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Ok then - we have 5 cars tied for 15th place, as you quick thinking mathematicians out there will have probably worked out already - so here they are:
Ford GT40
Henry Ford II had wanted a Ford at Le Mans since the early 1960s. Initially, Ford attempted to buy Ferrari, but after negotiations broke down in 1963 over ownership and control of the racing program, Ford decided to produce its own car instead. To this end, Ford established a small subsidiary, Ford Advanced Vehicles in Slough, England and began negotiation with Lotus, Lola, and Cooper. Cooper had no experience in GT or prototype and its performances in Formula One were declining. The Lotus Europa was the design put forth by Lotus (who would go on to win the Indianapolis 500 with the 4.2 L Fairline engine behind a Lotus 38 monocoque, the first mid-engined car to ever win at the Indy 500). The Lola proposal was chosen by American race veterans Carroll Smith and Carroll Shelby, who preferred Eric Broadley's design for their intended V8 drivetrain.
Thus, Ford began working closely with Lola. The resulting car was named the GT40 after the Grand Tourisme category it was intended to compete in (in fact the car was never homologated in GT) and its overall height of 40 inches (1.02 m, measured at the windscreen) as required by the rules. Large-capacity Ford V8 engines (4.7 L and 7 L) were used, compared with the Ferrari V12 which had 3.0 L or 4.0 L.
The original GT40 first raced in May 1964 at the N?rburgring 1000 km race and later at the 24 Hours of Le Mans, and was not very successful with all three cars retiring. The experience gained then and in 1965 allowed the Mk II to dominate the race in 1966 with a 1-2-3 finish. The Mk IV, a newer design with a Mk II engine but a different chassis and a different body, won the following year (when four Mark IVs, three Mark IIs and three Mark Is raced).
After a rules change for 1968 which limited the capacity of prototypes to 3.0 L (same as in Formula One), but allowed a maximum of 5.0 L capacity for the Sports (where at least 50 had been built), a revised 4.7 L Mk I won the 24 hours of Le Mans race in 1968 against the fragile smaller prototypes. In 1969, facing more experienced prototypes and the new yet still unreliable 4.5 L flat-12 powered Porsche 917s, the winners Ickx/Oliver managed to beat the remaining 3.0 L Porsche 908 by just a few seconds with the already outdated GT40. Apart from brake wear in the Porsche and the decision not to change pads so close to the race end, the winning combination was relaxed driving by both GT40 drivers and heroic efforts at the right time by (at that time Le Mans' rookie) Jacky Ickx, who would win Le Mans 5 times more in later years. In 1970, the revised Porsche 917 dominated and the GT40 became obsolete.
The Mk I is the original Ford GT40. Early prototypes were by powered by 4.2 L (255 in?) engines; production models were powered by 4.7 L (289 in?) engines, also used in the Ford Mustang.
The Mk II used the 7.0 L (427 in?) engine from the Shelby Cobra.
The Mk III was a road-car only, of which 7 were built. The car had four headlights, the rear part of the body was expanded to make room for luggage, the 4.7 L engine was detuned to 335 bhp, the shocks were softened, the shift lever was moved to the center and the car was available with the steering wheel on the left side of the car. The most famous Mk III is GT40 M3 1105, a blue left hand drive model delivered in 1968 in Austria to Herbert von Karajan. As the Mk III wasn't very appealing aesthetically (it looked significantly different to the racing models), many customers interested in buying a GT40 for road use chose to buy a Mk I that was available in a street version.
The Mk IV was powered by the same 7.0 L engine as the Mk II. Excluding the engine, the Mk IV was totally different from other GT40s, using a specific chassis including honeycomb aluminium panels (the J chassis) and specific bodywork.
For Daytona 1967, two Mk II models were branded Mercury 7.0 L. Mercury is a Ford Motor Company division, and this was only a cosmetic change. It made no difference anyway as Ferrari won 1-2-3.
Aston Martin DB9
The Aston Martin DB9, is a Grand tourer launched by Aston Martin in 2004 and is the first new car to be built at Aston's Gaydon facility. The name "DB" stems from David Brown, the owner of Aston Martin for a sizeable part of its history. This model, which was designed by Ian Callum and finished by his successor, Henrik Fisker, superseded the now-discontinued Aston Martin DB7 (also by Callum) which started production in 1994.
The DB9 comes in two variants; coup? and "Volante" convertible, each with a 6.0 L 450 bhp (340 kW) V12 engine taken from its sister car the V12 Vanquish. The Vanquish engine has 10 bhp (7 kW) more. In fact, this V12 engine is why Aston Martin did not call the car the DB8, which could suggest that it has only eight cylinders. As of 2004 production is expected be up to five thousand units a year which is roughly the same as its rivals, in particular the Ferrari 360 Modena and Porsche 911 Turbo. This should ensure that Aston Martin will continue into the 21st century. Traditionally being a maker of more exclusive automobiles, CEO, Dr. Ulrich Bez assures Aston loyalists' that production of the new and smaller V8 Vantage will be larger than previous model build outs, but nonetheless, Aston will still retain a small statistical amount of the high end sport's car market.
Subaru Impreza WRX STi
Subaru Impreza WRX STi (often referred by auto-enthusiasts as simply STi; in 2006, the acronym had the 'I' capitalized; hence it is currently STI) is the highest trim in the Subaru Impreza line (excluding the limited edition special cars). Subaru uses the WRX as the basis for it World Rally car in the FIA World Rally Championship. Subaru created Subaru Tecnica International to handle its motorsports activities. After the company had grown, it was used to make highly-tuned high-performance versions of the Subaru Impreza WRX, a 4WD sportscar with a turbocharged flat-4 engine.
There were 6 noted versions of the STi. The different versions were marketed with consecutive numbers. Another way to tell the verison of a WRX STi was to look at the chassis code. All WRX STis have the beginning chassis code of GC8 then followed by a letter from A to F.
Version I (1994) - GC8A: The first STi had 250 PS (184 kW) @6500 rpm and 31.5 kgf?m (309 N?m) @3500 rpm and weighed 1230 kg (2,710 lb). This version was the only version where the standard cars were taken at the end of the assembly line and replaced by STi parts. After this version, the standard STi was built alongside the WRX on the production lines.
The WRX Type RA (Rally Applicant) STi produced 275 PS (202 kW) and 32.5 kgf?m (319 N?m) of torque. This version of the WRX STi was a stripped out car that had no sound-deadening, radio or air-conditioning. It came sparsely equipped as it was to be sold to racing teams that would throw out the cheap parts for racing parts. This version of the WRX came with a Driver Controlled Center Differential (DCCD). This device was an electromechanical differential that could lock the differential. This allows the amount of torque sent to the front and rear wheels vary from a split of 35/65 to 50/50. The DCCD would be beneficial to people who used it in various rally conditions.
Version II (1995) - GC8B: The regular STi's engine output stood at 275 PS (202 kW) and 32.5 kgf?m (319 N?m) of torque. This was the year that STi started painting the exhaust manifolds red. The car weighed 1240 kg and had gold wheels like the one on the World Rally Championship Impreza.
The V-limited STi edition was produced. It was a limited edition was often used to celebrate a Manufacturer or Driver title award to Subaru's World Rally Team. The interior is colored blue on the seat inserts and carpeting. The WRX Type RA STi received a radio and air-conditioning in the V-limited form. 1000 WRX STi Version 2 V-limited were produced. 555 (the cigarette brand that was the primier sponsor of the Subaru World Rally Team) WRX Type RA STi Version 2 V-limited were produced.
Version III (1996) - GC8C: The engine was vastly updated and was given the name Boxer Master 4. It developed the then-established gentlemen's agreement power limit of 280 PS (206 kW). Torque peaked at 4000 rpm with a value of 35.0 kgf?m (343 N?m). The car gained 10 more kilograms and weighed at 1250 kg. The STi shared the same face lift that the rest of the Impreza line received.
With Version III came the start of the coupe version of the WRX STi. This car was to be the new basis for rally races. It is called the WRX Type R STi. The coupe was chosen by Prodrive because it was smaller, lighter and stiffer than the 4 door version. It was essentially a 2 door version of the WRX Type RA STi meaning it had DCCD, little sound-insulating material, close-gear ratios and the gearbox was hardened. This car also had an intercooler spray to cooler the intake charge for the turbocharger. This car was produced on an order-only basis.
The WRX Type RA was not produced and there were only 500 of the WRX STi Version 3 V-limited produced.
Version IV (1997) - GC8D: The power was again increased. This time 280 PS (206 kW) was produced, but the torque was increased to 36.0 kgf?m (353 N?m).
Again, like the Version II, there were 555 WRX Type RA STi Version 4 V-limited cars produced. The WRX Type R STi Version 4 V-limited was produced on an orders-only basis with a 3 month waiting period.
Version V (1998) - GC8E: The power stayed the same as the previous version. The engine layout and design was made cleaner. This engine was dubbed as the Boxer Phase2 engine. The facelift the rest of the Impreza line also applied to here. The WRX STi weighed 1270 kg.
There V in "V-Limited" was dropped. There were 1000 WRX Type RA STi Version 5 Limited cars and the WRX Type R STi Version 5 Limited cars had a 4 month waiting period for each order.
Version VI (1999) - GC8F: Again the power stayed the same. Most the changes were cosmetic. The wing was sculpted to be more aggressive.
There were 2000 WRX STi Version 6 Limited and 1000 WRX Type R Version 6 Limited cars produced.
In 2001, the Impreza line received a complete update. The chassis was stiffened so that it had 120% torsional stiffness increase. The WRX STi gained 17 inch alloy wheels over the previous 16 inch wheels. The 5 speed transmission (reputed to be one of the car's weakpoints) was changed to a STi engineered 6 speed manual transmission. The engine was retained from the Version 6 STi and still retains the semi-closed deck block and is still labeled as the EJ207. The interior was updated with a STi logo on the gauge. The STi's gauge also has a red shift light. The STi's have received Brembo 4 pot front and 2 pot rear brakes. Externally, the STis had larger hoodscoops and had foglight covers with STi embossed on them. The DCCD was updated so it can work with anti-lock brakes.
The version nomenclature was dropped from the name. To distinguish between the years, Japanese and other auto-enthusiasts often refer to the chassis as GDB (the STi had a 'B' where as the regular WRX had an 'A') revision A to F where F is the current (2006) version.
Rev. A (2001): In 2001, the WRX STi received the aforementioned updates. The WRX Type RA STi was produced. The STi wagon was still produced but it's engine only produced 260 PS (191 kW). The STi foglight covers had white STi lettering on them.
The WRX Type RA STi was used for the Group N homologation.
Rev. B (2002): The grill of the WRX STi was minorly updated to give it a more angular look when seen from the side. The foglight covers had pink STi lettering. Not much else besides minor suspension improvements and a small increase in torque output was done.
The WRX Type RA STi was dropped for a new WRX STi Spec C. This model was much lighter than the WRX Type RA as it received lighter glass. The Spec C's handing was much improved due to the increase in caster. This was achieved not by changing the suspension mounting point, but by lenghtening the wheelbase (15 mm). This was done by having different control arms. This increased caster significantly helped the turn-in capabilities of the car. The Spec C also has a steering rack ratio of 13:1. The transmission is supplied its own oil cooler.
The WRX STi was used for Group N homologation.
Rev. C (2003): Not much was changed.
The WRX STi was used for Group N homologation.
Rev. D (2004): The WRX STi received the same Peter Stevens-designed facelift that rest of the Imprezas received. The WRX STi is now capable of being ordered with DCCD.
The WRX STi Spec C Type RA was released. It sported a carbon-fiber wing and a carbon fiber lip. It also had a new set of BBS wheels as well as a newly tuned engine.
The WRX STi V-limited was released. It sports 4-way dampers tuned by Subaru World Rally Team's Group N driver Toshi Arai.
The WRX STi was used for Group N homologation.
Rev. E (2005): The WRX STi receives the same increase in wheelbase as the Spec C.
The WRX STi Spec C received numerous updates. One of which is an increase in the strength of the wheel hubs. The P.C.D. was changed from 5 x 100 to 5 x 114.3.
The DCCD mechanism is improved with the addtion of a yaw rate sensor that helps the AWD's computer determine torque distribution to the wheels.
The WRX STi Spec C WR-limited was used for Group N homologation.
Rev. F (2006): The WRX STi continues on relatively the same. It receives the Zappatina-designed face lift.
The WRX STi Spec C's receives the Arai tuned dampers and a 21-mm swaybar. The rear suspension is changed from rubber pushings to pillowball bushings. The strut tower was further stiffened for improved handling and stability. The strut towers were reinforced for better handling and better ride characteristics. The mounts were changed from metal to liquid-filled plastic mounts.
The DCCD is updated with the use of a torque-sensing mechanism inside the DCCD. The torque split is changed to 41/59.
The WRX STi Spec C was used for Group N homologation.
Wow - that car has a long and tedious history
Mercedes-Benz 300SL
The Mercedes-Benz 300SL was available as a two-seat closed sports car with characteristic Gullwing door, and later as open roadster.
Built by Daimler-Benz AG and internally numbered W198, the road version of 1954 was based (somewhat loosely) on the company's highly successful competition-only sports car of 1952, the Mercedes-Benz 300 SL (W194) which actually had less power as it still had carburetors.
Introduced at the 1954 New York Auto Show - unlike previous models introduced at either the Frankfurt or Geneva shows - the 300SL was best known both for its distinctive gullwing or butterfly wing doors and for being the first-ever gasoline-powered car equipped with fuel injection directly into the combustion chamber. The gullwing version was available from March 1955 to 1957. In Mercedes-Benz fashion, the "300" referred to the engine's cylinder displacement; in this case, three liters. The "SL" as applied to a roadster stood for "Sport Leicht" or "Sport Light."
More widely produced (25,881 units) and starting a year later was the similar looking 190SL with a 110hp 4cyl engine, available only as roadster (or with an additional hardtop, as (Coupe Roadster). Production for both the 190SL and 300SL ended in 1963 when the 230 SL was introduced.
The gullwing doors, hinged at the roof and so named because the open doors resembled a bird's outstretched wings, were implemented as such to accommodate for the car's tubular chassis, designed by DBAG's chief developing engineer, Rudolf Uhlenhaut. Part of the chassis passed through what would be the lower half of a standard door. This tubular chassis was a necessity, as the original car was designed solely for racing and needed to be as light as possible while still providing a high level of strength. This required the driver and his/her passengers to do some gymnastics to get in or out of the car, usually by sitting on and sliding across the wide door sill. A steering wheel with a tilt-away column made the process considerably easier.
It was Max Hoffman, Daimler-Benz's official importer in the USA, that convinced DBAG management in Stuttgart that a street version of the 300SL would be a commercial success, especially in the US. Hoffman's prediction was correct since more than 80 % of the vehicle's total production of approximately 1400 units were sold in the US, making the Gullwing the first Mercedes-Benz which sold in bulk outside its home market. The 300SL is credited for changing the company's image in America from a manufacturer of solid but staid automobiles to that of a producer of sporty, even sexy cars.
Built completely with steel except for the aluminium bonnet (hood), doors and boot (trunk), the 300SL could have been ordered with an all-aluminium outer skin, saving 80 kg (176 lb) but at tremendous added cost.
The engine, canted at a fifty-degree angle to the left to allow for a lower hoodline, was the same 3.0 liter straight-6 as the regular four-door 300 but with a Bosch mechanical fuel injection system that more than doubled its power from 86 kW (115 hp) in its original carbureted trim to 180 kW (240 hp) at 6100 rpm. This new induction system, a first in any gasoline-powered car (apart from the rather small Gutbrodt where the Mercedes engineers had to work after the war), allowed a top speed of 260 km/h (161 mph) depending on gear ratio (several options), making the 300SL the fastest production car of its time. The maintenance requirements were high as, unlike the current electrically powered fuel injection systems, the mechanical fuel pump would continue to inject gasoline into the engine during the interval between shutting off the ignition and the engine's coming to a stop; this gasoline was of course not burned, and washed the oil from the cylinder walls and ended up diluting the engine's lubricating oil, particularly if the engine was not driven hard enough and long enough to reach a temperature high enough to evaporate it out of the oil.
Aerodynamics played an important role in the car's speed. Mercedes-Benz engineers even went so far as to place horizontal "eyebrows" over the wheel openings. Given the car's overall styling, it has been suggested that the eyebrows were added to make the car more appealing to American buyers rather than to serve any functional purpose since American cars of the period were rather flamboyant by comparison to the 300SL. Unlike many cars of the 1950s, the steering was rather precise and the four-wheel independent suspension allowed for a reasonably comfortable ride and markedly better overall handling. However, the rear swing axle, jointed only at the differential and not at the wheels themselves could be treacherous at high speeds or on imperfect roads due to extreme changes in camber.
Pagani Zonda
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The Pagani Zonda is a supercar made by Italian car maker Pagani. It debuted in 1999 and continues through the present, with production proceeding at roughly 25 cars per year. As of December, 2005, 60 Zondas had been built. It is a mid-engined 2-seat coupe and convertible. Construction is mainly of carbon fiber.
Some early Zonda engineering was done by Formula One champion, Juan Manuel Fangio. The car was originally to be named for him, the "Fangio F1", but the name was changed upon his death in 1995.
The C12 debuted at the 1999 Geneva Motor Show. It was powered by a 6.0 L (5987 cc) Mercedes-Benz AMG V12 engine and could reach speeds of 185 mph (297 km/h). The engine produces 408 PS (300 kW/402 hp) at 5200 rpm and 421 ft?lbf (571 N?m) at 3800 rpm.
Just five of the original 6.0 L Zonda were built, though it was still available in 2002 when the C12 S debuted. One was used for crash testing, while another was a demonstrator and show car. The rest were delivered to customers over the next three years, priced at US$320,000.
The C12 could accelerate to 60 mph (97 km/h) in 4.2 seconds and hit 100 mph (161 km/h) in 8.2 seconds. Acceleration through the quarter mile was 12.1 seconds at 124 mph (200 km/h). Lateral acceleration on the skidpad was .93g, and the car could brake from 60 mph (97 km/h) in 110 ft (34 m).
The C12-S used a 7.0 L (7010 cc) version of the engine producing 550 PS (404 kW/543 hp). It can accelerate to 60 mph (97 km/h) in 3.7 s, to 100 mph in 9.5 s and complete the quarter mile in 11.9 s. Lateral acceleration on the skidpad is 0.98 g (9.6 m/s2). The car is 10 kg (22 lb) lighter than the normal Zonda C12. Top speed is 220 mph (354 km/h) for the coupe and 215 mph (346 km/h) for the roadster. The car's price tag was US$350,000.
The C12 S features an elongated nose and flaps at the rear for improved aerodynamics. New light clusters and exhausts are also used. Fifteen 7.0 L C12 S cars were produced.
The 7.3 L (7291 cc) C12-S 7.3 of 2002 used one of the largest V12 engines ever made. The engine was designed and manufactued by Mercedes-Benz AMG. Traction control was added to handle the 555 PS (408 kW/547 hp) and 750 N?m (553 ft?lbf) that this engine produces. As of 2005, only five coupes out of an expected 100 have been produced.
A roadster version is also built, with production limited by the company to 40 examples. As of 2005, nine roadsters had been built. According to Road & Track magazine, three more C12-S 7.3 cars had been built as of June, 2005, but it is unclear whether they were roadsters or coupes. Motor Trend reported that 60 Zondas of all types had been built in their January 2006 issue.
debuted at the 2005 Geneva Motor Show. It is the most extensive reengineering of the Pagani car yet, though it shares much with its predecessors including the 7.3 L V12. Power is increased to 602 PS (443 kW/594 hp) with a special clubsport model producing 650 PS (478 kW/641 hp). The company promises a 3.5 second sprint to 60 mph (97 km/h, a top speed over 344 km/h (214 mph) and it will be the queen in braking from 300 km/h to 0 (186 mph to 0). The Zonda F clubsport has a power to weight ratio of 521 bhp/ton (384 W/kg) . Compare, for example, the Enzo Ferrari which has a power to weight ratio of 483 bhp/ton (356 W/kg) .
The Zonda F will be built in a new factory capable of producing 250 cars per year. 70 of these cars per year will be the first Paganis to officially be offered in the United States, though four prior Zondas were imported for racing. The company plans to complete full Federalization, including crash testing, before the introduction of the car in 2007.
The Zonda F, named after pilot Juan Manuel Fangio, comes with an extra head light and different fog lights at the sides, a new rear spoiler that improves the cars aerodynamics and different side mirrors. The Zonda F is the first car that Pagani will produce in large quantities compared to the other, older, Zondas.
The Zonda F currently holds the fastest track time on the popular show Top Gear at 1:18.4. The car was driven by The Stig, and beat the former record holders, The Maserati MC12 and The Ferrari Enzo Ferrari.
Ford GT40
Henry Ford II had wanted a Ford at Le Mans since the early 1960s. Initially, Ford attempted to buy Ferrari, but after negotiations broke down in 1963 over ownership and control of the racing program, Ford decided to produce its own car instead. To this end, Ford established a small subsidiary, Ford Advanced Vehicles in Slough, England and began negotiation with Lotus, Lola, and Cooper. Cooper had no experience in GT or prototype and its performances in Formula One were declining. The Lotus Europa was the design put forth by Lotus (who would go on to win the Indianapolis 500 with the 4.2 L Fairline engine behind a Lotus 38 monocoque, the first mid-engined car to ever win at the Indy 500). The Lola proposal was chosen by American race veterans Carroll Smith and Carroll Shelby, who preferred Eric Broadley's design for their intended V8 drivetrain.
Thus, Ford began working closely with Lola. The resulting car was named the GT40 after the Grand Tourisme category it was intended to compete in (in fact the car was never homologated in GT) and its overall height of 40 inches (1.02 m, measured at the windscreen) as required by the rules. Large-capacity Ford V8 engines (4.7 L and 7 L) were used, compared with the Ferrari V12 which had 3.0 L or 4.0 L.
The original GT40 first raced in May 1964 at the N?rburgring 1000 km race and later at the 24 Hours of Le Mans, and was not very successful with all three cars retiring. The experience gained then and in 1965 allowed the Mk II to dominate the race in 1966 with a 1-2-3 finish. The Mk IV, a newer design with a Mk II engine but a different chassis and a different body, won the following year (when four Mark IVs, three Mark IIs and three Mark Is raced).
After a rules change for 1968 which limited the capacity of prototypes to 3.0 L (same as in Formula One), but allowed a maximum of 5.0 L capacity for the Sports (where at least 50 had been built), a revised 4.7 L Mk I won the 24 hours of Le Mans race in 1968 against the fragile smaller prototypes. In 1969, facing more experienced prototypes and the new yet still unreliable 4.5 L flat-12 powered Porsche 917s, the winners Ickx/Oliver managed to beat the remaining 3.0 L Porsche 908 by just a few seconds with the already outdated GT40. Apart from brake wear in the Porsche and the decision not to change pads so close to the race end, the winning combination was relaxed driving by both GT40 drivers and heroic efforts at the right time by (at that time Le Mans' rookie) Jacky Ickx, who would win Le Mans 5 times more in later years. In 1970, the revised Porsche 917 dominated and the GT40 became obsolete.
The Mk I is the original Ford GT40. Early prototypes were by powered by 4.2 L (255 in?) engines; production models were powered by 4.7 L (289 in?) engines, also used in the Ford Mustang.
The Mk II used the 7.0 L (427 in?) engine from the Shelby Cobra.
The Mk III was a road-car only, of which 7 were built. The car had four headlights, the rear part of the body was expanded to make room for luggage, the 4.7 L engine was detuned to 335 bhp, the shocks were softened, the shift lever was moved to the center and the car was available with the steering wheel on the left side of the car. The most famous Mk III is GT40 M3 1105, a blue left hand drive model delivered in 1968 in Austria to Herbert von Karajan. As the Mk III wasn't very appealing aesthetically (it looked significantly different to the racing models), many customers interested in buying a GT40 for road use chose to buy a Mk I that was available in a street version.
The Mk IV was powered by the same 7.0 L engine as the Mk II. Excluding the engine, the Mk IV was totally different from other GT40s, using a specific chassis including honeycomb aluminium panels (the J chassis) and specific bodywork.
For Daytona 1967, two Mk II models were branded Mercury 7.0 L. Mercury is a Ford Motor Company division, and this was only a cosmetic change. It made no difference anyway as Ferrari won 1-2-3.
Aston Martin DB9
The Aston Martin DB9, is a Grand tourer launched by Aston Martin in 2004 and is the first new car to be built at Aston's Gaydon facility. The name "DB" stems from David Brown, the owner of Aston Martin for a sizeable part of its history. This model, which was designed by Ian Callum and finished by his successor, Henrik Fisker, superseded the now-discontinued Aston Martin DB7 (also by Callum) which started production in 1994.
The DB9 comes in two variants; coup? and "Volante" convertible, each with a 6.0 L 450 bhp (340 kW) V12 engine taken from its sister car the V12 Vanquish. The Vanquish engine has 10 bhp (7 kW) more. In fact, this V12 engine is why Aston Martin did not call the car the DB8, which could suggest that it has only eight cylinders. As of 2004 production is expected be up to five thousand units a year which is roughly the same as its rivals, in particular the Ferrari 360 Modena and Porsche 911 Turbo. This should ensure that Aston Martin will continue into the 21st century. Traditionally being a maker of more exclusive automobiles, CEO, Dr. Ulrich Bez assures Aston loyalists' that production of the new and smaller V8 Vantage will be larger than previous model build outs, but nonetheless, Aston will still retain a small statistical amount of the high end sport's car market.
Subaru Impreza WRX STi
Subaru Impreza WRX STi (often referred by auto-enthusiasts as simply STi; in 2006, the acronym had the 'I' capitalized; hence it is currently STI) is the highest trim in the Subaru Impreza line (excluding the limited edition special cars). Subaru uses the WRX as the basis for it World Rally car in the FIA World Rally Championship. Subaru created Subaru Tecnica International to handle its motorsports activities. After the company had grown, it was used to make highly-tuned high-performance versions of the Subaru Impreza WRX, a 4WD sportscar with a turbocharged flat-4 engine.
There were 6 noted versions of the STi. The different versions were marketed with consecutive numbers. Another way to tell the verison of a WRX STi was to look at the chassis code. All WRX STis have the beginning chassis code of GC8 then followed by a letter from A to F.
Version I (1994) - GC8A: The first STi had 250 PS (184 kW) @6500 rpm and 31.5 kgf?m (309 N?m) @3500 rpm and weighed 1230 kg (2,710 lb). This version was the only version where the standard cars were taken at the end of the assembly line and replaced by STi parts. After this version, the standard STi was built alongside the WRX on the production lines.
The WRX Type RA (Rally Applicant) STi produced 275 PS (202 kW) and 32.5 kgf?m (319 N?m) of torque. This version of the WRX STi was a stripped out car that had no sound-deadening, radio or air-conditioning. It came sparsely equipped as it was to be sold to racing teams that would throw out the cheap parts for racing parts. This version of the WRX came with a Driver Controlled Center Differential (DCCD). This device was an electromechanical differential that could lock the differential. This allows the amount of torque sent to the front and rear wheels vary from a split of 35/65 to 50/50. The DCCD would be beneficial to people who used it in various rally conditions.
Version II (1995) - GC8B: The regular STi's engine output stood at 275 PS (202 kW) and 32.5 kgf?m (319 N?m) of torque. This was the year that STi started painting the exhaust manifolds red. The car weighed 1240 kg and had gold wheels like the one on the World Rally Championship Impreza.
The V-limited STi edition was produced. It was a limited edition was often used to celebrate a Manufacturer or Driver title award to Subaru's World Rally Team. The interior is colored blue on the seat inserts and carpeting. The WRX Type RA STi received a radio and air-conditioning in the V-limited form. 1000 WRX STi Version 2 V-limited were produced. 555 (the cigarette brand that was the primier sponsor of the Subaru World Rally Team) WRX Type RA STi Version 2 V-limited were produced.
Version III (1996) - GC8C: The engine was vastly updated and was given the name Boxer Master 4. It developed the then-established gentlemen's agreement power limit of 280 PS (206 kW). Torque peaked at 4000 rpm with a value of 35.0 kgf?m (343 N?m). The car gained 10 more kilograms and weighed at 1250 kg. The STi shared the same face lift that the rest of the Impreza line received.
With Version III came the start of the coupe version of the WRX STi. This car was to be the new basis for rally races. It is called the WRX Type R STi. The coupe was chosen by Prodrive because it was smaller, lighter and stiffer than the 4 door version. It was essentially a 2 door version of the WRX Type RA STi meaning it had DCCD, little sound-insulating material, close-gear ratios and the gearbox was hardened. This car also had an intercooler spray to cooler the intake charge for the turbocharger. This car was produced on an order-only basis.
The WRX Type RA was not produced and there were only 500 of the WRX STi Version 3 V-limited produced.
Version IV (1997) - GC8D: The power was again increased. This time 280 PS (206 kW) was produced, but the torque was increased to 36.0 kgf?m (353 N?m).
Again, like the Version II, there were 555 WRX Type RA STi Version 4 V-limited cars produced. The WRX Type R STi Version 4 V-limited was produced on an orders-only basis with a 3 month waiting period.
Version V (1998) - GC8E: The power stayed the same as the previous version. The engine layout and design was made cleaner. This engine was dubbed as the Boxer Phase2 engine. The facelift the rest of the Impreza line also applied to here. The WRX STi weighed 1270 kg.
There V in "V-Limited" was dropped. There were 1000 WRX Type RA STi Version 5 Limited cars and the WRX Type R STi Version 5 Limited cars had a 4 month waiting period for each order.
Version VI (1999) - GC8F: Again the power stayed the same. Most the changes were cosmetic. The wing was sculpted to be more aggressive.
There were 2000 WRX STi Version 6 Limited and 1000 WRX Type R Version 6 Limited cars produced.
In 2001, the Impreza line received a complete update. The chassis was stiffened so that it had 120% torsional stiffness increase. The WRX STi gained 17 inch alloy wheels over the previous 16 inch wheels. The 5 speed transmission (reputed to be one of the car's weakpoints) was changed to a STi engineered 6 speed manual transmission. The engine was retained from the Version 6 STi and still retains the semi-closed deck block and is still labeled as the EJ207. The interior was updated with a STi logo on the gauge. The STi's gauge also has a red shift light. The STi's have received Brembo 4 pot front and 2 pot rear brakes. Externally, the STis had larger hoodscoops and had foglight covers with STi embossed on them. The DCCD was updated so it can work with anti-lock brakes.
The version nomenclature was dropped from the name. To distinguish between the years, Japanese and other auto-enthusiasts often refer to the chassis as GDB (the STi had a 'B' where as the regular WRX had an 'A') revision A to F where F is the current (2006) version.
Rev. A (2001): In 2001, the WRX STi received the aforementioned updates. The WRX Type RA STi was produced. The STi wagon was still produced but it's engine only produced 260 PS (191 kW). The STi foglight covers had white STi lettering on them.
The WRX Type RA STi was used for the Group N homologation.
Rev. B (2002): The grill of the WRX STi was minorly updated to give it a more angular look when seen from the side. The foglight covers had pink STi lettering. Not much else besides minor suspension improvements and a small increase in torque output was done.
The WRX Type RA STi was dropped for a new WRX STi Spec C. This model was much lighter than the WRX Type RA as it received lighter glass. The Spec C's handing was much improved due to the increase in caster. This was achieved not by changing the suspension mounting point, but by lenghtening the wheelbase (15 mm). This was done by having different control arms. This increased caster significantly helped the turn-in capabilities of the car. The Spec C also has a steering rack ratio of 13:1. The transmission is supplied its own oil cooler.
The WRX STi was used for Group N homologation.
Rev. C (2003): Not much was changed.
The WRX STi was used for Group N homologation.
Rev. D (2004): The WRX STi received the same Peter Stevens-designed facelift that rest of the Imprezas received. The WRX STi is now capable of being ordered with DCCD.
The WRX STi Spec C Type RA was released. It sported a carbon-fiber wing and a carbon fiber lip. It also had a new set of BBS wheels as well as a newly tuned engine.
The WRX STi V-limited was released. It sports 4-way dampers tuned by Subaru World Rally Team's Group N driver Toshi Arai.
The WRX STi was used for Group N homologation.
Rev. E (2005): The WRX STi receives the same increase in wheelbase as the Spec C.
The WRX STi Spec C received numerous updates. One of which is an increase in the strength of the wheel hubs. The P.C.D. was changed from 5 x 100 to 5 x 114.3.
The DCCD mechanism is improved with the addtion of a yaw rate sensor that helps the AWD's computer determine torque distribution to the wheels.
The WRX STi Spec C WR-limited was used for Group N homologation.
Rev. F (2006): The WRX STi continues on relatively the same. It receives the Zappatina-designed face lift.
The WRX STi Spec C's receives the Arai tuned dampers and a 21-mm swaybar. The rear suspension is changed from rubber pushings to pillowball bushings. The strut tower was further stiffened for improved handling and stability. The strut towers were reinforced for better handling and better ride characteristics. The mounts were changed from metal to liquid-filled plastic mounts.
The DCCD is updated with the use of a torque-sensing mechanism inside the DCCD. The torque split is changed to 41/59.
The WRX STi Spec C was used for Group N homologation.
Wow - that car has a long and tedious history
Mercedes-Benz 300SL
The Mercedes-Benz 300SL was available as a two-seat closed sports car with characteristic Gullwing door, and later as open roadster.
Built by Daimler-Benz AG and internally numbered W198, the road version of 1954 was based (somewhat loosely) on the company's highly successful competition-only sports car of 1952, the Mercedes-Benz 300 SL (W194) which actually had less power as it still had carburetors.
Introduced at the 1954 New York Auto Show - unlike previous models introduced at either the Frankfurt or Geneva shows - the 300SL was best known both for its distinctive gullwing or butterfly wing doors and for being the first-ever gasoline-powered car equipped with fuel injection directly into the combustion chamber. The gullwing version was available from March 1955 to 1957. In Mercedes-Benz fashion, the "300" referred to the engine's cylinder displacement; in this case, three liters. The "SL" as applied to a roadster stood for "Sport Leicht" or "Sport Light."
More widely produced (25,881 units) and starting a year later was the similar looking 190SL with a 110hp 4cyl engine, available only as roadster (or with an additional hardtop, as (Coupe Roadster). Production for both the 190SL and 300SL ended in 1963 when the 230 SL was introduced.
The gullwing doors, hinged at the roof and so named because the open doors resembled a bird's outstretched wings, were implemented as such to accommodate for the car's tubular chassis, designed by DBAG's chief developing engineer, Rudolf Uhlenhaut. Part of the chassis passed through what would be the lower half of a standard door. This tubular chassis was a necessity, as the original car was designed solely for racing and needed to be as light as possible while still providing a high level of strength. This required the driver and his/her passengers to do some gymnastics to get in or out of the car, usually by sitting on and sliding across the wide door sill. A steering wheel with a tilt-away column made the process considerably easier.
It was Max Hoffman, Daimler-Benz's official importer in the USA, that convinced DBAG management in Stuttgart that a street version of the 300SL would be a commercial success, especially in the US. Hoffman's prediction was correct since more than 80 % of the vehicle's total production of approximately 1400 units were sold in the US, making the Gullwing the first Mercedes-Benz which sold in bulk outside its home market. The 300SL is credited for changing the company's image in America from a manufacturer of solid but staid automobiles to that of a producer of sporty, even sexy cars.
Built completely with steel except for the aluminium bonnet (hood), doors and boot (trunk), the 300SL could have been ordered with an all-aluminium outer skin, saving 80 kg (176 lb) but at tremendous added cost.
The engine, canted at a fifty-degree angle to the left to allow for a lower hoodline, was the same 3.0 liter straight-6 as the regular four-door 300 but with a Bosch mechanical fuel injection system that more than doubled its power from 86 kW (115 hp) in its original carbureted trim to 180 kW (240 hp) at 6100 rpm. This new induction system, a first in any gasoline-powered car (apart from the rather small Gutbrodt where the Mercedes engineers had to work after the war), allowed a top speed of 260 km/h (161 mph) depending on gear ratio (several options), making the 300SL the fastest production car of its time. The maintenance requirements were high as, unlike the current electrically powered fuel injection systems, the mechanical fuel pump would continue to inject gasoline into the engine during the interval between shutting off the ignition and the engine's coming to a stop; this gasoline was of course not burned, and washed the oil from the cylinder walls and ended up diluting the engine's lubricating oil, particularly if the engine was not driven hard enough and long enough to reach a temperature high enough to evaporate it out of the oil.
Aerodynamics played an important role in the car's speed. Mercedes-Benz engineers even went so far as to place horizontal "eyebrows" over the wheel openings. Given the car's overall styling, it has been suggested that the eyebrows were added to make the car more appealing to American buyers rather than to serve any functional purpose since American cars of the period were rather flamboyant by comparison to the 300SL. Unlike many cars of the 1950s, the steering was rather precise and the four-wheel independent suspension allowed for a reasonably comfortable ride and markedly better overall handling. However, the rear swing axle, jointed only at the differential and not at the wheels themselves could be treacherous at high speeds or on imperfect roads due to extreme changes in camber.
Pagani Zonda
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The Pagani Zonda is a supercar made by Italian car maker Pagani. It debuted in 1999 and continues through the present, with production proceeding at roughly 25 cars per year. As of December, 2005, 60 Zondas had been built. It is a mid-engined 2-seat coupe and convertible. Construction is mainly of carbon fiber.
Some early Zonda engineering was done by Formula One champion, Juan Manuel Fangio. The car was originally to be named for him, the "Fangio F1", but the name was changed upon his death in 1995.
The C12 debuted at the 1999 Geneva Motor Show. It was powered by a 6.0 L (5987 cc) Mercedes-Benz AMG V12 engine and could reach speeds of 185 mph (297 km/h). The engine produces 408 PS (300 kW/402 hp) at 5200 rpm and 421 ft?lbf (571 N?m) at 3800 rpm.
Just five of the original 6.0 L Zonda were built, though it was still available in 2002 when the C12 S debuted. One was used for crash testing, while another was a demonstrator and show car. The rest were delivered to customers over the next three years, priced at US$320,000.
The C12 could accelerate to 60 mph (97 km/h) in 4.2 seconds and hit 100 mph (161 km/h) in 8.2 seconds. Acceleration through the quarter mile was 12.1 seconds at 124 mph (200 km/h). Lateral acceleration on the skidpad was .93g, and the car could brake from 60 mph (97 km/h) in 110 ft (34 m).
The C12-S used a 7.0 L (7010 cc) version of the engine producing 550 PS (404 kW/543 hp). It can accelerate to 60 mph (97 km/h) in 3.7 s, to 100 mph in 9.5 s and complete the quarter mile in 11.9 s. Lateral acceleration on the skidpad is 0.98 g (9.6 m/s2). The car is 10 kg (22 lb) lighter than the normal Zonda C12. Top speed is 220 mph (354 km/h) for the coupe and 215 mph (346 km/h) for the roadster. The car's price tag was US$350,000.
The C12 S features an elongated nose and flaps at the rear for improved aerodynamics. New light clusters and exhausts are also used. Fifteen 7.0 L C12 S cars were produced.
The 7.3 L (7291 cc) C12-S 7.3 of 2002 used one of the largest V12 engines ever made. The engine was designed and manufactued by Mercedes-Benz AMG. Traction control was added to handle the 555 PS (408 kW/547 hp) and 750 N?m (553 ft?lbf) that this engine produces. As of 2005, only five coupes out of an expected 100 have been produced.
A roadster version is also built, with production limited by the company to 40 examples. As of 2005, nine roadsters had been built. According to Road & Track magazine, three more C12-S 7.3 cars had been built as of June, 2005, but it is unclear whether they were roadsters or coupes. Motor Trend reported that 60 Zondas of all types had been built in their January 2006 issue.
debuted at the 2005 Geneva Motor Show. It is the most extensive reengineering of the Pagani car yet, though it shares much with its predecessors including the 7.3 L V12. Power is increased to 602 PS (443 kW/594 hp) with a special clubsport model producing 650 PS (478 kW/641 hp). The company promises a 3.5 second sprint to 60 mph (97 km/h, a top speed over 344 km/h (214 mph) and it will be the queen in braking from 300 km/h to 0 (186 mph to 0). The Zonda F clubsport has a power to weight ratio of 521 bhp/ton (384 W/kg) . Compare, for example, the Enzo Ferrari which has a power to weight ratio of 483 bhp/ton (356 W/kg) .
The Zonda F will be built in a new factory capable of producing 250 cars per year. 70 of these cars per year will be the first Paganis to officially be offered in the United States, though four prior Zondas were imported for racing. The company plans to complete full Federalization, including crash testing, before the introduction of the car in 2007.
The Zonda F, named after pilot Juan Manuel Fangio, comes with an extra head light and different fog lights at the sides, a new rear spoiler that improves the cars aerodynamics and different side mirrors. The Zonda F is the first car that Pagani will produce in large quantities compared to the other, older, Zondas.
The Zonda F currently holds the fastest track time on the popular show Top Gear at 1:18.4. The car was driven by The Stig, and beat the former record holders, The Maserati MC12 and The Ferrari Enzo Ferrari.
