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By TheLuigi907
Rank: Mechanic
Mazda RX-7 Spirit R Type A '02
Mazda RX-7 Spirit R Type A (FD) '02.jpg
The last commemorative model of the RX-7 that ended its 25-year history. Arguably, one of the purest sports cars to come from Japan is the third-generation RX-7 (FD3S) that was introduced in 1991. Gone was the name "Savanna" that graced previous models, replaced by the moniker, Ẽfini RX-7. The FD3S was wider than the FC, and significantly lighter at 1200 kg, thanks to the aluminum used for the hood, double wishbone suspension, and spare tire jack.

New life was breathed into the 13B Wankel via the new twin sequential turbochargers. The rotary engine produced 251 HP and 216.9 ft-lb of torque. With each passing year, the FD got better, with dramatic improvements in body rigidity and the ABS. Available only in the Japan market was the limited-edition Type RZ, followed by the Type R Bathurst R in 2001 that came equipped with self-leveling shocks.

The 13B got an upgrade in 1996 and produced 261 HP. In 1998, after Mazda refined the engine's cooling system, the two-rotor Wankel was advertised as being able to produce the maximum 276 HP allowed for JDM cars at the time. This allowed the Type R to beast a power-to-weight ratio of 0.22 HP/kg, which put it in the same league as the exotics. In August 2002, the Spirit R was introduced as an anniversary model as the last one in the series. After 25 years of delighting sports car fans around the world, the RX-7 was discontinued.

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Mazda RX-7 Spirit R Type A (FD) '02 specs.png (5.95 KiB) Viewed 27111 times
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By Miao
Rank: Champion
Lancia 037 Rally Prototype '80
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The Lancia Rally (Tipo 151, also known as the Lancia Rally 037, Lancia 037 or Lancia-Abarth #037 from its Abarth project code 037) was a mid-engine sports car and rally car built by Lancia in the early 1980s to compete in the FIA Group B World Rally Championship. Driven by Markku Alén, Attilio Bettega, and Walter Röhrl, the car won Lancia the manufacturers' world championship in the 1983 season. It was the last rear-wheel drive car to win the WRC.

Development of the 037 was trusted to Abarth who had the challenge of following the mighty Lancia Stratos. The new car was similar to an earlier design called the Beta Monte Carlo with its central tub and large steel space frames fore and aft. Despite Audi's success in four-wheel-drive, Abarth opted out and instead relied on a single rear ZF differential.

Almost every aspect of the 037 was business with large Brembro Brakes, double wishbone suspension, two 35-litre tanks, ZF five-speed gearbox, an Abarth-supercharged engine and easy access for repairs.

The development prototype (Chassis 001), the very first Lancia 037 was completed in December of 1980. Due to issues with the engine development, it was run during the first tests with a naturally aspirated engine. It was subsequently submitted to the Pininfarina wind-tunnel where the 037's ultimate shape was determined. Chassis 001 was then used for tyre testing and would almost be the first prototype to be used off road. After it served its purpose, it passed to one of its creators, Abarth engineer Sergio Limone. It has since been displayed at the Museo dell'Automobile in Turin. The rare development prototype changed hands and was comprehensively restored in 2013/2014. As an important piece in the Lancia 037 history, it has also been featured in several magazines and books.

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By Miao
Rank: Champion
ZIS 101-Sport '39
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First introduced in 1936, the ZIS-101 was a limousine manufactured by the Soviet car manufacturer Zavod Imeni Stalina. The two-seat 101-Sport was designed in 1939 as a sports version of the luxury 101 and was actually very well received. However, only one or two copies were ever produced.

The 101-Sport was designed and produced to celebrate the 20th anniversary of the so-called Konsomol, a political youth organization in the Soviet Union described as the youth division of the Communist Party. The project was approved personally by Stalin, but shortly after the celebration it was abandoned.

The 101-Sport sourced its engine from the limousine – an inline eight-cylinder petrol unit, re-tuned to deliver 141 horsepower (105 kilowatts) – 31 hp more than the standard version. It was mated to a three speed manual gearbox, sending power to the rear wheels. This setup provided a claimed maximum speed of 162 kilometers per hour.

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By Miao
Rank: Champion
Siata 208 S Motto Spider '52
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Siata (Società Italiana Applicazioni Trasformazioni Automobilistiche) was an Italian car tuning shop and manufacturer founded in 1926 by amateur race car driver Giorgio Ambrosini.

For many years Siata specialized in aftermarket products for Fiats. The Italian company used their intimate knowledge of Fiat's products to launch the first Siata badged, Fiat based car in 1948. This was quite an achievement as the Turin based factory had been completely destroyed during a bombing raid some five years earlier. With a new convertible body and better performance, the Siata Amica was quite an improvement over the Fiat 500 Topolino it was based on. In 1950 the range was further expanded with the Daina, which was based on the Fiat 1400 and sported coachwork by a wide variety of 'Carrozzeria'.

The introduction of the Fiat 8V in 1952 sparked the development the first Siata chassis. Constructed of tubular members, the new chassis was not designed exclusively for the 'Otto Vu', but could also take other V8s; preferably Chrysler's. Eventually only one example was ever fitted with an American engine. While the chassis was brand new, much of the running gear was retrieved from the Fiat parts bin. The suspension was independent all-round by unequal length arms; at the front the top arm operated a shock absorber. This setup was directly derived from the Fiat 1100's front suspension. Large aluminium drum brakes provided the stopping power.

With the exception of the one Chrysler engined machine, the new Siata used Fiat's somewhat unusual 70 degree V8 engine. In stock trim the two litre OHV engine produced just over 100 hp, and with Siata's hotter camshaft and triple Weber Carburetors, the power could be boosted to 140 hp. There are even reports of 160 hp being achieved, but probably not very reliably. Siata's sales brochure quoted a modest 110 hp for the base model, which came equipped with two Webers. Sporting a big ram-air duct the light-alloy engine was bolted onto the chassis together with a four speed gearbox also sourced at Fiat.

Although only around sixty chassis were produced in 1953 and 1954, the new Siata received at least half a dozen type indications. The most common of these were the 208 S for the open cars and the 208 CS for the slightly larger coupe bodied machines. Especially the Motto built Spider body was a popular choice as it fitted the lightweight and fine-handling chassis perfectly. Sadly it is not known who exactly penned this very attractive shape; it was most likely either Franco Scaglione or Giovanni Michelotti. The coachbuilder of choice for the coupe body was Stabilimenti Farina. That company folded after just six examples were produced and a further nine were constructed along the same lines by Balbo.

The Siata 208 was launched to much critical acclaim late in 1952. The journalists had nothing but praise for the fine handling and good looking Italian thoroughbred. Californian car dealer and road racer Ernie McAfee placed an order for a large number of Spiders and it is quite possible that all Motto Spiders went to the United States. However much everybody liked the little Siata, its high price drove customers away to the much cheaper MGs, Jaguars or Porsches. McAfee struggled to find buyers for the cars and some were sold as late as 1956. Like the Fiat 8V, the nimble Siata is still well loved today and good examples are rare to find and very expensive.

For a long time it was also uncertain who was responsible for the construction of the Spiders. Vignale was an option, but many believed that Bertone built the Spiders. Recently it was discovered that the actual 'Carrozzeria' was Rocco Motto.

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By Miao
Rank: Champion
Ford Indigo '96
Ford Indigo '96.jpg
Developed by Ford for the 1996 auto show circuit and designed by Claude Lobo. Only two Ford Indigo's were ever built, of which only one was actually functional. It took Ford only six months from the original computer designs to the finished show car. The functional concept is still owned by Ford. The non-functioning show car was auctioned off. The man who won the auction destroyed it in an accident, making the Indigo belonging to Ford the last remaining example

The Ford Indigo was designed with Indy race cars in mind, hence the large spoilers front and back and the exposed wheel look. Actually they are covered by thin matt black guards. To help maintain the straight-from-the-track appearance, the lights on the Indigo are discreet and integrated into the mirrors and front spoiler.

Power for the Ford Indigo concept was supplied by a 435 hp 6.0 litre V-twelve engine giving the car an estimated top speed of 274 km/h and 0-100 time of under four seconds. The Indigo's six-speed sequential transmission was derived from race cars, and gear changes were made by pressing Formula 1 style buttons on the steering wheel. The monocoque chassis of the Ford Indigo was a single piece tub formed from carbon fibre composite.

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By Miao
Rank: Champion
Lancia Appia Sport Zagato '61
Zagato Appia Sport '61.jpg
Introduced in 1953 by Italian car manufacturer Lancia, the Appia was a replacement for the Ardea, and which remained in production for ten years. The Appia was the last in a long line of Lancia production cars dating back to the Lancia Lambda (introduced in 1922) to use the famous sliding pillar front suspension.

In addition to the saloon, a number of special bodied Appias were produced, including a coupé by Pininfarina, a convertible and 2-door saloon by Vignale and an aluminium-bodied GT by Zagato, as well as light commercial vehicle variants. Zagato built four coupé versions based on the Appia. These include: The GT, GTS, GTE, and the last and ultimate of Zagato's Appias, the Appia Sport, built from 1961 to 1963 on a short wheelbase chassis coded 812.05.

The Sport's premiere took place at the March 1961 Genva Motor Show, and production began concurrently; it did not replace the standard wheelbase GTE, which remained on sale alongside it up to 1962. At 2,350 mm the Sport's wheelbase was 160 mm shorter than the GTE's, resulting in a 200 mm shorter overall length. Adapting the GTE bodywork to the smaller dimensions was the first job of a young Ercole Spada, just hired at Zagato. From the front the Sport was similar to an open headlight GTE, but had a much rounder rear end, tail lights fully sunken into the bodywork, and a fastback roofline.

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By Miao
Rank: Champion
Holden Torana GTR-X '70
Holden Torana GTR-X '70.jpg
The Holden Torana GTR-X was designed during the era of the LC series, and was seriously considered for production in the early 1970s. The GTR-X had a wedge-shaped fibreglass body featuring a hatchback rear access, and the prototype cars had LC Torana GTR XU-1 mechanical components.

The GTR-X looks similar to iconic sports cars of the 1970s, such as the Maserati Khamsin, Ferrari 308 GT4, Lotus Esprit, and Mazda RX-7. At its heart was an inline-six 3.0-liter engine developing 160 hp (119 kW) at 5200 rpm and 190 pound-feet (257 newton-meters) of torque from 3,600 rpm delivered to the road via a four-speed manual gearbox. The relatively strong engine corroborated with a lightweight construction helped the concept sprint to sprint to 100 km/h in a decent 8.3 seconds before maxing out at of 210 km/h. The Torana GTR-X in production would have been the first Holden car to be factory fitted with four-wheel disc brakes.

With a design that would turn heads even today, the Holden Torana GTR-X was born at the wrong time and had to be killed even though at least in conceptual form the wedge-shaped coupe had tremendous potential. Unable to justify the high costs of production in relation to the small market for such a car, Holden decided to pull the plug, even though it had planned to produce the coupe for eight years. To get an idea of how close it was to production, Holden released promo pics and videos, and it even created a brochure which was handed out during several car shows. Holden made three of them, but only one still exists today and can be found at the firm’s headquarters in Melbourne, Australia.

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By Miao
Rank: Champion
Ferrari 206 P Dino '65
Ferrari 206 P Dino '65.jpg
At Ferrari's annual pre-season press conference in February of 1966, the Italian manufacturer launched not one but two new sports racers. Attracting most of the attention was the achingly beautiful 330 P3, which was the company's latest Le Mans challenger. Next to it was what seemed to be a scaled down version of the V12 racer. Known as the 206 S Dino, it was designed to comply with the Group 4 GT regulations and built to take on Porsche both on the track and in the showroom.

Apart from the fantastic Piero Drogo styled body, the 206 S Dino actually consisted of mostly very familiar components. The two litre engine fitted was a direct development of the V6 originally developed by Vittorio Jano in 1957 and named after Enzo's late son Alfredo 'Dino' Ferrari. The compact unit had since shown its worth, powering both single seater racers and sports cars to major victories. In its latest guise, it displaced 1,987 cc and equipped with Lucas fuel injection, it produced around 220 hp.

The new Dino's chassis followed familiar Ferrari lines, consisting of a tubular steel spaceframe with stressed aluminium and fibreglass panels to create a 'semi-monocoque'. Suspension was also conventional with double wishbones, coil springs and telescopic shock absorbers on all four corners. Mated to a five-speed gearbox, the V6 engine was mounted amidships in the chassis. With the lovely Drogo body fitted, the 206 S Dino tipped the scales at just under 600 kg.

Completed early in 1965, the 206 P Dino was the works prototype for the subsequent 206 S Dino sports racer. As the 166 P, powered by a 1.6-litre engine, it was campaigned by the works team at a variety of events including the Monza, Nürburgring and Le Mans rounds of the World Championship. After Le Mans, it was fitted with a two-litre engine for hill-climbing. To further lighten the car, the roof was chopped off entirely after one hill-climb outing. Scarfiotti would drive it to a total of four wins in the summer of 1965 on his way to the European Championship in the sports car category. The car was raced off an on until the summer of 1970. At some point, the windshield and roll-over bar were fitted again bringing the car to a similar configuration as the 206 S Dinos. Between 1967 and 1997, chassis 0834 was owned by Leandro Terra, who retained the car after giving its final contemporary outings. Among its subsequent owners were Carlos Monteverde and Harry Leventis, who owned the car from 1999 through to 2012. During this period, it was raced extensively in historic events. The current, Austrian owner bought the car from Leventis and has since given it outings at events like the Concorso d'Eleganza Villa d'Este and the Goodwood Festival of Speed.

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By Miao
Rank: Champion
Autodelta Montreal Group 4 '72
Autodelta Montreal Group 4 '72.jpg
Shown in concept form at the Montreal Expo in 1967, the Bertone-styled Alfa Romeo Montreal entered production in 1970. In addition to the fabulous Marcello Gandini penned lines, the Montreal also boasted a competition derived V8. This was based on the engine that had powered the successful Tipo 33 competition cars.

Considering the car's performance pedigree, it was perhaps surprising that no competition version was created. It must, however, be noted that in 1970, production-based GT cars no longer featured strongly in major international events. That changed later in the decade with the introduction of the Group 4 class for which the likes of Ferrari and Porsche had created competition cars.

Officially, Alfa Romeo did not follow suit but in July of 1971, Autodelta did take delivery of one road-going Montreal. The official Alfa Romeo competition department was pre-occupied with running the latest Tipo 33 in the World Championship but nevertheless did find time to eventually rebuild the car to Group 4 specification.

The Montreal was stripped from all unnecessary luxuries and equipped with a complete roll-cage, which both improved safety and the torsion rigidity of the chassis. Big fender flares were fitted to clear the wider tyres, while a front air-dam was also fitted. The engine was first tuned and later enlarged to displace just under three litres.

Completed late in 1972, Group 4 Montreal was launched at the London Racing Car Show in January of 1973. It was subsequently sold to Alfa Romeo Germany to use in the popular DRM series for GT cars. Ready to race in May of 1973, the car was entrusted to specialist racing team of Dieter Gleich, who was also the principle driver.

Gleich raced the car with some success in select events of the DRM series during the 1973 season. Lacking any development work, the unique machine was mothballed at the end of the year. For 1975, it was dusted off and sold by Alfa Romeo Germany and given further DRM outings by Dieter Meyer.

The Autodelta built Group 4 Montreal was up against it from the start, faced with the sheer number of the more thoroughly developed Porsche 911 Carrera RSRs. Whether a more serious program would have turned the Montreal into a winner, we will never know. A Montreal was also campaigned in the United States but also with little success.

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