stability. The Pyrosic tailpipes are directed upwards by means of the engine cover panel, which also incorporates ten hexagonal openings and two air scoops behind the roof for delivering fresh air to the V10 power plant.

Lamborghini Sesto Elemento

Lamborghini Sesto Elemento Interior

The minimalist approach has also been applied towards the interior, starting using the seats. Lamborghini has dispensed completely with the conventional seat frame. In fact, the whole internal structure is obtained and defined directly from the Forged Composite tub, that on 1 side plays a functional role and on the other side is the base for the optimally formed seat cushions, upholstered in hi-tech fabric, which are affixed directly for the carbon-fiber monocoque. The correct ergonomics are provided from the steering wheel, which can be adjusted for height and reach, and from the pedals, which can be electrically adjusted longitudinally. Obviously, the designers of Lamborghini Centro Stile also dispensed with interior trim in the classic sense. The dominant visual feature throughout is the functional CFRP material – on the floor and roof with the monocoque, on the doors and in addition on the cockpit and center console. Even the electronic control unit for the engine is mounted in plain sight – a really special type of hi-tech aesthetic. The triangular cut-out is also evident like a style feature – wherever material can be removed inside the interest of bodyweight reduction.

Lamborghini Sesto Elemento Interior

The controls are presented in a highly concentrated format. The instruments provide information primarily on engine and road speed, as well as all parameters relating to engine condition. Only three piezoelectric buttons grace the middle console – one to start the engine, one to shift into reverse gear and another 1 for your lights.

The Sant’Agata Bolognese engineers had set themselves a target that was more than ambitious – despite the ten cylinders and 570 hp, despite the exceptionally fast-shifting e.gear transmission and even despite the long lasting all-wheel generate, the Sesto Elemento still had to stay below the 1,000 kilogram mark. And that target was achieved; at a curb fat of 999 kilograms, each and every hp produced by the V10 power unit has to accelerate only one.75 kilograms – a sensational figure.

This was made possible from the systematic and intelligent use of state-of-the-art carbon-fiber technologies. Lamborghini possesses extensive experience inside the field of light-weight engineering, gathered over many years: something clearly demonstrated from the brand’s series manufacturing vehicles. The current Gallardo LP 570-4 Superleggera has a dry bodyweight of only 1,340 kilograms, marking a competitive best in this category of tremendous sports activities cars. Compared with the already very lean Gallardo LP 560-4 Coupé, this represents a further reduction of 70 kilograms, resulting largely from the use of carbon fiber in the body-shell, interior and technical components.

Lamborghini Sesto Elemento Dashboard

Lamborghini engineers stuck firmly to this approach for your Sesto Elemento. Its structure consists almost entirely of carbon fiber and is built utilizing the monocoque principle. Monocoque means that the vehicle’s load-bearing structure is manufactured being a single shell, with the physical properties of 1 component, and therefore tends to make optimum use with the extreme stiffness offered by CFRP materials. Formula one racing cars have been built utilizing CFRP monocoques for decades – and regularly provide clear evidence of their collision safety. The monocoque within the Sesto Elemento, however, is made using progressive Forged Composite technologies – the very first time this has been done in an automobile. The advantage with the Forged Composite is that the monocoque is obtained by means of a one-shot process.

Lamborghini Sesto Elemento Carbon-fiber crash boxes

Inside the Lamborghini Sesto Elemento, the monocoque forms the total passenger cell. Connected to it are the front subframe – incorporating the suspension points – and the crash boxes, both also made using specialized carbon-fiber technologies. The severe stiffness of this assembly ensures not only a really substantial level of safety, but also unparalleled handling precision. The rear subframe using the engine mount and rear axle suspension points is made from aluminum – another light-weight material with which Lamborghini has a great deal of experience.

An important component in optimum building utilizing CFRP technology will be the maximum integration of functions. Therefore, the body-shell exterior is made up only with the roof section, which is part from the monocoque, the two “cofango” covers front and rear with integrated aerodynamic components and the doors. Every single door consists of only two elements, the exterior skin and also the interior cladding, both of which are also permanently bonded to produce 1 component.

Lamborghini Sesto Elemento Carbon fiber even in the suspension

The suspension and also the area around the engine have also been optimized with light-weight engineering. Alongside aluminum components, there are also carbon-fiber control arms: revolutionary Forged Composite technologies is also well-suited to this variety of high-load part. These components are around 30 percent lighter than comparable aluminum parts. The propeller shaft is also made of CFRP by using Wrapping technology. This solution allowed the Lamborghini engineers to get rid with the central joint, bringing an important fat saving. The rims are also made from CFRP, while the brake discs are from carbon-ceramic composite material. A similar composite material is utilised for the tailpipes on the exhaust system – the compound of ceramic powder and synthetic resin makes this carbon material really heat resistant. A large number of screw fastenings feature a unique titanium alloy and joining technology from the aviation sector.

Sesto Elemento Wheels

Based on the form, function and operational demands from the individual Sesto Elemento components, engineers from Lamborghini’s R&D selected largely from three CFRP manufacturing techniques within their technology tool kit:

Forged Composite: Right here, materials with short carbon fibers are hot pressed in a mould. The method facilitates complex structures and is utilised for parts like the underside of the monocoque and the suspension arms.
Prepreg: The carbon-fiber mats are soaked in a thermoset liquid resin. They are pressed in moulds and cured in an oven below heat and pressure. Prepreg components have a very great surface finish and are for that reason the preferred choice for use in visible areas.

Braiding: This is a method to manufacture composite filament derived in the textile industry. Each and every thread is diagonally intertwined on different levels.

The fascinating heart of the Lamborghini Sesto Elemento is familiar in the Gallardo LP 570-4 Superleggera. Inside the Sesto Elemento as well, the V10 unit is mounted “longitudinale posteriore” – longitudinally behind the driver. The 570 hp output equals 419 kW, all of which is available at 8,000 r/min. The pulling energy is just as impressive – with the torque curve peaking at 540 Nm and 6,500 r/min.

The V10 offers 5,204 cm3 of displacement, delivering a specific output of 80.5 kW (109.6 hp) per liter of displacement. The highlights of this long-stroke engine with an aluminum crankcase include dry sump lubrication and a cylinder angle of 90 degrees. Both solutions are an integral part with the lightweight engineering approach, too as serving to lower the middle of gravity and thus tighten the handling characteristics. Ideal combustion chamber fill arrives courtesy of a switch-over induction system and continually variable, chain-driven camshafts.

Lamborghini Sesto Elemento Best Traction with all Wheel Drive

The Sesto Elemento is equipped with the e.gear transmission, controlled in race car fashion by way of shift paddles mounted on the steering wheel. The automated system with electronic management shifts smoothly by means of its six gears much faster than a human becoming would be able to.

Lamborghini Sesto Elemento

Each single kilometer within the Lamborghini Sesto Elemento is sheer fascination – because of in part for the relentless traction delivered below practically all conditions. This is largely attributable to the everlasting all-wheel push system. It incorporates a central viscous coupling and a self-locking differential for your rear wheels with 45 % lock. Because of this superior traction, Lamborghini drivers can accelerate earlier out of a curve than those in rear-wheel generate cars.

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Porsche 911 GT3

The Porsche 911 GT3 is a high performance version of the Porsche 911 sports car. It is the latest in a long line of high-performance models, which began with the 1973 911 RS. The GT3, after the FIA ​​GT class was named after it offered a 3.8-liter six-cylinder atmospheric, the unit used in the Porsche 962 and Porsche 911 GT1 race car is based.

have developed since its inception in 1999, a number of variants for both road and rail to the area were recorded. The current range (997) consists of two blocks and three racing models. Porsche is also developing a hybrid version that uses two electric motors and a Kinetic Energy Recovery Systems, originally developed for Formula One.

The GT3 has a successful racing career, both in creating a national Porsche Carrera Cup series, the Porsche Supercup and won many international championships and endurance races, including the GT class of the American Le Mans Series was seven, the 24 Hours of Daytona winner and 24-hour race five times.

German Sports Cars Porsche 911 GT3

Porsche 911 GT3

Porsche 911 GT3 Engine and Transmission

The engine of the Porsche 911 GT3 sets it apart from most other 996 models, although the same basic 3.6-liter engine capacity of 996 standard type called “integrated dry sump lubrication” six-cylinder engine shares. Together with those of the Turbo and GT2, it’s actually on the original air-cooled 911 versatile, true dry-sump lubrication based crankcase, an external tank. The original version of the GT3 had 360 hp (265 kW, 355 HP), compared to 300 hp (221 kW, 296 HP) of the 996th regular.

Porsche 911 GT3 Engine

In Porsche 911 GT3 configuration, this so-called “split” crankcase (ie the line of the crank to the crankshaft centerline) is used instead of a fan and finned cylinders, separate water jackets on each side of the engine with the banks in the three However cylinders cool with water, pumped to a radiator. Thus, the GT3 engine is very similar to the completely water cooled 962 racing car engine, which is also based on this same crankcase. The 962 is different than using 6 individual cylinder heads while GT1/GT3 how air and water cooled Porsche 959, uses 2 cylinder heads, each of a bank of three cylinders. The GT3 engine could thus be considered similar to a 959 engine, but with water-cooled cylinder.

Porsche 911 GT3

In early 2004 model Porsche 911 GT3 production, the base was casting for the crankcase of the GT3 uses exactly the same as the air-cooled engine and was the “964″ casting number on the bottom of the sump and areas worked normally in the light of air-cooled application not be processed for use in water-cooled application. The crankcase casting was changed in mid-2004 a “996″ casting number on this remote air-cooled engine with residues removed, but internally the same.

Porsche 911 GT3 Engine

This engine gives the Porsche 911 GT3 a distinct racing sports heritage dating back to the Porsche 904 / 6 from the mid-60′s, the Porsche Carrera Cup and 997 Super Cup and RSR racing cars of today.
Because the 911 air-cooled engine uses the 356 engine transmission mounting flange configuration, the GT3 is a manual used by air-cooled 911 heritage. This gearbox has interchangeable gear ratios and is more durable making it suitable for racing than the standard Porsche 911 type 996 gearbox.
At 450 hp (336 kW), the 3.8-liter six-cylinder engine in the 997 GT3 RS is the most powerful production six-cylinder engine in a car with a 118 hp (88 kW) per liter.

Porsche 911 GT3 Racing History

Porsche 911 GT3 1999

Porsche 911 GT3 Racing 1999

Due to the lack of official Porsche team in the 1999 24 Hours of Le Mans, the only hijacker nearly 993 old air-cooled turbo GT2 is expected to represent the brand had a few chances for the Chrysler Viper GTS-class honors beat. Nevertheless pointed to two new water-cooled versions of the race 996 GT3-R officially in the GT class that is used by individual teams, but given the drivers and engineers of Porsche in the box that an effort of the company was insured . Even if this is the least powerful car in the case, the only participant in the GT class, the new GT3-R by fans for their loud exhaust note when driving first walk through the pits looked similar to ex-Formula One Judd engines. The better of the two cars made by German Manthey Racing team, finished 13th just two of the Vipers of the faster GTS-class players.

Porsche 911 GT3 2000s

The 996 GT3-R were made available to privateer teams. In the 24 Hours Nürburgring in 2000 managed a factory-backed efforts by the local Phoenix team Zakspeed Chrysler Viper that dominated this race lost from 1998 to 2000. The enhanced 996 GT3 RS version of 2001 is included in many races in the next year and not only scored many class victories, but also overall victories at Daytona and Spa in 2003. In 2004, the 996 GT3 RSR features many improvements to the RS, including a sequential gearbox, which allows for quicker shifts.

Porsche  997 GT3

The Porsche 997 GT3 RSR has a dry weight of 1,220 kg (2690 kg) and 450 hp (336 kW, 456 hp). This is a disadvantage in both weight and performance against competitors, Ferrari and Corvette, but the rear engine Porsche helped in the acceleration and traction, the car fire from the angles in a very fast pace. In 2007, Porsche installed before the air fins, the channel air into the radiator and out through the bonnet. This helps in the treatment of the car, just once in the GT3 RSR is followed by another car, the indiscriminate use immediately denied and the car will be considerable understeer in the front wheels experience by all the weight on the back of the car-oriented. For 2011, Porsche splitter on the front and increased the tire with a diameter of understeer problem to overcome. So far, the GT3 RSR is the most successful GT car hit.

Porsche 997 GT3 RSR

The next races are or have versions available:

• 1999 996 GT3-R
• 2000 996 GT3 Cup
• 2001 996 GT3 RS
• 2004 996 GT3 RSR – with sequential gearbox
• 2005 997 GT3 Cup
• 2007 997 GT-3 RSR
• 2008 997 GT3 Cup S
• 2010 997 GT3 Cup
• 2010 997 GT3 R

In addition to numerous class wins, won the GT3 Total events:
24-hour race in 2000, 2006, 2007, 2008, 2009
24 Hours of Spa 2003
24 Hours of Daytona in 2003
Also on the Nürburgring, the GT3 RS and modified versions (3.9-liter engine) VLN win many matches.
The different national and international Porsche Carrera Cup Porsche Supercup, above all Formula One events run even the GT3 Cup.

Porsche 911 GT3 VLN

In 2005, the new 997-generation race cars started the GT3 Cup debut, and was followed by the introduction of the 911 GT3 RSR at the 2006 24 Hours of Spa. In VLN endurance race at the Nurburgring in 2007, the new car teething problems, and the wide rear fender reduces speed. Still won the Manthey Racing entry in the last 4 hours for the 24-event, and managed to win the big event, too. Porsche 997 GT3 RSR, which is different from that supplied to other series offers a larger front splitter, larger rear wing and a 500bhp 4.0L Flat-6 engine.

Porsche 911 GT3 VLN

Manthey Porsche is the favorite team in the 24 hour race. The floating selection of Timo Bernhard, Romain Dumas, Marc Lieb and Marcel Tiemann won for four consecutive years between 2006 and 2009th in 2008 she won with early after suffering a leaking radiator in the race, they fell back a lap. The winner came from a lap down to almost 2 laps ahead.
Following the 2009 air restricters rules, lose the RSR 70bhp. The pace of Manthey brings into line with the multitude of factory-backed Audi R8. Manthey was able to outlast all competitors to take their fourth victory.
In 2010, Manthey GT3 qualified eighth, but could not just take one at the Grand Prix circuit. The car started to be built leading to the usual, retired to a latecomer and had collided with the car.

Porsche 911 GT3 24 Hours of Le Mans

Porsche dominated the GT / N-GT class at Le Mans after winning the 1998 Le Mans winner. There were no major competitors and Porsche took seven class wins in a row. In 2006, Porsche led for much of the race, but one by one the competitors hit problems and withdrew. Last-minute mechanical problems threw the Seikel car behind the surprise winner Panoz.

In 2007, the debut of the 997 GT3 RSR. IMSA Matmut stick with more than one second to Ferrari (but lost it after breaking Parc fermee line). The new Porsche is now possible with wide rear tires and larger screens than the rules. This will be the car with a weight of 100kg compensated more. The Porsche was now 485bhp and 1220kg. This was an advantage at Le Mans on the lighter and more agile F430.

Porsche 911 GT3 Le Mans Series

2008, a copy of the 2006 Panoz race was emerging as the surprise winner for Porsche and Ferrari newcomers. Porsche was still capable of their status as the fastest GT2 car out there, despite the new rules bring the gas to the power-down 465bhp to maintain.
In 2009, Porsche was still limited to 450bhp. ALMS Flying Lizard participants started on the pole again, but to immediately lose the Risi Ferrari. The # 70 IMSA Felbermayr example, ran from the fuel tank does not change as a reserve. Flying Lizard GT2 IMSA and then led for a while, until the two clashed in Indianapolis. IMSA retired on the spot and the Flying Lizard car underwent major repairs, lost time and only hope to win.

2010 is the year, Porsche had finally lost their pole-winning run. The driver of the # 77 car now claims that about 0.5 seconds ahead of the pace of Ferrari and Corvette. Corvette, BMW and Jaguar all had their first performance GT2. The # 80 Flying Lizard was the first drop-off after fighting with mechanical suffer the whole week. The # 77 Porsche Felbermayr than concentrated at a short distance the leadership battle between Ferrari and Corvette. Retirement risk a clock as a gearbox failure. The # 64 Corvette had to build a 2-lap lead over the # 77 Felbermayr car. Later in a 8:00 aggressive past the Peugeot # 1 cause of Corvette spun and crashed. The car was repaired and went out again, but had to stop due to internal engine damage. This was the # 77 Felbermayr Proton at the top, two rounds of the Hankook Ferrari. The Porsche was at this point and took the GT2 class victory, Class and the Porsche 98th overall victory at Le Mans.

Porsche 997 GT3 Le Mans Series

IMSA Matmut Felbermayr Proton and the new 997 received shortly before the 2007 season. Marc Lieb Richard Lietz and the share of the better of the two Felbermayr cars. Patrick Pilet, Raymond Narac the share of the IMSA car.
Felbermayr Proton won the championship in both 2009 and 2010 to finally be able to ward off JMW Ferrari. AF Corse Ferrari later, their opponent, but the Porsche Prospeed the series came after the demise of the FIA ​​GT. Spa in the Felbermayr Porsche benefited from a 2-round lead with a perfect timing safety car, but then lost, when a full course, came from the # 77 still stuck in the pitlane. 5. in class at Silverstone was enough for the Felbermayr Porsche to clinch the championship.

Porsche 997 GT3 Le Mans Series

Not good kickoff for the 2011 Porsche team due to a situation where the very controvesial Audi pace car. The Pace-Car does not pull out when the lights go green. The prototype box, saw his error and slows abruptively. Thanks to a bump on the straight at Paul Ricard, the GT-box can not be realized soon enough. 3 All Porsches Pro-GTE (Felbermayr, IMSA and Prospeed) retired on the spot and gave the race to Ferrari.

Porsche 911 GT3 American Le Mans Series

Flying Lizard Racing Table and were the first U.S. customers of the Porsche. Both teams took delivery before the 2007 season. Flying Lizard took second place in the 12 Hours of Sebring, as a movement pushed into the last corner of the # 45 Risi Ferrari Porsche out. Bergmeister Melo hunted and made the pass from the age of 16 took place on the last lap, the controversial incident. Flying Lizard lost the championship in 2007, Risi Competizione.
Porsche avenged her loss to Sebring in 2008 by a Flying Lizard 1-2. The team went into battle with a table Racing (Ferrari now on) all season long, Flying Lizard came on top. The team won four victories in the GT2 season.

Porsche 911 GT3 American Le Mans Series

Flying Lizard won the championship again in 2009 after a hard fought season. The # 45 was at Sebring, then escape the Panoz at the front had just damaged. The team scored five consecutive victories at Sebring and held on to the championship lead. A controversial finish of the race of the 2009 forced Laguna Seca. Magnussen Corvette Bergmeister hunted in the lead of 14 seconds to the length of a car. The # 45 Porsche tires is fully borne by a double stinting. Magnussen tried numerous attempts to get past you might have by Magnussen was put out to get. He was forced to give back to the site immediately Bergmeister. Bergmeister drove defensively just hit hard by Magnussen from the last corner. Bergmeister LEF Magnussen drove the Corvette pit wall and then spun and crashed on the right side of the track. The # 45 gained only one second before the destroyed # 3 Corvette.

Flying Lizard only won the Drivers’ Champion in 2010 after more newcomers GT2, BMW and Jaguar, Porsche dominance eroded. The GT2 class was now full manufacturer presence. Flying Lizard reports and 4 class wins, but the strength of the opponents are the team began to reveal weaknesses. While Ferrari, BMW and Corvette Field 2 cars with the same experience, only the # 45 Flying Lizard crew was professional, while # 44 is not fighting at the level of driver skill for the championship. This error helped BMW to the team, but could win the championship # 45 of Patrick Long and Jörg Bergmeister clinch their third follow-driver champion reveals the power of the driver in the # 45 car.

Starting in 2011 is not good for Flying Lizard. The car finished sixth at Sebring and 7, while the # 45 retired completely in Long Beach following a suspension failure.

Porsche 997 GT3 FIA GT Championship

ProSpeed ​​Competition was the main representatives of Porsche in the FIA ​​GT championship. However, they came up with the various market players and Ferrari have not won a race in the 2007 season. 2008 was a slight improvement with wins at Monza and Nogaro by the # 61 Prospeed car, but the team came home, scoring only half of the total amount of points, AF Corse. Saw 4 2009 season victory in the GT2 # 60 Prospeed Porsche and a controversial change drivers stuck Emmanuel Collard and Marco Holzer to the car to maximize the Porsche win the title. Richard Westbrook won the GT2 drivers’ title but lost Prospeed AF Corse in the team standings with 18 points.

Porsche 997 GT3 FIA GT Championship

In 2010 it was split and the FIA ​​GT Championship GT1 cars now have a world championship. Originally, the proposal for a European FIA GT2 series, but the plan was scrapped after all GT2 entrants chosen Le Mans Series held in strength. The championship would be rotated in a FIA GT2 championship with only one round in the 24 Hours of Spa. The GT2 winner of the event would win the Cup, even if not for the overall win.

The 2010 24 Hours of Spa saw the usual Porsche market ProSpeed ​​Competition, IMSA Matmut and BMS Scuderia Italia. The fir st two teams in the field, both GT2 and GT3 versions of the 997 GT3. The GTN-Class and BMW benefited from a collision, the # 2 and # 50 Ferrari GT2, GT3 Audi involved. The # 79 BMW still a round in front of the Porsche teams to suspension problems run with only half hour, then threw the rest of the BMW in third place. BMW Scuderia Italia won the IMSA members they hunt. Mühlner Porsche also won the GT3 class for the retirement of the Audi’s. Romain Dumas has won Le Mans with Audi in the same year, and he won this event too.
ProSpeed ​​Competition and Muhelner Motorsport Porsche were the most important teams in the FIA ​​GT3 championship. ProSpeed ​​were the second place in the championship in 2010 after clinching the Callaway Corvette.

Porsche 911 GT3 R Hybrid

Porsche 911 GT3 R Hybrid

The new Porsche 997 GT3 R Hybrid debuts at the Geneva Motor Show 2010th to see the hybrid technology in the car was from the Williams Formula One team and is based on the F1 Kinetic Energy Recovery Systems (KERS) is based, so they do not race in 2009. Unlike other developed KERS for Formula 1, the Williams system for the use of kinetic energy stored in a flywheel instead of batteries. The GT3-R has two electric motors, each developing 80 hp (60 kW), driving the front wheels add to the 480 hp (360 kW) four-liter six-cylinder engine to the rear. It is intended that the car in the 2010 24 hour race to power. As part of the construction of the 24-hour race in the GT3 hybrid of his racing debut at the 57th ADAC Westfalen driving on the Nürburgring on 27 March 2010.

Porsche 911 GT3 Road Cars

Porsche 996 GT3

Like Porsche 911 RS models, the GT3 was without unnecessary items, weight, the car would add. Soundproofing is almost completely removed, just like the rear seat, stereo, sunroof, air conditioning, although the automatic climate control and CD / radio is no cost optional add-ons. In addition, Porsche offered a free option called the Clubsport package. This option replaces the standard electrically adjustable leather front seats with manual adjustable racing buckets ready fire retardant fabric, bolt (installed in the leg room) into a half roll cage, driver 6-point harness, fire extinguishers and preparation for the race a circuit breaker. The Club Sport option was never intended for U.S. customers due to the additional DOT crash tests needed would be offered to U.S. sales possible.
To trace the vehicle to the maximum extent possible, provide Porsche GT3 with enlarged brakes, a lowered, retuned suspension, lighter wheels and a new front bumper with matched rear spoiler to increase downforce, to treat it.

Porsche 996

Porsche made significant updates to the GT3 for 2004, the first year of the cars offered for U.S. customers has been. Horsepower was up to 381 ft hp (284 kW) and 284 lbs torque * (385 N * m), min 80% of these were from just 2,000 rpm increased. The brake setup is now updated with 6-piston calipers on the front (rears remained 4-piston) and the Porsche Ceramic Composite Brake system was offered as an option. The new car was the 2002 911 facelift, including headlights, which were distinguished from the Boxster updated. The engine alone cost over £ 40,000 as compensation for Porsche because of the cost of titanium parts.

When testing the U.S. car magazines, it was the GT3 a 0-60 mph time of 4.5 seconds and quarter mile time of 12.0 seconds at 118 mph (190 kph). While testing the skidpad 1.03g booked. Porsche 911 GT3 RS, a revision in the European market in 2003, on the occasion of the last revision of the 996-car platform before its introduction in 2005.
In total 1890 vehicles were built.
The official Porsche test driver Walter Röhrl completion of the Nürburgring Nordschleife with the 996 GT3 in 7 minutes and 56 seconds, a performance that was used by Porsche to promote the car. Later, with the 996 GT3 RS, he managed 7 minutes 43 seconds.

Porsche 996 GT3 RS

The Porsche 911 GT3 RS is a performance car built by Porsche since 2003. It is often with the Porsche 911 GT3 RS race car from 2001 and later, based on the Porsche 911 GT3 R in 2000 was confused.
The RS (short for the German racing, literally “racing” in English) is essentially a transition from the Porsche 911 GT3, but it’s easier with a polycarbonate rear, carbon fiber hood and rear wing. Porsche Ceramic Composite Brake (PCCB) carbon fiber reinforced silicon carbide (C/SiC) Ceramic Composite Brakes, which fade even more heat than the cast iron units are resistant to standard, optional.
The RS has a slightly different engine specification GT3. The heads of the GT3 RS intake and exhaust ports have formed for racing homologation. Porsche claims the same 381 hp (284 kW) power than the standard Porsche GT3, but does not affect test showed a jump of almost 400 hp (298 kW).

Porsche 996 GT3 RS

The RS has progressive springs instead of linear. The dampers are tuned and are between 10 and 15 percent stiffer than the normal GT3 bounce and rebound.
The wheel carriers are completely re-designed to control the dynamic camber to maximize improvement. The suspension can support bearing 120 degrees to position a cup car to run. Front and rear control arms are adjustable. The RS 3 mm (0.1 in) lower than the standard car.
The rear wing offers RS 35 kg (77 lbs) powered 125 mph (201 kph). The RS has ram air ducts on the hood, the air in the recording with 18MB of pressure at 187 mph (301 kph) and that’s enough to make an additional 15 hp (11 kW, 15 hp). This extra horsepower can not homologated engine power since the official figures are certified for testing.

Only 140 GT3 RS RHD cars were built by Porsche and 113 of them formally introduced in the United Kingdom. The GT3 RS is not sold in the United States or Canada.
The original Porsche 996 GT3 RS was a runaway production from 2003 to 2005. The “RS” moniker and the characteristic light blue or red wheels and “GT3 RS” side sticker from the Porsche GT3 RS on a historically important as the Carrera RS 2.7 from the early 1970s.
accelerate Automobile Magazine Claim the GT3 RS from 0-60 mph in about 4.3 seconds, more than 1.0 g on the skidpad, and have a top speed of 190 mph (306 kph).

Porsche 997 GT3

In February 2006 indicated that the latest version of the Porsche GT3 road, now on the new 997 platform. 997 race was already in active use for several months. Besides a new 415 hp (309 kW) 3.6 liter six-cylinder engine, a car has zero lift aerodynamics, which means the car only create aerodynamic downforce, but not “lift” that pulls up and away from the surface and has a total grip. The car now uses a modified version of the track-oriented PASM Porsche Active Suspension makes it the first Porsche GT3 RS or versions of an electronic adjustable suspension feature. Also available are a navigation system, Porsche Sports Chrono “gauge package, so that the” friendly “lightweight track car the company ever. The car went on sale in the summer of 2006 and had a starting price of 106,000 USD. RS was released in Europe in October 2006 and in North America in spring 2007.

Porsche 997 GT3

The vehicle has a taxable 0-60 mph time of 4.1 seconds and reaches a top speed of 193 mph (311 kph). Road and rail could achieve a 0-60 mph run in 3.8 seconds. The official Porsche test driver Walter Röhrl completed the Nürburgring Nordschleife in 7 minutes and 42 seconds in the 997 GT3. Quoted in an interview with Mr. Röhrl by the Swedish sports car magazine Automobil 5.06.
In 2009 launched the Porsche 997 GT3 on a second to advanced 3.8-liter engine produces 435 hp (324 kW, 441 HP). Besides, several new options to compensate for recording dynamic engine and equipped with a pneumatic lift axle for low ground clearance. The rear spoiler was also amended along with other parts of the body. Sales in Europe in October of that year started.

Porsche 997 GT3 RS

As with previous models like the Carrera RS 2.7 of 1973 and the Type 964 911 RS 1991 Porsche 997 GT3 RS version offered. Together with its predecessors, it offers a homologation model for use in a number of race series.

With a close-ratio six-speed transmission with a single-mass flywheel, the engine still running more freely, enabling the 911 GT3 to sprint from zero to 100 km / h (62 mph) in 4.0 seconds (3.8 in the 2010 model year ), while up to 200 km / h (124 mph) in 13.3 seconds. Top speed is 310 km / h (193 mph).

The RS is 20 kg (44 lbs) lighter than the GT3, weighing 1375 kg (3031 lbs). This weight savings were achieved through the use of an adjustable carbon fiber wing, a plastic hood and a lightweight plastic rear window. The weight saving is the RS model, engine power in proportion to 300 hp (220 kW) per tonne weight limit.
A feature of the new RS is the body, 44 mm (1.7 in) wider at the rear (a legacy from the Carrera 4 models, bringing its shell) compared to the 911 GT3. The muscular rear conceals a wider track that not only improves directional stability but also increases the potential cornering grip of the two-seater coupe. On the other hand, increased drag and reduced the speed limit.

Also appear on the new technologies in the Flat Six car, the paint and body parts all specifically designed for this vehicle. For the RS version of the limited edition orange color is specially blended for this car.

Porsche 997 GT3 RS

The American version of the RS has a standard rear window (not plexiglass) and the smaller tank with 911 rules of the SCCA, Grand-Am and IMSA standards. Grand-Am racing, the central locking nut with the standard five-lug pattern is in Grand-Am regulations replaced.
Production of the first generation 997 GT3 RS finished in 2009. An estimated 1909 vehicles have been delivered worldwide trust with an estimated 413 of them, the United States.

In 2010 received the new (or second generation) 911 GT3 RS, an additional 35 hp (26 kW, 35 hp) with a new 3.8-liter six-cylinder, bringing total capacity to 450 hp (331 kW, 444 PS ). This car is not driven in the United States and the IMSA American LeMans has refused to pay the new car for the competition possible. Grand-Am initially approve of the car, but for performance issues (not a Porsche team in the Indy Grand Prix of Alabama round in competition), Grand-Am of the second generation cars in April 2010.

Fifth Gear (known British television) ran a test ride on the Porsche 911 GT3 RS, 2011, the exceptional performance of the car highlighted.

Fifth Gear Video Review Porsche 911 GT3 RS

Porsche test driver Walter Röhrl intention to have had the 2010 24 Hours to give the Nurburgring on a standard street legal 911 GT3 RS, but I had to for health reasons, resigned from the team of racers Roland Asch and Patrick Simon, of plus journalists Horst Saurma and Chris Harris . The car was introduced in conjunction with Sport Cars (Germany), is registered as an S-GO 2400, and was expelled from Weissach at Nürburgring. The RS was the safety, the latter a larger roll cage and fire extinguisher included. As no race tires were available for 19 “rims, 18″ wheels were used Cup racers. Asch has 9:15, 9 and 42 general SP7 class under the 17 participants, but only by his race-prepared Porsche 997 siblings qualified beaten. In an otherwise disappointing race for Porsche, with the best 997 race finishing only sixth, street legal car 145 laps, only nine less than the BMW winner for the 13th place it was intended for another 306 km on the highway back home cover.

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Corvette Grand Sport 1963

The Corvette Grand Sport made its first appearanceearly brightened in the 1963 season in the C-Modified class with a production capacity of 360 hp engine in his 327 bottles £ 2000 body. It was the season as a “stock” appearing Racer. The season finale was in Nassau every year, with a “no taboos” week of racing on the island, where all teams could compete against any other employment the latest high-tech performance parts, which were otherwise prohibited by the normal club racing.

The Chevrolet Corvette (C2) is a sports car from Chevrolet division of General Motors for the 1963-1967 model years produced. Virtually all new, Sting Ray stunned the automotive world in 1963, blending world-class handling with a distinctive all-American style and performance. Bill Mitchell revisited the Super Sport race car driver and the Corvette would then re-invent radically new design, high performance and a first-ever coupe, which would become a classic, with record sales and remains one of the most sought-after collectibles cars. With a win on the track position that would benefit from two successive Engineering Innovation, the car would culminate with a fighting spirit of the best Corvette racer ever, the Grand Sport. The second generation Corvette would undergo a large five-year, that by many as the highlight of the car’s history.

If the Corvette Grand Sport Nassau made its appearance, it seemed as if it was a big injection of steroids given. Fender flares, hood balls, wider wheels and tires and other visible changes only the surface of the technological advances that have been affected in these Grand Sports.

Corvette Grand Sport

Under the hood of the Corvette Grand Sport an all-aluminum 377 cubic inch small block with 58 mm side draft Weber carburetor was found. These aluminum engines were the second batch of Chevrolet casting Analysis and Development Department.

1965 Chevrolet Corvette Grand Sport Fast Five Cars

It had 12 of the aluminum castings created.They “were identified, which was stamped on the traditional location on the passenger side of the engine block. This engine inside the Grand Sport Corvette used letter” from the individual letters “A’through” L F “in the series.

Corvette Grand Sport Engine

Corvette Grand Sport Engine

This all-aluminum engines had shared with Jim Hall Chaparral, but his sporting drivers use small 48mm Weber’s that much more on the RPM provisions of the special automatic transmissions, which had been in this revolutionary racing cars.

The Grand Sport Corvette either destroyed or the competition won everything in sight, the week in Nassau. The teams were so confident with their victories, preparation began on the 1964 12 Hours of Sebring.

All three came Corvette Grand Sport 1964 12 Hours of Sebring.

Corvette Grand Sport 1964 12 Hours of Sebring

Q-Corvette, and perhaps more directly, Mitchell’s Stingray racing: the 1963 Sting Ray production car in the lineage can be traced to two different GM projects. The Q-Corvette in 1957 initiated a smaller, more modern Corvette introduced as a coupe-only model, boasting a rear transaxle, independent rear suspension, and four-wheel disc brakes, mounted inside the rear brakes. Exterior design has been determined, with pointed wings, a long nose, and a short, bobbed tail.

Zora Arkus-Duntov Meanwhile, and other GM engineers are fascinated with the medium-and rear-engine design. It was during the Corvair development that Duntov was mid / rear engine layout to its limits in the CERV I Concept. The Chevrolet Experimental Research Vehicle was a light, open wheel single-seater racing car. A rear-engine Corvette was considered briefly during 1958-60 progress as far as a full-scale mock-up by as much rear-mounted power of the Corvair design the package, including its complicated air-cooled six-cylinder as an alternative to the Corvette conventional water-cooled V-8. By fall 1959, would elements of the Q-Corvette Stingray and the special race in an experimental project XP-720, the design program, which was led directly to the production 1963 Corvette Sting Ray will be incorporated. The XP-720 looked improved passenger accommodation provide more storage space and superior ride and handling compared to previous Corvette.

Duntov during the development of an innovative new chassis for the 1963 Corvette was designers were adapting and refining the basic look of the racing Stingray for the production model. A fully functional space Buck (a wooden model created to work inside dimensions) by the beginning of 1960 was complete, the production coupe styling to the largest portion was closed until April, and the interior, including instrument panel was in place by November. Only in the fall of 1960, the designers turn their creative attention to a new version of the traditional Corvette convertible and later, its removable hardtop. For the first time in the history of the Corvette, wind tunnel helped refine the final shape, as well as practical issues such as interior, curvatures and windshield tools limitations. Both body variants have been extensively as a production-ready models 3/8-scale at Cal Tech wind tunnel tested.

1963 chevrolet corvette stingray

The vehicle of the inner structure received as much attention as the aerodynamics of his appearance. Fiberglass hull have been retained, but the Sting Ray was almost twice as much steel in support of their centralized structure such as the Corvette 1958-62. The resulting additional weight was offset by a reduction in the thickness of fiberglass, so the final product actually weighed slightly less than the old roadster. Passenger room was as good as before, despite the tighter wheelbase and the strengthening of the steel beams from the cockpit both stronger and safer

Chevrolet Corvette Grand Sport in Fast Five

Although the all-aluminum engine performed well during the season he was replaced with a 364 cubic inch iron block for the final hurray in Nassau.

The aluminum heads were retained as a weaver. The iron block was chosen because it is less bent at high speeds, allowing the engine to produce much more horsepower. The extra horsepower would be against the other “no holds barred racing required.

The Corvette Grand Sport was further facilitated by the pneumatic cylinders program that brought the weight up to 1900 pounds! Although the lead was within the breed originally decided by a slight Cobra that was powered by a brand new 390 cubic inch all aluminum Ford engine Roger to wear down in a position that Cobra, they give for the lead and finally get the checkered flag.

Chevrolet Corvette Grand Sport Reunion

The first production Corvette coupe, hatchback was a futuristic, one of the most unique styling elements in the history of the automobile – a split rear window. The rear window is a basic form was originally designed by Bob McLean for the Q model. The rest of the Sting Ray design was just as breathtaking. Quad headlamps were retained, but new hidden – provided the first American car so since the 1942 DeSoto. The lamps were in rotating parts, the pointed front end mounted with the “eye” closed matched. Coupe doors were in the roof, the registration cut made / exit easily in such a low-lying closed car. Faux vents on the hood and on the coupe, the rear pillars is; functional properties had been determined, but were canceled due to cost reasons.

Chevrolet Stingray Racer Concept 1959

The Sting Ray interior made a new interpretation of the twin-cowl dash Corvette motif has been used since 1958, it was also practical, now with built spacious glove compartment, an improved heating and ventilation system of the chimney. A complete set of instruments, including a huge round speedometer and tachometer. The control tower center back, a little slimmer console, but now with the clock and a radio set up vertically. Boot capacity has to be enhanced as well although in the absence of an external trunklid, had loaded cargo behind the seats. The spare tire was on the back from a drop-down fiberglass enclosure under the gas tank (which now takes 20 gallons instead of 16). The large, round cover emblem was re-articulated as a fuel tank lid twice, replacing the previous left edge of the door.

Chevrolet Corvette Grand Sport C2 1963

Although not as obvious as the car radical styling of the new chassis is just as important, the Sting Ray success. Maneuverability was improved thanks to the faster “Ball-Race steering and short wheelbase. The latter might imply otherwise drive a choppier, but the change in weight distribution partially compensated for it. Less weight on the front wheels mean easier control, and with about 80 extra pounds on the rear wheels, the Sting Ray offered improved traction. Stopping power improved, too. Four-wheel-cast 11-inch drum brakes remained standard, but now wider to increase the effective braking area. Sintered-metallic linings segmented, for cooling, were again optional. Sun finned aluminum drums were not only faster heat dissipation is provided (and thus a better light resistance), but less unsprung masses. Power Assist “was both brake packages. Evolutionary technical changes include crankcase ventilation, a smaller flywheel and aluminum clutch housing. A more efficient alternator replaced the old-fashioned generator.

Legendary American Sports Car Corvette Grand Sport Video in Action

However, the Corvette Grand Sport is now no doubt, by the rapidly developing Lola and McLaren, that she was forced against outclassed competition. Had the Grand Sport was in this final form in 1964 on the Internet, it could possibly offer this mid-engine prototypes. The owners of today’s Corvettes can thank the individuals with the Corvette Grand Sport for the technology that they now involved for granted. be wide tires, suspension geometry fantastic, all aluminum engines, etc. can be attributed to 1963, when the Grand Sport, it underwent metamorphosis traced back to a muscular Sports Racer.

Corvette Grand Sport (Sting Ray) Specification

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It is the only car produced by Saleen not based on an existing chassis was founded. S7 August 19, 2000 at the Monterey Historic Races began. From 2000 to 2004, the S7 featured a Ford 427 Big Block V8 naturally aspirated engine of 550 hp (410 kW). In 2005, the S7 S7 Twin Turbo, which replaces a powerful bi-turbo power to 750 hp (760 kilowatts PS/559) and the 248 miles up hour (399 km / h) also increased.

The body, made entirely from carbon includes the use of beads, spoilers and other aerodynamic characteristics of split channels to create a flow of air through the car, and 160 mph (257 km / h), building the car to support its own weight, and for this reason, the car produces enough support to theoretically lead to reverse.

American Sports Car Saleen S7

Saleen S7 Interior

The interior of the Saleen S7 was designed to be both luxurious and functional. The leather is in the cabin, with aluminum accents and S7 with a set of bespoke luggage. Due to the provision of mid-engined car, it has two trunks, front and rear. Other features include an LCD screen, rearview camera, steering wheel quick release and a 240 per mile per hour (386 km / h) speed. The cabin is enhanced by an asymmetrical arrangement, with the driver’s seat fitting perfectly into the center of view of both the driver and the middle of their weight in the vehicle position.

Saleen S7 Chassis

The frame consists of an increase in design of space-frame from 4130 steel panels and lightweight honeycomb aluminum composite. It is bolt-fixed assemblies subdivided to allow quick access to critical subsystems. The lightweight chassis allows the car to a Single £ 2750 (1247 kg).

Saleen S7 Performance

American Sports Car The original version of the naturally aspirated S7 can accelerate from 0 to 60 mph (97 kph) in 3.8 seconds and about 100 miles per hour in an estimated 8.1 seconds. This is a complete date, a quarter mile in 11.75 seconds, reach 126 miles per hour (203 mph). The maximum speed of the car is 200.1 miles hour (322.0 kmh).

Saleen S7 Twin Turbo

Saleen S7 Twin Turbo is an updated version of the original S7. Although the original design built for the S7 Twin Turbo, they were not used in production vehicles. The twin-turbo version developed in 2005 sold for $ 585,296 USD (about £ 295 559 GB, c.2007 / € 435 203, c.2007), replacing standard S7 production.

Saleen S7 Engine

The engine was produced by two Garrett turbochargers 5.5 psi (0.4 bar) is updated to increase, therefore the maximum power of 750 hp (760 kilowatts PS/559) min at 6300 rpm and maximum torque 700 lb ft · (949 N • m) at 4800 rpm. The front and rear diffuser and rear wing have also been revised downforce by 60%.

Saleen S7 Performance (estimated MFG)

• 0-60 mph (97 kph): 2.8 sec
• 0-100 mph (161 kmh): 5.9 sec
• 0-200 km / h (322 km / h): 27 sec
• Quarter mile: 10.5 sec
• Maximum speed: 248 mph (399 km / h)

Saleen S7 Competition Package

In 2006, offered an optional package Saleen S7 Twin Turbo for the competition. The set offers a 33% increase in performance, for a total of about 1000 horsepower (1014 kilowatts PS/746), and changes to the suspension, a revised front and rear diffuser, and an aerodynamic package with optional lip carbon fiber front and rear spoiler.
Currently, Saleen claims a top speed of 248 mph (399 km / h) for S7 Twin Turbo, but with the 1000 hp (746 kW, 1014 hp) update, he said the car is already more than 260 mph (420 top mph) in testing.

Saleen S7R

Saleen S7R is a racing version of the standard engine air-S7, produced from 2000 to 2007. It was developed to compete in the Gran Turismo series and style events such as the American Le Mans Series, FIA GT Championship, and the 24 Hours of Le Mans. Ray Mallock Ltd. met in the first few S7-R under the supervision of the engineering team at Saleen in their studios in England before Saleen S7 has adopted all the installation-R to the execution team arrived Oreca French final in 2006 . A total of fourteen S7Rs finished racing conditions. Seven others were S7Rs at a level of integrity required by the VIN number assignment together, but they have never been mounted in the chassis complete vehicles.

Saleen S7R Racing History

American Sports Car The first S7-R mounted on the end of RML completed in 2000, was immediately extradited to the United States to make his debut in the American Le Mans Series event at Laguna Seca. Led by Saleen-Allen Speedlab, the car finished in 26th place. For 2001, the first customer chassis would be completed, and their respective teams enter different leagues: FORDAHL Motorsport raced in the Grand American Road Racing Championship, RML ran the European Le Mans Series and Konrad Motorsport ran two ALMS and elms. This car at 001 chassis number has been given the name Christine Saleen engineers.

The S7-R quickly showed his talent by Konrad finished sixth in the 12 Hours of Sebring, winning his class first victory. FORDAHL won seven events in the Grand American Road to second place in the championship class, while RML ELMS won four events and won the championship by a single point above the Konrad Saleen. Saleen-Allen Speedlab deserves a place on the podium at the 24 Hours of Le Mans with 18 Place overall.

For 2002, Konrad Motorsport focused on the American Le Mans Series (Elm was dismantled after 2001), while Park took FORDAHL Grand American Racing entry to the premises. Graham Nash Motorsport newcomer won both British and Spanish GT Championship GT. Park Place has won four races and won their first league title, while Graham Nash has won nine British GT and GT-four Spanish race, winning the title in both series. Konrad Motorsport, however, fought against the faster, more-budget of the Corvette Racing team and win victories could not but have been able to finish in the second league title.

Konrad Motorsport Saleen has decided to move their team in Europe to compete in the FIA ​​GT championship in 2003, with North America abandoned without a full season competing for the S7-R as a park in Grand American championship. Graham Nash joined Konrad in the FIA ​​GT Championship, winning a sixth championship. For 2004 Saleen is a resurgence of the RML team after FIA-GT, the team of Dominique Dupuy DDO joined the FFSA GT Championship race, Konrad supports the Vitaphone Racing and Motorsports new ACEMCO bought two new S7-R modified to better compete in the American Le Mans Series. Vitaphone won three victories in the FIA ​​GT Championship, en route to a fourth place in the championship, while DDO has won two victories in FFSA GT.

Fortunes were quickly to the S7-R of the 2005 season. Conrad and Graham Nash have seen their efforts that the smaller race teams to economic problems. Vitaphone Racing on the S7-R moves and a Maserati MC12 has led the FIA ​​GT Championship. This left ACEMCO are increasingly the American Le Mans Series second when DDO Saleen earns only win this year with three.

In an attempt to recover from the year 2005, Saleen has chosen to focus on certain shows and events. ACEMCO dropped from the American Le Mans Series exclusively at the entrance to the 2006 24 Hours of Le Mans, where she earned an 11th place, the best ever by a Saleen at the time. Oreca has been chosen to prepare the chassis S7-R new upgrades under the supervision of engineers Saleen Derk Hartland, Randall Speir, Matthew W. Krieg and William Wright, to make them more competitive, which earned the team with two victories in the Le Mans Series run and won the FFSA GT Championship 2006. In the FIA-GT, Zakspeed took over the team working with Balfe Racing is a privateer. Zakspeed managed to earn two victories, winning four in the championship.

Zakspeed in 2007 was forced to abandon their efforts FIA GT, the team went bankrupt during the off-season. ACEMCO was forced to retire and offer their S7-R for sale. Oreca assembled chassis with two other modules provided by Saleen, follows one of the Italian team Racing Box that would compete at the next Oreca Mans Series. Oreca won four races this season.

In 2010, the assembled Oreca S7-R (chassis number 610) won by Larbre Competition final and only LMGT1 class win at the 24 Hours of Le Mans. First, the production and assembly of the chassis was designed from the Saleen conducted by Irvine, Calif. The engineering team in 2006-2007 after normal business hours by a lack of funding . Saleen engineers then called Melissa’s car after the girlfriend of one of the Saleen race engineers.

American Sports Car Saleen S7 Twin Turbo Specification

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It was for long-distance sports car races against Ferrari (the Le Mans six times in a row won from 1960 to 1965) built to win. Chassis # P-1075, the increases won in 1968 and 1969 (the only car in Le Mans history, win the race more than once) with a 4.7-liter Ford engine, 4.9-liter (as a 5 , 0 known) with a special alloy-Gurney Weslake cylinder.

The car was the GT is required (for Grand Touring) with 40 of the total height of 40 inches (1.02 m, measured at the windshield) to the applicable regulations. Large displacement Ford V8 engines (4.7 liters and 7 liters) were used, compared with the Ferrari V12 3.0-liter and 4.0 liter moved.

Ford GT40

Early cars were simply named “Ford GT”. The name “Ford GT40″ was the name of preparing the project of Ford cars for international endurance racing circuit, and win the search for the 24 Hours of Le Mans. The first 12 “prototype” vehicles carried serial numbers GT-101 through GT-112. The “production” began and the subsequent cars that MKI, MKII, MKIV and MkIIIs GT40P/1000 GT40P/1145 were counted officially “GT40. The name of the Ford project, and the serial numbers dispel the story that” GT40 was ” “only a nickname.”
The contemporary Ford GT is a modern homage to the GT40.

In 1995 at the Detroit Auto Show, the Ford GT90 concept shown in 2002 at the fair, a new GT40 Concept was unveiled by Ford.
While cars like the original, it was bigger, wider and three inches longer than the original 40 inches (1.02 m). Three production prototype cars in 2003 as part of Ford’s anniversary, and the delivery of the Ford GT began production shown in autumn 2004. The Ford GT was the Ford plant in Wixom assembled and painted by Saleen, Incorporated in their Saleen Special Vehicles facility in Troy, Michigan, USA.

A British company, Safir Engineering, the GT40 in the 1980s was in possession of the GT40 trademark at the time, and when they completed production, they sold the excess parts, tooling, design and make a small American company called Safir GT40 Spares in Ohio.

Safir GT40 Spares license to use the Ford GT40 for the first 2002 show car use, but when Ford decided to make the production vehicle, negotiations failed between the two, and do not contribute as a result of the new Ford GT badge GT40.

It is rumored that Safir GT40 Spares asked $ 40,000,000 $ to the rights, but that was never verified. The partners at Safir GT40 Spares state they have correspondence from Ford declining Safir’s $ 8,000,000 offer. Later models or prototypes are also available as Ford GT, but have different numbers on them such as the Ford GT90 and Ford GT70. The GT40 name is currently available for use by the Pathfinder Motorsport GT40 / R competition from Hi-Tech, in South Africa, which also builds models road version of the GT40 licensed built.

Ford GT40 Video review by TopGear BBC

The Ford GT40 Engine

• Type: V8 supercharged engine, aluminum block and heads
• Valve Train: DOHC 4-valves/cyl.
• Capacity: 5409
• Compression ratio: 8.4:1
• Power [HP]: 550 at 6,500
• Torque [Nm]: 500 in 3750
• Redline: 6500
• Mileage City [mpg]: 14
• Mileage Hwy [mpg]: 21

Ford GT40 Transmission

• Type: 6-speed
• Ratio: 2.61, 1.71, 1.23, 0.94, 0.77, 0.63
• Final Drive: 3.36

Ford GT40 PERFORMANCE

• 0-60 mph [sec]: 3.3
• 0 to 100 km / h [sec]: 7.4
• Quarter mile [sec]: 11.2
• Top Speed [mph]: 200
• Braking 60-0 [ft]: 110

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There are three Ariel Atom incarnations to date: Ariel Atom Ariel Atom Ariel Atom 2 and 3 The current model is the Ariel Atom 3, which even the strongest of the three. Ariel has also announced a performance RS model with a motorcycle-derived 500 bhp (373 kW, 507 HP V8 ).

The Ariel Atom is unusual in that it is monocoque – the chassis is clearly visible from the outside – and therefore lacks a roof, windows and other features usually found on the street cars. It incorporates a wide range of engines available to the top of the range is a supercharged Honda Civic Type-R K20 and a supercharged 2.0-liter, 300 hp (220 kW) Honda engine iVTEC. Each of these engines can reach a speed of 0-60 mph in 2.7 seconds. Although the maximum speed of 140 mph (230 kph) -150 mph (240 km / h) is relative to exotic sports cars to tame in comparison, the high power to weight ratio (500 PS / tonne or 650 hp / ton supercharged) offers a very rapid acceleration and low weight, excellent control when cornering.

The Ariel Atom

The Ariel Atom was also used (unofficially) by Wright Speed Inc. as a base vehicle with the prototype of the electric trolley for a completely new production vehicle that Wright velocity is raising funds to build. The Atom-based prototype, called X1, also has a quick acceleration, reaching 60 mph (97 km / h) in 3 seconds.

The nuclear project began as a student of Coventry University transport design student, Nik Smart. then as the LSC (light-weight sports car) is known, was developed at the University in 1996 with input and funding from various automotive industry members, including British Steel and TWR. Ariel Motor Company boss Simon Saunders was a lecturer who is responsible for the project is primarily a financial manager and design critic for Smart, which he calls “have the best all-around design student I have ever seen.” The car was first publicly shown at the British International Motor Show at the NEC in Birmingham in October 1996.

Ariel Atom Technical data

• 0-60 mph (manufacturer claim) 2.9 seconds
• Maximum speed: 140 mph, 225 kph (155 mph, turbocharged 249 km / h)
• Power: 245 hp (183 kW, 248 HP) at 8200 rpm (300 hp supercharged)
• Torque: 210 N min ⋅ m (150 ft • lbf) @ 6100 rpm
• Weight: 456 kg (1005 lb)
• Transmission: six-speed with Reverse Honda
• Price: € 30,000 / £ 45,000 supercharged engine (cost U.S. $ 49,980 base price is)
• Engine: Honda K20A1 2.0L, 4 cylinder i-VTEC
• Manufacturer: Ariel Motor Company Ltd
• Length: 3,410 mm (134 inches)
• Width: 1,798 mm (70.8 inches) / 1828 mm (72.0 inches) with 225 tires
• Height: 1,195 mm (47.0 inches)
• Track: 1,600 mm (63 inches) front and rear
• Wheelbase: 2,345 mm (92.3 inches)
• Designer: Nik Smart

The nuclear suspension setup was tuned by Lotus Engineering. Edmunds Inside Line notes that “every ridden a selection of tuned cars like the Lotus Elise, Aston Martin Vanquish and the Opel Speedster, a joint statement or a signature is, and it is replicated in the atom. [4]
The nuclear suspension is derived from a single seat racing car and is fully adjustable and require just one key. Front and rear double wishbone unequal length and inboard motors, linkages, valves, contributing to dynamic racecar-like handling of the atom. Adjustable suspension rod ends feature to promote inner rubber-metal bushings to ride a more convenient way. The front and rear Bilstein shocks are also adjustable. Stacked light and heavy springs produce a low spring constant for small deformation and a higher rate for adults.

In 2005, Track and Race Car magazine the results of a comprehensive examination of a number of cars appeared on the Porsche 911 Carrera S, Ford GT, BMW M5 to the Caterham CSR 260th The Supercharged Ariel Atom 1 won the 0-100-0 mph test by a wide margin reached 100 mph (160 kph) and then stop in 10.88 seconds, before the Caterham CSR 260 (11.41) and the Ford GT in 4th (13.17).
The following year, the atom has won Autocar 0-100 mph challenge as the new Ariel Atom 2 300 bhp supercharged version reached a time of 6.86 seconds, and then stopped at 100 in 3.8 seconds.

Ariel Atom Video Review by Top Gear BBC

The Ariel Atom is the fastest way inside the car. During the National Exhibition Centre in Birmingham the Atom broke the indoor world speed record. The high-gloss floor that the cars ran only 220 meters long with an open door at the end of the hall. The driver of the Atom launched in fourth gear and still had wheel spin, until the car reaches 70 mph (110 km / h) and began to gain traction. The atom was beaten only by a Grass Car class 9 car battery cord from a 2.0L Lexus / Toyota Motor Touring in the official indoor speed record, beating the previous record of a Toyota kept F1 car driven by top powered Gear The Stig.
The British newspaper The Sunday Times measured the time from 0 to 60 km taken (97 kph), was 2.89 seconds, making it the world’s third fastest accelerating production car will be available after the $ 1,300,000 1001 hp (987 bhp) Bugatti Veyron which reaches 0 to 60 mph (97 kph) in 2.46 seconds and the Ultima GTR, the 60 mph (97 kmh) achieved in 2.6 seconds, test in 2005.

Ariel Atom 500

Announced in February 2008, latest model Ariel Atom, the Ariel Atom 500th Designed it has a 500 horsepower 3.0-liter Russell Savory V8 engine (also planned to used in the Caterham 7 RS), carbon fiber body panels and wings, chromoly aerofoil wishbones, integrated function steering wheel, Alcon four-piston brake calipers and Dymag magnesium wheels. The engine weighs only 90 kg and is equipped with a 6-speed sequential gearbox Sadev in connection with the hike in the power of the Honda unit to overcome. In developing the RS-motor performance was given by a unit of Hartley established company replaced the final production version of the 550 kg Car 900 hp per ton.

Ariel claims this version is from 0-60 mph acceleration in “less than 2.3 seconds,” making it the fastest accelerating production car in the world, how true.
Ariel will produce only 25 this year, prices are expected to be at least $ 160,000.

Ariel Atom Specification Summary

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The 8C Competizione was introduced at the IAA in Frankfurt in 2003. The lines of the two-seater to the styling of Alfas of the years 1950 and 1960, Echo and the “Competizione” name is an allusion to the 1948 6C 2500 Competizione,  that in the years 1949 and 1950 Mille Miglia and was competing in the third place both times. It was the second of these two races, the car of Juan-Manuel Fangio and Augusto Zanardi driven. He won the 1950 Targa Florio. A 3.0-liter prototype was built but not produced. These 6C 2500 models were among the last vehicles with links to the prewar cars.

Alfa Romeo 8C Competizione 2007
Production Version

During the Mondial de l’Automobile 2006 Alfa Romeo announced the production of a limited edition of 500 pieces of the 8C Competizione. The production version is very similar to the concept, with the largest difference from the outside where the rear-hinged hood. The car came in four colors: Alfa Red, Competition Red, black or yellow. Custom paint colors were used for an additional fee. The body is made of carbon fiber is manufactured by ATR Group. The carbon-fiber body is made from a steel chassis, by the Italian company ITCA Produzione. The final assembly takes place at the Maserati factory in Modena, Italy.

The 8C Competizione was presented on the main street of the picture at the 2010 Goodwood Festival of Speed. One of the two remaining Alfa Romeo P2s was also part of the screen.

Alfa Romeo 8 Competizione Drivetrain

The car uses a custom Maserati platform and powertrain (Maserati 4200, Gran Turismo) and a Ferrari / Maserati-derived 90-degree Cross planewet sump lubricated 4.7-liter V8 assembled by Ferrari. The top engine characteristics can be summarized as a maximum power of 331 kilowatts (450 hp) at 7,000 rpm, maximum torque of 480 Nm (354 ft lbf) min at 4750 rpm (80% min at 2500 rpm) engine with a redline of 7500 rpm and limiter of 7600 rpm. The V8 engine has variable intake valve timing and compression ratio of 11.3.

The six-speed manual transaxle has computerized gear selection via levers behind the steering wheel and can be used in Manual-Normal, Manual-Sport, Automatic-Normal, Automatic-Sport and wet modes. The gearbox can shift in 175 milliseconds with the use of sport mode. The 8C has a locking differential.

Alfa Romeo 8C Competizione Performance

It is equipped with specially developed 20-inch tires: 245/35 front and 285/35 at the rear, fitted on perforated rims in fluid cast aluminum. 8C The brakes were a “phenomenal” by Road & Track magazine, with a stopping distance of 32 meters (105.0 ft), when traveling with an initial speed of 97 km / h (60 mph). The official top speed is advertised to 292 kilometers per hour (181 km / h), but it could be higher, with estimates that magazine.An about 306 kilometers per hour (190 km / h) for the Road Track; Alfa Romeo engineer also stated that they are faster than the promised speed.

The 8C is built in a limited edition of 500 copies made, and Alfa Romeo made the entire production run in a number of key markets, out of print the entire run fast. The Alfa Romeo 8C marked the return to the U.S. market in 2008 after the withdrawal in 1995. The first 8C was delivered to an Italian customer in October 2007. The first 8C was seen in U.S. market in November 2008, wearing “001 USA” label. The car was a director and stock exchange magnate James Glickenhaus, because the owner of the custom Ferrari Enzo known purchased based P4 / 5 The 8C production run was completed by the end of 2008.

Alfa Romeo 8C Competizione Specification

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