Friday, March 28, 2014
Sunday, March 23, 2014
The 2000GT revolutionized the automotive world's view of Japan. The 2000GT demonstrated that Japanese auto manufacturers could produce a sports car to rival those of Europe, in contrast to Japan's image at the time as a producer of imitative and stodgily practical vehicles. Reviewing a pre-production 2000GT in 1967, Road & Track magazine summed up the car as "one of the most exciting and enjoyable cars we've driven", and compared it favorably to the Porsche 911. Today, the 2000GT is seen as the first seriously collectible Japanese car and the first "Japanese supercar". Examples of the 2000GT have sold at auction for as much as US $1,200,000.
Much of the work was done by Yamaha, which in addition to its wide product range of the time also did much work for other Japanese manufacturers. Many credit the German-American designer Albrecht Goertz, a protégé of Raymond Loewy, as inspiration for the car. He had gone to Yamaha in Japan in the early 1960s to develop a two-seater sports car for Nissan. A prototype was built, but Nissan decided eventually not to pursue the project. Yamaha also worked for Toyota, then perceived as the most conservative of the Japanese car manufacturers. Wishing to improve their image, Toyota accepted the proposal, but employed a design from their own designer Satoru Nozaki.
Friday, March 21, 2014
The BMW E30 is a compact executive car with rear-wheel-drive layout (except the all-wheel-drive 325iX) produced by BMW. The BMW M3 was first introduced on the E30 platform. The E30 was released in 1982 and was replaced by the BMW E36 in 1992. BMW continued to produce the cabriolet (convertible) E30 well into 1993 and the touring until 1994.
The cars were powered by a range of inline 4-cylinder and inline 6-cylinder engines. The E30 BMW M3 was fitted with a high-revving 4-cylinder petrol engine (BMW S14) which produced 175 kW (238 PS; 235 hp) in its final European-only iteration.
The E30 3-series was penned by Claus Luthe, the author of the NSU Ro 80 and the BMW E28 5-series. It was produced as four and two door (often referred to as a "coupe") saloons, two-door convertible (the M3 cabriolet was only offered for the European market), cabriolet by Baur and five-door estate (marketed as the "touring")
The BMW M3 utilised a widened and heavily redesigned variation of the 2-door body style. The M3 shares few body parts with other E30 models; however, many M3 parts can be used on the other body styles and are interchangeable offering the consumer an OEM upgrade.
Thursday, March 20, 2014
Legendary Performance For The 21st Century
You’re serious about drag racing. The COPO is just as serious as you are. The COPO was never designed for everyday roads, so there’s little sound deadening, no underbody sealant, and no back seat. Because in a sport where shaving time is everything, there’s nothing better than a head start. COPO is a true racing machine. It is specifically offered for off-highway, competitive NHRA use only. It cannot be registered, titled, licensed, or driven on public roads or highways. The COPO Camaro is designed to NHRA racing specifications, including a solid axle and a full chrome-moly roll cage. Inside, most of the standard sound-deadening and power accessories have been deleted in order to optimize weight for NHRA racing. Also included: a pair of racing bucket seats (no rear seat), a safety harness for the driver, a competition floor shifter, and Chevrolet Performance gauges.
When the COPO concept was first shown at the 2011 SEMA Show, the overwhelming response inspired the decision for a limited, special-edition production run. Engines were assembled in Wixom, Mich., at the Performance Build Center, where the buyer could opt to participate in the engine assembly. The return of the COPO was so successful that the continuation of the program was announced at the 2012 SEMA Show, and yet another 69 COPO Camaros were produced for 2013.
HONORING THE COPO LEGACY
A 69-car production was selected to commemorate the original number of ZL-1 COPO Camaros made in 1969. COPO — which stands for Central Office Production Order — was Chevrolet's special-order system, notoriously used by dealers in the 1960s to build high-performance models that couldn't be found anywhere else. The second-coming of the COPO name is an extension of the legacy started in 1969, when the first purpose-built Camaro drag-racing specialty car was designed to compete with the quickest in NHRA's Stock Eliminator and Super Stock classes. National records for quarter-mile times in these contests are in the 9-second range.
Reference : https://www.chevrolet.com/performance/copo-camaro.html
Monday, March 17, 2014
Stobart Ford World Rally Team drivers Matthew Wilson and Henning Solberg have carried out much of the development work on the car during 2010, with Per-Gunnar Andersson and M-Sport managing director and Ford team director Malcolm Wilson have also driven the car.
Maciej Oleksowicz driving Ford Fiesta RRC at the 2012 Rally New Zealand.
In 2012, the RRC version of the Fiesta was launched to comply with the regional rally rules of the FIA; it is basically a Fiesta RS WRC, only with a S2000-specification rear wing, a slightly different front bumper and a 30mm restrictor instead of a 33mm one found in the WRC variant. The Fiestas with RRC specification can be converted to WRC specification in 6 hours.
Saturday, March 15, 2014
Debuting at the Tokyo Auto Show in October 2007, WRX STI versions build further on the standard WRX cars. The STI available in Japan is fitted with the 2.0-liter EJ207 engine with twin scroll turbocharger generating 227 kW (308 PS) and 422 N·m (311 lb·ft) of torque. Export markets receive the higher-displacement 2.5-liter EJ257 unit with the single-scroll VF48 turbocharger rated at 221 kW (300 PS) and 407 N·m (300 lb·ft) of torque. The turbocharger directs air through a larger top-mount intercooler which has lost the red "STI" that was on previous generations. The STI (3,395 lbs) is heavier than the WRX (3,174- 3,240 lbs depending on trim) due to a more robust transmission, rear differential and other chassis reinforcements.
Like the standard WRX, the third generation model was shortened to "Subaru WRX STI", with the Japanese markets notably abstaining from this convention. To differentiate the STI from the regular WRX, Subaru opted to manufacture the STI with a wider body and therefore track—as noted by the flared wheel arches. Furthermore, Subaru utilized aluminum suspension components for the STI. Electronic modifications include a multi-mode electronic stability control with "normal", "traction", and "off" modes; Subaru Intelligent-Drive (SI-Drive) with three modes: "intelligent", "sport", and "sport sharp"; and multi-mode driver controlled center differential (DCCD). The DCCD enables driver to switch between manual and automated torque distribution ratio of the center differential. This distribution can vary from 35/65 to 50/50 front/rear.
The STI hatchback was released in the United States in March 2008.
Subaru Impreza WRX STI Group R4 entered 2012 FIA Asia Pacific Rally.
Facelift Subaru WRX STI (Europe)
In 2010 for the 2011 model year, the WRX STI became available as a four-door. The most noticeable feature on the STI sedan is a large rear spoiler. Australia also received the 2011 model year STI as a sedan to complement the hatchback released in 2008. Australian STIs were offered in standard form, plus the STI spec.R. An electric sunroof, leather upholstery, satellite navigation, and BBS wheels are standard on the spec.R, while Recaro seats are optional.
A facelift of the STI arrived in 2010 for the 2011 model year, distinguished by a new front bumper. Tweaks to the suspension—stiffer springs, larger anti-roll bars, new pillow ball bushings on the front lower arms, as well as wider standard tires—had the effect of improved handling.
Thursday, March 13, 2014
The following year, the GC10 2000GT received a 2.0 L (1998 cc) L20 I6 engine like the Nissan Cedric instead of a Prince G-7 engine. The chassis was already designed to receive a straight six, to avoid the S54 extension problem. 105 hp (78 kW) was available from this new engine, in 1970 Nissan production Skyline 2000GT Automatic, in October 1970 Nissan introduced 2 Door Coupe.
Nissan Skyline KGC10 GT-X (L20 engine)
The first GT-R Skyline appeared in February 1969. Called the PGC-10 (KPGC-10 for later coupé version) internally and Hakosuka (ハコスカ) by fans. Hako (ハコ) means Box in Japanese, and suka（スカ） is short for Skyline (スカイライン; Sukairain). It used the 2.0 L (1998 cc) S20 I6. This new DOHC engine (which was designed by the former Prince engineers) produced 160 hp (118 kW, 180 N m), and was similar to the GR8 engine used in the Prince R380 racing car.
The GT-R began as a sedan, but a 2-door coupé version was debuted in October 1970 and introduced in March 1971. The cars were stripped of unnecessary equipment to be as light as possible for racing, and performed well at the track. The sedan racked up 33 victories in less than two years, and the coupé stretched this to 50 through 1972.
The C10 raced against many cars including the Toyota Corona 1600GT (RT55), Isuzu Bellett GTR, Mazda Familia (R100) & Capella (RX-2) – even Porsche. In late 1971 the new Mazda RX-3 became the GT-R's main rival. The GT-R managed a few more victories before the RX-3 ended the GT-R's winning streak.
1500 – 1.5 L G-15 I4, 88 hp (71 kW, 128 N m)
1500 – 1.5 L G-15 I4, 95 hp (71 kW, 128 N m)
1800 – 1.8 L G-18 I4, 105 hp (78 kW, 150 N m)
2000GT – 2.0 L L20 I6, 120 hp (90 kW, 167 N m)
2000GT-R – 2.0 L S20 I6, 160 hp (118 kW, 180 N m)
C-10 4-door sedan or 5-door wagon 1968
GC-10 4-door 2000GT 1969
PGC-10 4-door GT-R Skyline 1969
KPGC-10 2 Door GT-R Skyline 1970
KGC-10 2000GT-X 2-door 1971
KGC-10 2000GT-X 4-door 1972
HGLC10 2000/2400GT 4-door Left Hand Drive