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  •   CFB18705 reacted to this post about 7 months ago
    BMW ART CARS / #Frank-Stella : #BMW-3.0CSL / #BMW-E9 / #Kugelfischer-Injection-System / #Kugelfischer / #BMW-E9-Frank-Stella / #BMW-3.0CSL-E9 / / #Art-Cars / #BMW

    Never mind the fine artwork on the bodywork, underneath Stella’s geometric lines this #CSL packed a mighty turbocharged punch.

    The second of BMW’s Art Cars was another CSL and technically this machine was the brainchild of the then-head of #BMW-Motorsport , Jochen Neerpasch. It came about as a result of rule changes for the #1976 season which would have seen the factory works CSLs effectively detuned for the more stringent Group 2 regulations which demanded a return to smaller aerodynamic addenda, wet sump lubrication, and most crucially, a banning of four-valve cylinder heads unless they were used in series production. Neerpasch didn’t take this lying down and decided to strap a pair of turbochargers to the CSL’s engine and take on the dominant Porsche 935s in Group 5.

    In hindsight it might not have been the best idea as the car wasn’t desperately reliable and in the end only raced three times at #Silverstone , #Le-Mans and #Dijon . The Stella CSL used a 3.2-litre version of the twin-cam, four-valve-per-cylinder #M49 / #BMW-M49 unit to which Josef Schnitzer attached a brace of #KKK turbochargers and a Kugelfischer injection system. On the dyno it could crack 1000hp, but it was wound down to develop 750-800hp in race trim in a vain attempt to allow the rest of the car to cope with these monumental forces that it had never been designed to withstand. There was no doubting that it was quick… but on its first outing at Silverstone it lasted just 14 laps before needing a new set of boots that had been vapourised by the engine’s torque and by lap 43 it had retired with a melted transmission.

    At Silverstone the car didn’t yet sport Frank Stella’s geometric patterns but BMW had seen how much interest the Calder CSL had generated at Le Mans the previous year so it commissioned Stella to paint the car for the 1976 running of the endurance classic. With longer gearing for Le Mans the CSL was a monster, allegedly pulling 212mph on the Mulsanne straight – drivers Gregg and Redmond must have been absolute legends – and they managed to put it eighth on the grid. Sadly in the race the inevitable happened and it retired after 23 laps.

    Its last outing was at the last round of the World Makes Championship which was held at the small Dijon circuit in September 1976. By now the turbo CSL sported a reinforced differential, gearbox and halfshafts and was back in the hands of Peterson (who had driven it at Silverstone). In qualifying at least, things at last seemed to be going according to plan as he managed to hold back the phalanx of Porsche 935s to take the top spot on the grid.

    Peterson led from the start and once he’d pulled away from Jacky Ickx’s Martini 935 the boost was wound down until Ickx could maintain the same pace as the CSL but not catch it. However, even this approach didn’t work and on lap 33 the diff turned into a casing full of swarf! A glorious failure then… but just look at, obscenely bulging arches, huge wings and that fantastic livery – what’s not to like?
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  • time2000 is now friends with Matt Zollo
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  •   time2000 reacted to this post about 9 months ago
    Matt Zollo unlocked the badge Reviewer
    Reviewer
    Reviews blog posts that is created on the site. To unlock this badge, you need to rate more than 25 blog posts from the site.
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  •   time2000 reacted to this post about 9 months ago
    Not one but two CITROEN SM PRESIDENTIELLE were build in 1972 for the President of the French Republic, Mr. Pompidou. The first official ride was with Elizabeth II. The CITROEN SM PRESIDENTIELLE comes with a #V6 MASERATI engine 2,7 L and a 5 speeds manual gearbox with a low 1st speed to drive slowly for a long period avoiding heating issues.

    / #1972 / #Citroen-SM-Presidentielle-2.7L / #Citroen-SM-Presidentielle / #Citroen-SM / #Citroen / #Maserati-V6
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  •   Adam Towler reacted to this post about 2 years ago
    Matt Zollo updated the cover photo for Rover P6
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  •   Dougie Rankine reacted to this post about 3 years ago
    Breaking the Mould / #Vauxhall / #Opel / #2015
    ASTRA VXR-R
    Nope, we haven’t made a typo, this really is a VXR-R… find out why in the feature.

    HOT RIDE: ASTRA VXR
    WORDS JARKLE PHOTOGRAPHY CHRIS WALLBANK

    AN ASTRA VXR WITH AIR RIDE, 20IN VOSSENS AND A HEALTHY 321BHP...

    It took Vauxhall a long time to make their mind up regarding their range-topping brand. While the boys in Essex decided that ‘RS’ should be their undisputed halo range in the ‘60s, Luton took rather longer and straight up dithered. Between the ‘70s and the early part of the 21st century we were treated to HSs, HSRs, SRis, GSis, Turbos and finally, the VXR. This indecision undoubtedly enabled Ford to steal a march on Vauxhall, and it’s only relatively recently that the latter’s VXR range has begun to approach the levels of appreciation enjoyed by other comparable brands. Still, the VXR brand has delivered some seriously cool cars over the last decade and a bit, everything from bonkers re-badged Holdens to stupidly powerful family vans (take a bow Zafira VXR), and it just keeps on delivering.

    Top of the tree has to be the latest Astra J VXR, a car that bristles with tech, looks fantastic, re-defines what a performance front-wheel drive Vauxhall can do, and can go toe-to-toe with the likes of the Focus RS. Then we have the example here, a car bought brand new by Bryn Williams in 2014.

    “I’m known for driving my cars pretty hard and for going through a fair few gearboxes,” Bryn explains with a grin. “My last car was a Corsa SRi that I slowly converted to full VXR spec and I destroyed a fair few M32 gearboxes on that, so I wanted a car with a warranty.”

    Various Corsas were weighed up and rejected before Bryn finally settled on the all new VXR, put his deposit down, jumped in the car and drove direct to Thorney Sport to well and truly void said warranty. What started out with a discussion about the pros and cons of Stage 1 tuning ended with Bryn driving off in an Astra boasting one of the firm’s Stage 3 VXR-R packages. While this doesn’t involve any alteration of the internals or turbo, it does see the Astra given a stage 3 remap, induction work and free-flowing exhaust system, all of which left Bryn with a handy 307bhp, a figure that jumped to 321bhp once the box-fresh A20NFT had loosened up a bit (just over 60 miles had clicked over on the odometer at the time of the VXR-R conversion). “I’d be lying if I said I noticed a massive improvement in performance after all that work, mainly as I’d driven the car fairly conservatively up until then, but in the months since it’s really come alive,” Bryn explains. “350bhp is on the cards for next year, possibly more if I opt to fi t a larger turbo...”


    The VXR-R package came with a whole host of badges, stickers and wheel options, though this latter aspect of the kit posed something of a conundrum; the wheels offered were performance based (Team Dynamics Pro Race being the most popular), and while there’s no doubt that these are fi ne, lightweight alloys in their own right, they aren’t exactly a rare sight on bright blue Astra VXRs. In the end Bryn bit the bullet and fitted some Team Dynamics (though they weren’t Pro Race 1.2s) and ran them for several months, only deciding that they needed to go when he took the fairly drastic step of fitting an air suspension kit to the car.

    “That wasn’t a decision I took lightly but I can honestly say it’s been one of the best modifications on the car, and one that’s made it a whole lot more usable.”


    First, a bit of background. A set of posh Bilsteins found their way under the arches within weeks of Bryn’s name appearing on the V5, all wound down about as far they could go with the ‘helper’ springs removed. The resulting ride was, perhaps unsurprisingly, crashy and deeply uncomfortable. Throw in the fact that he kept gouging his splitter on all but the most pathetic of speed bumps and it becomes all too clear why Bryn eventually went all out and had Plush Automotive fit an air kit with twin 400cc compressors, Air Lift Performance struts and HPDT rear bags. Bryn admits that yes, he did have some concerns about compromising the poise and handling of his VXR, but the air kit has so far proved much better than the previously mentioned Bilsteins. “The only real issue associated with the kit was that it meant I had to change wheels,” he recalls. “Yeah the Team Dynamics were nice and very lightweight but they weren’t exactly a ‘show wheel’ and I thought they looked out of place on such a low car.”

    So what did he opt for? In the end Bryn took advice from his friend, a man with something of a thing for high-end wheels and someone who took him to Auto Werks, a local firm specialising in posh alloys in all manner of fitments. The Astra’s PCD isn’t exactly god’s gift to fitting fancy wheels but there were options and Bryn finally plumped for the rims that grace the car here, stunning 20in Vossen CVTs with their faces ceramic polished. Not only do these wheels stand out from the more commonly seen Team Dynamics, 3SDMs and Rotiforms, they also fitted perfectly right out of the box and with no need for arch work.

    This is one of those cars that really shouldn’t look as good as it undoubtedly does, and if you’d asked us beforehand whether fitting air suspension to an Astra J VXR was a good thing we’d probably have replied in the negative. Yet it does, and then some. Part of that’s down to the fact that seeing such a new car on its belly is a novel thing, though the extensive programme of smoothing, shaving and deleting that Bryn’s put the car through also plays a part. Flushing the boot was one of the more challenging aspects here, mainly because on the latest VXR the Vauxhall badge actually serves as the release mechanism so deleting it involved fitting a boot popper at the same time. Both front and rear bumpers were given the same treatment, while any chrome trims were relegated to the bin and replaced with perfect paint. It’s all very subtle and won’t be spotted unless you’re a fully paid up VXR perv, but then perhaps that’s the best indication of smoothing done well.

    This has been a fast paced build, with the car taking shape over the course of a year or so, but he’s already working on a custom centreexit exhaust, some other exterior details and, when the package is available, more power. Fair play!

    Smoothing the badge (and boot release) was hassle but the results speak for themselves.

    TECH SPEC: #Vauxhall-Astra-VXR / #Vauxhall-Astra / #Vauxhall / #Opel-Astra / #Vauxhall-Astra-Mk6 / #Vauxhall-Astra-VXR-Mk6 / #Opel-Astra-J / #Vauxhall-Astra-VXR-R

    TUNING 2.0 #A20NFT with Throney Motorsport Stage 3 #VXR-R package and Stage 3 remap, #Thorney-Motorsport panel filter, Pace front mount intercooler, Piper sports cat, #Flow-Dynamics cat back exhaust system, #Forge front lower brace.

    STYLING Astra J VXR in #Arden-Blue , smoothed front and rear bumpers, smoothed boot with boot pop relocated, dechromed, colour coded roof rails, smoked rear lights, tinter windows, black sun strip.

    CHASSIS Air Lift suspension setup comprising #AccuAir #AccuAir-E-Level management, twin 400cc compressors, performance #AirLift front struts, #HDPT rear bags, 4 gallon seamless tank, I-level, #Bilstein rear shocks, 20in #Vossen CVT with ceramic polished faces, 235/30x20 Nankang NS-2, #Brembo four pots, Hel braided hoses.

    INTERIOR Full leather #VXR interior with blue stitching and custom blue seat belts, one off boot build with x2 compressors, x1 tank and colour changing LED lighting.

    THANKS Richard, John at Thorney Motorsport, Dave at Auto Werx, Luke at Plush Automotive, Si at Still Static, Dan at Flow Dynamics, Mo Miah at Specialist Tint ltd, Stuart at Ultra Finish, Slammed UK and Sump Scrapers.

    “Stunning Vossen CVTs with their faces ceramic polished”

    Blue belts are an awesome detail Plush Automotive install is a quality affair as always Vossens will get more popular in 2016.

    BRYN WILLIAMS

    First Vauxhall: A Grasshopper Green 1400 Sri.
    Worst part of the build: Probably the bit that’s ongoing – trying to sort the centre exit exhaust!
    Best part of the build: Dropping it down right after fitting the air suspension.
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  •   Andy Everett reacted to this post about 3 years ago
    The Dark Knight #BMW E63 M6 / #BMW-E63 / #BMW-M6-E63 / #BMW-M6 / #BMW / #2012 / #BMW-6-Series / #BMW-6-Series-E63

    Matt Jones enjoys M6 ownership, but 6mpg and a maximum range of 125 miles is the trade off for 560bhp. The E63 M6 isn’t a car we tend to see at Total BMW, but Matt Jones uses his one as a daily driver and a quarter mile tool. In the midst of a recession, how does 6 mpg sound and 125 miles to a tank?

    The E63 M6 is a hugely underrated performance car. With 500bhp from a V10 that sounds like very little else on God's good earth, it has performance on the fringes of a Supercar level, to go with a sharp rear-drive chassis and a sometimes brutal semi-auto seven-speeder. Yet it has all the buttons and gadgets one could hope for and, with the M programme left dormant, is happy to mooch the city strassen or cruise the autobahn in refined comfort.

    Sure the E60 M5 has all that too. but it’s a confused soul - an out-and-out performance car character at odds with its laid back executive saloon remit. Besides, the M5 looks like any other 5-Series and. while that certainly is not without appeal, sometimes you want to turn heads and induce jealous thoughts.

    The M6, however, has the body style and more tightly-defined Sports GT remit to carry off the harsh SMG shifts and top-endy power delivery. It looks low. sleek and purposeful, weighs a good chunk less and has - childish yelp of glee - a carbon-fibre roof. Controversial maybe, but to these eyes the M6 is actually the better resolved package.

    Of course that's not to say it can’t be improved upon, as this matte black beasty very ably demonstrates. Owned by 31-year-old Matt Jones, serial modifier and previous owner of a PY E46 M3 Vert that had been given the CSL treatment, this car is a shining example of how to do an M6 right. So we're very lucky that Matt is incapable of resisting his urges...

    "Like the M3 I had specced this one exactly how I wanted and hadn't planned to modify it. It was so fast out of the box and had all the toys," he explains. "But literally the day I got it I went round to show my brother and the first thing he said was that it was too quiet! I said it'd be fine - but three weeks later I'd ordered the Eisenmann exhaust!" And that's how it started.

    Matt refers to aftermarket parts for the M6 as being subject to an M Tax', so to get round that he does his shopping in the US. "I went on holiday to America and had a load of stuff delivered to where I was staying, so I could then take it back as luggage. I had two suitcases full, one with engine bits and another with the H&R springs. I thought that if I got caught and had to pay the duty I’d still be up. But I got away with it and saved a fortune!"

    Clearly Matt wanted to release the M6's performance potential before anything else, and the combination of Evosport headers. Supersprint centre section and Eisenmann back-boxes. the suitcase purchases (RPI pulleys, induction scoops, block plates and oil-cooler, and BMC filters) and an E-maps remap established that potential to be 560bhp.

    He regularly enjoys every one of those horses, often going on trips abroad, having done the Cannonball run a few times, and taken it to Santa Pod. “The first time there it won its class, for muscle cars, as it had over eight cylinders." recalls Matt. "It went up against stripped-out, supercharged cars, whose owners were all playing around under the bonnet. I just turned up. turned the stereo off and went for it! ” Matt says it’ll do low-12s all day long. And 206mph. though we didn't dare ask where he confirmed such a number.

    This kind of performance does have its downsides, however. "The only thing I don't like is the range. The fuel tank is smaller than a normal 6-Series' because of the quad exhausts, and with fuel consumption of about 6-8mpg on a cruise (we'd hope a fast one, at least) I don’t get any more than 125 miles from a tank! I had 2mpg out of it once at Santa Pod." Ouch.

    Only when the performance was well and truly there did Matt turn his attentions to the car’s, then Silverstone Blue II. aesthetics. Carbon or black details gradually made their way onto the car, like the Vorsteiner carbon front spoiler (from America), rear diffuser (made by Matt himself) and those massive 20-inch three-piece splits. You can guess where they came from...

    “They’re made by a Florida company who are big on the Corvette scene, called Modular Concept. I had them custom- made and shipped over, and they’re the only ones in the UK”. To confirm their uniqueness, Matt then had them done with Silverstone centres and pin-stripes.

    With the theme of Silverstone Blue and either black or carbon, eventually the only chrome left was the tips of the four Eisenmann pipes. A trip to BCP Industrial Coatings had them finished in a heat- resistant matte black, and it was job done. Well, almost. “I drove the car around like that for about a year-and-a-half. It was a similar story to the M3 I got it exactly how I wanted it and then just enjoyed it for a while. However the time came when I started to think about replacements, but I couldn't find anything as quick for the same money." Plan B, then.

    "I’d looked at wrapping before, but at the time the cost was really high and the quality not quite there. Then prices came down and quality improved. The wrap was done by Totally Dynamic. The quality is amazing and since then four cars in my family have been wrapped by them!" Obviously the Silverstone Blue on the wheels then looked out of place, so Matt took them apart and sent them off to be gloss blacked.

    There was a change of tyre fitment, too. "It used to have stretched tyres but that didn't look right because it wasn't quite low enough to pull the look off, ' says Matt. "I've gone for a squarer setup now to give it a beefier look, and it does drive a lot nicer as a result - although I think a lot of that has to do with the fact that I went from Falkens to Continentals.
    Saying that. I was rolling on the standard wheels recently and it drove a hundred times better again... it just doesn’t look as good!"

    The result of this all-black theme means some very obvious parallels being drawn - by everybody.

    “Everyone instantly started calling it the Batmobile when the wrap was done.’’ remembers Matt. "That’s the one comment I get all the time - people come up to me and say "That looks like the Batmobile!". I've had a lot of modded cars, but this is the most attention I’ve ever got from one: it gets a bit ridiculous sometimes!"

    One thing that Matt still isn't entirely convinced about is the smoked rear clusters, but it isn’t about their looks per se. "At night they look amazing, with just the four bars shining through, and they do suit the overall look. But it's the whole smoked light image.’’ Matt says they’ll be staying for now, but it sounds like the car won't be hanging around much longer anyway.

    "I’m looking at replacements again. I like the new M6. I've been up against a new MS and that walked my car, so the M6 is going to be ridiculous. But they've moved it up a price bracket and £110k for a well specced one is a lot of money for a BMW." Other options? A 911 GT3 is too extreme for the kind of use it'll get. And a 911 is a bit small for Matt's liking anyway, which rules out a Turbo. An Aston DB9 or Vantage is just too slow, as is a V8 R8, and V10 prices are a little steep. The only obvious choice is a Nissan GTR. which is what he's leaning towards - but still not entirely convinced about.

    "The thing I love about the M6 is that it's nice and quiet when you're cruising about, but then you press the M button and it’s crazy," is how Man sums it up. And there's the rub: when you have such an excellent car that does so much so well, finding a replacement is very difficult indeed. We don’t envy Matt and his predicament m the slightest, we really don't.

    Matt's M6 benefits from Evosport manifolds, and a blend of Supersprint and Eisenmann for the middle and rear sections.

    Above right: Modular Concept 5 three-piece wheels are 9j at the front and 11.5j out back-the latter calls for a 325 section tyre.

    TECHNICAL DATA
    ENGINE #S85 / #BMW-S85 4,999cc #V10 / #BMW-V10 , #RPI under-drive pulleys, RPI ram air induction scoops (custom finished in black with logos removed), #BMC air filters in OEM air boxes (with custom carbon covers), RPI block-off plates, RPI oil- cooler (30% more efficient) finished in black, #E-maps custom remap with speed limiter removed, #Evosport headers, #Supersprint centre-section and #Eisenmann Race back-boxes (powder-coated satin black)

    TRANSMISSION Standard seven-speed SMG gearbox, software upgraded to suit engine map

    SUSPENSION H&R Race springs. OEM electronic dampening remapped to suit H&R springs, Eibach 12mm spacers all-round

    BRAKES Standard with uprated pads

    WHEELS & TYRES Custom gloss black Modular Concept 5 three-piece split-rims in 9x20 (3.5-inch lip) front and 11.5x20 (5.5-Inch lip) rear fitment, with 285/35/20 front and 325/30/20 rear Continental Sport Contact 4s

    BODY Full matte black wrap including door shuts, treated with Swissvax opaque wax, #Vorsteiner carbon front splitter with weave to match roof, custom rear carbon diffuser panel, matte black kidney grilles, side grilles wrapped gloss black, gloss black rear M6 badge, matte black Audi R8 V10 badges on side windows, short rear number plate, rear lights tinted with smoked film, headlights tinted with light smoke Laminex film, angle eye upgrade with 6,000k bulbs

    INTERIOR Standard Silverstone extended leather. OEM iPod interface with custom ashtray- mounted holder, carbon trim. Logic 7 stereo

    THANKS Scott at Totally Dynamic in Enfield for the wrap (0208 2161116), Claude. Ben and the team at Bosch Auto Services in Hitchin (01462 459459). Kevin at BCP Industrial Coatings in Hitchin for the powder-coating (01462 440 804). Andy at Pristine Coachworks for the wheels, and M6board. com and Evotechnik.net

    Top right: Smoked lights are an undecided addition - the jury is still out on these.

    Above right: Modular Concept 5 three-piece wheels are 9j at the front and 11.5j out back-the latter calls tor a 325 section tyre.

    Top far left: Fuel stops are regular, with 125 miles to a lank being commonplace.
    Right: BMC air filters live inside the standard air boxes and the V10 has been remapped by E-maps.
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  •   Lester Dizon reacted to this post about 4 years ago
    The ultimate #Porsche-911 models: The new #Porsche-911-Turbo and #Porsche-911-Turbo-S / #Porsche-911-Turbo-S-991.2 / #Porsche-911-991.2 / #Porsche / #2016 / #Porsche-911-Turbo-S-Cabriolet-991.2

    Stuttgart. At the start of 2016 at the North American International Auto Show in Detroit, Porsche is presenting another highlight of its product range. The top models of the 911 model series – the 911 Turbo and 911 Turbo S – now boast 15 kW (20 hp) more power, a sharpened design and improved features. The models will be available in both coupe and convertible versions from the start. The bi-turbo six-cylinder engine in the 911 Turbo with 3.8 litres of displacement now has a power output of 397 kW (540 hp- DIN). This power gain was achieved by modified inlet ports in the cylinder head, new injection nozzles and higher fuel pressure. The 911 Turbo S now develops 427 kW (580 hp - DIN) thanks to new turbochargers with larger compressors. Porsche is still the only manufacturer to utilise turbochargers with variable turbine geometry in petrol engines.


    The engines now also have what is known as a dynamic boost function to further improve engine response in dynamic operation. It maintains the charge pressure during load changes – i.e. when the accelerator pedal is released briefly. This is achieved by just interrupting fuel injection, whereas the throttle valve remains open. As a result, the engine reacts with practically no delay to another press of the accelerator pedal. The effects of this function are more pronounced in the Sport and Sport Plus modes than in Normal mode.

    Overall, the new high-performance sports cars attain breathtaking driving performance, while fuel consumption is reduced even further. The 911 Turbo S Coupé sprints to 100 km/h in 2.9 seconds. Its top speed of 330 km/h is twelve km/h higher than before. The 911 Turbo reaches the 100-km/h mark in 3.0 seconds, and its top speed is 320 km/h – five km/h faster than the previous model. Nevertheless, the coupes only consume 9.1 l/100 km, and the convertibles 9.3 l/100 km. This represents 0.6 litres less fuel per 100 km for all versions. The reason for this is further advanced electronic engine and transmission management with revised gear change mappings.
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