Mercedes-Benz C111 Concept

Mercedes-Benz C111 Concept

The compact wedge in bright orange, a shade internally called weissherbst, expressed power, elegance and speed. C 111 was the designation of the futuristic study displayed by Mercedes-Benz in September 1969 at the Frankfurt International Motor Show (IAA). The car broke new ground in terms of both engineering and design. Motor show visitors crowded around the sports car, marveling at its intriguing design. Was this the worthy successor to the famous 300 SL Gullwing? The car’s style, dynamic lines and classic gullwing doors promised just that to lovers of refined cars with the three-pointed star on the hood. This happened 35 years ago, at the C 111’s presentation in Frankfurt. In the spring of 1970, an even more elegantly clad C 111-II made its appearance at the Geneva Motor Show, prompting interested parties to send blank checks to Stuttgart to secure one of these cars for themselves.

Neither the C111-II or C 111 did not to appear in showrooms despite their lavish interior and cargo space. The coupes may have looked production worthy, but complex technologies embedded within in the cars kept them as experimental cars. However, the research in testing Wankel engines, new suspension components and plastic bodywork components contributed to future Mercedes-Benz road cars.

The three-rotor Wankel engine in the first C 111 of 1969 developed 206 kW/ 280 hp, giving the car a top speed of around 260 km/h. The newcomer set out on its first tests in Unterturkheim, on the Hockenheimring and the Nurburgring in April and May 1969. The suspension featured anti-squat and anti-dive control; its front axle components were incorporated in large-scale production at a later stage and the rear axle was a precursor of today’s multi-link independent rear suspension. On the basis of the experience gained in testing this car, another five experimental cars were built.

From Wankel to Diesel
An exceptional feature of the C 111 was hidden under its skin. The first experimental car of 1969 was powered not by a reciprocating-piston engine but by a Wankel – or rotary – engine. At the time, many manufacturers were interested in Felix Wankel’s unconventional propulsion system. Mercedes-Benz, too, had been experimenting with Wankel engines since 1962. However, the Wankel engine had to be extensively road-tested before being fitted in production cars.

The engines of the first two C 111 versions were straightforward gas-guzzlers. And since the pollutant content in the exhaust gas of the Wankel engines was also too high, Mercedes-Benz discontinued work on this type of engine in 1971, in spite of its impressively smooth running characteristics and compact size.The last Mercedes with a rotary-piston engine from this series was the four-rotor DB M950 KE409 of the C 111-II in 1970. Subsequent versions of the C111 project were powered by a diesel engine. They quite successfully showcased Mercedes-Benz’s prowess by breaking many world records.

[Text from Supercars.net]

Read more at www.supercars.net/cars/3015.html#YWhiHErEpHHjWgQ0.99

This Lego miniland-scale Mercedes-Benz C111 has been created for Flickr LUGNuts’ 84th build challenge, our 7th birthday, to the theme, …

Isotta Fraschini 8A Dual-Cowl Sports Tourer 1933

Isotta Fraschini 8A Dual-Cowl Sports Tourer 1933

The following text is taken straight from:

omniumcars.com/cars/isotta-fraschini-tipo-8a-1933

Regarding the car pictured here.

The Birth of the Company
After years of successfully importing French vehicles to Italy, Cesare Isotta and Vincenzo Fraschini created the Isotta Fraschini Company in 1902. Their elegantly designed automobiles were popular with rich clientele in the rapidly evolving world-wide automobile market. Their creations were reliable, stylish, and quick. An Isotta Fraschini car won the t Targa Florio in 1908.

When Isotta Fraschini introduced the Tipo 8 in 1919, the firm had already established itself as the premier builder of luxury automobiles in Italy. Since the dawn of motoring, Isotta Fraschini had offered some of the most pioneering and prestigious examples of the automobile, and the new Tipo 8 would live up to its proud lineage. The Tipo 8 was, the first “production” inline eight-cylinder engine, a design that would the standard for high-performance luxury automobiles of the Classic Era.

In 1912 the Isotta Fraschini Company introduced a straight eight-cylinder engine but it would not go into production until 1919 after World War I when the company built aero engines. The eight-cylinder engine powered the Tipo 8, making it the first straight-eight cylinder engine to go into production. The 5.9-liter capacity engine could of produce 100 horsepower, an most noteworthy accomplishment at the time.

In the Twenties
The grand scale of the Tipo 8 was less essential by the 1920s, when advancements in engineering ensured that a smaller engines were capable of acceptable performance. Nevertheless, in cultivating its image as an exclusive builder of high-end luxury cars, Isotta Fraschini sought to maintain the massive size of its engines and chassis as well as the extravagant coachbuilt bodies to appeal to its very wealthy clientele. A major contributor to the long, stately lines of Isotta Fraschinis was the Tipo 8 chassis itself, with its impressive straight eight necessitating an exceptionally long hood. The coachwork near the scuttle was often aligned with the sizeable radiator, further contributing to the imposing lines and immense stature of the car. The cars were also highly stylized throughout, with many coachbuilders playing up the grand chassis with delightful touches such as intricately detailed brightwork, the finest auxiliary accessories available and bespoke options.

In 1924, the Tipo 8 chassis underwent a thorough redesign that improved the overall performance, created a more comfortable ride and helped to facilitate the larger, heavier bodies that were becoming increasingly fashionable by the mid 1920s. Engine capacity was increased to 7.3 liters, giving the vehicle between 110 and 120 horsepower depending on the configuration. The updated design was soon dubbed the Tipo 8A. The standard model sat atop a 145 inch wheelbase while a sportier version was fitted with a 134 inch wheelbase.

The North American market was especially important to Isotta Fraschini as many Americans were keen on cars that offered impressive outright performance yet still retained the ability to cruise effortlessly and majestically in the greatest of style. Isotta Fraschini built grand, dignified touring cars that could …

Chevrolet 1965 Corvair Corsa Two-door Hardtop

Chevrolet 1965 Corvair Corsa Two-door Hardtop

Once in a while things change from the everyday and someone tries something new.

If you are on top, and things are going great, this tends not to happen. So it was with some surprise that the great General Motors, leading vehicle manufacturer of the world, with more than 30% total global market share, tried something ‘new’.

Having successfully built its huge empire, primarily in the US, by producing ever larger Body-on-Frame (BOF) full sized cars, exhibiting more chrome, more fin and more engine than the facing competition, it was a small (by US Standards), rear-engined, bath-tub shaped car named Corvair (after a Corvette-based concept from 1955), that showed that the big dog could learn a new trick.

The ‘new’ was not without precedent. In the back rooms, GM engineers were trying all sorts of interesting things, but Styling and Marketing were more than happy to fill up customer orders faster than the factory could build them. However, as the facing ‘Independent’ US manufacturers were in terminal decline during these early post war period, a new competitor was slowly gaining ground, not by copying GM’s flash and fins, but with a little, ugly, slow car from Germany. The badge said VW, but the car was known as the ‘Beetle’.

The Beetle template was straight forward: engine in the back, behind the rear axle. The engine was made of aluminium to help with the weight distribution, and featured horizontally opposed pistons to keep the engine height down. The ‘chassis’ was a simple platform, with the engine hung out the back by four bolts and a throttle cable. The bodywork, designed prior to the war under Adolph Hitler’s close watch, wore an aerodynamic profile, grilleless nose and room for four passengers. The original brief for the car was to be capable of 100 km/h on the new Autobahns, all day long, reliably and economically. Not only was the car designed to a tight, modest brief, it was also intended to put the German populace on wheels, much the way the Ford Model T had in the US 30 years earlier.

Such a modest car was not within the ‘competitive set’ for any of GM’s US product lines, but it was an irritating itch during a prosperous 1950s post-war America, and GM’s crystal-ball readers had forecast that the economy could not continue you grow in an interrupted manner, and there would be a market for a cheaper, more modest car that wore a well-known US manufacturers badge. Ford had similarly crystal-balled this scenario, and produced the cost-focused Falcon, and similarly Chrysler with the Valiant.

Of these products though, GM was the most ambitious, and reset the US-made template.

The car: Corvair.

The Legacy: Disaster!

How could it all go so wrong?

The same drivers that led to the very modest Ford Flacon found their way into the specification of the Corvair’s rear suspension. Missing the stabiliser bars of high-spec performance models, the base Corvair developed a reputation for falling off the road. The …

S10: Mechanic

S10: Mechanic

One of the many figures in the line-up with arm printing, but looks more suited to holding a guitar than a spanner.

Posted by .SilentMode on 2013-04-27 17:07:49

Tagged: , lego , s10 , collectible , minifigures , mechanic …

2005 Ferrari FXX Evoluzione

2005 Ferrari FXX Evoluzione

860 bhp, 6,262 cc rear-mounted longitudinal 65-degree V-12 engine with Bosch Motronic ME7 electronic fuel injection, six-speed electro-hydraulic semi-automatic transmission, front and rear independent pushrod suspension with unequal length wishbones, coil-over springs, and manually adjustable telescopic shock absorbers, and four-wheel Brembo carbon-ceramic disc brakes. Wheelbase: 104.3 in.

•The first customer FXX produced
•Single ownership from new; used at only three Corse Clienti events
•Upgraded with the Evoluzione package by the factory
•One of Ferrari’s rarest and most exclusive automobiles; a track-day titan

The performance car industry was characterized in the mid-2000s by a supercar battle royale that raged between Europe’s most prestigious automotive manufacturers. Porsche’s Carrera GT, the Mercedes-Benz SLR McLaren , and the Ferrari Enzo were all vying to be crowned king of the supercars. All three were capable of speeds over 200 mph and 0–60 times in the low three-second range, and they looked like nothing else on the road. Nevertheless, only one could be the best, and most agreed that the Enzo was the undisputed champion. As the Enzo was produced in lower numbers than both the Carrera GT and SLR McLaren and it boasted incredible looks with startling performance, many believed it to be the top dog and a car that its company simply would not be able to top for quite some time.

However, Ferrari was not a company to rest on its laurels, and many within the company thought that there was still much that could be improved upon with the Enzo platform. During the summer of 2005, at private, invitation-only events throughout Europe and North America, Ferrari announced to a select few that it would be producing a special track-only car that would be available in limited production to its best customers. The purpose of this car would be to give Ferrari’s most loyal clients the opportunity to develop the next generation of road cars through unprecedented access to Ferrari’s newest automotive technology and engineers. This new car, based on the already-incredible Ferrari Enzo, would provide an insane amount of performance, with a top speed stated at 214 mph.

The FXX was formally announced a few months later in December 2005 at the Bologna Motor Show, and it garnered an incredible amount of attention from both the world’s motoring press and automotive enthusiasts alike. Only 38 examples would be produced, making it one of the rarest cars in the history of the company. For the lucky enthusiasts given a chance to own an FXX, it was almost considered to be a blessing, as they would be given the opportunity to work directly with the factory to help develop future cars bearing the Cavallino Rampante.

Unlike Ferrari’s successful and very well run Challenge Series, the FXX would be run under the Corse Clienti program. This program, equally successful in its own right, was responsible for providing factory support to clients with Formula One Ferraris, and it would play a similar role in the FXX Programme. This would be a non-competitive program, in which owners …