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miercuri, 16 aprilie 2014

Mirage M12 Group C Sports Photos - World Of Classic Cars -

Mirage M12 Group C Sports
Mirage M12 Group C Sports
Mirage M12 Group C Sports
Mirage M12 Group C Sports
Mirage M12 Group C Sports
Mirage M12 Group C Sports

De Tomaso Mangusta - World Of Classic Cars - Rank 163

De Tomaso Mangusta 1969

Alejandro de Tomaso was an Argentinian race-car driver who emigrated to Italy to build competition machines after first settling in the United States, where he married and continued racing for a rime (with his wife). In the 1970s he built DeTomaso Automobili into a small power in the motor industry of his adopted country. Today it owns Maserati and Innocent!, and also builds DeTomaso cars, as well as Benelli and Moto Guzzi motorcycles.
But in the early Sixties, Alejandro was struggling to make the shift from race-car constructor to road-car manufacturer, producing prototypes that always seemed to have a lot of potential but no future. Accordingly, no one took much notice when he revealed a Ford-powered mid-engine coupe in November 1966. Yet this car, the DeTomaso Mangusta, would become his first series-production model, thus laying the foundation for DeTomaso’s future mini auto empire.
De Tomaso Mangusta 1970

The DeTomaso Mangusta (“mongoose” in Italian) wasn’t Alejandro’s first roadgoing sports car. That was the Vallelunga, which appeared in 1964. A smallish open two-seater, it featured a novel “backbone” chassis with all-independent A-arm suspension and a midships-mounted 1.5-liter British Ford four-cylinder engine. Alejandro hoped to sell copies or at least interest a major automaker in production rights, but could do neither.
Then, a turning point. In 1965, DeTomaso persuaded young Giorgio Giugiaro, formerly of Bertone but then working at the house of Ghia, to design a dosed body for the Vallelunga chassis. It attracted attention and Ghia built a few prototypes, only to discover that lack of chassis rigidity around the drivetrain created insoluble vibration problems. This left the Vallelunga stillborn but Alejandro with a valuable contact.
De Tomaso Mangusta 1970

It didn’t take long to pay off. Determined to make his chassis work, DeTomaso decided to try a scaled-up version with a small-block V-8 from Ford Dearborn. American racing specialist Pete Brock designed an open competition body for it with an eye to the 1966 Sebring 12 Hours, but the car never made it to Florida. Again thwarted but still undaunted, Alejandro turned to Ghia for a show car based on this “big” chassis.
Meantime, Giotto Bizzarrini (whose name crops up in connection with Ferrari, Iso, and Lamborghini) had just designed a mid-engine chassis of his own, for which Giugiaro had created shapely coachwork of elegant simplicity. This proposed P538 “Bizzarrini” was never built, but Giugiaro’s styling was applied to DeTomaso’s show car, essentially the DeTomaso Mangusta prototype.
De Tomaso Mangusta 1969

First displayed at the 1966 Turin Show as the Ghia Mangusta, the result was stunning: wide and wickedly sleek, low to the ground, sexy and sophisticated. Happily, nary a line was changed for production. Highlights included a simple grille with two or four headlamps (depending on country of sale), a very wide hood, big cast-alloy wheels hulking beneath aggressively flared fenders, and a fastback tail with a distinctive dorsal rib on which twin engine access covers were hinged gullwing-style.
The DeTomaso Mangusta chassis was a classic example of the mid-engine layout then sweeping the competition scene. The powerful 289-cubic-inch Ford engine, tuned as for the new Shelby-Mustang GT-350, sat longitudinally behind a rather cramped two-seat cockpit and ahead of the rear-wheel centerline, driving through a ZF 5-speed transaxle of the type found in such cars as the Ford GT40 endurance racers. The chassis was still DeTomaso’s pressed-steel backbone affair, with box-section and tubular superstructures carrying engine/transaxle, suspension, steering, and seat mounts.
De Tomaso Mangusta 1970

Some say that this design was influenced by that of Mickey Thompson’s unsuccessful 1964 Indy race car, others that Alejandro had merely mimicked Colin Chapman’s Lotus Elan chassis. Regardless, the DeTomaso Mangusta’s backbone platform was too flexible for the muscular V-8, and the resulting erratic suspension geometry made handling unpredictable. A rearward weight bias -- no less than 68 percent -- hardly helped.
Later, at the suggestion of consultant Gian Paolo Dallara, the talented Lamborghini engineer, DeTomaso tried to compensate by fitting much wider rear tires (225-section versus 185 front), but it wasn’t enough. Ground clearance was very limited and roll center low, but the chassis flex gave the DeTomaso Mangusta a mind of its own: sometimes it understeered, sometimes it oversteered. Needless to say, high-speed driving could be tricky business, especially on slippery surfaces.
De Tomaso Mangusta 1970

Not that this was any great surprise for what was essentially a detuned race car. Which brings up the DeTomaso Mangusta’s other chief failing: lack of practicality. Even for a high-performance GT, it didn’t have nearly enough passenger and luggage space, and outward vision was difficult, especially astern. What it did have, of course, was speed aplenty -- DeTomaso claimed a 155-mph maximum -- plus that gorgeous Giugiaro body and, thanks to the low-cost proprietary drivetrain, a reasonable price: $11,500.
De Tomaso Mangusta 1969

Flawed though it was, the DeTomaso Mangusta was a car Alejandro could sell. His wife gave him the means. Her brother, as it happened, was a director in the American firm of Rowan Controls, and she persuaded him to have Rowan buy not only the DeTomaso factory but Ghia as well. Alejandro soon had 300 orders in hand, and the DeTomaso Mangusta went into production during 1967. By 1971, another 100 or so had been sold in Europe. DeTomaso was on his way at last.

Aston Martin DB2 - World Of Classic Cars - Rank 162

Aston Martin DB2 Vantage Saloon 1950

The Aston Martin DB2 is a sports car sold by Aston Martin from May 1950 through to April 1953. It was a major advancement over the 2-Litre Sports model it replaced, with a dual overhead cam straight-6 in place of the previously used pushrod straight-4. The car featured a 2.6 L engine, and was designed as a closed coupé (described as a sports-saloon by Aston Martin). A later drophead coupé model was also introduced, accounting for ¼ of the model's total sales. The DB2 was extremely successful in racing, setting David Brown's company up for future success.
Aston Martin DB2 Vantage Drophead Coupe 1952

The prototype for the DB2 appeared as one of three Aston Martins at the 1949 24 Hours of Le Mans. The car was based on Claude Hill's tube-frame chassis, created for the 2-Litre Sports "DB1", with a closed coupé body design by Frank Feeley.
The straight-6 engine was derived from Lagonda, which Aston Martin owner, David Brown, purchased for this reason. This engine was designed by W. O. Bentley, namesake of the Bentley motorcar company, and engineer William (Willie) Watson also of the pre-war Invicta, collaborating designer of the pre-war V12 Lagonda & designer of the short-lived post-war V12.
Aston Martin DB2 Vantage Drophead Coupé 1953

The production DB2 debuted at the New York Auto Show in April 1950. Although demand was high, the second, third, and fourth DB2 models to be produced competed at Le Mans in 1950. They achieved first and second in class that year; all three continued competing through 1951. The 21st example was raced by American sportsman Briggs Cunningham in the first Sebring race, December 1950 attaining second in class. Success brought fame to David Brown's resurgent company, convincing the company to begin a series of purpose-built racing models, starting with the DB3.
Aston Martin DB2 Vantage Coupé 1952

In total 411 DB2s were produced from their 1950 introduction through 1953. The first 49 cars used a square three-part grille in front with large rectangular side vents. This was soon updated with the more familiar integrated, rounded Aston Martin grille with horizontal slats. The three racing models were similarly upgraded establishing the company's new face. Among these 49 cars: two "Vantage spec" models. The first Vantage was LML 50/21 delivered in 1950 to racing driver Briggs Cunningham.
The car was a fixed-head coupé (FHC) with a tiny top-hinged boot in back containing a spare wheel. Luggage space was behind the front seats, accessed somewhat inconveniently from inside the car. A large single-piece bonnet was hinged at the front.
Aston Martin DB2 Team Car 1950

Later in 1950, a Drophead Coupé (DHC) variant was introduced. At least 102 were built.
In April 1950, an engine with larger carburettors, inlet camshaft the same as the exhaust (increased duration) & higher compression ratio pistons (8.16:1) was "offered optionally", as Aston Martin's first Vantage upgrade. This was a power-only upgrade, with 125 hp (93 kW) available. However, the higher compression ratio engine was initially unsuitable for domestic market customers, since in the early 1950s Britain retained the war time austerity regime whereby UK fuel customers were restricted to 72 octane "Pool petrol".
Aston Martin DB2 Coupe 1952

Many cars went back to Aston Martin to have later 3 ltr engines fitted, many more have been converted since.
The name "Vantage" was chosen after leafing through a thesaurus looking for suitable tags for higher performance variants of the then current model. In the same tradition later the names Volante for a convertible and Virage for a model in the 90s were created.
A saloon tested by the British magazine The Motor in 1950 had a top speed of 116.4 mph (187.3 km/h) and could accelerate from 0-60 mph (97 km/h) in 11.2 seconds. A fuel consumption of 20 miles per imperial gallon (14 L/100 km; 17 mpg-US) was recorded. The test car cost £1914 including taxes.

Siata Daina - World Of Classic Cars - Rank 161

Siata Daina 1400 Coupé 1952

In 1926 Siata; Societa Italiana Applicazioni Trasformazioni Automobilistiche was founded by Georgio Ambrosini in Turin. This company was begun to manufacture tuning accessories for Italian vehicles. The company was famous for their cylinder heads with overhead valves for the 500A and they also used superchargers for some applications. Several prototypes were constructed based on the Topolino which included some examples of the 500 Gran Sport in 1937 which was a spider with a rocket-like body and a 636cc engine. One of these models, with a body by Zagato won its class in the 1937 Mille Miglia driven by Piero Dusio.
Siata Daina Sport Coupé 1800 1953

From 1950 until 1958 the Siata Daina was produced and built in both Coupe and Convertible bodystyles. Power came from a Fiat 1400 pushrod engine that was tuned by Siata and joined to a floor shift five-speed gearbox. A four-speed gearbox finished off the sports model. The majority of the convertibles were given coachwork by Stabilimente Farina while most coupes were bodied by Bertone.

The Siata Daina was introduced to complement the smaller Amica. A GT car, the Daina was built both as a coupe and a trasformabile (convertible). Both of these bodies were created by Stabilimento Farina, while the mechanical side was once again taken from a Fiat, this time the 1400. When Stabilimenti Farina closed production is was passed on to Carrozzeria Balbo. The engine inside the Daina was a 1393cc unit with 65bhp and a five speed gearbox. The Rallye 1400 model in 1951 was modified in the body-style so it was more similar to the MG TD. The Daina range was also further enhanced with the addition of versions with stretched chassis', a limousine that stretched to accommodate six seats, and an estate version.
Siata Daina 1400 Coupé 1952

The design was once again updated in 1952 with the release of the Daina Sport, a two seat coupe, and the 1400 Gran Sport' a cabriolet. Once again, both versions were by Farina, and utilized the 1400 mechanicals and engine, but the engine in the Daina Sport was increased to 1500cc and now produced 75bhp. Several cars were also built using American engines, including units from Crosley and Chrysler, while the final few production vehicles had bodies by Bertone. The total production numbers were around 200 cars.

A spider version was also a built, a GT saloon with the body by Bertone along with a variant with a Chrysler powerplant and around 32 of these examples were built.

Lancia Fulvia 1.6 HF Rallye ‘Jolly Club’ 1969 - World Of Classic Cars -

Lancia Fulvia 1.6 HF Rallye ‘Jolly Club’ 1969

The Fulvia Coupé represented Lancia’s initial push into the rally world that it would soon dominate. Owing to its 65 percent front-biased weight distribution, the Fulvia benefitted from Lancia’s trademark compact V-4 engine. The engine was modified for 1968, growing to 1.6 litres and gaining a ZF five-speed manual gearbox for the 1.6 HF (for High Fidelity).

The legendary “Fanalone”, christened so by Italian enthusiasts due to its enormous headlamps, was a true rally car. Charming double entendre nickname aside, the Fulvia 1.6 HF Rallye was a thoroughly thought out factory-built racing car that tipped the scales at a mere 825 kilograms. With extensive use of aluminium and Plexiglas, further upgrades included Girling disc brakes and Campagnolo alloy wheels set at a negative camber, with all being designed specifically for function over form.
Lancia Fulvia 1.6 HF Rallye ‘Jolly Club’ 1969

Serena Pittoni was the winner of the CSAI Ladies’ National Rally Championship in 1972, and she campaigned this car under the famous Jolly Club racing team for the 1972 and 1973 seasons. Pittoni would even finish an impressive 2nd in her class at the 1973 Rallye Monte Carlo. This particular car is amongst the first 300 Fanalones produced.

marți, 15 aprilie 2014

Ferrari F1-89 Formula One 1989 - World Of Classic Cars -

Ferrari F1-89 Formula One 1989

British designer John Barnard was given virtual carte blanche to restore Ferrari’s Formula One fortunes to the top rank when he agreed, in 1987, to an enormous salary and the opportunity to establish a new Ferrari Technical Centre in England.

Ferrari had not won a Formula One race since the German Grand Prix in 1985, after breaking Renault’s grip on turbo-F1 racing with consecutive World Championships for constructors in 1982 and 1983 with a 1.5-litre V-6 engine. Nonetheless, the selection of an Englishman to head Ferrari’s F1 technical development was controversial all around.
Ferrari F1-89 Formula One 1989

Amongst Barnard’s previous accomplishments was the Chaparral 2K Indy Car designed for Jim Hall; this was the car that won the 1980 Indianapolis 500 whilst being driven by Johnny Rutherford. This success quickly brought Barnard to the new McLaren team, where he worked on the McLaren MP4/1, the first carbon-fibre composite (FCC) chassis in Formula One.

During Barnard’s tenure, McLaren became the dominant force in Formula One, with Niki Lauda and Alain Prost winning the Drivers’ Championship in 1984, 1985, and 1986. McLaren also won the Constructors’ Championship in 1984 and 1985, narrowly losing a third consecutive championship to Williams in 1986.
Ferrari F1-89 Formula One 1989

Ferrari’s F1 design for 1987 and 1988 had already been set down by the time Barnard joined Ferrari, so he began work on an all-new car, the F1-89, which would be Ferrari’s first entry for the new non-turbo rules beginning in 1989.

Barnard’s decision to base his technical centre in England was not popular with the F1 team located in Italy. Barnard also introduced his own methods into Ferrari, which have been described as “a maniacal analysis of every single detail” of previous practice.
Ferrari F1-89 Formula One 1989

One Ferrari innovation that Barnard did bring forward with the new car was the revolutionary seven-speed semi-automatic gearbox that was operated by paddles located on the steering wheel. This design was originally created at Ferrari in 1979 by Mauro Forghieri, but development stalled because the advanced electronics needed to perfect the system were not yet available.

According to journalist Quentin Spurring, who followed F1 closely in the era, Barnard’s F1/89 was equipped with a range of technical innovations, with the most significant of which being the gearshift that was described as an “electro-hydraulic” mechanism. The paddles are electronically controlled by hydraulic actuators in the semi-automatic gearbox with solenoids.
Ferrari F1-89 Formula One 1989

Drivers used the clutch pedal only to start. Ratios in the seven-speed gearbox were shifted throughout the race by squeezing paddles on the back of the steering wheel, with the right paddle for upshifts and the left for downshifts. This innovation became universal throughout Formula One racing within five years, and today, it is common on high-performance road cars.

The Ferrari engine for the new 3.5-litre naturally aspirated formula was a lightweight 65-degree V-12 designed by Claudio Lombardi. The engine utilised five valves per cylinder (three intake) and two overhead camshafts per cylinder bank, which were driven off the front of the engine. Fuel was delivered through Weber-Marelli digital electronic injection, and the ignition was a Magneti Marelli electronic one with one plug per cylinder. Maximum power was rated at 600 horsepower at 12,500 rpm.
Ferrari F1-89 Formula One 1989

The engine and semi-automatic gearbox were mounted in a single-piece monocoque made of carbon fibre and Kevlar honeycomb, with detachable composite bodywork. The front suspension was by double-elliptic section wishbones and push rods. Similarly, the rear suspension was also by double wishbones and push rods. Steering was by rack and pinion, and the brakes utilised ventilated carbon-fibre discs and one-piece Brembo callipers on all four wheels.

The Ferrari F1/89 was rated highly as the 1989 F1 season began. Ferrari had extensively tested two V-12 non-turbo cars throughout the second half of 1988 and hoped to take the fight to McLaren and Honda from the first race of 1989.
Ferrari F1-89 Formula One 1989

Ferrari’s Gerhard Berger had been the only driver to take a race from McLaren-Honda in the remarkable 1988 season, which saw McLaren win 15 of 16 F1 races with drivers Ayrton Senna (8) and Alain Prost (7). Berger’s teammate at Ferrari for 1989 was future world champion Nigel Mansel.

Both Berger and Mansell took to the F1/89 immediately. Incredibly, Mansell won in his first start for Ferrari and the first race of the season in Brazil, endearing himself to Ferrari fans. Ferrari, however, found almost as quickly that 600 horsepower was not enough to challenge the new McLaren-Honda V-10 on a regular basis, and they found themselves chasing power throughout the year.
Ferrari F1-89 Formula One 1989

The complexity of the new F1/89, and particularly the semi-automatic gearbox, also led to a disappointing string of retirements throughout the season. Mansell did manage to score a 2nd in France and Britain and 3rd in Germany and Belgium, with Berger taking a long-awaited victory in Portugal, together with a 2nd in Italy and Spain. McLaren won 10 of 16 races in 1989, including the Drivers’ and Constructors’ Championships. Ferrari was the best of the rest.

This 1989 Ferrari F1/89 Formula One car is chassis 110, and it was driven during the 1989 F1 season by Gerhard Berger in the Mexican, U.S., Canadian, French, British, and German Prand Prix. Berger started 4th on the grid at Canada, Great Britain, and Germany, but his races were plagued with the same reliability issues that affected the F1/89 throughout the season.
Ferrari F1-89 Formula One 1989

Alain Prost won his third World Drivers’ Championship with McLaren in 1989 and then promptly departed to Ferrari, where he was reunited with John Barnard. This F1/89, chassis 110, was the first Ferrari F1 car tested by Prost upon his arrival at Ferrari.

As presented, this F1/89 is an important piece of Ferrari history and Formula One technical evolution history. It represents the golden era of Formula One, the Prost-Senna contest, the naturally aspirated big capacity V-12 engines, and the sexy “Coca Cola bottle” design.

luni, 14 aprilie 2014

Brabham-Repco BT20 Formula One 1966 - World Of Classic Cars -

Brabham-Repco BT20 Formula One

When the FIA announced in late 1963 that a three-litre limit would be imposed on Formula One racing in 1966, a scramble ensued amongst competitors to develop suitable new engines. The Coventry Climax inline four-cylinder engine, already in use by numerous teams, offered the most obviously adaptable foundation for the new formula, but Coventry’s resources were already spread too thin by then, and service and parts availability were increasingly an issue.

After realising that a fresh approach was required, Australian racer and team manager Jack Brabham turned to Repco, an Australian parts supplier. Development centred on Oldsmobile’s F85 V-8 block, which offered the advantage of a pre-existing and proven crankcase. Overseen by Brabham engineer Phil Irving, Repco decreased the displacement and substituted the overhead-valve arrangement with a single chain-driven camshaft, minimising the engine’s size and allowing it to fit into the successful BT chassis (named for Brabham and co-designer Ron Tauranac).
Brabham-Repco BT20 Formula One 1966

Whilst the first type RB 620 motors were based on original F85 blocks, all-new castings eventually allowed Repco to create the blocks out of aluminium. The lightweight powerplant proved to be extremely reliable and consequently far more successful than most of the three-litre powerplants developed from scratch by the competition. Jack Brabham began the 1966 season driving the sole BT19 chassis, but within a matter of months, two BT20 cars were built that were essentially identical to the BT19, with the exception of a circular-tube frame (rather than oval) and a reinforced cockpit.
Brabham-Repco BT20 Formula One 1966

Chassis F1-2-66, the second of these two cars, commenced racing at the French Grand Prix on 3 July 1966, where it was driven by the renowned Denny Hulme. Just breaking in with the Brabham team in 1964, Hulme had become a reliable back-up driver who displayed steady improvement, and his rise to greatness was evidenced by the 3rd place finish at Reims in 1966. Two weeks later, at the British Grand Prix, Hulme roared to a 2nd place finish and then 3rd at Monza on 4 September. Another 2nd place at Oulton Park followed on 17 September, with a 3rd place at the season-concluding Mexican Grand Prix on 23 October, sealing Brabham’s 1966 Constructors’ Championship. Notably, Jack Brabham also secured the Drivers’ Championship that year, becoming the first and only driver to ever win the title in his own car.
Brabham-Repco BT20 Formula One 1966

The 1967 season proved to be even more significant for F1-2-66, as the car became a focal point of the Brabham team’s efforts. The car was driven exclusively by Hulme for the first half of the season, finishing 4th at Kyalami on 2 January, 2nd at Oulton Park on 15 April, and taking its first chequered flag on 7 May at the Monaco Grand Prix, which was a fitting locale for the car’s greatest racing accomplishment.

Hulme drove the car one final time at the Dutch Grand Prix on 4 June, where he finished 3rd. After which, the Brabham team retired its two BT20s and moved forward with the development of the BT24. Regardless, F1-2-66 boasts an important place in F1 racing history, as Hulme went on to win the 1967 Drivers’ Championship and Brabham won its second consecutive Manufacturers’ Championship—achievements that would have gone unrealised were it not for this car’s strong contributions.
Brabham-Repco BT20 Formula One 1966

This BT20 was sold after the 1967 Dutch Grand Prix to Guy Ligier, a former professional rugby player and construction magnate who took to racing later in life and had struck up a friendship with Jack Brabham. Ligier ran the car for the remainder of the 1967 season, finishing 6th at the German Grand Prix at Nürburgring on 6 August 6 and 11th at the 1967 Mexican Grand Prix. After the 1967 season, Ligier sold the car to Charles Vögele, and it was raced throughout 1968 by Silvio Moser, placing as high as 5th at the Dutch Grand Prix.

During the off-season, the Brabham-Repco was purchased by Franz Albert and raced a handful of times in 1969, finishing 5th at the European Hill Climb Championship at Gaisberg on 7 September. After being acquired by the legendary Jo Siffert for his private collection, F1-2-66 subsequently passed through a small handful of caretakers, eventually returning to race in vintage format at the first Monaco Historic Grand Prix in 1997.
Brabham-Repco BT20 Formula One 1966

F1-2-66 is one of only two BT20 examples constructed, and it is a centrifugal component of the accomplishments of Brabham and Hulme.