Lancia Delta  Integrale Group A Rallly Car

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Allard J2X-C

Most motorsport enthusiasts will agree that Group C era of the 1980s and early 1990s was one of the most exciting of the recent decades. Almost all major manufacturers had a go at Group C at one point or another and the cars they built were nothing short of spectacular. Towards the end of the '80s, sports car  racing was attracting so much attention that Formula 1 , the 'pinnacle' of motorsport, started to suffer. To interest more manufacturers to jump from sports cars to Formula 1, the FIA changed the Group C regulations dramatically. The engines were to be limited to a displacement of 3.5 litres, on par with the contemporary F1 engines. Although it helped to attract some manufacturers to enter F1, it had a devastating effect on sports car racing  and most of its competitors retired from racing altogether.

It was in this difficult climate that an ambitious Chris Humberstone decided to embark into sports car racing as an independent manufacturer. He had previously worked for a long line of racing teams and manufacturers. Instead of naming the newly founded company (after) himself, he revived a long dormant name; Allard. Humberstone had already contacted the son of company founder Sydney Allard a few years earlier, but it would take until the early 1990s before he could found Allard Holdings. Apart from the racing program, he also planned a line of Lexus-based limited production road cars. After securing financial backing from several parties, Humberstone assembled a crew of highly talented engineers and designers and development of the racing car commenced.

In their quest to achieve as much downforce as and as little frontal area possible, the designers came up with a highly unconventional shape. At the time most Group C cars had very smooth all-enveloping designs, which could not be said of the new Allard J2X-C. In fact the basic shape was closer to that of a single seater racer with separate front fenders, harking back at its namesake; the great cycle fendered Allard J2X of the 1950s. The areas between the nose of the car and the separate fenders were filled with large wing-shaped sections that generated a massive amount of downforce and also hid the suspension parts from plain view as per the Group C regulations. The separate fenders were still easily distinguishable from the side, further accentuated by the fully exposed floor next to the bubble-top cockpit.

Under the advanced carbon fibre body, an equally advanced carbon fibre monocoque was found. It was unusual in that it stretched all the way to the rear suspension, instead of using the engine as a fully stressed element. Hoping to eventually convince a manufacturer, possibly Lexus/Toyota, to build a bespoke engine, the team made do in the mean time with a Nicholson McLaren modified Cosworth DFR V8. It was mated to a March six-speed gearbox, which was also came straight from Formula 1. Suspension by double wishbones, all-round with coil springs over dampers actuated by push-rods. Stopping power was provided by carbon ceramic discs.

Little over two years after the project commenced, the first Allard J2X-C was completed. It was shaken down in Wales during July of 1992 and further tested across the pond in the following months. It was obvious that the quest for downforce had been successful, but the car produced more drag than the under-powered Cosworth engine could overcome. Another problem was the full length monocoque, which made maintenance to the engine and gearbox difficult. At the time Allard had taken a controlling stake in Spice and one of the company's backers, Costas Los, raced a Honda engined Spice in the American GTP championship. Honda showed interest in the Allard J2X-C program and Humberstone hoped he could convince them in supplying their V10 Formula 1 engine. Unfortunately the Japanese manufacturer opted to branch out into Indy racing.

Early in 1993, it quickly became apparent that the project had been too ambitious for Humberstone's small team and before the J2X-C was ever raced, Allard went into receivership. For an absolute bargain of £76,000 all assets were bought by (historic) racer Robs Lamplough. He had former Allard employee Gordon Friend prepare the car in time for the official test at Le Mans. He was faced with a few problems. Some were small and others, for example the tub having never been crash tested, were pretty major. A detailed explanation to the FIA as to how the car was built fortunately proved to be sufficient to get a certificate. The final hurdle was the lack of any lights, which Friend solved by fitting four BMW headlights under a Perspex cover in the front fender.

Still in bare carbon fibre, the J2X-C made its official debut at the Le Mans test. Considering the car's high downforce and drag body, it was no surprise that the Allard was off the pace considerably. Compared to the Peugeot 905, which was built to the same specifications, the J2X-C was 50 mph too slow down the Mulsanne straight. Instead of entering the race, Lamplough decided to take the car to the United States. The twistier tracks would suit the car much better. It was entered in a race only once; the GTP round at Laguna Seca. Lamplough qualified the car in twelfth position and finished the race in ninth. After the race, the Allard was shipped back to England and retired from racing. It was also the last season for Group C; sports car racing would never be the same.

The Allard J2X-C remains as one of the very last Group C racing cars built and one of the very few raced without the support of a major manufacturer. More importantly, it inspired designers in the years to come and its influence can in particular be seen in the most recent generation of sports racing cars. In the last few years, the car saved from oblivion by its current owner, who brought it back to full running order and also by Mike Fuller, who published a detailed account of the Allard's design and history in Race Car Engineering magazine and on his fabulous Mulsanne's Corner website. Fully restored to the red livery, Allard had originally intended to run the car in, the sole J2X-C is shown above during the 2007 Goodwood Festival of Speed where Group C's 25th anniversary was celebrated

General specifications
Country of origin         Great Britain
Chassis number        001
Numbers built         one-off
Produced from         1992 - 1993
Body design         　　　　　John Iley

Engine
Configuration         Cosworth / Nicholson McLaren DFR 90º V 8
Location         Mid, longitudinally mounted
Weight         145 kilo / 319.7 lbs
Construction         aluminum block and head
Displacement         3.493 liter / 213.2 cu in
Bore / Stroke         90.0 mm (3.5 in) / 68.6 mm (2.7 in)
Compression         12.0:1
Valvetrain         4 valves / cylinder, DOHC
Fuel feed         Lucas Fuel Injection
Aspiration         Naturally Aspirated

Drivetrain
Chassis/body         carbon fibre monocoque
Suspension (fr/r)        double wishbones, push-rod actuated coil springs over dampers
Steering         rack-and-pinion
Brakes         carbon ceramic discs, all-round
Gearbox         March 6 speed Manual
Drive         Rear wheel drive

Dimensions
Weight         860 kilo / 1896 lbs
Length / Width / Height         4799 mm (188.9 in) / 2000 mm (78.7 in) / 920 mm (36.2 in)
Wheelbase / Track (fr/r)         2850 mm (112.2 in) / 1620 mm (63.8 in) / 1582 mm (62.3 in)

Performance figures
Power         580 bhp / 433 KW @ 11000 rpm
BHP/Liter        166 bhp / liter
Power to weight        0.67 bhp / kg


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Allard J2X-C

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Allard J2X-C

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Allard J2X-C

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Aston Martin Daytona Prototype MKXI

Vehicle Description
This is the worlds only Aston Martin powered Daytona Prototype! The same version of this car won overall at the 24 Hours of Daytona this year. It has just had a complete rebuild done by Rocketsports. They have also built 2 spectacular Aston Martin engines that come with the package, as well as five sets of Fiske wheels. They have done all the engineering work to mate the new power plant to the chassis. This is as perfect and as new as a race car gets. We have prepared this car to be ready for immediate entry into the Grand-AM Daytona Prototype series. It can also run as is, in SVRA, NASA, and SCCA. There are many places to go with car. Full MOTEC system, FAST helmet and cool suit. It is in perfect condition. Much, much more detail in a full report on rebuild available to serious parties. Spare's package and engine also available.

Performance Data
·        Class: Daytona Prototype
Engine
·        Engine Builder: Rocketsports
·        Manufacturer: Aston Martin
·        Type: V8
·        Displacement: 4.7
·        Exhaust: New Rocketsports
·        Total Time: New
·        Races: New
·        Full new gold shielding in engine bay
Fuel System
·        Fuel Cell
Electrical System
·        Data Logger: MOTEC
·        Computer: Bosch 4.3 Update
Transmission
·        Manfacturer: Emco GA46 Transaxle
·        Type: Sequential
·        Shifter: Solid State
Body
·        Construction: Carbon
·        Color: Aston Martin Racing Green
·        Condition: Concours
·        New Paint
Chassis
·        Type: Tube Frame
·        Builder: Riley&Scott
·        Finish: New, High Wear Resistance Paint
·        Condition: Concours
·        Front Suspension: V2
·        Rear Suspension: V2
·        Shocks: Penske 8760 3-way
·        Brakes: Performance Friction
·        Steering: Power, Cockpit Adjustable
·        Wheels: Fiske
Interior
·        Restraints: New Safe Craft
·        Guages: MOTEC
·        Condition: As New
Spares available for purchase
·        Rocketsports Aston Martin Engine
·        Fives Sets of Fiske Wheels
·        Misc. Body Work and Components

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Aston Martin Daytona Prototype MKXI

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Aston Martin Daytona Prototype MKXI

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Aston Martin Daytona Prototype MKXI

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Ferrari 512 M (#1034)

In Detail
submitted by        Richard Owen
type        Racing Car
production years        1970 - 1971
production        15
engine        Type 261C 60º V 12
position        Mid Longitudinal
block material        Aluminum Alloy
valvetrain        DOHC, 4 Valves per CYl
fuel feed        Lucas Mechanical Injection
displacement        4993 cc / 304.69 in³
bore        87 mm / 3.4 in
stroke        70 mm / 2.8 in
power        454.9 kw / 610 bhp @ 9000 rpm
specific output        122.17 bhp per litre
bhp/weight        748.47 bhp per tonne
torque        544 nm / 401.2 ft lbs @ 5500 rpm
body / frame        Aluminum Semi-Monocoque
driven wheels        RWD
f suspension        Double Wishbones w/Coil Springs
r suspension        Double Wishbones w/Coil Springs
weight        815 kg / 1797 lbs
wheelbase        2400 mm / 94.5 in
front track        1518 mm / 59.8 in
rear track        1511 mm / 59.5 in
transmission        5-Speed Manual

Detailed history on this car

Specifications
Make          Ferrari       
Model          512 M
Year          1970       
Serial #          1034
Engine #          1034       
VIN          
Engine Type          261 C       
Chassis Type 　Tube
Build Sequence # 17       
Number Built          25
Body Type          Berlinetta       
Body Builder          Ferrari
First Owner          SEFAC       
Current Owner 　　Current Owner
Build Sheet          No       
Current Location          Florida

Features
S/N 1034. #17 of 25 built. Chassis # 1034** Originally a factory entry 512 S Berlinetta and raced as a “factory car”. Now fitted with a new frame and bodied by Bob Hougton as a 512M Berlinetta. Fitted with the original engine, gearbox and chassis plate from 512 M s/n 1034.

History
S/n 1034** Originally a 512 S Berlinetta and raced as a “factory car”. Now bodied as a 512 M.
1970, Le Mans 24 Hrs. Race #8. Merzario/Reggazzoni. Big accident. Destroyed.
1990, brand new car built in 1990 by Bob Houghton Ltd. in England based on engine #1034, the gearbox and the chassis plate from 1034.
Chassis number plate was owned by Peter Heuberger from Switzerland who had the new car built by Bob Houghton Ltd. In England.
1990, sold to Henrich Wiesendanger of Saint Gallen, Switzerland.
1996, early, sold thru Roland Hachler to Fandel.
1996, August, driven by Jack Ickx at Nürburgring during the Modena Motorsport meeting.
1997, August, at Nürburgring with Jacky Ickx, Show–Time.
1998, 01–02 July, at the Modena Motorsport F–1 Festival, Nürburgring, with Jacky Ickx.
1998, 15 Aug.–26 Sept., listed for sale in FML by ProTrade GmbH, Hamburg, Germany. www.protrademotors.com, 49 40 6684 252, fax 49 40 6684 257. Original engine, gearbox, driveline elements, steering rack and suspension components. In perfect race ready condition.
1999, 08–11 Apr., Techno Classica, Essen — displayed by ProTrade.
1999, 18–20 July, Goodwood Festival of Speed, Modena Motorsport. Driven by Jacky Ickx.
1999, 01–02 July, Modena Motorsport F–1 Festival, Nürburgring, red/red cloth. #8 Modena Motorsport, Germany. Driven by Uwe Meissner and Jacky Ickx.
2000, 23–25 June, Goodwood Festival of Speed, Goodwood, GB Nr. 133 with Uwe Meissner.
2001, 01–02 Aug., at the Modena Motorsport Festival, Nürburgring, with Jacky Ickx.
2002, 05–07 July, displayed at the Powerboat Grand Prix, Travemünde, Germany.
2002, 10–11 July, at the Modena Motorsport Festival, Spa–Francorchamps (Belgium), Jacky Ickx.
2003, 20 July, at Modena Motorsport Festival, Nürburgring, Germany. Red/red cloth. #8 Modena Motorsport, Germany. Driven by Jacky Ickx.
2003, 03 Nov., sold by Michael Sheehan, www.Ferraris–online.com to Bill Cotter, Seattle, WA..
2004, 05–06 June, entered and raced in the Wine Country Classic, Sonoma, CA, driven by Bill Cotter.
2004, 02–04 July, entered and raced in the Pacific Northwest Historics, Seattle WA, driven by Bill Cotter.
2004, 13–15 Aug., entered and raced in the Monterey Historic races, Monterey, CA, driven by Bill Cotter.
2004, 18 Aug., at the FCA Track Day at Laguna Seca. Race #8.
2005, 08–10 July, at Le Sommett Des Legendes St. Jovite, Quebec, Canada, driven by Bill Cotter.
2005, 14–17 July, at the Brian Redman International Challenge, Road America, Elkhart Lake, WI, driven by Bill Cotter.
2006, May, sold to new owner but not raced.
2007, November, on consignment with Michael Sheehan’s Ferraris-online

[ 本帖最後由 Raybirg NSX 於 2009-7-28 08:30 PM 編輯 ]

Ferrari 512 M (#1034)

[ 本帖最後由 Raybirg NSX 於 2009-7-28 08:33 PM 編輯 ]

Ferrari 512 M (#1034)

[ 本帖最後由 Raybirg NSX 於 2009-7-28 08:34 PM 編輯 ]

Ferrari 512 M (#1034)

[ 本帖最後由 Raybirg NSX 於 2009-7-28 08:36 PM 編輯 ]

嘩嘩...哩架正

Ferrari 512 M (#1034)

[ 本帖最後由 Raybirg NSX 於 2009-7-28 08:38 PM 編輯 ]

Ferrari 512 M (#1034)

[ 本帖最後由 Raybirg NSX 於 2009-7-28 08:39 PM 編輯 ]

網上面仲搵到架藍色咖．．．．

1999 Mercedes-Benz CLR

Specifications

• Layout:        Mid-engine, rear-wheel drive
  
• Monocoque:        Carbon fiber and aluminum honeycomb monocoque with integrated carbon fiber roll-over cage
  
• Engine:        5721 cc V8 (GT 108 C), mid-engine, load-bearing, air intake through air scoop on the roof, two air restrictors, water cooler lateral to the engine, cooled air intake lateral to the windscreen and air ducting through ducts fitted in the doors, dry sump lubrication system, electronically controlled ignition and injection system (Bosch Motronic).
  
  
• Gearbox:        X-Trac, unsynchronised, straight toothed six-speed gearbox with magnesium casing, sequential manual gearshift
  
• Steering:        Rack-and-pinion power steering, steering wheel with airbag
  
• Suspension:        F: Double wishbones with push rod activation of the spring and shock absorber suspension units, attached directly to monocoque with pick-ups.  R: Double wishbones with push rod activation of the spring and shock absorber suspension units, attached directly to gearbox casing with pick-ups.
  
• Brakes:        Dual circuit brake system with tandem master brake cylinder, six-piston aluminum fixed calipers, internally ventilated brake discs and carbon brake linings.
  
• Wheels:        18" diameter undivided magnesium wheels
  
• Tires:        Bridgestone Potenza; maximum permissible tire width: 14"; maximum permissible tire diameter: 28"
  
• Length:        4893 mm
  
• Width:        1999 mm
  
• Height:        1012 mm
  
• Wheelbase:        2670 mm
  
• Front Overhang:        1090 mm
  
• Rear Overhang:        1140 mm
  
• Weight:        921 kgs (1999 Le Mans average)
  
• Tank capacity:        90 liters
  

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[ 本帖最後由 Raybirg NSX 於 2009-8-14 02:47 AM 編輯 ]

1999 Mercedes-Benz CLR

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[ 本帖最後由 Raybirg NSX 於 2009-8-14 02:51 AM 編輯 ]