Thursday, December 11, 2014

1970 Ford Mustang Boss 302 Kar-Kraft Trans Am

460 hp, 302 cu. in. OHV V-8 engine with a Holley four-barrel carburetor, four-speed manual transmission, independent front suspension with upper A-arms, lower transverse arms with drag struts, coil springs, tube shocks, and an anti-roll bar, rear live axle suspension with multi-leaf springs, upper trailing arms, Watts link, and an anti-roll bar, and four-wheel disc brakes. Wheelbase: 108 in.


“The 1970 season was the year that all of the stars would finally fall on the Trans Am series. With a serious racing effort from all four major automotive manufacturers—Ford, General Motors, Chrysler, and American Motors—and their backing of top-notch teams running Mustangs, Camaros, Javelins, Dodge Challengers, Plymouth Barracudas, and Pontiac Firebirds, the entry list was a spectator’s dream. With the factory teams fighting to contract the best available driving talent—including Parnelli Jones, George Follmer, Mark Donohue, Peter Revson, Sam Posey, Jim Hall, Ed Leslie, Vic Elford, Dan Gurney, Swede Savage, and Jerry Titus—it was truly a year in which at least 11 to 15 different drivers could potentially win any race on the 12-race schedule.” - Dave Friedman, Trans-Am: The Pony Car Wars, 1966–1972

Bud Moore Engineering became involved in the Trans Am series in 1967, with Lincoln-Mercury and the newly introduced Cougar model. Thanks to Moore’s long-time experience as a NASCAR crew chief and team owner, it was a natural connection. The two-car Cougar team under Moore’s leadership came within two points of winning the manufacturer’s championship. Unfortunately, the Mercury program lasted only one year, as Ford realized that its two teams (Mustang and Mercury) were equally competitive and running both was not cost effective. This success, however, led to the Ford Motor Company’s support, with Kar Kraft supplying Mustang Boss 302s for the 1969–1971 seasons.

With the intention of supporting a winning effort for 1969, Bud Moore was brought back to form a team that was based on the Boss 302, and he pulled out all stops by hiring Parnelli Jones and George Follmer as drivers. The 1969 season would become the hardest fought in the series’ first four years. The Bud Moore Mustangs, driven by Jones and Follmer, and the Penske Sunoco Camaros, driven by Mark Donohue, Ronnie Bucknum, and Ed Leslie, brought out record crowds, causing the series to be vaulted to instant stardom and resulting in some of the most anticipated races on the North American calendar. But alas, by the end of the season, Chevrolet won its second manufacturer’s championship in a row.

However, things changed in 1970. Penske (and his drivers) switched to AMC Javelins, and the remaining factory-supported Chevrolet teams were managed by Jim Hall. Fords, which were arguably the fastest cars in Trans Am, were further dialed in for 1970, with further development being made to the initial Boss 302 Mustang configuration. Bud Moore’s Ford Mustang team fought hard and emerged as the victors of the Trans Am Manufacturer’s Championship in 1970.
Bud Moore Engineering had been first provided with four serialized Mustangs by Kar Kraft in 1969, along with three more for 1970. At the end of 1970, in preparation for 1971 competition, Kar Kraft provided four additional “bodies in white,” identified as chassis numbers 11971–41971. As the 1971 season approached, the Ford Motor Company discontinued support for the Trans Am program. Bud Moore Engineering ran a shortened schedule, using two of the four “bodies in white” that were previously provided.

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Friday, October 31, 2014

The new AMG 4.0-litre V8 biturbo engine

Powerful, innovative and efficient.
Fuel consumption combined: 9.6-9.3 l/100 km;
combined CO₂ emissions: 224-216 g/km

Biturbocharging with “hot inside V“
The powerful V8 engines have long been a core competence at AMG, the performance brand of Mercedes-Benz. Christian Enderle, Head of Engine and Powertrain Development at Mercedes-AMG: “With the new AMG 4.0-litre V8 biturbo engine, we present a fascinating and powerful sports car engine, which also achieves the next step in efficiency due to numerous measures“.
The new AMG V8 engine has two turbochargers which are not mounted on the outside of the cylinder banks but rather inside the V configuration – experts call it a “hot inside V“.

The advantages of this layout: the eight-cylinder engine has more compact dimensions, which allow the low installation position as well as optimum weight distribution between the front and rear axles. The “hot inside V“ also optimises the supply of fresh air to both exhaust gas turbochargers. Electronically-regulated blow-off valves guarantee a very immediate and direct response. The maximum charge pressure is 1.2 bar and the turbochargers can reach a maximum speed of 186,000 rpm. For combustion 2.3 times as many oxygen atoms are pressed into the turbo engine than a naturally aspirated engine.

Dry sump lubrication for high lateral acceleration
The dry sump lubrication allows the engine to be installed in a low position with a lower centre of gravity – ideal for a sports car with extremely high lateral dynamics. As well as the enhanced agility, dry sump lubrication ensures optimum lubrication of the engine through direct oil extraction from the crankcases, even at high cornering speeds.
As a result the M178 (the internal AMG designation) is the world's first sports car engine with hot inner V and dry sump lubrication. The new AMG V8 with a dry weight of 209 kilogram is the lightest engine in its competitive segment.

Performance figures on a par with motor racing
As the newest member of the BlueDIRECT engine family, the AMG M178 boasts a confident power delivery and performance figures on a par with motor racing. It boasts an emotive and unmistakable AMG V8 engine sound, along with an immediate response and high pulling power.
The torque curve is synonymous with good drivability: the maximum value of 650 nanometer is on hand in a wide range from 1,750 to 4,750 révolutions

“One man, one engine“
The AMG 4.0-litre V8 biturbo engine is made in Affalterbach in accordance with the principle of “one man, one engine“. In the AMG engine workshop, highly qualified technicians manufacture the high-performance engines by hand to the strictest quality standards.
The signature of the respective technician on the AMG engine plate attests to this exclusive type of engine production. It guarantees quality and the transfer of technology from the racing series - from Formula 1 and the DTM to the customer sport activities with the SLS AMG GT3

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Saturday, October 04, 2014

All-new Honda Civic Type R

  • Unmatched performance compared to all previous Type R cars, including Civic, Integra, Accord and NSX
  • Thrilling turbocharged 2.0 liter i-VTEC engine producing more than 280 PS, sets new standards on power, torque and engine response
  • All-new ‘+R’ mode for enhanced on-track driving thrills
  • High-revving performance red-lining at 7,000 rpm, mated to slick-shifting six-speed manual transmission
  • Innovative new four-point adaptive damper system delivers ultimate handling for enthusiastic driving
  • Additional ‘steer axis’ system minimises torque steer for exceptional traction
Power will come from a 2.0-liter i-VTEC engine from Honda’s Earth Dreams Technology series. Developing over 280 PS, it will deliver unmatched performance compared to any previous Type R car. That includes all generations of the Civic, plus the iconic performance-oriented versions of the Integra, Accord and even the NSX.
Suehiro Hasshi, Large Project Leader for the Civic Type R at Honda R&D, commented: “Honda has had four Type R model derivatives – the Civic, Integra, Accord and NSX. The engine in this new Honda Civic Type R is unrivalled against all of them in terms of raw power, torque and engine response.”
For example, the Civic Type R will mark the debut of Honda’s new ‘+R’ button. Located to the side of the steering wheel, once pressed it activates ‘+R‘ mode for the most exhilarating driving experience. The engine response is heightened, with torque-mapping changed to a more aggressive and performance-focused setting. Steering becomes more responsive and, together with the new four-point Adaptive Damper System, delivers the ultimate handling experience. Hasshi explained: “In default standard mode, the Civic Type R is exceptionally agile, an everyday sports car with an enjoyable and fluid acceleration. The ‘+R’ button brings out a more dynamic and athletic car for the driver, to set pulses racing. The difference in character is immense. The ‘+R’ mode is extreme; the car is ideal for track use and will be appreciated by the genuine sports-driving enthusiast.”

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Monday, August 18, 2014

McLaren P1 GTR

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Saturday, August 02, 2014

1973 Alfa Romeo Giulia Super

In 1972 a rationalisation of the Giulia range saw the Super 1300 (Tipo 115.09) and the Super (Tipo 105.26) re-released as the Super 1.3 and Super 1.6. The two models featured the same equipment, interior and exterior trim, differing only in engine size (1,290 cc and 1,570 cc) and final drive ratio. The 1300 Ti was dropped. A small Alfa Romeo badge on the C-pillar is a distinguishing feature, as are hubcaps with exposed wheel nuts.
Here is a 1974 original Giulia Nuova Super :
Here is a video of a Giulia Nuova Super :

Here is a highly prepared race car :

Year of manufacture : 1973
Car type : Saloon
Competition car : Yes
Drive : LHD
Interior colour : Black
Number of doors : 4
Number of seats : 5
Exterior colour : Blue
Gearbox : Manual
Performance : 160 PS / 118 kW / 158 BHP
Drivetrain : 2wd
Fuel type : Petrol

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Wednesday, July 16, 2014

Team Peugeot-Total 2008 DKR

Après avoir frappé les esprits avec la ligne stupéfiante de la 2008 DKR, le Team Peugeot-Total lève enfin le voile sur les entrailles de cette bête de course.

C’est bien sur deux roues motrices que ce félin musclé défiera les 4x4 sur le prochain Dakar.

Dunes, montagnes, rios, canyons, fournaises, désert de sel, terrains cassants, fesh-fesh…Voilà quelques-unes des réjouissances qui attendent la 2008 DKR lors du prochain Dakar. Pour relever ce terrible défi, le team Peugeot-Total a misé sur un choix technique très osé : « à l’instar de ce que nous avions fait aux 24 Heures du Mans en choisissant une voiture fermée, nous avons décidé de partir sur un concept novateur, résume Bruno Famin, le directeur de Peugeot Sport. Dans le cas des rallyes raids, la grande question est de savoir s’il faut recourir à quatre roues motrices ou seulement deux. Après analyse, nous avons choisi d’optimiser le concept des deux roues motrices qui présente des avantages très intéressants ». Une démarche audacieuse et spectaculaire pour tenter de devenir la première deux roues motrices à motorisation diesel à gagner le Dakar.

Afin d’équilibrer les chances de chacun, le règlement compense en effet les prédispositions naturelles des 4x4 en octroyant quelques précieux avantages aux deux roues motrices. Jean-Christophe Pallier, responsable technique du projet Dakar, résume ces atouts : « en sport automobile, le poids est l’ennemi de la performance. Or, en rallye-raid, une voiture à deux roues motrices est autorisée à embarquer un poids nettement inférieur à un 4x4. Elle a aussi droit à des roues plus grandes, ce qui lui offre un avantage certain pour se jouer des nombreuses embûches du terrain. Cette caractéristique permet en prime de limiter le porte à faux avant. La 2008 KR peut ainsi presque monter des murs verticaux ! Et ce n’est pas tout : en adoptant des débattements de suspensions plus généreux - 460 mm au lieu de 250 mm - elle dispose d’une bien meilleure capacité de franchissement et d’absorption des obstacles. C’est un atout crucial sur un Dakar ! ». Autre avantage de taille : le télé-gonflage qui permet de modifier la pression des pneus depuis l’habitacle au moment d’aborder une dune… De quoi gagner de précieuses minutes par rapport aux équipages de 4x4 !

Pour profiter pleinement de ces avantages, les ingénieurs de Peugeot Sport ont rivalisé de créativité pour concocter une voiture d’une compacité extrême. Avec son V6 Diesel bi-turbo en position centrale-arrière, la 2008 DKR apparait comme une bête tout en muscles, prête à bondir et à dévorer les obstacles. « Loger tous les organes indispensables dans un si petit espace a été un vrai casse-tête !, concède Jean-Christophe Pallier. Une petite voiture ayant tendance à être plus à l’aise dans les spéciales sinueuses typées WRC, ce format permet de redonner du potentiel à une « deux roues motrices » là où les 4x4 ont habituellement l’avantage ».

Au-delà de la conviction déjà affichée par Red Bull depuis deux ans qu’une « deux roues motrices » est plus impressionnante et a de beaux atouts à faire valoir, même sur des terrains aussi inhospitaliers, cette option technique fait sens pour le constructeur français, comme le souligne Bruno Famin : « Etant donné que la 2008 de série est un crossover deux roues motrices équipé de la technologie Grip Control, qui lui permet de passer un peu partout, il est pertinent de voir la 2008 DKR s’attaquer aux difficultés du Dakar avec seulement deux roues motrices ». Il ne reste plus qu’à lâcher le fauve !

Source Peugeot

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