More and more charitable institutions are trying to find a way to encourage people to take part in the charity. The last economy crisis also hit them hard and they have been having difficulties in finding donations to fund their charity activities. The most recent popular campaign is the vehicle donations campaign. Many major charity foundations such as the Goodwill Industries and the American Red Cross realize that they have more income when people make a big donation such as vehicle donations. Therefore, now they are trying to raise more awareness of the public and encourage them to donate more vehicles.

Although the common vehicles to donate are cars, these institutions encourage people to donate even bigger. Why stop at cars when you can donate your boat or trailers? Of course it does not mean that they won’t accept your motorcycle. The charitable institutions accept any donation that can help them to fund their activities, it’s just that bigger donation will bring bigger benefit. The government also supports this by granting tax exemption for those who donate their vehicles. Just inform the government that you have made a donation and make a record of the value of your donated item on your tax form. This tax exemption is also one of the reasons why people decide to donate their vehicles to charitable institutions.

Now, you may wonder why does the charitable institutions can make benefits from vehicle donations instead of cash in time like this? The reason is because when the charitable institutions sell those things, they can sell them at a higher price than anyone else due to the charity label. So, basically this is a win-win solution for both you and the institutions. They get the fund they need and you get your tax exemption. In the end, you also have the good feeling that you have helped those people who are in need.

The car debuted with a factory suggested retail price of approximately US$400,000, although some buyers were reported as paying as much as US$1.6 million. A total of 1,315 F40s were produced.

Power came from an enlarged, 2.9 L (2936 cc) version of the GTO’s twin IHI turbocharged V8 developing 478 PS (352 kW; 471 hp) under 110 kPa (16 psi) of boost. The F40 did without a catalytic converter until 1990 when US regulations made them a requirement for emissions control reasons. The flanking exhaust pipes guide exhaust gases from each bank of cylinders while the central pipe guides gases released from the wastegate of the turbochargers.

The suspension setup was similar to the GTO’s double wishbone setup, though many parts were upgraded and settings were changed; the unusually low ground clearance prompted Ferrari to include the ability to raise the vehicle’s ground clearance when necessary.

The F40′s light weight of 1,100 kg (2,425 lb) and high power output of 478 PS (352 kW; 471 hp) at 7000 rpm gave the vehicle tremendous performance potential. Road tests have produced 0–100 km/h (0–62 mph) times as low as 3.8 seconds (while the track only version came in at 3.2 seconds), with 0–160 km/h (0–99 mph) in 7.6 seconds and 0–200 km/h (0–120 mph) in 11 seconds giving the F40 a slight advantage in acceleration over the Porsche 959, its primary competitor at the time.

The F40 was the first road legal production car to break the 200 mph (320 km/h) barrier. From its introduction in 1987 until 1989 its only competitors were the Porsche 959 and the 1988 Lamborghini Countach (it was later overtaken by the Lamborghini Diablo), it held the record as the world’s fastest production car, with a top speed of 200 mph (320 km/h). The F40 was publicly proven capable of its rated top speed in 1992 through an infamous incident in which a Japanese dealership owner proved the car’s potential by filming himself touching its top speed on an expressway, only to be arrested after he sold a videotape to an undercover policeman; by that time, he had already sold ten thousand videos.

During the 2006 Bonneville Speed Week, Amir Rosenbaum of Spectre Performance managed to take his F40 with small boost and air intake modifications to 226 miles per hour (364 km/h)

Built by Daimler-Benz AG and numbered internally W198 the injection version was from the road to (somewhat loosely) on a very successful company competition-only sports car of 1952, the slightly less powerful carbureted Mercedes-Benz 300SL (W194).

The road model was suggested by Max Hoffman. Designed for customers in the booming U.S. market post-war period in 1954 New York Auto Show was presented, in contrast to earlier models that was introduced at the Frankfurt or Geneva shows. The Mercedes-Benz fashion, the “300″ on the three-liter engine displacement. The “SL” stand for “Sport Light” (Light Sport).

The 300SL was best for both its distinctive gullwing doors and the first gasoline-powered cars are known, equipped with gasoline direct injection into the combustion chamber. The Gull Wing version is available from March 1955-1957. The production of the roadster in 1963 ended with the introduction of the 230SL.

A race car for the road

New York Mercedes dealer Max Hoffman, the official importer of Daimler-Benz proposed in the United States, DBAG management in Stuttgart that a street version of the 300SL was a commercial success, especially in America.

Mercedes-Benz 300SL

The Race-W194 300SL was built around a metal frame to compensate for relatively underpowered engine carburetor. Designed by DBAG chief engineer Rudolf Uhlenhaut develop, the metal skeleton saved weight, while ensuring a high level of force. The unique architecture and bore the unmistakable design Vertical Doors, would be part of the chassis to pass through the lower half of a standard door. Even with the opening up doors, the 300SL had an unusually high threshold, so that entry and exit from the cockpit of the car problem. A steering wheel with a tilt-away column will be added to improve access for the driver.

Mercedes-Benz 300SL

The 300SL’s body was mainly steel, except the aluminum hood, doors and trunk lid. It can also be ordered with an all-aluminum outer skin on a huge extra cost, saving 80 kg (176 lb).

More than 80% of the total production of cars by 1400 units were in the U.S., the first Gull Wing Mercedes-Benz, sold in bulk outside its home market and sold the confirmation of the validity of the proposal by Hoffman’s. The 300SL is credited for the image of the company in a U.S. manufacturer of solid, but staid, cars with a manufacturer of sports cars.

Mercedes-Benz 300SL Engine

The 300SL engine, at fifty degrees to the left for a lower hood inclined to the same 3.0-liter inline six-six regular four-door as the 300th Equipped with Bosch mechanical fuel injection, almost double the original capacity of 86 kW (115 hp) Carburetor version.
While not the first cars with fuel injection – Mercedes engineers had established the principle of the DB 601 aircraft engine fuel injection into the small two-stroke Gutbrod they had developed after the war – it was the first to directly inject fuel into the cylinders. This innovation allows a top speed of 260 kph (161 mph) depending on the gear and pull what the 300SL the fastest production car of its time.

The engine has been high maintenance costs. In contrast to the current electrically powered fuel injection, mechanical fuel pump would continue to fuel injected into the engine during the period between the closing of the ignition and the engine to stop, this is obviously not burn gasoline and oil crops from the cylinder walls and at the end of the dilution of the engine oil, especially when the engine was not hard enough, nor driven long enough to a temperature high enough to activate, are evaporated from the oil.

Mercedes-Benz 300SL

Strengthening of the problem was the large oil cooler and the large amount of oil (10 liters), both of which take more than street-oriented, which virtually guaranteed that the oil is not a sufficiently high temperature racing. In practice, many drivers, the road block airflow through the radiator and the recommended oil change intervals of 1000 miles (1600 km). The operation of the clutch was very hard at first, later Roadster with an improved clutch arm auxiliary spring that lowered the pedal force. From March 1963 to end of production, an alloy engine has a total of 209 vehicles in use.

Mercedes-Benz 300SL Interior

Aerodynamics plays an important role in the speed of the car, Mercedes-Benz engineers place horizontal “eyebrows” over the wheel openings to reduce the resistance. Unlike many cars from the 1950s was the disc rather precise and the four-wheel independent suspension allows for a reasonably comfortable ride and a much better overall handling. But the rear axle, connected only by the difference, not the wheel itself, treacherous at high speeds or on imperfect roads due to extreme changes in the fall.

Original racing history

Mercedes-Benz 300SL

In 1952, the original 300SL (W194 model Mercedes-Benz) posted total gains in the 24 Hours of Le Mans, in Bern-Bremgarten, in the sports car race in the Eifel race at the Nurburgring and in the Carrera Panamericana in Mexico . In addition, managed second and fourth in their first outing, the Mille Miglia 1952nd
These successes, especially on the open road at high speed races were quite surprising, since the engine only with sugar, 175 PS output (130 kW), which was not only lower than the competing cars from Ferrari and Jaguar, but fitted less than the road version of 1954. Low weight and low aerodynamic drag made the 300SL fast enough to be competitive in endurance racing.

Mercedes-Benz 300SL

Fitch land speed record attempt in 2005, a 300SL coupe of 87 year old John Fitch driven, has a Mercedes-Benz works driver in 1955, tried a new speed record for the F / GT class at Bonneville Speedway, but was thwarted by a stubborn fuel pump that limited top speed of 150 miles an hour (240 kph). After the race, promised the team back for a second attempt the following year. Fitch, he had pointed out that these cars run faster than that night in the rain, on the road with 60 other cars. The attempt is documented in the movie Twilight at Gull Wing: The Bonneville Ride of John Fitch, the broadcast on PBS

Mercedes-Benz 300SL Custom

The Porsche Panamera (type number 970) is a four-door, four seater luxury sedan, launched 2009th It is front engine rear wheel drive with a four-wheel version also available. Although a sedan, several sources described as a sedan or a limousine.

The Panamera’s name is derived, such as the Porsche Carrera line, from the race Carrera Panamericana. Earlier prototypes and concepts of the four-door sedan, like the 1991 Porsche 989 prototype, the prototype four-door 911 is based, and built the C88 concept (a small saloon car in Germany and sold in China), was never produced taken.
The Panamera is generally considered the long-awaited fruit of the Porsche 989 concept developed in the late 1980s, some argue that it also presents as a successor to the two-door 928, but you can plan for a new 928 and on.

The Porsche Panamera Panamera S and as a direct competitor in the full-size luxury sedan like the BMW 7-Series and Mercedes-Benz S-Class sold. The high performance Panamera Turbo competes in the ultra-luxury segment, in addition to the “exotic” as the Bentley Continental Flying Spur, Aston Martin Rapide, Maserati Quattroporte and. Similar cars include the BMW 5-Series Gran Turismo Panamera and the Mercedes-Benz CLS-Class.

Like the Porsche Cayenne SUV (which has become the brand’s best selling car), the Porsche Panamera lovers disturbing, as it was an attempt to expand or see Porsche appeal was that the hardcore fans. The Panamera was contrary to the undertaking signed offer, especially the light two-door rear-engined sports cars like the 911th, the Panamera, on the other hand, mounted a full-size luxury car weighing nearly 4,000 pounds, with four doors, and the V8 engine at the front. The Panamera spherical unusual appearance with its long bonnet and the tailgate has little resemblance to a stretched 911, although they are not comparable to the 911 from certain angles. The iconic 911 has an interior light, as it was focused on pure performance, while the Panamera has a sumptuous interior with modern technology and expensive loaded leather upholstery.

Despite the differences in size and design, a reviewer finds that the Panamera near the driving dynamics which 911 were, and that “no man’s land between looks really good sport sedans and sports cars right occupy,” and so far everyone has the Panamera benchmark against other four-door performance cars won in the market. Function was also praised, with 15.7 cubic feet of gas truck suspension, and four-corner adaptive air, the superior handling while maintaining a comfortable ride for road use. Edmunds said the Panamera an innovative engineering feat that “makes a clear statement on how luxury transportation and heavy high-performance potential are mixed together in a car was.”

However, the car magazine in the UK in the S model is not described as sporty as they expected, they blame the car “is based on comfort, but it is possible” and called for the turbo model, “a missed opportunity on behalf of Porsche “to be” the world’s first four-seater light ‘as a top model weighs as much as an Audi S8.

Specifications

The naturally aspirated versions of the Panamera have rear-wheel drive as standard, while the Turbo version includes standard four-wheel drive with Porsche Traction Management (PTM). A notable addition is the all-new ZF Friedrichshafen supplied and developed 7-speed 7DT-75 PDK dual clutch transmission.

The V8-powered Panamera S and Panamera 4S, and Panamera Turbo were the first trims that debuted. Porsche debuted two further models on February 16, 2010: the V6 Panamera and Panamera 4. The Panamera will be available as a rear-wheel drive vehicle, while the Panamera 4 will have the Panamera 4S’ four-wheel drive system. Both models will be available with 3.6-litre V6 engines producing 300 horsepower. Being derived from the V8 engine of the Panamera S and Panamera 4S, the V6 retains the V8′s technologies like Direct Fuel Injection, infinitely-variable intake camshaft adjustment with variable valve lift (VarioCam Plus), an on-demand oil pump, water cooling with thermal management, a variable intake manifold, as well as integrated dry sump lubrication with two-stage extraction of oil and, and an Auto Start-Stop function (only with the PDK transmission).

The 7-speed PDK dual-clutch transmission is standard on the Panamera 4 and as an option for the Panamera, whose base transmission is a 6-speed manual. They will debut in the North American and European markets in June (following a release at the Beijing Auto Show in April 2010) with starting prices of $74,400 and $78,900 for the base and 4 models respectively.The full lineup will include the Panamera base model, Panamera 4, Panamera S, Panamera 4S and Panamera Turbo. US models include an engine start/stop system, and the Turbo version uses active aerodynamics with a multi-stage, adjustable rear spoiler.

Lamborghini presents the ultimate driving machine in the open two-seater – the Lamborghini Reventón Roadster sports car one of the breathtaking fascination, threatening power and unmatched performance. The 6.5-liter twelve cylinder 493 kW (670 hp) is generated, catapults the Roadster 0-100 km / h (0-62 mph) in 3.4 seconds and a top speed of 330 km / h (205 mph).The open-top Lamborghini Reventón is not only one of the fastest, but also one of the most exclusive cars in the world – Lamborghini, the limited series.
The Reventón is not destined for a one-time stay. Less than 20 Lamborghini friends and collectors, these extraordinary use of the car and of course, own, enjoy the incomparable pleasure of driving.

Any Lamborghini Reventon Roadster will be sold for 1.1 million euro (excluding taxes). Delivery will start in October 2009.

“The Reventón’s most extreme car in the history of the brand,” said Stephan Winkelmann, President and CEO of Automobili Lamborghini SpA The new Roadster an additional emotional component adds to combine our technology expertise – it combines superior performance with the sensual attraction of the open car. “The Lamborghini Reventón coupe was unveiled at the IAA 2007 in Frankfurt and was immediately sold out.

Open-top sports cars are a Lamborghini tradition that goes back to more than 40 years. In 1968 the company built in Sant’Agata Bolognese, Lamborghini Miura, without a fixed roof, as a single.The Lamborghini Diablo Roadster appeared in 1995 with Targa roof down to the engine cover.

All Lamborghinis are made to design with an avant-garde approach to a rapidly changing technical sculpture. The Lamborghini Reventón Roadster is derived from the same creative thinking as a coupe. The designers found their inspiration in the air – the aggressive wedge shape evokes images of the jets.

The strong form on the front of the arrowhead, the massive air intakes pulled towards the wide side, before the opening of doors and the rear with its threatening edge – wearing the roadster into a design for maximum functionality and spectacular clarity. Elegant accents to detail, such as headlights with bi-xenon units with LED daytime running lights and indicators, dass The rear lights are also equipped with LEDs.

Like the coupe, measures the Lamborghini Reventón Roadster 4700 mm (185 inches) long. It has a wheelbase of 2665 mm (105 mm) and 2058 mm (81 inches) wide and 1132 mm (45 inches) high. The driver and front passenger are low and sporty, separated by a large central tunnel.

Behind the two seats are two hidden bars pop-up to the next in just a few hundredths of a second in the event of an impending rollover work. A firm, horizontal wing-shaped member behind the seats is equipped with the third brake light. The design of the long ridge of the Lamborghini Reventon Roadster is also very different from that of the coupe. The bonnet is almost horizontal and four stained glass windows offers a view of the mighty V12 all its technical elegance.

Rigid body based

The main body of the Lamborghini Reventón is so stiff that the Roadster has only minimal reinforcement. It has a dry weight of only 1690 kg (3725 pounds). Net 25 kg (55 lbs.) More than the coupe.

Like the coupe, the Roadster the cell from high-strength carbon steel sections and components with special adhesives and rivets is established. The superstructure is almost entirely of carbon fiber elements, will be used steel for the outer skin.

Exclusive gray color

A unique painting complements the sharp design of the Lamborghini Reventon Roadster. In these exclusive Special Edition, the designers have a new color matte gray Reventón named Grey. As for the Reventón coupe, a slightly different shade of gray, which is a matte surface, which give in the sunlight, an unexpected sense of depth with special metal particles.

The wheels on the Lamborghini Reventon Roadster at the interplay of matt and glossy elements.The five-spoke wheels mounted on each made a Y-shape, and each spoke little crescent-shaped wings made of carbon fiber mat. This not only offer an exceptional visual effects, but a turbine effect that further improve the cooling for the powerful ceramic brake disks.

Aircraft-style display

The interior of the Lamborghini Reventon Roadster brings the same robust construction as the exterior. The cockpit is structured with technical clarity, the interfaces for functionality. Like a modern aircraft, the open two-seater exhausted conventional analog instrumentation – rather than information is supplied by two transflective and a translucent liquid crystal displays.

The driver can switch between the two modes by pressing a button – a digital display with illuminated bars and one level with classic circular instruments, albeit with varying color illustrations. Central at the top of the screen is the G-Force-Meter. It represents the intensity of the forces acting on the Lamborghini Reventon Roadster during acceleration, braking and cornering hard, the same format used in Formula 1.

The instruments are mounted in a housing made of solid aluminum, which is housed in a carbon-fiber dashboard. The interior features clean uncompromising craftsmanship, offers a range of carbon-fiber applications – for example, in the center console – aluminum, Alcantara and leather. The central panel and the cushions are perforated with precision stitching adorn the outer edges.

Lamborghini Reventón is equipped with the roadster with all options.

A symbol of the engine design

The twelve-cylinder engine that powers the Lamborghini Reventón is a symbol Roadster – and the technical function that determines the character of the vehicle. It is one of the world’s most atmospheric engines. With a compression ratio of 11: 1 and a displacement of 6496 cc (396.41 in3) It generates 670 hp (493 kW) at 8,000 rpm. Its maximum torque of 660 Nm (487 lb-ft) sets at 6,000 rpm.

The V12 engine is a masterpiece of Italian engineering. Two chains driving the four camshafts that operate the 48 valves in turn. Together with the three-phase variable intake manifold, variable valve timing delivers a torque fleshy structure. Dry sump lubrication allows the hi-tech engine is a constant supply of oil even at high lateral acceleration. The absence of the oil pan: a low entry – will benefit from the excellent handling car.

The V12 from the Lamborghini Reventón catapulted Roadster 0-100 km / h (0-62 mph) in 3.4 seconds and a top speed of 330 kph (205 mph). It reacts with the zeal of a race engine from the input of the right foot speed to 8,000 rpm and beyond, and leads a symphony, which sends shiver down the spine. The deep bass, middle and high-performance Haunting horn section play music that once heard, will never be forgotten.

Four-wheel drive for maximum traction

In the classic Lamborghini-style, aluminum engine mounted longitudinally for the rear with the gear under the center console of Go. This classification resulted in 58 percent of the total weight is borne by the rear wheels – ideal for a powerful sports car.

This layout offers the Visco Permanent four-wheel drive. Under normal circumstances, the vast majority of power sent to the rear wheels. If they start to turn to the central viscous coupling 35 percent power increase by a drive to send to the front axle. Limited-slip differentials are set to the rear with 25 and 45 percent or lock.

Lamborghini introduced the all-wheel principle with the Diablo. The reason was as clear then as it is today – all-wheel drive grip much better than two, and the stronger the motor, the greater the impact of this fundamental law of physics.

Also standard on the Roadster, the Lamborghini Reventón e.gear six-speed automatic sequential gearbox. The driver controls the gear change, which is activated by two hydraulic steering wheel paddles. Besides the “normal” mode, the system offers a “Corsa” and “low retention” mode. The driver only needs to keep his foot to the floor – the rest is handled by the transmission speed e.

Drive layout of motorsports

The Lamborghini Reventón Roadster to check the extreme performance of the engine, with a drive in layout derived directly from motorsport. Each wheel has double wishbones, with a telescopic leg on each side of the front and two behind. The front of the car can be raised 40 mm (1.6 cm) on the underside of the vehicle mines or steep inputs are protected in underground garages.

The open two-seater runs on 18-inch wheels. The front tires measure 245/35, 335/30, while the reverse. Dedicated to cool air channels in the body of four wheel brakes. Carbon-ceramic discs are standard – they have an extremely lightweight design, works with virtually no fade, corrosion and achieve the maximum durability. Each disc has a diameter of 380 mm (~ 15 “) and is gripped by six-piston calipers.

As soon as the open two-seater, the handling characteristics are excellent. The performance is very high limits, but effortless control. And when you leave a curve that all four wheels remain tenaciously to the pavement. The permanent four-wheel drive set includes traveling by car and provides significant advantages in traction and stability.

High-performance aerodynamics

Another feature of the Lamborghini Reventon Roadster is its unruffled directional stability even at extremely high speeds – a feature that extends away quickly turns into pure joy. In addition to the body design and smooth base, culminating in a powerful shaped diffuser, rear spoiler is for the output. They move from the back at about 130 kph (80 mph) and take a steeper angle of about 220 kph (136 mph). The whole aerodynamic concept – around and through the car – is radically devoted to the performance.

State of the art techniques for the development

Lamborghini uses state-of-the-art, highly networked processes of the Lamborghini Reventon Roadster to life. The design, CAD and modeling, which took place at Centro Stile, which opened in 2004, were always of specialists and test engineers from the Research & Development oversees.

The design department is directly connected with the neighboring Ufficio Tecnico, which provides quick implementation of ideas. Lamborghini skills, the independent development of the entire electronic platform. This includes all control devices – including those for V12 and innovative cockpit displays.

All units of the Lamborghini Reventon Roadster are built in assembly line Sant’Agata Bolognese, with perfect craftsmanship and superior quality.

The SLS AMG is designed to be a modern 300SL Gullwing revival. The car has a long bonnet, the passenger compartment is close to the rear axle and the rear of the car is short. The SLS AMG will also adapt the feature of wing doors that will swing open upwards on gas struts, not in a mix of upwards and forward like the SLR. The doors must be closed manually as AMG engineers decided against auto-closing systems because the systems would have added 90 pounds (41 kg) to the car. In case of a roll-over, the doors can be fully detached to allow the occupants to leave the vehicle.

The GT3 has an engine of 6.3 liters. The materials used for the construction of this unit are all light weight and of the highest quality. Because of this, the car accelerates with ease as it reaches a top speed of 186 miles per hour. The brakes, suspensions, and aerodynamics went through a series of modifications in order to achieve the best performance.

The gull wing doors of the SLS AMG GT3 take you to a new height as it reveals the state of the art interior of the race car. With a six-point seat belt together with a head and neck support, the driver is provided with a racing bucket seat for maximum protection during races. Not to mention the steel rollover cage that provides additional support to the sturdy aluminum body of the car. The car’s steering wheel measures only 33 cm and has a free upper section. Maneuvering the car couldn’t get easier with a steering wheel that does not block the driver’s view.

The car should be  available by autumn of 2010. However, it won’t  be tested on the race track until 2011.

Specifications :
Data
Wheelbase: 105.5 in (2680 mm)
Length 182.6 in (4638 mm)
Width 76.3 in (1939 mm)
Height 49.7 in (1262 mm)
Kerb Weight: 3562.48 lb (1620 kg)
Power-to-weight ratio: 348 bhp/tonne
Weight-to-power ratio: 2.78 kg (6.1 lb)/ 1 PS (0.74 kW)

Engine

Mercedes-Benz SLS AMG

Problems listening to this file? See media help.
M 159 V8-engine, cylinder bank angle 90°
Four valves/cylinder
Displacement: 378.835 cu in (6.20799 L)
Bore x stroke: 102.2 mm (4.02 in) × 94.6 mm (3.72 in)
Power: 571 PS (420 kW; 563 hp) at 6800 rpm
Power per litre: 92 PS (68 kW; 91 hp)
Torque: 650 N·m (480 lb·ft) at 4750 rpm
Torque per litre: 104.7 N·m (77.2 lb·ft)
Max. 7200 rpm
Engine lubrication: dry sump
Weight: 35 t (77,000 lb)

Performance
The SLS AMG is capable of accelerating from 0 to 100 km/h (62 mph) in 3.8 seconds, and can reach an electronically limited top speed of 197 mph (317 km/h) (figures are provisional.)

The 1963 Aston Martin DB5 was an improved DB4. The DB series was named after David Brown (the head of Aston Martin from 1947–1972).
The DB5 is famous for being the first and most recognised cinematic James Bond car.[citation needed] It has been featured in several films, most notably Goldfinger, Thunderball, GoldenEye, Tomorrow Never Dies, and Casino Royale.

The principal differences between the DB4 and DB5 are:
The engine was enlarged from 3.7 L to 4.0 L,
A new five-speed transmission

Three SU carburettors, producing 282 bhp (210 kW), propelling the car to 145 mph (233 km/h): this engine, available on the Vantage (high powered) version of the DB4 since March 1962, became the standard Aston Martin power unit with the launch in September 1963 of the DB5.

Standard equipment on the DB5 included reclining seats, pile carpets, electric windows and a fire extinguisher. All models had 4 seats and 2 doors. The UK recommended list price of the sports saloon (coupe) in December 1963 was £4,248 including Purchase Tax, the convertible was £4,562.

Specifications

Standard coupe:
Engine: 3,995 cc (243.8 cu in) Inline-6
Power: 282 bhp (210 kW) at 5500 rpm
Torque: 288 lb·ft (390 N·m) at 3850 rpm
Weight: 1,502 kg (3,310 lb)
Top Speed: 145 mph (233 km/h)
0–60 mph (97 km/h) Acceleration: 7.1 s
Oil slick optional

The Aston Martin DB5 is the most famous Aston Martin car due to its use by James Bond in Goldfinger (1964). Although Ian Fleming had placed Bond in a DB Mark III in the novel, the DB5 was the company’s newest model when the film was being made. The car used in the film was the original DB5 prototype, with another standard car used for stunts. Two more modified cars were built for publicity tours after the film’s release. In January 2006, one of those cars was auctioned in Arizona for US $2,090,000. The same car was originally bought in 1970 for £5,000 from the owner, Sir Anthony Bamford, by a Tennessee museum owner.

The other car is located in the Netherlands in the Louwman Collection Museum, and this car was mainly used for promoting the movie. Within the universe of James Bond, the same car was used again in the following film, Thunderball (registration BMT 216A). A different Aston Martin DB5 (registration BMT 214A) was used in the 1995 Bond film, GoldenEye in which three different DB5s were used for filming. The BMT 214A also returned in Tomorrow Never Dies (1997), and was set to make a cameo at Castle Thane in The World Is Not Enough (1999), but the scene was cut. Yet another DB5 appeared in Casino Royale (2006), this one with the steering wheel on the left side versus the previous British versions.

The first DB5 prototype used in Goldfinger with the chassis number DP/216/1 was later stripped of its weaponry and gadgetry by Aston Martin and then resold. It was then retrofitted by subsequent owners with nonoriginal weaponry. The Chassis DP/216/1 DB5 was stolen in 1997 from its last owner in Florida and is currently still missing.

A highly detailed 1:24 scale die-cast model with many working features was produced as a limited edition by the Danbury Mint. A highly detailed kit was also produced by Airfix between 1966 and 1970.

On the 14th April 2010 a 1/8th scale model released over 75 weekly parts,it builds into one of the biggest 007 scale models to date
On June 1, 2010, RM Auctions announced the upcoming auction of a DB5 used in Thunderball and Goldfinger. The owner – Jerry Lee, President/Owner of WBEB Radio in Philadelphia, PA, originally bought the car from the Aston Martin company for $12,000 in 1969, and it is expected to reach a price of $5,000,000 (US) when it is sold on October 27

Rinspeed sQuba – the world’s first diving car, will be premiered at the Geneva Motorshow this year. Have you still remember my previous post about this underwater car? This wonderful Rinspeed sQuba car may dive up to 10 m on water depth. However, this car is the real deal, unlike Roger Moore when drove a submersible car in ‘The Spy Who Loved Me’… That’s just a movie trick. This marvelous car will be the Car of the Year because of its technology for diving at underwater area.

The sQuba is a zero-emission, all electric vehicle which uses three electric motors, one for land travel and two for water. It drives on land powered by its electric rear-wheel drive powertrain, utilizing rechargeable lithium-ion batteries. Upon entering water, it floats on the surface until the operator floods the interior to submerge it. It can be submerged to a depth of 10 metres (33 ft), powered by twin electric-powered propellers supplemented by two Seabob water jets. It “flies” when underwater, like a submarine, as it is not designed to drive along the surface at the bottom of the water. The car’s top land speed is 120 km/h (75 mph). On the surface of water, the top speed is 6 km/h (3.2 kn; 3.7 mph) and underwater it is 3 km/h (1.6 kn; 1.9 mph).

The vehicle can transport a driver and passenger in its open cockpit. The open cockpit design is intended to allow the occupants to escape easily in case of emergency. When underwater, the occupants breathe air carried in the vehicle through scuba-style diving regulators. Without occupants, the sQuba will surface automatically.

The twin water jets mounted on rotating louvers at the front of the vehicle provide steering and lift while it is underwater and the propellers at the rear provide forward movement.

The vehicle’s interior is water and salt resistant so that it can be driven in the ocean.
The sQuba also comes equipped with a laser sensor system made by autonomous cruise control system manufacturer Ibeo to allow autonomous operation.

Definitely part of the material world is the power of the concept car: An electric motor with powerful torque drives the rear wheels. The propulsion on the water is ensured by two propellers in the stern and two powerful jet drives in the bow propel the vehicle under water while diving. With zero emissions, zero pollution in the seven seas of this world.

The light weight body with components made of futuristic Carbon Nano Tubes encloses in a streamlined manner the driver and passenger who are supplied with fresh breathing air by the self-contained on-board system.

A new and fascinating world is opening to the occupants of the “sQuba” which will remain most likely – as its predecessors – a unique and exclusive one-off vehicle. But: Attention guaranteed.

The AC Cobra, also known as the Shelby Cobra, is an Anglo-American sports car that was produced during the 1960s

Like many British specialist manufacturers, AC Cars had been with the smooth, refined Bristol straight-6 engine in its small numbers, including its AC Ace 2-seater roadster. This is a hand-built body with a steel frame and aluminum body panels, which used English Wheeling Machine. The engine was a World War II design of BMW, which dates from the year 1960 as A. Bristol decided in 1961 to produce the engine to stop and instead used Chrysler 331 CID (5.4 L) V8 engines.

Although untrue, it is generally believed that AC was the source of power has no future, that the left and the American ex-racing driver Carroll Shelby, the company saved from bankruptcy. AC started with the 2.6-liter Ford Zephyr engine in his car. In September 1961, an airmail letter AC Shelby asked them to build him a car had been modified to a V8 engine to accept.

AC Cobra 1961

AC agreed, provided a suitable engine could be found. He first went to Chevrolet to see if they were to provide him with engines, but do not want the competition to add to the Corvette they said no. But Ford wanted a car that could compete with the Corvette and they happened to have a brand new thin wall small block engine, which can be used in this project. It was Ford 260 hipo ³ (4.2 L) engine – a new lightweight, thin wall cast small-block V8 tuned to high performance. In January 1962 mechanics at AC Cars in Thames Ditton, Surrey, the prototype chassis CSX0001 equipped with a 221ci Ford V8. After testing and change, engine and gearbox were removed and the chassis was air freighted to Shelby-on in Los Angeles February 2, 1962.

AC Cobra 1963

His team with a visit and an engine and transmission in less than eight hours in the Dean Moon’s shop in Santa Fe Springs, California, began road testing.
The production proved to be easy, since AC had already most of the changes for the small-block V8 that is necessary if the 2.6-liter Ford Zephyr engine, installed, including extensive review of the front end of the AC Ace’s . The major change was the installation of a stronger differential of the increased engine power to control. A Salisbury 4HU unit with inboard disc brakes, was chosen to reduce unsprung weight instead of the old ENV unit. It was the same unit in the Jaguar E-type. The production version, the brakes were moved outboard motor inside to reduce costs. The only change to the front of the first Cobra from that of the AC Ace 2.6 was the steering, which had to be moved to the wider to the outside V8 clear.

The first 1975 Cobra Mark I (including the prototype) were fitted with the 260 engine (4.2 L). The remaining 51 were Mark I model with a larger version of the Ford Windsor engine, 289 in ³ (4.7 L equipped) V8. Alan Turner completed at the end of 1962, AC chief engineer a major design change in the cars front end and steering rack could join, while still with transverse leaf springs. The new car production in the spring of 1963 and was named the Mark II, the rack was borrowed from the MGB while the new steering column came from the VW Beetle. Mark II of 528 cobras were the summer of 1965 (the last U.S. bound Mark II was manufactured in November 1964 produced).

In 1963 the leaf spring Cobra lost its supremacy in racing. Shelby tried fitting a larger Ford FE engine 390 in ³. Ken Miles drove and drove, the FE powered Mark II and pronounced the car was almost undrivable and called it “the stool.” A new chassis designed and named Mark III.

The new car was designed in cooperation with Ford in Detroit. A new chassis was built using 4″ main chassis tubes (up from 3″) and coil spring suspension all around. The new car also had wide fenders and a larger radiator opening. It was powered by the “side oiler” Ford 427 engine (7.0 L) rated at 425 bhp (317 kW), which provided a top speed of 164 mph (262 km/h) in the standard model and 485 bhp (362 kW) with a top speed of 185 mph (298 km/h) in the competition model. Cobra Mark III production began on 1 January 1965; two prototypes had been sent to the United States in October 1964.

AC Cobra 1965

Cars were sent to the US as unpainted rolling chassis, and they were finished in Shelby’s workshop. Although an impressive automobile, the car was a financial failure and did not sell well. In fact to save cost, most AC Cobra 427s were actually fitted with Ford’s 428 in³ (7.0 L) engine, a long stroke, smaller bore, lower cost engine, intended for road use rather than racing.

It seems that a total of 300 Mark III cars were sent to Shelby in the USA during the years 1965 and 1966, including the competition version. 27 small block narrow fender version which were referred to as the AC 289 were sold in Europe. Unfortunately, The MK III missed homologation for the 1965 racing season and was not raced by the Shelby team. However, it was raced successfully by many privateers and went on to win races all the way into the 70s. Interestingly, 31 unsold competition cars were detuned and made road worthy and called S/C for semi-competition. Today, these are the rarest and the most valuable models and can sell for in excess of 1.5 million dollars.

AC Cobra Mark III

The AC 427 (i.e. the Mark III) dimensions were: overall length of 14.583 feet (4.445 m), overall width of 5.583 ft (1.702 m), height (with its removable top in place) of 4.250 ft (1.295 m), turning circle of 34 ft (10.363 m), wheelbase of 8.00 feet (2.438 m), front track of 4.50 ft (1.372 m) and rear track of 4.417 ft (1.346 m). Its fuel tank held 18 imperial gallons and its empty weight was approximately 2,300 lb (1044 kg).

AC Cobras had an extensive racing career. Shelby wanted it to be a “Corvette-Beater” and at nearly 500 lb (227 kg) less than the Chevrolet Corvette, the lightweight car did just that. The Cobra was perhaps too successful as a performance car and reputedly contributed to the implementation of national speed limits in the United Kingdom. An AC Cobra Coupe was calculated to have done 186 mph (299 km/h) on the M1 motorway in 1964, driven by Jack Sears and Peter Bolton during shakedown tests prior to that year’s Le Mans 24h race. However, government officials have cited the increasing accident death rate in the early 1960s as the principal motivation, with the exploits of the AC Cars team merely highlighting the risk.

The McLaren F1 is a sports car designed and manufactured by Gordon Murray and McLaren Automotive. On 31 March 1998, it set the record for the fastest production car in the world, 240 mph (391 km/h). As of April 2009, the F1 is surpassed by only four other production cars in sheer top speed, but is still the fastest naturally aspirated production car.

The car features numerous proprietary designs and technologies. It is lighter and has a more streamlined structure than even most of its modern rivals and competitors despite having one seat more than most similar sports cars, with the driver’s seat located in the middle. It features a powerful engine and is somewhat track oriented, but not to the degree that it compromises everyday usability and comfort. It was conceived as an exercise in creating what its designers hoped would be considered the ultimate road car. Despite not having been designed as a track machine, a modified race car edition of the vehicle won several races, including the 24 Hours of Le Mans in 1995, where it faced purpose-built prototype race cars. Production began in 1992 and ended in 1998. In all, 106 cars were manufactured, with some variations in the design.

Chassis and body

The McLaren F1 was the first production road car to use a complete carbon fibre reinforced plastic (CFRP) monocoque chassis structure. Aluminium and magnesium were used for attachment points for the suspension system, inserted directly into the CFRP.
The car features a central driving position – the driver’s seat is located in the middle, ahead of the fuel tank and ahead of the engine, with a passenger seat slightly behind and on either side.The doors on the vehicle move up and out when opened, and are thus of the type butterfly doors.

The engine produces high temperatures under full application and thus cause a high temperature variation in the engine bay from no operation to normal and full operation. CFRP becomes mechanically stressed over time from high heat transfer effects and thus the engine bay was decided to not be constructed from CFRP.

In 1994, the British car magazine AutoCar stated in a road test regarding the F1, “The McLaren F1 is the finest driving machine yet built for the public road.” and that “The F1 will be remembered as one of the great events in the history of the car, and it may possibly be the fastest production road car the world will ever see.

Performance

The F1 remains as of 2008 one of the fastest production cars ever made; as of July 2010 it is only succeeded by the Koenigsegg CCR, the Bugatti Veyron[24] and the SSC Ultimate Aero TT. However, all of the superior top speed machines use forced induction to reach their respective top speeds – making the McLaren F1 the fastest naturally aspirated production car in the world.

Acceleration
0-30 mph (48 km/h): 1.8 s
0–60 mph (97 km/h): 3.2 s
0–100 mph (160 km/h): 6.3 s
0–124.28 mph (200.01 km/h): 9.4 s
0–150 mph (240 km/h): 12.8 s
0–200 mph (320 km/h): 28 s
30 mph (48 km/h)-50 mph (80 km/h): 1.8 s, using 3rd/4th gear
30 mph (48 km/h)-70 mph (110 km/h): 2.1 s, using 3rd/4th gear
40 mph (64 km/h)-60 mph (97 km/h): 2.3 s, using 4th/5th gear
50 mph (80 km/h)-70 mph (110 km/h): 2.8 s, using 5th gear
180 mph (290 km/h)-200 mph (320 km/h): 7.6 s, using 6th gear
0-400 m: 11.1 s at 138 mph (222 km/h)
0-1000 m: 19.6 s at 177 mph (285 km/h)

Top speed
With rev limiter on: 231 mph (372 km/h)
With rev limiter removed: 240 mph (390 km/h)
See subsection on Record claims below for additional information, citations and discussion.

Cornering

When performing the lateral acceleration exercise around a 200 ft (61 m) skidpad (for testing some aspects of cornering performance), the standard F1 machine achieves 0.86 G; compared to 0.99 G for the Saleen S7, 1.01 G for the Ferrari Enzo and 1.15 G for the Koenigsegg CC (all post year 2000 vehicles).
The standard F1 can perform the slalom exercise at 64.5 miles per hour (103.8 km/h).

Braking

The standard McLaren F1 performs the 60-0 mph brake exercise in 2.8 seconds, coming to a full halt in 127 ft (39 m), compared to 125 ft (38 m) for the Saleen S7, 109 ft (33 m) for the Ferrari Enzo and 105 ft (32 m) for the Koenigsegg CC (all post year 2000 vehicles)