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  •   Fedorchenko reacted to this post about 9 months ago
    It was given the #BMW-E52 #BMW model code. The #BMW-Z8 was the production variant of the 1997 Z07 concept car. The car design was the effort of a design team led by Chris Bangle. The exterior was designed by #Henrik-Fisker and the interior by Scott Lempert. The #BMW-Z07 originally was designed as a styling exercise intended to evoke and celebrate the 1956-1959 #BMW-507 and to celebrate the millennium change. The Z07 caused a sensation at the '97 3Tokyo Auto Show. The overwhelming popularity of the concept spurred BMW's decision to produce a limited production model called the #BMW-Z8-E52 . 5,703 Z8s were built, 3,160 in ECE and 2,543 in US outfit.
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  •   Fedorchenko reacted to this post about 9 months ago
    / #Leo-Kinnunen 1943-2017 Always genial Finnish driver who set the fastest-ever #Targa-Florio lap / #Porsche-917K / #Porsche / #Porsche-917

    When Leo Kinnunen lined up on the grid for the start of the #1974-Swedish-Grand-Prix , he created a bit of history on the quiet: this permasmiling trailblazer became the first Finnish driver ever to participate in a round of the Formula 1 World Championship.

    He retired from the race aboard his privateer Surtees TS16 and failed to make the cut in other points-paying rounds that season, but if his status as an F1 one-hit wonder in terms of starts gives the impression that Kinnunen was something of a tail-end Charlie, a gentleman driver who was in above his head, then nothing could be further from the truth. His sole GP outing was a mere downward blip in an otherwise glittering career.

    Kinnunen, who died on 26 July aged 73, enjoyed a highly successful career that spanned almost 20 years, campaigning all manner of machines on two wheels and four. Nevertheless, he is best remembered for taming the mighty Porsche 917. After a few years racing motorcycles in the early 1960s, he rose to prominence in rallying, autocross and ice racing before switching to single-seaters in 1967. Kinnunen raced an outdated Brabham to a single victory in the national Formula 3 series, beating Ronnie Peterson in the process, before making the switch to sports cars. In 1969, he won the hotly contested Nordic Cup, which led to the invitation to test for the works Porsche team.

    Kinnunen landed a full-time seat for 1970 and won first time out in the Daytona 24 Hours, sharing a Porsche-917K with Pedro Rodríguez. The Finnish-Mexican duo also claimed honours in subsequent International Championship of Makes rounds at Brands Hatch and Monza, and he shone in that year’s Targa Florio aboard the latest 908/03. Kinnunen drove much of the distance after Rodríguez was taken ill, finishing second behind the sister car of Brian Redman/Jo Siffert. Kinnunen somehow mustered a 33min 36sec lap of Circuito Piccolo delle Madonie on his final tour, and this blistering new record was never eclipsed. He finished third in the 1973 Targa, too, sharing a 911 RSR with Claude Haldi.

    Kinnunen also excelled in the Interserie championship, the European equivalent of Can-Am, steering variants of 917 to consecutive titles in 1971-73. He claimed 18 outright wins and 11 heat victories over three seasons, and was still a factor in the World Endurance Championship up to 1977, when he retired from circuit racing. Despite staying away from track action, Kinnunen continued to dabble in other disciplines. He had dovetailed race and rally programmes for much of the 1970s, his third place on the 1973 1000 Lakes Rally behind Timo Makinen and Marku Alén being a stand-out performance. He continued to compete off-piste to the end of the decade, claiming outright honours on the 1979 Arctic Rally among others. Kinnunen remained a strong supporter of motor sport after hanging up his helmet, becoming a close friend and supporter of Valtteri Bottas among other fellow countrymen who followed in his wheeltracks. Sadly, Kinnunen was wheelchair-bound for the last ten years of his life after suffering a massive stroke, but he never lost his sunny disposition.
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  •   Fedorchenko reacted to this post about 9 months ago
    / #Rolla-Vollstedt 1918-2017 / #Indy-500 / #1964 / #IndyCar

    An unconventional star of racing, says Richard Heseltine

    From street racing in the ’30s to upsetting the Indy establishment by installing a woman to drive his car at The Brickyard, Rolla Vollstedt did things his own way. He took on the US motor racing elite from his basement, gave a leg-up to a legion of future stars and even ran the sainted Jim Clark in his last-ever Champ Car outing.

    As he told Octane when interviewed for issue 55 in 2007, Vollstedt was a racer to the core. Of German descent, he arrived in Portland, Oregon, aged two. As a teenager he terrorised the neighbourhood in a ’37 Buick while working at Frank Costanzo’s speed shop. Called up for WW2 and having landed at Omaha Beach on D-Day, he was awarded a Purple Heart after stopping a bullet.

    In peacetime, he picked up from where he left off, racing a Lincoln-engined roadster on dirt ovals. Realising his talents lay elsewhere, he installed local man Len Sutton in his car in 1947 and the partnership led to countless honours on the Pacific Northwest before a first run in the Indy-500 in 1964 with a Vollstedt-made, mid-engined single-seater.

    Sutton qualified eighth and was running fourth at the halfway mark when the fuel pump broke. Vollstedt would never win in 21 attempts, but gave early rides to Mario Andretti, George Follmer and the pioneering Janet Guthrie (above, on left, with Vollstedt). After entering a car for Emerson Fittipaldi for the 1984 Indy 500, Vollstedt turned his hand to restoring vintage oval racers.
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  •   Fedorchenko reacted to this post about 9 months ago
    Richard Heseltine created a new group

    Fiat Barchetta Tipo-183

    Fiat Barchetta 1995-2002 / 2004-2005

    The Barchetta was developed between 1990 to 1994, under the project name Tipo B Spider 176. It was designed by Andreas Zapatinas and Alessandro Cavazza, under the supervision of Peter Barrett Davis and other car designers at the Centro Stile Fiat, and...
    Fiat Barchetta 1995-2002 / 2004-2005

    The Barchetta was developed between 1990 to 1994, under the project name Tipo B Spider 176. It was designed by Andreas Zapatinas and Alessandro Cavazza, under the supervision of Peter Barrett Davis and other car designers at the Centro Stile Fiat, and prototyping was carried out by Stola.

    Production began in February 1995 and lasted until June 2005, with a brief pause, due to the bankruptcy of coachbuilder Maggiora. The Barchetta was based on the chassis of the Mark 1 Fiat Punto. The Barchetta has 1,747 cc DOHC petrol engine fitted with variable camshaft timing, used for the first time in a Fiat production car, after being patented in 1970.

    The engine has 132 PS (97 kW; 130 hp) and 164 N⋅m (121 lb⋅ft) of torque. The Barchetta weighs 1056 kg (2328 lb) without air conditioning and can accelerate to 100 km/h (62 mph) in 8.9 seconds and has a top speed of 200 km/h (124 mph).

    It came in various trim levels which offered different features, for example, diamond cross stitch, patterned red leather instead of the standard black leather or fabric seats, alloy wheels instead of steel wheels, or fog-lights as an option. Arguably one of the biggest external cosmetic changes was made by the addition of the third brake light, first introduced by Fiat on the Lido and Riviera in 2000, and on sub models thereafter.

    The Barchetta was revised in August 2003, for its relaunch the following year, with some alterations inside and out. The most notable changes were the revised front spoiler and rear bumper. Production of the car eventually stopped in June 2005.
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  •   Malcolm McKay reacted to this post about 2 years ago
    Ultra-coupe #BMW-850i-E31 vs. #Mercedes-Benz-500SL-R129 Kings of autobahn

    True showcases the best of what is made in Germany of the 90s, the BMW 850i and the Mercedes-Benz 500 SL can be distinguished on the body, but they share a world of technology.

    Beneficiaries with excellent infrastructure, the Germans always prized good (and fast) cars. But never like in the 90's builders were so intent on uniting the power of V8 and V12 engines with new technologies that fulfil comfort and safety the top of the range, if the fabulous BMW 850i E31 and Mercedes-Benz 500 SL R129 which decided By facing each other.

    Conceived as a GT capable of facing brands like Ferrari or Maserati, BMW 8 Series ( #BMW-E31 code name) made furore when it came to market in 1989. enviable technological package, in addition to the V8 and V12 engines, the "eight" premiered among other things accelerator "drive by wire". From the first moment the 850i, with its V12 engine with five-litres and 300 horsepower, took the top of the hierarchy. Descendant of a royal line of convertibles, the #Mercedes-Benz-SL (R129 codename) was designed to overcome the previous models of the star brand. And it had new engines and a lot of technology. Aware of the importance of the US market, the German technical safety elected as one of the most important parameters, with SL to be equipped with an automatic rollbar, triggered in the event of imminent rollover. The version 500 SL was equipped with a V8 engine with five litres and a power output of 326 horsepower.

    Apparently distinct, if only for their body, both German proposals represent the best of what they did in Germany in the 90s, keeping intact predicates as the ability to travel long distances in comfort (and speed) and excite your driver. Equipped with different architectures engines - the BMW with a V12 and #Mercedes-Benz with a V8 - the total weights and power equate themselves as well as the use of an automatic four relationships.

    Aesthetics
    Designed by Klaus Kapitza, the BMW 8 Series conquers us immediately by its slender and proportionate lines, noting the absence of B-pillar, making it even more airy and clean their profile. More classical in their approach, the duo of Mercedes Johann Tomforde and Bruno Sacco designers kept the inspiration in earlier generations of the SL, innovating in the proportions of the body, making the model even more fit the US market. In this parameter, the versatility of the body of the 500 SL convertible gives him victory by a wide margin.


    Technique

    Given the traditional 500 SL chassis layout, equipped with independent suspension on both axes, with triangular arms forward and multi arms ago, the BMW 850i responds with an advanced electronic system of EDC damping with the body height adjustment. Inside the 850i back to gain advantage, with several electric drives to the chassis functions and facilities the cabin.


    Life on Board
    Consistent with the modern lines of the exterior, the interior of the BMW 850i blend perfectly new technologies with ergonomic advocated at the time. Sitting in armchair advantaged lined skin, I find myself wrapped in the assembly of the instrument panel and centre console, the driver-oriented as today happens. Initially confused, the multitude of buttons quickly becomes customary, which just goes to prove the excellent ergonomics of the BMW.


    In contrast, Mercedes-Benz has the cabin of simple lines and the ideal partner to its classic design. Timidly around in scanty centre console, round buttons contrast with the rectangular command of the electric windows and heated seats, they also lined skin. Undoubtedly two quality proposals with very different attributes.


    Benefits
    Taking advantage of a known piece of winding road near Bucelas, with the machine photographer at the ready, become familiar myself with the 850i. Smooth and progressive, little temperamental delivery and quiet to medium regimes, the V12 seems distant in the way you work. The speedometer indicates 300 km / h top speed, but it is the accounting-rotations that deserves attention, because only after exceeded the threshold of 4000 rpm (up to the limit set at 5500 rpm) is the 300 horsepower are revealed with a sharp, metallic roar.

    Full-bodied sound and serious tone, the V8 engine that equips the 500 SL deserves more attention from the first meters. Although it is rotating that its German counterpart (the redline is at 6000 rpm), the block seems to have more soul at low engine speeds, rewarding the persistence of the right foot with a baritone intoxicating sound that makes me immediately smitten.

    Comfort
    Geared towards the long (and smooth) German autobahn, both models are true street sofas. On Portuguese roads, where the broken asphalt prevails, analogue suspension of the 500 SL disguises most swells, but the electronic BMW system that takes the advantage in terms of comfort, although very short, with a work smooth and progressive.


    Driving

    Some say that "BMW with five meters long (other than the 7 series) does not count." I'm not that radical, but the fact is that the kinetic structure of the 850i worth exploring in highway, as in tight corners reveals ill at ease. To my regret, as the hydraulically assisted steering of the BMW is one of the best I have ever experienced, providing perfect dose of accuracy, sensitivity and weight.


    In the case of Mercedes-Benz is the direction that makes the model fall short of expectations, too care centre and insensitivity. In contrast, the chassis is truly brilliant, casting to the type of driving quickly and accurately. In turn, the rear axle sets quietly, helping to describe the trajectory, which in turn allows me to further explore the limits without fear of exceeding them.

    Economy

    Neoclassical by definition, both the BMW and Mercedes-Benz have an estimated price of EUR 18 000 for the coupe and EUR 20 000 for the convertible. The same can be said regarding the consumption announced at the time. According to BMW, the 850i E31 was spending 90 kmh (average speed) 8.6-litres / 100 km, 120 kmh 10.3-litres / 100 km, and urban environments spent 19.8-litres / 100 km. Mercedes already spent to 90 kmh 10.1-litres / 100 km, 120 kmh 12.0-litres / 100 km, and urban environments spent 16.6-litres / 100 km. Two types of savings to take into account when we talk about classics as recent, and give a technical draw the tested models.

    Verdict

    Geared towards the fabulous German roads, the BMW 850i E31 and the Mercedes-Benz 500 SL R129 are probably two of the best gender models of the 90s (the list could also include the Porsche 928), but they could not be more different from one from the other. The BMW is a true GT, gentle in character and available at delivery, with comfort to spare. But the Mercedes-Benz SL enhances heritage with a refined sporty character mixed with classic atmosphere and current benefits. The winner should be the V12 from BMW but the versatility of the V8 #Mercedes-Benz takes the lead. Close call.

    We appreciate the collaboration of David Correia, Orlando Ferreira, the stand and the Living Legends Classic Auctions place for conducting this test.


    In more meandering routes the BMW 850i tends to run away slightly from the front, being quite progressive and predictable.


    Blessed by an excellent multi arm rear axle, the 500 SL is quite agile in the description of the tightest curves.


    The automatic transmission of the BMW offers several methods of use, being smooth and progressive. The tachometer announces 300 kmh top speed.

    The automatic transmission of the Mercedes-Benz is one of his best predicates, being smooth and very discreet in the passage of relations.

    Of slim silhouette and generous glazed surface, the 850i is still an elegant model, positioned between the glorious past of BMW and corrugated future aesthetic of the German mark.

    Classic and robust ways: so should always be an SL Mercedes-Benz, or this were not known as "panzerwagen". The maximum speed advertised by the tachometer is 260 kmh.

    The rear seats could be specified, although offered a very limited use. The bag is smaller than the BMW.

    With the roof closed the 500 SL is a true GT, versatile and effective.

    The classic appearance of the 500 SL is continued throughout the interior.

    Four excellent leather seats and a luggage compartment make this remarkable GT. a real racing car family to enjoy during long trips.

    In tight corners the BMW-850i is shown thwarted, preferring the highway.

    Quite ergonomic and technologically advanced, the interior of the #BMW 850i still remains current.

    TECH DATA #BMW-850i #BMW-E31 #1989 - #1994
    Production 20,072
    Engine V12 cylinders #M70 , front longitudinal position
    Distribution 2 overhead camshafts head, 24 valves
    Bore x Stroke 84 X 75mm
    Displacement (cc) 4988
    Power injection #Bosch-Motronic-M 1.7 / #Bosch-Motronic / #Bosch
    Max power (bhp DIN / rpm) 300/5200
    Maximum torque (Nm DIN / rpm) 450/4100
    Independent suspension; Front, lower transversal oscillating arms, anti approximation bar; rear, multi-link, anti approximation bar; electronic damping system #EDC with height adjustment.
    Transmission, automatic transmission 4-speed #ZF4HP / #ZF ; stability and traction control #ASC
    Steering Rack & Pinion, Variable
    Brakes power-assistance, front ventilated discs; rear disks; ABS #Bosch-ABS
    Chassis monoblock, coupé steel body, two doors and four seats
    Tank fuel capacity 90-litres
    Wheels / Tyres 7,5J / 235/50 ZR16
    Dimensions
    Length: 4780mm
    Wheelbase: 2685 mm
    Width: 1855 mm
    Weight (kg) 1790
    Acceleration 0-100 kmh (0-62MPH) 7.4 sec
    Top speed 250 kmh



    TECH DATA #Mercedes-Benz-500SL - #Mercedes-Benz-R129 #1992 - #2002
    Production 79,827
    Engine V8 cylinders, front longitudinal position
    Distribution 4 camshafts to the head, 32 valves
    Bore x Stroke 96.5 x 85mm
    Displacement (cc) 4973
    Power mechanical injection / #Bosch electronic KE5-Jetronic / #Bosch-Jetronic / #Bosch-KE5-Jetronic
    Max power (bhp DIN / rpm) 326/5500
    Max torque (Nm DIN / rpm) 450/4000
    Independent suspension; Front, wishbone, bar stabilizer, coil springs; rear multi-link, stabilizer bar, coil springs
    Transmission automatic 4/5 speed
    Steering Rack & Pinion power-assistance
    Brakes with assistance ahead ventilated discs; ago disks; ABS #Bosch
    Chassis monoblock, convertible body in steel, 2-door, four-seat capacity
    Fuel tank 80-litrtes
    Wheels / Tyres 8J / 225/55 ZR16
    Dimensions
    Length: 4470 mm
    Wheelbase: 2515 mm
    Width: 1810 mm
    Weight (kg) 1800
    Acceleration 0-100 kmh (0-62MPH) 6.2 seconds
    Max speed 250 Kmh
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