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Mercedes-Benz C111 M950F "Bruno Sacco" '69
Mercedes-Benz C111 M950F Bruno Sacco '69.jpg
The C111 was a series of experimental automobiles produced by Mercedes-Benz in the 1960s and 1970s. The company was experimenting with new engine technologies, including Wankel engines, Diesel engines, and turbochargers, and used the basic C111 platform as a testbed. Other experimental features included multi-link rear suspension, gullwing doors and a luxurious interior with leather trim and air conditioning.

The experimental Mercedes-Benz C111 containing the (code named M950F) engine was shown to the public at the 1969 Frankfurt International Motor Show.

There were two versions of the engine: 3-rotor engine (600 cc each) with power output of 280 hp at 7000 rpm, and a later version 4-rotor engine (600 cc each) with power output of 350 hp at 7000 rpm.
Mercedes-Benz C111 M950F Bruno Sacco '69 rear.jpg
Mercedes-Benz C111 M950F Bruno Sacco.jpg
Mercedes-Benz C111 M950F Bruno Sacco 1969.jpg
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McLaren F1 GT '97
McLaren F1 GT '97.jpg
The McLaren F1 is a sports car designed and manufactured by McLaren Automotive. Originally a concept conceived by Gordon Murray, he convinced Ron Dennis to back the project and engaged Peter Stevens to design the exterior and interior of the car. On 31 March 1998, it set the record for the world's fastest production car, reaching 372 km/h with the rev limiter enabled, and 391 km/h with the rev limiter removed.

The final incarnation of the roadcar, the F1 GT was meant as a homologation special. With increased competition from homologated sports cars from Porsche and Mercedes-Benz in the former BPR Global GT Series and new FIA GT Championship, McLaren required extensive modification to the F1 GTR in order to remain competitive. These modifications were so vast that McLaren would be required to build a production road-legal car on which to base the new race cars.

The F1 GT featured the same extended rear bodywork as the GTRs for increased downforce and reduced drag, yet lacked the rear wing that had been seen on the F1 LM. The downforce generated by the longer tail was found to be sufficient to not require the wing. The front end was also similar to the racing car, with extra louvers and the wheel arches widened to fit larger wheels. The interior was modified and a racing steering wheel was included in place of the standard unit.

Specs:
McLaren F1 GT '97 specs.png
McLaren F1 GT '97 specs.png (7.02 KiB) Viewed 1596 times
McLaren F1 GT '97 rear.jpg
McLaren F1 GT '97 side.jpg
McLaren F1 GT '97 interior.jpg
Last edited by 死の (Shino) on Wed Mar 18, 2015 9:56 am, edited 1 time in total.
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Ferrari P4/5 by Pininfarina '06
Ferrari P4-5 by Pininfarina '04.jpg
The Ferrari P4/5 (officially known as the Ferrari P4/5 by Pininfarina) is a one-off sports car made by Italian sports car manufacturer Ferrari but redesigned by Pininfarina for film director and stock exchange magnate James Glickenhaus.

In the first sixty years of the 20th century, the many Italian 'Carrozzerias' specialized in designing and building custom bodies for the world's finest chassis. After the Second World War, even the most exclusive manufacturers started series production. Gradually the likes of Pininfarina and Bertone changed their business as coachbuilders to design consultants for manufacturers. Production of low volume models like convertibles are frequently outsourced to these Carrozzerias as well. The most exciting work for the design houses became the design and construction of one-off show cars, which are usually a good sign of future styling directions. Fortunately, the art of custom coachbuilding was not entirely lost as the demands of the richest enthusiasts are regularly catered for. Italy's Pininfarina has a special department set up for these custom requests and in the past decades did a lot of work for the brother of the Sultan of Brunei. Sadly all this work was done in secrecy and few of these creations were ever seen in public. Earlier this year American collector Peter Kalikow and Pininfarina took the wraps of the highly customized Ferrari 612 Kappa, showcasing the company's capabilities very well. Long before this unveiling, fellow American James Glickenhaus dropped off his 1967 Ferrari 330 P3/4 and a Ferrari Enzo with the request of combining the P3/4's styling with the Enzo's mechanicals; the best of both worlds.

In the following months, he traveled to Turin many times to supervise the design process to make sure everything complied with his wishes. Already at the cutting edge, the Enzo mechanicals needed no work, but every body panel and most of the interior was discarded. To make sure the custom creation worked as well as it looked, a full size plastic wind tunnel model was constructed and fitted on the Enzo chassis for extensive wind tunnel testing. At around this time (January 2006), Glickenhaus revealed the first details of his project on a variety of web forums. The story was quickly picked up by the mainstream media and many artist impressions of a 'modern 330 P3/4' appeared. None of them came close to the car taking shape at Pininfarina, but Glickenhaus managed to keep any real drawings and pictures from the public eye. Just a few days before the prospected release, in the second half of July, images from an upcoming article were scanned and leaked. One of the first things revealed was the cars new name; Ferrari P4/5 by Pininfarina. Yes, Ferrari gave their full permission to use the name and badges for this one-off and even offered to give technical support. This could very well have been the result of Ferrari liking what they saw and Glickenhaus' expressed desire to use the design and name strictly for a one-off.

A combination of Glickenhaus' design ideas and wind tunnel work resulted in a car that can only be described as a modern interpretation of the Ferrari 330 P3/4. Where Pininfarina's Enzo design is very angular, the new shape penned down for the P4/5 has classic round shapes. This by no means compromised the performance with the wind tunnel tests showing lower drag figures with similar downforce figures compared to the 'function over form' Enzo. The active underbody aerodynamics of the Enzo were retained. The obvious design cues taken over from the Ferrari P3/4 are the fenders, air-intakes and ducktail. An addition to the design theme is the high location of the exhaust pipes, previously only seen on Formula 1 racers. The interior also received the 'Glickenhaus touch' with a Ipod Nano stereo, world wide GPS, on board gas generation fire system, improved AC-system, full roll cage and exposed carbon fibre throughout. Of course the seats are fully custom made covered in bespoke fabric. Despite all these changes, Pininfarina's engineers have managed to shave almost 200 kg off the Enzo's weight with the P4/5 weighing in at 1200 kg. So recapping Glickenhaus efforts have resulted in a better looking, more efficient and lighter version of the Enzo.

In July 2006 the P4/5 was completed, although still in primer, and the happy owner could take it out on the Autostrada for the first time. One of his thoughts after the brief test drive was: "P4/5 pulls away and vanishes into the distance like an F 16 launching from a carrier deck." Pininfarina and Glickenhaus finally took the wraps off the P4/5 at a cocktail party in the Gooding auctions tent on the Friday before the Pebble Beach Concours.

Specs:
Ferrari P4-5 by Pininfarina '04 specs.png
Ferrari P4-5 by Pininfarina '04 specs.png (6.99 KiB) Viewed 1596 times
Ferrari P4-5 by Pininfarina '04 rear.jpg
Ferrari P4-5 by Pininfarina '04 side.jpg
Ferrari P4-5 by Pininfarina '04 interior.jpg
Last edited by 死の (Shino) on Sat Mar 14, 2015 2:15 pm, edited 1 time in total.
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Viktor Karpenko
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The P4/5 :drool:

Every time I see this car I keep wishing that the La Ferrari was this car and that the P4/5 was the new La Ferrari, it is just too awesome. Stupid one-offs.
RUF is better than Porsche!

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Lamborghini 5-95 Zagato Coupe '14
Lamborghini 5-95 Zagato Coupe '14.jpg
This project is based on an official collaboration between Automobili Lamborghini and Zagato, with the purpose of creating a real contemporary collectible car.

Based on the Lamborghini Gallardo LP570-4 , considered as the best-selling Lamborghini in history, the 5-95 Zagato is essentially a new aesthetic look of the Gallardo LP570-4, designed by Zagato to evoke an instant classic look that shows the purest expression of Zagato’s unique coach-building skills.

One of the most prominent design characteristics of the 5-95 Zagato is the completely reworked front section, specifically the round front fender that eliminated the two air intakes the Gallardo had. The intakes are still there, but in a different configuration than what we’re used to. Likewise, the integrated headlights draw similarities from the Gallardo, except that the 5-95 does look like it has a more elaborate lighting set-up.

A floating spoiler on the front section is also a new addition, something Zagato described as taking inspiration from another Zagato-built Lamborghini seen back in 1996: the Raptor.

Notice also those side intakes, which normally are bigger than what they are now. Zagato reduced those intakes by adding an air scoop on the roof to help in the cooling chores to the intake manifold.

Press Release:
► Show Spoiler
Specs:
Lamborghini 5-95 Zagato Coupe '14 specs.png
Lamborghini 5-95 Zagato Coupe '14 specs.png (6.43 KiB) Viewed 1502 times
Lamborghini 5-95 Zagato Coupe '14 rear.jpg
Lamborghini 5-95 Zagato Coupe '14 side.jpg
Lamborghini 5-95 Zagato Coupe '14 interior.jpg
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DS Numéro 9 '12
DS Numéro 9 '12.jpg
The Citroën Numero 9 is built on a three meter wheelbase and measures 4.9 meters in length and 1.94 meters in width. The concept features a shooting brake design and continues the heritage and sophistication of the DS line. Illustrating this design is a new front-end identity with a grille in 3D relief, flowing into the full-LED headlights, which end in daytime-running lights. The most impressive feature of the concept, however, is a new floating roof, underlined by a chrome trim with a discreet DS marking, and glazed side surfaces flowing into the rear window.

The Numéro 9 is finished in black exterior paint with subtle hints of violet, baptised "Whisper." The concept sits on an impressive set of 21" wheels.

Citroën’s new Numéro 9 Concept is a plug-in hybrid vehicle - like most of the concepts recently unveiled by the French company. It combines a 1.6 THP petrol engine developing 221 HP and 203 lb-ft of torque with an electric motor on the rear axle developing power of 68 hp and 148 lb-ft of torque.

Press Release:
► Show Spoiler
Specs:
sheet!.png
DS Numéro 9 '12 rear.jpg
DS Numéro 9 '12 side.jpg
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Tucker 48 Torpedo '48
Tucker 48 Torpedo '48.jpg
The Tucker 48 (named after its model year) was an advanced automobile conceived by Preston Tucker and briefly produced in Chicago in 1948. Only 51 cars were made before the company folded on March 3, 1949, due to negative publicity initiated by the news media, a Securities and Exchange Commission investigation and a heavily publicized stock fraud trial (in which allegations were proven baseless in court with a full acquittal). Speculation exists that the Big Three automakers and Michigan senator Homer S. Ferguson also had a role in the Tucker Corporation's demise.

Developement:
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Some components and features of the car were innovative and ahead of their time. The most recognizable feature of the Tucker '48, a directional third headlight (known as the "Cyclops Eye"), would activate at steering angles of greater than 10 degrees to light the car's path around corners. At the time, 17 states had laws against cars having more than two headlights. Tucker fabricated a cover for the cyclops center light for use in these states.

The car was rear-engined and rear wheel drive. A perimeter frame surrounded the vehicle for crash protection, as well as a roll bar integrated into the roof. The steering box was behind the front axle to protect the driver in a front-end accident. The instrument panel and all controls were within easy reach of the steering wheel, and the dash was padded for safety. The windshield was made of shatterproof glass and designed to pop out in a collision to protect occupants. The car's parking brake had a separate key so it could be locked in place to prevent theft. The doors extended into the roof, to ease entry and exit. Each Tucker built differed somewhat from the previous car, as each car built was basically a “prototype” where design features and engineering concepts were tried, improved, or discarded throughout the production cycle. The door releases on the interior of the Tucker came from the Lincoln Zephyr. The steering columns used in the Tucker were donated by Ford and are from the 1941 Lincoln. Preston Tucker held a patent for a collapsible steering column design. A glove box was added to the front door panels instead of the more conventional location in the dash to provide space for the “crash chamber” that the Tucker is now famous for. This is a padded area ahead of the passenger seat, free from obstructions, providing the front seat passengers an area to protect themselves in the event of an accident. The engine and transmission were mounted on a separate subframe which was secured with only six bolts. The entire drivetrain could thus be lowered and removed from the car in minutes. Tucker envisioned loaner engines being quickly swapped in for service in just 30 minutes.

Tucker envisioned several other innovations which were later abandoned. Magnesium wheels, disc brakes, fuel injection, self-sealing tubeless tires, and a direct-drive torque converter transmission were all evaluated and/or tested but were dropped on the final prototype due to cost, engineering complexity, and lack of time to develop.

Tucker initially tried to develop an innovative engine. It was a 589 cubic inches (9.65 L) flat-6 cylinder with hemispherical combustion chambers, fuel injection, and overhead valves operated by oil pressure rather than a camshaft. An oil pressure distributor was mounted inline with the ignition distributor and delivered appropriately timed direct oil pressure to open each valve at the proper interval. This unique engine was designed to idle at 100 rpm and cruise at 250-1200 rpm through the use of direct drive torque converters on each driving wheel instead of a transmission. These features would have been auto industry firsts in 1948, but as engine development proceeded, problems appeared. The 589 engine was installed only in the test chassis and the first prototype.

Tucker had promised 150 hp, and his innovative 589 engine was not working out. The large 589 cu in (9,650 cc) engine functioned, but the valvetrain proved problematic and the engine only produced approximately 88 hp. The high oil pressure required a 24 volt electrical system and long cranking time at start-up. Having wasted nearly one year trying to make the 589 work, Tucker started looking for alternatives.

The company first tried the Lycoming aircraft engine but it would not fit in the car's rear engine compartment. A Franklin air-cooled flat-6 engine, the O-335 made by Air Cooled Motors (and originally intended for the Bell 47), fit, and its 166 hp pleased Tucker. He purchased four samples for $5,000 each, and his engineers converted the 334 cubic inches (5,470 cc) engine to water cooling (a decision that has puzzled historiographers ever since). The Franklin engine was heavily modified by Tucker's engineers, including Eddie Offutt and Tucker's son Preston, Jr. at his Ypsilanti machine shop. Using an aircraft engine in an automotive application required significant modification; thus, very few parts of the original Franklin engine were retained in the final Tucker engine. This durable modification of the engine was tested at maximum power for 150 hours, the equivalent of 18,000 miles (29,000 km), at full throttle.

Specs:
Tucker 48 Torpedo '48 specs.png
Tucker 48 Torpedo '48 specs.png (6.55 KiB) Viewed 1417 times
Tucker 48 Torpedo '48 rear.jpg
Tucker 48 Torpedo '48 interior.jpg
Tucker 48 Torpedo.jpg
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Ron RXX '14
Ron RXX '14.jpg
Ron Automobile is a recently launched Mexican company with big plans for the future: it wants to develop high-performance vehicles that will make quite a sensation on the market. The model is called RXX.

According to the first details released by the company, the RXX is a super-lightweight sporty two-seat sports car built on an aluminum chassis. It features a carbon-fiber body and an interior built from the same material. This combination will ensure high rigidity and stroke sensations, but will also help to deliver a low center of gravity.

Press Release:
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Ron RXX '14 rear.jpg
Ron RXX.jpg
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Tushek Renovatio T500 '12
Tushek Renovatio T500 '12.jpg
The Tushek Renovatio T500 is a Slovenian supercar based on the K1 Attack Roadster unveiled by Oliver Ashley back in 2010. Ashley had his chance to bring Slovakia on the super car map, but now Aljosa Tushek Tushek from Tushek Supercars has taken the K1 Attack and morphed it into the Renovatio T500, or as they call it "the ultimate supercar."

While the standard K1 Attack is powered by a 250 HP Honda Civic Type R 2.0 liter 4-cylinder engine, the Renovatio T500 is powered by an Audi RS4 sourced 4.2 liter V8 engine that delivers a total of 450 HP at 7900 rpm and a peak torque of 315 lb-ft at 3200 rpm. As a result, the car will sprint from 0 to 100 km/h in just 3.7 seconds. Top speed goes up to 310 km/h.
Tushek Renovatio T500 '12 rear.jpg
Tushek Renovatio T500 '12 side.jpg
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Porsche 911 GT2 '95
Porsche 911 GT2 '95.jpg
Following the collapse of the World Sports Car Championship in 1992 and the subsequent demise of the Group C prototype class, production-based GT cars once again came to the fore. Porsche Motorsport's engineers quickly responded with a competition version of the newly introduced, 993-generation 911 Turbo. Simply dubbed the GT2 after its intended class, the new Porsche racing car was launched at the 1994 Essen Motor Show. To fully homologate the new 911 GT2, at least 25 road cars had to be produced. This proved no problem as within the first year 43 examples had already been sold.

One of the main reasons that the 911 GT2 had to be homologated as a separate model, even though it was based on the 911 Turbo, was that it featured rear-wheel drive only. Further modifications to the chassis included revised suspension sourced from the 993 Cup car. Standard equipment on the competition version, the road-going GT2 could be fitted with the Club Sport package, which included a roll-cage, six-point harness, racing seats, a fire extinguisher and a battery cut-off switch. Exterior modifications included a front spoiler, dramatically flared wheel arches and a tall rear wing. The road car tipped the scales at 1,295 kg, while the further stripped out competition GT2 weighed 1,150 kg.

Both versions of the GT2 used an engine derived from the 911 Turbo flat six. On the road car, the catalytic converters were removed and an additional oil cooler fitted. In this guise, it initially produced 430 hp and later 450 hp. The competition engine featured different KKK turbochargers, larger intercoolers, high-lift camshafts and a bespoke exhaust system. Breathing through two mandatory restrictors, it officially produced the 450 hp prescribed by the GT2 regulations but a figure of around 475 hp was more realistic. Like the road car, the GT2 R boasted a G50 gearbox with six forward speeds. For competition purposes, close-ratio gears were fitted.

While Porsche had no problem selling the road going homologation models, they found even more takers for the competition car. Launched at the start of the 1995 season, it instantly was the weapon of choice in the GT2 class, dominating championships around the world, including the BPR Championship in Europe and the IMSA Sports Car Championship. At times, the privately run machines even managed to challenge the intrinsically quicker GT1 cars for outright victories. Competition did get stronger and an 'Evo' version was launched with a more powerful engine and taller wing. Porsche even briefly offered a GT1 version of the car with a 600 hp engine.

When the 993 model was superseded by the 996 model in 1998, Porsche opted to focus on a naturally aspirated competition car aimed for the GT3 class. The GT2 model did return but strictly as a high performance, rear-wheel drive road car. The 993-model 911 GT2 was not only a success on the racing track, it was also a very profitable enterprise for Porsche as around 300 examples of all variants were built and sold to customers.

Specs:
Porsche 911 GT2 '95 specs.png
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Porsche 911 GT2 '95 rear.jpg
Porsche 911 GT2 '95 side.jpg
Porsche 911 GT2 '95 interior.jpg
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