AC Ace

Manufacturer	AC Cars
Production	1951–1962
Class	Roadster
Body Style	2-door Roadster
Engine(s)	2.0 L I6/2.6 L
Transmission(s)	4-speed Manual(With overdrive available)
Wheelbase	90 in (2286 mm)
Length	152 in (3861 mm)
Width	59.5 in (1511 mm)
Height	49 in (1245 mm)
Curb weight	1920 lb (871 kg)
Related	AC Cobra

AC came back to the market after the Second World War with the staid Two-litre range of cars in 1947, but it was with the Ace sports car of 1953 that the company really made its reputation in the post war years. Casting around for a replacement for the ageing Two litre, AC took up a design by John Tojeiro[1] that used a light ladder type tubular frame, all independent transverse leaf spring suspension, and an open two seater alloy body that was made using English wheeling machines, possibly inspired by the Ferrari Barchetta of the day.

Early cars used AC's elderly two litre, overhead cam, 100 bhp (70 kW), straight six engine (first seen soon after the end of the First World War) which gave a top speed of 102 mph (164 km/h) and 0-60 mph (96 km/h) in 13 seconds. It was hardly a sporting engine, however, and it was felt that something more modern and powerful was required to put the modern chassis to good use. Thus, from 1956, there was the option of Bristol Car's superb two litre 120 bhp (89 kW) straight six engine with 3 downdraught carburettors and slick four speed gearbox. Top speed leapt to 116 mph (186 km/h) with 0-60 (96 km/h) in the nine second bracket, and response was much sweeter and modern. This was replaced in 1962 with the 2.6 liter Ken Rudd 'Ruddspeed' engine, adapted from that used in the Ford Zephyr. It used 3 Weber or SU carburettors and either a 'Mays' or iron cast head. This set up boosted the car's performance further, but it was not long before Carroll Shelby pulled AC's attention to the Cobra, so only about 40 were ever made.

In the final years of productions some Ace models were fitted with the MKII Ford Zephyr 2.6 litre straight-6 engine. These Ford engined models had a smaller grille which was carried over to the Cobra.

The British Motor magazine tested an AC engined Ace in 1954 recording a top speed of 103 mph (166 km/h) and acceleration from 0-60 mph (97 km/h) in 11.4 seconds and a fuel consumption of 25.2 miles per imperial gallon (11.2 L/100 km; 21.0 mpg-US). The test car cost £1439 including taxes.


The car raced at Le Mans in 1957 and 1958. Few cars with this provenance have survived and are extremely valuable. They can range from $100,000 or more for an unrestored car, even one in pieces, to in excess of $400,000 for a restored AC Ace.

AC Propulsion Zero

Manufacturer	Ac Cars
Production	1951–1962
Class	Roadster
Body style	2-door roadster
Engine	2.0 L/2.6 L
Transmission	4-speed Manual(With overdrive available)
Wheelbase	90 in (2286 mm)
Length	152 in (3861 mm)
Width	59.5 in (1511 mm)
Height	49 in (1245 mm)
Curb Weight	1920 lb (871 kg)
Related	Ac Cobra

The original version of the roadster runs on 28 Optima Yellow Top Lead Acid batteries which produce 150 kW (200 horsepower) and 177 lbs·ft (240 N·m) of torque at 336 volts (this 28 * 12 V battery-equivalent) which rockets the 1040 kg car from 0 to 60 mph in 4.07 seconds. The single gear ratio limits the car's maximum speed to 90 miles per hour (140 km/h) at 12,000 rpm, although it is said that early prototypes fitted with multiple gear ratios could hit 155 miles per hour (249 km/h). Even with the single ratio, lead-acid models are capable of completing a quarter mile (400 m) drag race in 13.24 seconds. The expected range per charge of the tzero with the lead-acid batteries is 80 to 100 miles (130 to 160 km) as a result of consuming only 180 watt hours per mile (895 J/km) (DC) on the highway and due to regenerative braking. Within a single hour, the car can be charged from 0-95%. The base price of this version was to have been USD $80,000.

A second prototype was built in August 2003, powered by 6,800 lightweight lithium-ion cells, similar to those that make up the battery packs of laptop computers, giving it a 300 miles (480 km) range. Lighter than the original version by 700 pounds (320 kg), the 2003 edition goes from 0-60 mph in 3.6 seconds. The single gear ratio limits the car's maximum speed to just over 140 miles per hour (230 km/h) at 13,000 rpm with proper gearing, though it has never been tested at greater than 105 miles per hour (169 km/h). The base price of the car was USD $220,000.

Because the car recharges its batteries when the throttle is released — slowing sharply as energy is recaptured — it can be driven hard using only the accelerator pedal. Also, if the car detects a turn with more than half a g-force (5 m/s²), it eases the rear-wheel regenerative braking to prevent slides.

AC Propulsion also produced a portable internal combustion powered generator mounted on a trailer known as the Long Ranger that could be towed behind the car and feed power to the batteries during travel. The trailer used a 500 cc Kawasaki engine with a 9.5 U.S. gallon (40 liter) fuel tank and achieved 30 to 35 mpg over at least 20,000 highway miles. It is rated at 20 kW DC output and can maintain 60 to 80 mph. Video footage of the backtracking feature, which allows drivers to easily back a trailer through a set of slalom cones.

Lamborghini Countach

The Countach was styled by Marcello Gandini of the Bertone design studio, the same designer and studio that designed the Miura. Gandini was then a young, inexperienced designer—not very experienced in the practical, ergonomic aspects of automobile design, but at the same time unhindered by them. He produced a quite striking design. The Countach shape was wide and low (42.1 inches), but not very long (only 163 inches). Its angular and wedge-shaped body was made almost entirely of flat, trapezoidal panels. There were curves, notably the smoothly coke-bottle wing line, but the overall appearance was sharp.

The doors, a Countach trademark, were scissor doors: hinged at the front with horizontal hinges, so that the doors lifted up and tilted forwards. The main reason is the car's tubular spaceframe chassis results in very high and wide door sills. It was also partly for style, and partly because the width of the car made conventional doors impossible to use in an even slightly confined space. Care needed to be taken, though, in opening the doors with a low roof overhead. The car's poor rear visibility and wide sills led to drivers adopting a method of reversing the car for parking by opening the door, sitting on the sill, and reversing while looking over the back of the car from outside.)

ENGINE
The rear wheels were driven by a traditional Lamborghini V12 engine mounted longitudinally with a mid-engined configuration. This contrasted with the Miura, on which the centrally mounted engine had been installed transversely. [2] For better weight distribution, the engine is pointed 'backwards'; the output shaft is at the front, and the gearbox is in front of the engine, the driveshaft running back through the engine's sump to a differential at the rear. Although originally planned as a 5 liter powerplant, the first production cars used the Lamborghini Miura's 4 liter engine. Later advances increased the displacement to 5 liters and then (in the "Quattrovalvole" model) 5.2 L with four valves per cylinder.

All Lamborghini Countaches were equipped with six Weber carburetors until the arrival of the 5000QV model, at which time the car became available in America, and used Bosch K-Jetronic fuel injection. The European models, however, continued to use the carburetors (producing more power than Fuel Injected cars) until the arrival of the Lamborghini Diablo, which replaced the legendary Countach.

Lamborghini Sesto Elemento

Although it has been managed to attract attention on the mat the Paris Motor Show some time ago, Lamborghini was not interested in selling cars Elemento Sesto concept and will only make it to racing matters only.
As was quoted from Autocar, on Thursday (11/25/2010), Chief Executive Officer of Automobili Lamborghini Stephan Winkelmann said that Lamborghini Sesto Elemento (Sixth Element) will only be produced for the race track just is not for street consumption.

This car uses carbon fiber material for the entire material. Elemento Sesto name itself seems to refer to the number of carbon atoms of the element which is the number 6. By using the carbon fiber body weight is a very light car that is only 999 kg. With super-lightweight body and a boost engine Lamborghini Sesto Elemento typical malignant can be invited to run 0-100 km / h in just 2.5 seconds, with maximum speed reaches 354 km / hour.

"We tested Sesto Elemento today and if all goes well then we can make a limited production process. But it will not be sold because there are mass shortages with some things like airbags. So this will be a track car, "he explained.

"We do not want to ever produce it and (just like) showed the car was only at the museum," he added. It is estimated that if the car was mass produced the price will be very expensive. Could be more than the price of the Lamborghini Reventon sold for 1 million euros and be one of the most expensive car in the world.

Ferrari F40 Limousines Version

Tokyo - Ferrari F40 is a sports car as the car was teratat most expensive, most powerful and most expensive-owned Ferrari. So if there is certainly more powerful version of the limousine right?

Make no mistake, it's just a modified version of the origin country modifiers Sakura, Japan.

The modifier terinpirasi of the Ferrari F40. Ferrari F40 Best of replication was similar to the original. It's just that much longer.

Foreign accent, one example of a headlamp. The concept of using a lamp headlamp Ferrari F40. So is the stylish 19-inch rim bars laburan Ferarri red and decorated with Prancing Horse logo.

To the stern, deliberately constructed that mimic the style spoiler with mufler Ferrari F40 in the middle. And for the interior, the luxury MPV imitating pembesut with captain seat concept.

Unfortunately the kitchen pacunya not applied a big machine, it is estimated that the engine is under the veil of F40 is a machine
capacity of 1600 cc that can only be paired with Accord and Toyota Corolla.

But for its features are complete enough. That is the power steering and power windows, keyless entry, sunroof, ABS and anti-theft system (anti-theft) is also embedded. There are also complementary, such as CD players and of course AC.

And even more strange, this car was quoted as saying the site Goo-net only sold just 580 yen or USD $ 62,000 only. Wow what a car is this?

Arash AF10, Super Cars Over $ 8 million

London - After a long wait, one of the world's most expensive supercar, Arash AF10 will eventually be shown to the public. The plan of this supercar will get the debut premiere in London, England in November.

But for those who intend to buy it must be dug deeper pockets. Because if last year is predicted only super car will be worth approximately USD 4.7 billion, ahead of the moments of the launch of this car prices soared far up to 620,000 pounds, or approximately USD 8.76 billion.

The specialty is of course car in a charming appearance with a sharp curve on his body is made of carbon fiber is light but strong.

Moreover, this car is more special thanks to the application engine configured with a capacity of 7.0 liter V8 that taken over from the Chevrolet Corvette. From there the machine output to 550 bhp with peak torque of 475 lb-ft reach.

Armed with kitchen runway, the Arash AF10 produced by Arash Motor Company was able to run up to 200 mph, or about 321.8 miles per hour and accelerates from rest to 100 km per hour in less than 4 seconds.

"AF10 has developed four years and we feel now is the time to introduce to the world," said Arash Motor Company founder, Arash Farboud like detikOto quotes from the Telegraph, Tuesday (28/09/2010).

Faboud further said that the Arash AF10 is expected to bring something new in the supercar world market which he said needs a new face and a refreshing addition to the super car brands that already exists.

"Combining the perfect design, without sacrificing kekuata, plus has one of the best in the world's emissions levels, AF10 is set to become a new super car is fantastic for the market," added Farboud.

In the event the MPH Motor Show which will be the birthplace of this car, Arash AF10 will race against brands that also produce other super cars like Aston Martin, Bentley, Caparo, Ferrari, Koenigsegg, Lamborghini, Maserati, McLaren, Pagani, Porsche until Spyker .

Aston Martin DBS

Performance
The bare stats show that the DBS has just 60 more bhp than the DB9 at 510, so it's not actually that powerful, but 0-62mph in just over four seconds and 190mph is enough. The rumours that this is just a DB9 in a new suit are unfounded though; this is much more like the old hardcore Vanquish S in terms of experience.

Cool
If the DB9 is cool, then the DBS is super-chilled. Forget the slightly odorous James Bond connection - that's for teenage boys - and revel in a fine, fast Aston that makes the hair stand to attention on the back of your neck.

Handling
Imagine a cross between a road car and a GT racer and you're about there. The DBS is the best handling car Aston has ever produced. Forget pretty-but-rubbish DB7s, this is what an Aston should be about; noisy, raw, a bit brutal and sticks like glue.

2010 Ferrari SA Aperta 599 Roadster

2010 Ferrari SA Aperta 599 Roadster
2010 Ferrari SA Aperta 599 Roadster
2010 Ferrari SA Aperta 599 Roadster

This is a special series model of which a strictly limited number of just 80 will be built. All have already been sold. Ferrari chose to build 80 SA APERTAs in celebration of Pininfarina's 80th anniversary. The SA nomenclature also pays homage to both Sergio and Andrea Pininfarina whose company and work have been linked to the most successful road-going cars ever built at Maranello.

The SA APERTA is a true roadster which allows its occupants to enjoy the superlative emotions afforded by our signature front-engined V12 architecture in a completely open-top setting. In fact, it has just a light soft top designed to be resorted to only if the weather gets particularly bad. A low-slung windscreen and the fact that it crouches lower to the ground than our other models lend the SA APERTA an exceptionally aerodynamic sleekness. Its profile arches back from the A-post to two aerodynamic fins beautifully integrating the two roll-bars which themselves cleverly mimic the outline of the seats.

The chassis has been redesigned to deliver a standard of stiffness comparable to that of a closed berlinetta and there is a negligible weight difference also, thanks to work done on the chassis structure.

Thanks to the 670 CV engine beneath its bonnet, the SA APERTA beautifully embodies the sporty spirit of the 599, incorporating Ferrari's most advanced technology to deliver absolutely benchmark performance and superb driving pleasure.

ferrari mondial t

ferrari mondial t

ferrari mondial t

ferrari mondial t

ferrari mondial t

ferrari mondial t

The final Mondial evolution was 1989's Mondial t. It was a substantially changed model, "spearhead of a new generation of V8 Ferraris", according to Road & Track magazine. The "t" called attention to the car's new engine/transmission layout: though the previously-transverse engine was now mounted longitudinally, the gearbox remained transverse, forming a "t". This configuration was used by Ferrari's Formula 1 cars of the 1980s, and would be the standard for the marque's future mid-engined V8 cars, beginning with the 348, introduced later in the year.

That transverse gearbox was a dual-clutch design with beveled gears driving the axles. The engine was up to 3.4 L (3405 cc) and 300 hp. The Mondial's chassis would underpin a new generation of 2-seat Ferraris, right up to today's 360, but the 2+2 Mondial would end production just four years later in 1993. The company has not produced a mid-engined 2+2 car since, leaving the front-engined V12 456 as the company's only 4-seat car.

The Mondial was home to other Ferrari firsts: It used power brakes for the first time, and had a 3-position electronically controlled suspension. It also had standard antilock brakes, though other Ferraris had this feature as wel

Ferrari 328 GTB and GTS

The Ferrari 328 GTB and GTS were introduced in the late 1985 early 1986 years. Depending upon who you talk with this model is sometimes considered the last of the 308 series and sometimes a unique model of its own.

The major change from the 308 to the 328 was an increase in engine size from 3.0 to 3.2 which was the reason for the model name change. This increase gave the car 270 bph at 7,000 rpm. Like the earlier 308s the engine was mounted cross wise in a mid engine position.

From the outside the front and rear bumpers were now painted the same as the body color, rather than black as on the 308s. Initial tires were 205/55 front and 225/50 rears. This was identical to late model 308s for the American market. One unique problem with this tire arrangement was that the front spare tire compartment would only accommodate the 205/55 front tire. So if you had a flat in the rear, your spare tire was the wrong size. If you insisted in using it, your next problem was that you could not close the hood on the 225/50 rear tire as it was just too large to fit the cavity.

Top speed was claimed 158mph just as the QV before it. However, it was slightly faster in 0 to 60 mph by 2 tenths of a second. You could feel the extra horsepower and torque while driving the 328, even though the acceleration numbers did not suggest it.

In addition to the change in paint on the bumpers there were dozens and dozens of minor changes to the car. Towards the end of the run, ABS was introduced. One way of telling was the change in the wheels; however some late 328s had the later wheels but not ABS.

1,348 GTBs were produced and 6,068 GTSs from 1985 until 1989. The open top car was much more popular as can be seen from the production numbers. On the open market they also bring about $5,000 more for a used car. The interesting thing though is that the closed GTB was a little better handling, because of its extra stiffness. The downside was the GTB was also much warmer inside as the open top model allowed some of the heat from the radiator pipes to escapee.

The 328 was the last model Ferrari to use the cross engine location in the mid engine position. Its successor, the 348 had the engine switch to a longitudinal design. It has always been a slight controversy as to which engine position was better. One fact is true however, major engine work on the 308 and 328 series can be done with the engine remaining in the car. Later Ferrari cars had to have the engine removed.

Ferrari 288 GTO

Ferrari 288 GTO

Ferrari 288 GTO

Ferrari 288 GTO

Ferrari 288 GTO

Ferrari 288 GTO

The 288GTO, along with its arch-rival the Porsche 959, is a supercar milestone. For most of the ’70s and early ’80s ultimate road car power and performance figures had remained on a plateau. Brake horsepower in the mid/late 300s, 160-175mph and 0-60 in the low ‘fives’ were the benchmark. Then in 1982 the FIA introduced Group B, for 200-off race and rally machines, and the world went homologation-crazy. A new dawn was breaking and when Maranello’s protagonist finally appeared at the 1984 Geneva Show, the overblown ‘Testosterossa’, latest and lardiest in a series of imperious, range-topping 12-cylinder berlinettas, found its thunder nicked by this upstart V8 underling.

With 400bhp on tap (thanks to the emergent art of turbocharging), 60mph took under five seconds and 190-plus was a reality. These were magic figures 20 years ago, a quantum leap forward that continued exponentially as GTO begat F40, and F40 begat F50, and F50 begat Enzo, and…well, who knows? So what makes the iconic GTO special – and justifies its £185k value – even in the cosy, claustrophobic confines of Middle England?

Giorgetto Giugiaro once generously described Leonardo Fioravanti’s 308GTB as “the most perfect car I’ve ever seen” and the 288, if anything, improves on it, with its swollen arches and 110mm-longer wheelbase (to accommodate a longitudinal rather than transverse engine, for easier pit-lane servicing). Unlike the all-steel 308, the GTO’s bodywork is an exotic cocktail of GRP, Kevlar, Nomex, aluminium and steel, saving 140kg. The most beautiful of all Ferraris? It makes a good case for itself. Aside from the ravishing basic shape, detailing is superb. Look, for example, at the three inclined vents behind the rear wheelarches (a homage to the car’s legendary 250GTO forebear) – functional, simple, inspired. As is the interior. Like many low-slung exotics, a dignified, pain-free entry requires a sort of corkscrew action to ensure clearing both sills and roof. Inside, there’s lots of black velvety fabric trim, creating a purposeful, minimalist ambience that’s also light and airy, thanks to the generous fenestration. You sit a bit low in relation to the classic three-spoke wheel – no airbags here – but the leather seats are supportive and comfy (initially at least – after an hour or two my buttocks weren’t so sure).

The twin-turbo V8 is based on the 268C engine developed by Ferrari from the 308 for the Lancia LC2 Group C car, its 2,855cc capacity chosen to provide a nominal four litres under the FIA’s equivalency rule for turbo engines (multiply by 1.4).

Ferrari Mondial 8 Coupe

Ferrari Mondial 8 Coupe

Ferrari Mondial 8 Coupe

Ferrari Mondial 8 Coupe

Ferrari Mondial 8 Coupe

Ferrari 308 GT4 "Dino"

308 GT4 "Dino"

308 GT4 "Dino"

308 GT4 "Dino"
c
308 GT4 "Dino"

308 GT4 "Dino"

The 308 GT4 Dino was a radical departure for Ferrari, employing the design house Bertone as opposed to Pininfarina to produce a striking modern cutting edge shape to replace the 246 Dino.

Bertone were responsible for classic designs such as the Lamborghini Miura, the Alfa Romeo GT Junior and rally legend Lancia Stratos. The car is a two plus two so it is practical if you’ve got small kids or need to take some (small) mates out for a pose. In classic red, the Ferrari 308 GT4 Dino is a real show stopper and was bought from a classic car hire company who were updating their stock.
SPECIFICATIONS

• The Dino brand of mid-engined, rear-drive sports cars was produced by Ferrari from 1968 to 1976
• The car was an attempt by Ferrari to produce a relatively low cost sports car by using components from other vehicles
• The Dino brand was reserved for cars with engines with fewer than 12 cylinders. This meant that the Ferrari name was kept for the V12 and flat 12 models
• The Dino is named in honour of Enzo Ferrari’s son, Alfredo ‘Dino’ Ferrari. He and engineer Vittorio Jano influenced his father’s decision to produce a line of V6 and V8-engined racing cars in the 1950s. Dino died of muscular dystrophy on June 30, 1956 at the age of only 24
• Initially branded as a ‘Dino’ model, the 308 GT4 was produced from 1973 to April 1980. It was Ferrari's first V8 production automobile
• The 308 GT4 featured the Dino badge until May 1976. At that point, it began to display the Ferrari ‘Prancing Horse’ badge on the steering wheel, bonnet and wheels
• The 308 has a wedge shaped, angular design, which makes it look very different from the 206/246 (from which it was derived). It was styled by Italian automobile company Bertone
• The 308 GT4 V8 has a 90 degree, dual overhead camshaft, a 2927cc motor with four Weber carburetors, V-8 block and heads made of aluminum alloy, and weighs in at 2535 pounds

Ferrari 246 GT "Dino"

Ferrari 246 GT "Dino"

Ferrari 246 GT "Dino"

Ferrari 246 GT "Dino"

Ferrari 246 GT "Dino"

Ferrari introduced the 275 GTB, its first car with independent rear suspension. But however significant the 275 GTB was, most spectators were drawn to the dramatic Dino 206S Speciale show car, a mid-engined concept featuring a mock 2-liter V6 engine. The show car was created as a tribute to the late Alfredino "Dino" Ferrari, and as such had no Ferrari emblems on it whatsoever.

The Turin Auto show of 1966 featured a working prototype of the Dino called the Dino Berlinetta GT. Powered by a transversely mounted V6, the 206 Dino GT was not only Ferrari's first mid-engined production car, but was also a new Ferrari-based Dino brand. The 180-hp, 1,986-cc engine powering the Dino was largely built by Fiat. Even with Dino badges and a Fiat-built engine, the 206 GT's lineage was clearly Ferrari, thanks to the Pininfarina bodywork and the performance.

In 1969, the V6 was enlarged to 2,418-cc, the output increased to 195 horsepower, and the car was renamed the 246 GT. While Ferraris have always been about free revving high performance engines, the Dino 246 GTs have quick, responsive handling that immediately separates them from earlier front-engined Ferraris, and marks the shift that led directly to the present generation of Ferrari road cars. Historically significant, the Dino was the only production car that featured the dynamic advantages of a mid-mounted engine without the angular wedge shape designs that would characterize Ferraris from the mid-'70s well into the '90s.

The 1972 Ferrari 246 Dino GT presented here is a superb, highly original example finished in Fly Yellow with a black leather interior. Very well preserved and cared for by its previous owners, this Dino has documentation of ownership dating back to the mid-1970s, showing it as a Southern California car, and having last been offered publicly for sale at a Ferrari dealership in 1985.

Ferrari 206 GT

Ferrari 206 GT

Ferrari 206 GT

Ferrari 206 GT

Ferrari 206 GT

Ferrari 206 GT
Production period-1968 - 1969
Number built-152


Engine
Engine-V-6 65°
Bore (mm)-86
Stroke (mm)-57
Stroke volume-1987
Compression ratio-9.3:1
Maximum power (HP)-180
At speed of rotation (rpm)-8000
Gear-5 Speed

Performance
Top speed (kph)-235
0-100 kph-...