Lexus LFA

 

The Lexus LFA is a two-seat exotic sports coupe produced by Lexus as a concept car, "halo" vehicle, racing prototype, and production model. It is the second model in the F marque line of performance vehicles from Lexus, following the IS F.


Three concept versions have been shown, each debuting at the North American International Auto Show with the LF-A designation as part of the LF Series concept line. The first LF-A concept premiered in 2005, followed in 2007 by a second LF-A with a more completely furnished interior and exterior.


The third version of the LF-A, a roadster model, premiered in 2008. The production model, trademarked LFA, was shown at the Tokyo Motor Show in October 2009.


The production Lexus LFA features a new V10 engine and a carbon fiber-reinforced polymer (CFRP) body. CFRP materials account for 65 percent of the LFA's body composition by mass.


The LFA went into production in late 2010, with a projected run of 500 vehicles at the base price of US$375,000. A circuit-tuned variant is scheduled for 2012.

Production

Lexus began taking orders for the LFA supercar on October 23, 2009. Buyers will be selectively chosen by Lexus in the second quarter of 2010. Production will begin in December 2010 as a 2011 model. Only 500 total LFA models will be made worldwide, with only 20 produced each month. Each car will be custom ordered to the customer's specifications, and will cost an estimated US$375,000, depending on options and customization. 

Following the LFA's release at the Tokyo Motor Show, Lexus unveiled a website with a 'LFA configurator' which allowed users to select exterior and interior colors, brake caliper colors, seats, steering wheel leather, and other interior designs.


In total, there are over 30 billion possible configurations. Each LFA will be hand-built by a dedicated production team of engineers and specialists at Toyota's Motomatchi plant in Aichi, Japan.


In the North American market 150 LFAs will be initially sold through a two year lease program much like the Ferrari F50. This is to prevent owners from reselling the vehicle for a profit.


Racing driver Scott Pruett was hired to give test drives to interested buyers, demonstrating the vehicle's capabilities at Auto Club Speedway. The Lexus division of Toyota Motor USA will stop taking orders at the end of 2009, in which they will talk about a purchase plan for the lessees.


Lexus later changed their stance and allowed outright purchase, but only on the condition that they sign an agreement giving the dealer first right of refusal to buy back the LFA if the owner wants to sell it within the first two years. The dealer will have the option to buy back the used LFA for either fair market value or the original sticker price, whichever is lower. ^[47] In the European market buyers order their LFA through a single Lexus dealer located in Park Lane, London where it is purchased outright.


During LFA production, each vehicle will receive a plaque which is individually numbered, indicating the unit's place in the production run. Each LFA V10 engine will also bear the signature of the specialist who assembled it. With 20 units produced monthly, production of the entire LFA run will last for 25 months, from December 2010 to December 2012.

Engine

 The Lexus LFA is powered by a 72-degree bank angle 4.8-liter V10 engine equipped with dual VVT-i carrying the 1LR-GUE designation with a maximum output of 412 kW (560 PS) delivered at 8,700 rpm. 

 Its maximum torque output of 480 N·m (354 lb·ft) arrives at 6,800 rpm, 90 percent of which is available from 3,700 rpm. The engine redlines at 9,000 rpm, but with a fuel cutoff set at 9,500 rpm, and is constructed using forged aluminum pistons, forged titanium connecting rods, and solid titanium valves. 

The V angle of the LFA's V-10 engine is set to 72-degrees (as opposed to the 90-degree V angle present in a Dodge Viper's V-10) to fully balance the firing force from the pistons. 

This 72-degree angle allows for even firing from the pistons without the use of a split-journal crankshaft, thus improving engine efficiency as well as lowering overall weight. 

Dry sump lubrication prevents engine oil starvation through high speed corners and lowers the engine's center of mass. Air is fed directly from beneath the hood through a visible slit passing into a dual stage variable intake manifold and then into ten individual throttle bodies before finally exiting from a dual stage titanium muffler.

The LFA's engineers selected a V10 engine over an equivalent displacement V8 engine for its ability to rev higher, and over a V12 for its lower reciprocating mass, allowing for more rapid engine response. 

Lexus claims their engine can rev from idle to its redline in 0.6 seconds and an analog tachometer needle could not accurately track the LFA's changes in engine speeds. 

This necessitated the use of a digital tachometer which can instantly display engine speed. The engine reportedly weighs less than the manufacturer's own 3.5-liter 2GR-FE V6 engine. 

Engineers attempted to make the engine sound like that of a Formula One car with high revs, while at the same time maintaining reliability and vibration control. Along with other manufacturers such as Ferrari, Toyota had produced their own F1 engines and chassis designs. 

The exhaust note has been described by Toyota engineers as the "roar of an angel", and a US television spot later used the engine sound to shatter a champagne glass via resonance frequency.

The powerplant gives the LFA a power-to-weight ratio of 5.9 lb/hp and enables it to reach a top speed of around 325 km/h (202 mph). 

Like the IS F Yamaha co-developed the engine cylinder heads. The engine exceeds Euro V emissions. 

The engine is installed with a front mid-engine placement. 

According to Chief Engineer Haruhiko Tanahashi a front engine layout was selected instead of a mid engine layout as it is inherently more forgiving dynamically, affording less experienced drivers a wider safety net.

Transmission

The gearbox itself is a six-speed Automated Sequential Gearbox (electrohydraulic transmission) operated with paddle-shifters developed and constructed in-house by Toyota. 

The driver can select from four settings: auto, normal, sport, and wet. 

The manufacturer quotes minimum up-shift times of 200 ms in the sport mode. According to Tanahashi a dual-clutch transmission was tested but the design team felt gear changes were overly smooth, resembling that of a traditional automatic and they preferred more abrupt and mechanically engaging shifts. 

This shifting experience was also favored despite Lexus vehicles' typical emphasis on smooth operation. The auto mode and low speed performance suffer as a result. 

A Torsen limited slip differential is also applied on the LFA, and a launch control system is available. An offset gear mounted to the crank (a world first ) sends power via a torque tube to the transmission. 

The carbon-fiber torque tube system was developed because of the rear placement of the transmission and low engine layout.

Nürburgring Edition

On March 15, 2010, Lexus detailed the circuit-tuned variant of the LFA, plans for which were first disclosed at the LFA official press launch the previous October. The variant is officially known as the LFA Special Edition or LFA Nürburgring Edition, the latter in reference to the similar setup employed on the LFA race vehicles at the 24 Hours Nürburgring.

The model features an extra 7 kW (10 bhp) from its V10 engine, bringing the total to 419 kW (562 bhp). It also features a re-calibrated transmission with gear shifts made faster by 0.05 seconds, a front splitter, stiffer and more adjustable suspension, lightweight alloy wheels coated in track rubber, aerodynamic canards at the sides of the front bumper, and a large fixed rear wing.


The special edition is a competition-focused variant, and will be available in four exterior colors, namely glossy black, matte black, orange, and whitest white. The production totals are to be included in the 500-unit total LFA planned build cycle, and will be limited to a 50-unit run.


At a base price of US$445,000, buyers will receive training sessions at the Nordschleife, accompanied by Nürburgring chief instructors, a one-night stay at the Lindner Congress and Motorsport Hotel Nürburgring, admission to the ring°werk leisure park, a Nürburgring branded jacket, and a one-year pass to the circuit.


The Nürburgring Edition LFA was tested at the Nürburgring in June 2011. Driven by Akira Iida, the LFA set a time of 7:22.85 (video confirmed), the 10th-fastest time ever for a production vehicle. Lexus USA confirmed that this lap video was recorded as a "warm up" video for the "ADAC 24-hours" for exhibition purposes.


The LFA hit 292 km/h (181 mph) on the last straight uphill climb, which is one of the highest speeds achieved by a stock exotic supercar on that segment of the track. An official lap time will be attempted in the next few months.


Standard OEM Bridgestone Potenza RE70 performance street tires were used.

 

 

Ferrari Enzo (automobile)

 

The Enzo Ferrari is a 12 cylinder mid-engine berlinetta named after the company's founder, Enzo Ferrari. It was built in 2002 using Formula One technology, such as a carbon-fibre body, F1-style electrohydraulic shift transmission, and Carbon fibre-reinforced Silicon Carbide (C/SiC) ceramic composite disc brakes. Also used are technologies not allowed in F1 such as active aerodynamics and traction control. After a downforce of 775 kg (1,709 lb) is reached at 355.6 km/h (221 mph) the rear wing is actuated by computer to maintain that downforce.

The Enzo's V12 engine is the first of a new generation for Ferrari. It is based on the architecture of the V8 found in sister-company Maserati's Quattroporte, using the same basic architecture and 104 mm (4.1 in) bore spacing. This design will replace the former architectures seen in V12 and V8 engines used in most other contemporary Ferraris. The 2005 F430 is the second Ferrari to get a version of this new powerplant.

 

 

Production

The Enzo, named after the founder, was established to commemorate Ferrari's first formula one title of the new millennium.

The Enzo was designed by Ken Okuyama, the Japanese former Pininfarina head designer, and initially announced at the 2002 Paris Motor Show with a limited production run of 349 and at US $659,330. The company sent invitations to existing customers, specifically, those who had previously bought the F40 and F50. All 349 cars were sold in this way before production began. Later, after numerous requests, Ferrari decided to build 50 more Enzos, bringing the total to 399. Before being unveiled at the Paris Motor show, the Enzo (that was used in the show) was flown from Italy to California to be filmed in Charlie's Angels: Full Throttle. It was driven on a beach by actress Demi Moore. After filming was complete, the Enzo was flown to France to be in the Motor Show.^[1] Enzos are listed as being built in 2003. In 2003 an Enzo Ferrari delivered to Houston, Texas attorney Joe D. Jamail, Jr. was involved in a driving mishap and was totally consumed by fire. Ferrari made an additional vehicle for Mr. Jamail that carried the same serial number as the destroyed car. This kept the number of Enzo Ferraris at 400.

Ferrari built one more Enzo — the 400th car — and it was auctioned by Sotheby's Maranello Auction on June 28, 2005, to benefit survivors of the 2004 Tsunami for €950,000 (US$1,274,229), almost twice its list price. This sum was presented to Pope Benedict XVI, while former Ferrari Formula One driver Michael Schumacher gave the pope a steering wheel to commemorate the donation. This wheel included a plaque which read, "The Formula 1 World Champion's steering wheel to His Holiness Benedict XVI, Catholicism's driver."

The Enzo Ferrari typically trades above $1,000,000 (£800,000) at auction.^[2]

Three prototype "mules" were built, M1, M2, and M3. Each was bodied to look like a 348, even though the mules were built in 2000. The third mule was offered for auction alongside the 400th Enzo in June, 2005, bringing €195,500 (US$236,300).

 

 

Engine

Main article: Ferrari Dino engine#V12

The Enzo is a mid-engined car with a 43.9/56.1 front/rear weight distribution. The engine is Ferrari's F140 65° V12 with 4 valves per cylinder, dual overhead cams and variable valve timing. Bosch Motronic ME7 fuel injection is used and the engine is naturally aspirated. It displaces 5998 cc (366 in³) and produces 660 PS (485 kW; 651 hp) at 7800 rpm and 657 N·m (485 lb·ft) at 5500 rpm.^[4] The redline is 8000 rpm.^[5]

Chassis

The Enzo has a semi-automatic transmission (also known as the F1 gearbox) using paddles to control an automated shifting and clutch mechanism, with LED lights on the steering wheel telling the driver when to change gears. The gearbox has a shift time of just 150 milliseconds. The transmission was a first generation "clutchless" design from the late 1990s, and there have been complaints about its abrupt shifting. 

The Enzo Ferrari has 4 wheel independent suspension with push-rod actuated shock absorbers which can be adjusted from the cabin, complemented with anti-roll bars at the front and rear.

The Enzo uses 19-inch (483 mm) wheels and has 15-inch (381 mm) Brembo disc brakes. The wheels are held by a single lug nut and fitted with Bridgestone Potenza Scuderia RE050A tires

 

Performance

The Enzo can accelerate to 60 mph (97 km/h) in 3.14 seconds^[9] and can reach 100 mph (160 km/h) in 6.6 seconds.^[4] The ¼ mile (~400 m) time is 11.0 at 136 mph (219 km/h) and the top speed has been recorded to be as high as 350 kilometres per hour (220 mph).^[10] It is rated at 12 miles per US gallon (20 L/100 km; 14 mpg_-imp) in the city and 18 miles per US gallon (13 L/100 km; 22 mpg_-imp) on the highway.

Despite the Enzo's extraordinary performance and price, the Ferrari 430 Scuderia (an improved version of Ferrari's standard F430 production car) is capable of lapping the Ferrari test track just as quickly as the Enzo.

Evo magazine tested the Enzo on the famed Nordschleife Circuit and ran a 7:25.21 lap time. The Enzo in the test had a broken electronic damper.

 

 

Lamborghini LP 550-2 Valentino Balboni

Let's get straight to the point: the LP550-2 is a car designed with very specific tastes in mind. Valentino Balboni, the Lamborghini test driver after whom the LP550-2 has been named, has been in the supercar test-driving business for over 40 years, which is actually longer than I have been alive. The notches on the calendar mean that he is amongst the most capable and sensitive drivers in the world. I, on the other hand, am not. Which means that when you make a car to the specific tastes of Valentino Balboni, you cook up a big bubbling cauldron of Marmite.  

The recipe looks like a good one. This Gallardo comes as standard with a six-speed manual 'box (you can option an e-Gear version, but that's kind of straying from the point if this is supposed to be ‘his' spec), more feelsome steel discs instead of the (still optional) carbon ceramics, white and gold stripes, less weight (120kg less, to be precise) and, most tellingly, two-wheel drive. And of course, it's this last bit upon which most people have seized, crowing loudly about the Balboni being a ‘proper' Lambo because it's reverted to rear-wheel-drive. Right then.

 Ever since the Diablo died, there hasn't been a Lambo that transmits its prodigious power through the rear wheels only. Since horsepower went north of 500 ponies, Lambo decided the best way of nearly containing it was to throw it through a rear-biased 4x4 system. It works - Lambos are among the friendliest supercars, because they have lots of natural grip under acceleration and don't try to slice off your face if you do anything stupid but natural, like lift when you find yourself barreling into a corner too fast.

 The LP550-2 is a totally different experience. Drive the Balboni and you notice as soon as you move the steering wheel more than a quarter of an inch. The steering feels lighter, more communicative, instantly more textured than the four-wheel drive car. You realise that the 4x4 car is operating through a thin film of mechanical interference necessitated by driveshafts and their subsequent torque. The uncorrupted steering is a joy. The car feels darty, lively, more connected than any Gallardo ever made. More awake.

Go faster and you start getting messages from fingertips and buttocks that this is a car that really wants to play. There's a great deal more reaction readily available for smaller steering inputs. The car feels like most of the 120kg weight loss is from the front wheels themselves, rather than the 30 or 40kg that deleting the front diff actually achieves. It makes you smile insanely hard. Right up until you push just that little bit further and the car gives you a little warning wiggle and the smile falters. The traction control has been altered to allow more slip, but that isn't the reason the Balboni suddenly isn't really your friend.  

 Turn in and there's still prodigious grip, a lovely adjustable attitude that you remember from the LP560-4. But when you lift mid-corner, or try a bit too hard, the Balboni gets nervous, and much less forgiving than the standard car. The dampers and springs, brakes, ESP and even the tyres have been tweaked to make the car feel exactly how Balboni wants it. That means it lives closer to the edge of reason, bites harder, more suddenly and is less helpful once 542bhp has got the better of those rear tyres. Of course, if you're Valentino Balboni, this is a good thing, allowing you a greater proportion of playtime-per-mile. If you're average, it makes you nervous and, in my case, quite a lot slower.

It probably doesn't help that the Gallardo I'm driving has some sort of ‘sports pack' suspension that Balboni has already decided needs softening off to give a decent turn-in without the current spine-cracking ride quality. It certainly exacerbates the nervousness along these Italian backroads, only really becoming acceptable at speeds high enough to make you wince at the mere thought of them. It's all a bit macho really and pretty much as you'd expect. Valentino Balboni has this car absolutely pegged - as he demonstrates in no uncertain fashion on a passenger ride right up there with the most amusing things I've ever done, ever, but you have to be confident of riding that particular knife edge.

 Of course, with a little less mass to propel and the same basic mechanical bits, the rest of the experience is as brilliant as ever. The 5.2-litre V10 howls behind you, playing angry pop through a set of exhaust valves, daring you to try to open up the butterflies and hear the metallic wail just once more. The gearbox is a deliberate joy, the open gate and musical ‘clackety, clack - ting!' of a perfect second-to-third gearchange one of the most satisfying things ever to grace your palm. 

 

 The stripes appear on every car, a broad white central strip edged on one side with gold, a theme carried through the seats and dash leather. There for no other reason than Balboni likes them because they used to appear on many old racing cars. On the left-hand window is Balboni's signature and the wheels are multi-spoked, 19in tall and dark grey. And that's pretty much it. No wings, or funny exhausts, or tinselly tat - a pleasant change of pace.

But ultimately, there's a disconnect between what the LP550-2 Balboni can provide for the average driver and actually having to be Valentino Balboni to adequately access the extra fun factor. Some buyers will undoubtedly play car park bullshit and say all the right things, while being capable of mining just the smallest seam of the LP550-2's ability, and the percentage of people actually using the thing the way it should be used will be very small. 

Still, if it were a lighter, cheaper Lamborghini then I'd be more than happy to recommend it as a perfect heart-pumper for the more committed pilot. But, and here's the killer point, it costs £18k more than a standard LP560-4 Coupe. So you're paying an exclusivity tax on a car that will be marginally slower than the standard car in the hands of most of us. It's a very cool thing, this special Lamborghini, made cooler by the name that it bears. But you'll be just fine with a standard Gallardo, and save £18k in the process.

Tom Ford

Nissan S30

 

The Nissan S30 (sold in Japan as the Nissan Fairlady Z and in other markets as the Datsun 240Z, then later as the 260Z and 280Z) was the first generation of Z GT 2 seat coupe, and later (beginning in the 1974 model year) also 2+2 hatchbacks produced by Nissan Motors, Ltd. of Japan from 1970 to 1978. It was designed by a team led by Mr. Yoshihiko Matsuo, the head of Nissan's Sports Car Styling Studio. HLS30 was the designation of the left-hand drive model and HS30 for the right-hand drive model.

 

All variants had a 4-wheel independent suspension consisted of MacPherson struts in front (borrowed from the Nissan Laurel C30) and Chapman struts in back. Front disc brakes and rear drums were standard.

The 240Z and 260Z used twin, variable venturi Hitachi one-barrel side-draft SU-like carburetors. The carburetors were changed beginning with model year 1973 to comply with emissions regulations, but the earlier carburetors were far superior for performance. Fuel injection (L-Jetronic electronic fuel injection, designed by Bosch) was added for the 280Z in 1975 for the US. This was primarily in order to cope with the difficulty faced in getting enough power using carburetors while still meeting US emissions regulations.

Due to its relatively low price compared to other foreign sports cars of the time (Jaguar, BMW, Porsche, etc.), it became popular in the United States and was a major success for the Nissan Motor Corporation, which at the time sold cars in North America under the name Datsun. The 240Z also broadened the image of Japanese car-makers beyond their econobox success.

Continuing through the 1975-1978 model years, other non-USA markets still received the 260Z coupe and the 260Z 2+2 hatchback — the two-door, four-seat model. The S30 240Z is essentially unrelated to the later 240SX, which is sold as the Silvia in Japan, although initial advertising for the 240SX mentioned the S30.

240Z

The 1970 240Z was introduced to the American market by Yutaka Katayama, president of Nissan Motors USA operations, widely known as Mr. K. The 1970 through the mid-1971 model year 240Z was referred to as the Series I. These early cars had many subtle but notable features differing from later cars. The most easily visible difference is that these early cars had a chrome "240Z" badge on the sail pillar, and two horizontal vents in the rear hatch below the glass molding providing flow through ventilation. In mid-1971, for the Series II 240Z cars, the sail pillar emblems were restyled with just the letter "Z" placed in a circular vented emblem, and the vents were eliminated from the hatch panel of the car. Design changes for the U.S. model 240Z occurred throughout production, including interior modifications for the 1972 model year, and a change in the location of the bumper over-riders, as well as the addition of some emission control devices and the adoption of a new style of emissions reducing (and performance compromising) carburetors for the 1973 model year.^[1]

The 1970 models were introduced in October 1969, received the L24 2.4 liter engine and a 4-speed manual. A less common 3-speed automatic transmission was optional from 1971 on, and had a "Nissan Full Automatic" badge.

In 2004, Sports Car International named this car number two on the list of Top Sports Cars of the 1970s. One of the most appealing Japanese cars ever produced, it nevertheless disappeared almost entirely from American roads within two decades, presumably because like most Japanese cars of the time it had insurmountable rust issues.

Specifications

• Engine: 2,393 cc (146.0 cu in) L24 I-6, cast-iron block, alloy head, seven-bearing crankshaft, single overhead cam, 9.0:1 compression; Maximum recommended engine speed 7000 rpm.
  • Bore: 83.0 mm (3.27 in)
  • Stroke: 73.7 mm (2.90 in)
• Fuel system: Mechanical fuel pump, twin Hitachi HJG 46W 1.75 in (44 mm) SU-type carburetors
• Power: 151 hp (113 kW) at 5600 rpm (SAE gross)
• Torque: 146 lbf·ft (198 N·m) at 4400 rpm (SAE gross)
• Transmission: Four-speed manual, five-speed manual, or three-speed automatic (after September 1970)
• Final drive ratios:
  • Four-speed manual transmission: 3.364:1 (37:11)
  • Five-speed manual transmission: 3.90:1 (39:10) (not available in US)
  • Three-speed automatic transmission: 3.545:1 (39:11).
• Brakes:
  • Front: 10.7 in (270 mm) discs
  • Rear: 9.0 in (230 mm) x 1.6 in (41 mm) drums
• Suspension:
  • Front: Independent with MacPherson struts, lower links, coil springs, telescopic dampers, anti-roll bar
  • Rear: Independent with Chapman struts, lower wishbones, coil springs, telescopic dampers
• Steering: Rack and pinion, 2.7 turns lock to lock
• Wheels: 4.5J-14 steel wheels with 175 SR 14 tires
• Wheelbase: 90.7 in (2,300 mm)
• Length: 162.8 in (4,140 mm)
• Width: 64.1 in (1,630 mm)
• Dry weight: 2,355 lb (1,068 kg)
• Top speed: 125 mph (201 km/h)
• 0 to 60 mph (97 km/h): 8.0 s
• Typical fuel consumption: 21 mpg_-US (11 L/100 km; 25 mpg_-imp)

260Z

 This model was sold in the United States for the 1974 model year only, but was available in other countries until 1978. The engine was enlarged over that of the 240Z with a longer stroke to 2.6 L. In the U.S., federal emissions regulations forced a reduction in ignition timing and compression ratio, resulting in a lower power output (140 hp) for the 260Z's despite the additional displacement, whereas in other countries the power output increased to 165 bhp (123 kW; 167 PS). A 3-speed automatic transmission was an option, and the 4-speed manual remained standard.

1974 brought for the first time to the S30 line a new 2/2 (2+2) seating option, which offered room for 4 passengers and an extra 11.9 in (302 mm) of wheelbase. These cars have a notably different roofline from the 2 seat coupes, incorporating larger opening quarter panel windows.

Some regard the 260Z as the least desirable of the S30 models, because of the reduced performance offered in comparison to the earlier 240Z, and also in comparison to the later 280Z with its fuel injected 2.8 liter motor.

The 260Z claimed a few updates or improvements or over the 240Z. The climate controls were more sensibly laid out and easier to work, and those cars with air conditioning now had the A/C system integrated into the main climate control panel. There was also additional stiffness in the chassis due to a redesign of the chassis rails which were larger and extended further back than previous models. The 260Z debuted a redesigned dashboard and console, as well as new seat trim, and door panels for the interior. The rear tail lights were updated, moving the reverse lights from the main tail light housing to the back panel. Early 1974 U.S. 260Z models had bumpers that resembled those of the earlier 240Z, though increased slightly in size, pushed away from the body somewhat, and wearing black rubber bumper guards rather that the previous chrome bumper guards with rubber strips. These early cars still had the front turn signals located below the bumpers. Late 1974 U.S. 260Z models (often referred to as 1974.5 models) carried the heavier bumpers that would remain on the 1975-76 model years of the 280Z. These late cars had the front turn signals relocated to the outer edges of the front grill, above the bumper.

Specifications

• Engine: 2.6 L (160 cu in) L26 I6, cast-iron block, alloy head, seven-bearing crankshaft, single overhead camshaft
  • Displacement: 156.6 cu in (2565 cc)
  • Bore: 83.0 mm (3.27 in)
  • Stroke: 79.0 mm (3.11 in)
  • Compression Ratio: 8.3:1 (93 oct)
• Fuel System: Mechanical fuel pump, twin Hitachi HMB 46 W 1.75 in (44 mm) SU-type carburetors
• Power: 162 hp (121 kW) at 5600 rpm
• Torque: 157 ft·lbf (213 N·m) at 4400 rpm
• Transmission: Four-speed manual or three-speed automatic
• Brakes:
  • Front: 10.7 in (270 mm) discs front
  • Rear: 9.0 in (230 mm) X 1.6 in (41 mm) drums rear, servo assisted
• Suspension:
  • Front: Independent with MacPherson struts, lower wishbones, coil springs, telescopic dampers, anti-roll bar
  • Rear: Independent with Chapman struts, lower wishbones, coil springs, telescopic dampers
• Steering: Rack and Pinion, 2.7 turns lock to lock
• Wheels/ Tires: 4.5J-14 steel wheels with 175 SR 14 tyres
• Top Speed: 127 mph (204 km/h)
• 0 to 60 mph (97 km/h): 8.0 sec
• Fuel consumption: 20 mpg_-US (12 L/100 km; 24 mpg_-imp) to 28 mpg_-US (8.4 L/100 km; 34 mpg_-imp)
• Engine oil (sump): 9.0 Imp pints (5.1 liters/10.7 US pints)

280Z

In a further effort to keep the S30 models sporting in the face of increasingly stringent U.S. emission and safety requirements, Nissan Motors released the Datsun 280Z model for the U.S. market in the 1975 model year. Both the 2 seat coupe and 2/2 (2+2) hatchback models remained available throughout the 1975-78 model year run of the 280Z.

For the 280Z, engine size was again increased, this time to 2.8 L, by enlarging the bore of the L26 engine to create the L28, and a reliable Bosch L-Jetronic fuel injection system was added.

1975 and 1976 models continued to be fitted with the Federally required 5mph crash test bumpers that were introduced for the mid-1974 model year of the 260z. These bumpers were smooth surfaced, and blended into smooth black rubber extensions as they met the body of the car. 1977 and 1978 models received bumpers with recessed channels added to the faces of the bumpers themselves, that blended into corrugated or accordion style black rubber extension trim. Also new for the 1977 model year, 280Zs no longer received the full size spare tire, and instead had a "space saver" spare and a larger fuel tank. This resulted in a raised rear deck area made of fiberboard, reducing cargo space. In 1977-78 an optional 5-speed manual transmission was available along side the 4-speed manual, and the 3-speed automatic options, which included a "5-speed" emblem on the left bottom edge of the rear hatch. 1977 also saw an update from the charcoal painted hubcap style (with a chrome Z floating in the amber center emblems) to a hubcap that resembled an alloy wheel, bearing a center cap with a chrome Z floating in a black circle.

In 1977 and 1978 respectively, Datsun offered two special edition models. The "Zap" edition was offered in 1977 as a "Special Decor Package". Zap cars were finished in Sunshine Yellow paint, and sported black stripes down the center and sides, with yellow, red, and orange chevrons at the front ends of the stripes. An estimated 1,000 "Zap Z" cars were offered in 1977. The "Zap Z" model was also used as the pace car in the 1977 Long Beach Gran Prix. The Black Pearl edition (produced in 1978) came with Black Pearlescent paint and a "Special Appearance Package" (SAP), which consisted of dual racing mirrors, rear window louvers, and a unique red and silver stripe. It is estimated that between 750-1,500 of these cars were produced.

The S30 series Z car was replaced in 1979 by the S130 Nissan Fairlady 280ZX / Datsun 280ZX.

 Owner modifications

The most common conversion is to replace the 2.4 or 2.6 liter engine with the L28 2.8 liter engine from the later model 280Z/280ZX. Turbo 280ZX L28s can be retrofitted into earlier cars using the later wiring harness and associated parts.

The S30s are popular for Skyline RB25DET/RB26DETT swaps, with numerous kits available.
The S30 has also proven to be a popular and affordable basis for V8 and other engine conversions, usually a Chevrolet Small-Block engine or Ford. Several vendors make kits and informational books to allow the conversion to be done as a nearly bolt-in process.

The 280Z, although relatively heavy and smog-controlled in stock form due to government regulations, is easily modified. For instance, simply removing the heavy front bumper and adding a front spoiler corrects the otherwise jittery high-speed handling of the stock version.

Replacement of stock bumpers with those from the 240z, along with removal of spare tire, jack, and air conditioning system can lighten a 280z by nearly 200 lbs. Some of the weight gain of a 280z is actually a benefit over the 240z such as a much stronger Nissan R200 rear differential replacing the R180 in the 240z, and the addition of a rear sway bar. Further, a great variety of aftermarket parts are available to, in effect, bring the 280Z back in line with the ethic of the early Z-cars, such as free-flowing exhaust/header kits and the installation of a 280ZX turbo turbocharger.

 

 

 

Bmw 2002 turbo

 

The short-lived BMW 2002 Turbo was a extroverted, turbocharged hooligan of a car. It was introduced in 1972 to inject some glamour into the ageing BMW sedan it was derived from. The standard BMW 2002 was a handsome, yet unremarkable two door coupe. The 2002 Turbo was a different story.

 

Based off the 2002 Tii body platform, the BMW 2002 Turbo was powered by a turbocharged 2.0 litre engine which produced 170 hp (125 kW) @ 5,800 rpm, and 177 ft/lbs (240 Nm) of torque. The 5-speed manual ZF gearbox allowed the BMW 2002 Turbo to reach a respectable 130 mph. One of the drawbacks to the engine was its sharp turbo cut in from 4,500 rpm. If the driver was caught out it could make the car a bit of a handful.

The styling of the BMW 2002 Turbo screamed performance. Early cars even advertised their turbocharged performance with prominent reversed 'Turbo' lettering on the front bumper. The wheel arches of the BMW 2002 Turbo were widened with tacked on, race-like extensions. At the front the chrome bumper of the standard car was replaced with a deep chin spoiler. 

Inside the BMW 2002 Turbo were a pair of adjustable bucket seats, a turbo boost gauge and a three spoke sport steering wheel.

  The BMW 2002 Turbo's production run lasted for only 10 months. In that time 1,672 cars had been manufactured. Today the 2002 Turbo is highly sought after by collectors.

Year (of specifications)	1972 - 1973
Engine	2.0 litre, inline four cylinder, turbo
Transmission	5 speed manual RWD
Max speed	130 mph
0-60 mph	-
Horsepower	170 bhp @ 5,800 rpm
weight	-

Ford GT

 

The Ford GT is a mid-engine two-seater sports car. Ford Motor Company produced the Ford GT for the 2005 to 2006 model years. The designers drew inspiration from Ford's classic GT40 race cars of the 1960s.

Development

The Ford GT began as a concept car designed in anticipation of the automaker's centennial year and as part of its drive to showcase and revive its "heritage" names such as Mustang and Thunderbird. At the 1995 Detroit Auto Show, the Ford GT90 concept was shown. At the 2002 auto show, Ford unveiled a new GT40 Concept car. Camilo Pardo, the head of Ford's "Living Legends" studio, is credited as the chief designer of the GT and worked under the guidance of J Mays.

The GT is similar in outward appearance to the original Ford GT40 cars, but bigger, wider, and 3 in (76 mm) taller than the original 40 in (100 cm); as a result, a potential name for the car was the GT43. Although the cars are visually related, structurally, there is no similarity between the modern GT and the 1960s GT40 that inspired it. Three production prototype cars were shown in 2003 as part of Ford's centenary, and delivery of the production Ford GT began in the fall of 2004.

A British company, Safir Engineering, who built continuation GT40s in the 1980s, owned the "GT40" trademark at that time. When they completed production, they sold the excess parts, tooling, design, and trademark to a small Ohio company called Safir GT40 Spares. This company licensed the use of the "GT40" trademark to Ford for the initial 2002 show car. When Ford decided to make the production vehicle, negotiations between the two firms failed. The production

 

Production and sales

The GT was produced in model years 2005 and 2006, with the first customers taking delivery in August 2004. The GT began assembly at Mayflower Vehicle Systems in Norwalk, Ohio and was painted by Saleen in their Saleen Special Vehicles facility in Troy, Michigan. The GT is powered by an engine built at Ford's Romeo Engine Plant in Romeo, Michigan. Installation of the engine and manual transmission along with interior finishing was handled in the SVT building at Ford's Wixom, Michigan plant.
Of the 4,500 GTs originally planned, approximately 100 were to be exported to Europe, starting in late 2005. An additional 200 were destined for sale in Canada. Production ended in 2006 without reaching the planned lot. Approximately 550 were built in 2004, nearly 1,900 in 2005, and just over 1,600 in 2006, for a grand total of 4,038. The final 11 car bodies manufactured by Mayflower Vehicle Systems were disassembled, and the frames and body panels were sold as service parts.

As with many exotic vehicles, when the Ford GT was first released, the demand outpaced supply, and the cars initially sold for premium prices. The first private sale of Ford's new mid-engine sports car was completed on August 4, 2004, when former Microsoft executive Jon Shirley took delivery of his Midnight Blue 2005 Ford GT.^[2] Shirley earned the right to purchase the first production Ford GT (chassis #10) at a charity auction at the Pebble Beach Concours d'Elegance Auction after bidding over $557,000.^[3]

A few other early cars sold for as much as a US$100,000 premium over the suggested retail price of $139,995 (Ford increased the MSRP to $149,995 on July 1, 2005).^[4] Optional equipment available included a McIntosh sound system, racing stripes, and forged alloy wheels adding an additional $13,500 to the MSRP.^[5]

The production run of 4,038 GTs ended the 2006 model year on September 21, 2006, short of the originally planned 4,500.^[6] The Wixom Assembly Plant has stopped production of all models as of May 31, 2007.^[7] Sales of the GT continued into 2007, from cars held in storage and in dealer inventories. During the GT's lifetime, the car was featured on the cover of the video game Gran Turismo 4.

Performance and engineering

The Ford GT features many new and unique technologies, including superplastic-formed aluminum body panels, roll-bonded floor panels, a friction stir welded center tunnel, a "ship-in-a-bottle" gas tank, a capless fuel filler system, one-piece door panels, and an aluminum engine cover with a one-piece carbon-fiber inner panel.
Brakes are four-piston aluminum Brembo calipers with cross-drilled and vented rotors at all four corners. When the rear canopy is opened, the rear suspension components and engine are visible.

The mid-mounted 5.4 L Modular V8 engine is all-aluminum with a Lysholm twin screw-type supercharger. It features a forged rotating assembly housed in an aluminum block designed specifically for the GT program. A dry sump oiling system is employed, allowing the engine to sit low in the car's frame. The DOHC 4-valve heads are a revision of the 2000 Ford Mustang SVT Cobra R cylinder heads (with slightly increased wall casting thickness in the exhaust port). The camshafts have unique specifications, with more lift and duration than those found in the Shelby GT500 or 2003–2004 Ford Mustang SVT Cobra. Power output is 550 hp (410 kW; 558 PS) at 6500 rpm and generates 500 ft·lbf (678 N·m) of torque at 3750 rpm.^[8] A Ricardo six-speed manual transmission is fitted featuring a helical limited-slip differential.