Classic Car Auctions auctioned a rarity of Citroën: A duck in the Sahara execution. This 2CV was even twice in the desert and is now flush up to 65,000 pounds into the fund.
Which car 1965 drives a British anthropologist in Nigeria? A Land Rover? No, because then he would have worked his own words as a government inspector. The good man was in the mood for a more charming companions and he has chosen a Citroën 2CV Sahara. As it turned out also not two years later, civil war broke out to his disadvantage, because as in Nigeria, the brave Briton was loading his Desert duck with as much water and gasoline as possible, and set out for home.
Over 1,000 miles, the anthropologist and his 2CV traveled together and crossed while the Sahara. The Citroën turned out despite a temporary problem with the hydraulics as a reliable companion. And so both in 1969 returned again to the African country, where they successfully crossed the Sahara for a second time. There he sold the 2CV in the early 70s to a doctor of Ahmadu Bello Unversitäts Clinic. But the parting was not forever.
A long way to the Restoration
In 1980, the first owner discovered his car during a visit to Nigeria again. The duck was hardly used and so he bought the car back to get it repaired extensively in the UK. However, in the absence of spare parts it did not come at the scheduled restoration and the car eventually found his way to the third and current owner.
47 years after delivery to Nigeria, the car a complete renovation was subjected now in 2012 and is now offered in "Practical Classics Classic Car and Restoration Show Sale" at the first and second April in Birmingham Classic Car Auctions for bidding. Between 60,000 and 65,000 pounds (77,000 euros), the auction house expected from the sale.
The highlight of the Sahara duck: It has a motor that drives the front wheels and a second motor for the rear wheels. the extraordinary 2CV was originally built for the use in the French colonies in North Africa. The model offered for sale has the number 657 of 694. "In fact, only 100 existing copies are suspected, including a maximum of 30 functional," says Nigel Gough, expert at Classic Car Auctions.
1959 Facel surprised Véga with Facellia - a small fine addition to the V8 models. The "la petite princesse" called beauty cost 20,000 marks. Her the company was destroyed.
The BB was pregnant. 1,959 additional rounding at an unusual place loomed in France bombshell Brigitte Bardot in the front. Your arched abdomen revealed that soon was coming into the house. Young expects Jean Daninos, although there was to discover in him any physical changes. Because with him it was a scion of a different kind - the Facel Véga Facellia.
The (Alb) dream of French hearts
Daninos was the founder of the company Facel, with the name derived from the long term Forges et Ateliers de Construction d'Eure et de Loire. Before the Second World War, the company produced tools for the aerospace industry, later kitchen and office equipment and of course bodies such as for Simca or Ford. In 1954 Daninos the car brand Facel Véga where Véga indicating an eponymous star of particular appeal.
Facel Véga enriched the car world with extremely expensive luxury cars sporting character for whose temperament made a large-volume V-eight-cylinder US-produced. But that's what tasted Daninos as little as Coca Cola for breakfast croissant. He dreamed of a car with a French heart - a suitable organ donor, he initially did not find.
All the more astonished the selected members of the press and guests, which Daninos presented during a small press conference in late September 1959 in Paris his new baby - a stylish open-top two-seater that an attractive-looking two-camshaft four-cylinder engine Facel Véga lettering on the bonnet under the front hood hid - the Facel Véga Facellia. The secret to the sudden appearance of this machine was not clear at that date. Those present were told only that the cross-flow aluminum cylinder head has been developed in cooperation with Weslake.
As it turned out later, the once standing in the service of Talbot-Lago engineer Carlo Marchetti and Jean Cavallier had realized the engine of Facel Véga Facellia. Cavallier managed the plant in Pont-a-Mousson, which already supplied Facel with gearboxes. Daninos baptized his dream come true Facellia, and he hoped to attract with this little beauty as many new customers.
Facel Végas unique design language
One who today Facel Véga Facellia is as attractive as Daninos then, because in it was not an American, but lives a French soul, Christian Diemer is. Together with Volker Dalheimer he leads in Saarbrücken a workshop for vintage cars, which deals inter alia with intensive vehicles, the Facel Véga brand. His is the to be seen on these pages Facellia, who was abducted at a photocall to nearby France.
There the reputation of this exotic seems to be much higher than in Germany. At least in the elderly, where the Facellia in the small village of Hombourg-Haute rolls past slowly, can be read off from the lips of the word Facel. Whether HK 500, Excellence, Facel II or Facel Véga Facellia, chief engineer Jacques Brasseur has managed to make all models so that it recognizes the viewer as members of the same family. the front alone with the three elements grille and vertical headlamps game is as distinctive as the lush nose for the then French President Charles de Gaulle.
The attentive reader might not have been unaware that initially there was talk only of a Facel Véga Facellia as a convertible. In fact followed only a few months later, a coupe with a wide rear roof pillar, while the four-seat variant appeared with the wraparound roof and the stub tail to the Paris Salon in the fall 1960th
Although the gain in the interior in this Facellia F2 coupe went in the eyes of many at the expense of attractiveness, but not the extravagance. And it was fine like that. The big Facel Véga took it priced loose with a Maserati or Aston Martin on - hence the small 1.6-liter Facellia could not be a special offer. The price of about 20,000 marks surpassed in 1962 as the one Mercedes 190 SL to 4,000 marks.
But what the buyer is a Facel Véga Facellia got this in return? First of all there the simple, yet elegantly shaped body, which expires in two soft, rounded tail fins. integrated therein are delicate, elongated tail light lenses, barely wider than the thumb of a veteran body Spengler. Almost all gloss parts such as bumpers and trim strips made of stainless steel.
The first view after boarding applies this decorative instrument panel of Facel Véga Facellia, apparently a masterpiece of precious wood which extends without any rounding over the entire interior width and holds an unusually large distance to the passengers, resulting in a sense of spaciousness results. Experts know that the wood proves to be perfect illusion on closer inspection. Daninos had a soft spot for metal, and chief painter Marcel Bigot devised a special Technique to give cold metal the broadcasting of warm wood.
But even the knowledge of this trick does not impair the feeling of luxury in the thanks to generous glazing clear inner space of the Facel Véga Facellia. This is ensured by the numerous chrome-ringed Jaeger instruments, the fine toggle switch and the seemingly carved from solid chrome lever for heating and ventilation.
Even the passengers in the rear, which should not be too large, delight in details like accommodated in lateral bulges ashtrays, which are illuminated by lights mounted above. However, the Facel Véga Facellia driver has to accept that his leather seat gives him no lateral support and positioned on the instrument panel rear view mirror reduces visibility.
The Facel engine will be rotated
And the driving impression of the Facel Véga Facellia? The steering is light and direct. However, the robust four-speed transmission requires some force to insert the precisely defined switching stages. With around 1,100 kilos of empty weight the Facellia is not exactly an easy girl, yet it moves noticeably nimble than the 600 kilos heavier V8 models on country roads. The impress more by their brute power, they should nevertheless have taken out the road when accelerating paving stones.
For this purpose, are not enough measured according to SAE standard PS 115 of Facel Véga Facellia four-cylinder naturally. Ago was reminiscent of the design of an Alfa-motor unit seems a bit sluggish in the lower speed range. Who wants to be fast, which support safe driving characteristics must crank the engine. It then turns even a sporty noise one, but the associated volume curbs soon a too Gasfuss research. Highway trips with 80 to 110 km / h and then applied in fourth gear 3,500 / min make, located in the pleasurable Facellia while at least wishes an overdrive for highway driving.
Ur-engine was the sinking of Facel Véga
The engine in Diemers Facel Véga Facellia runs without problems, because it is the end of 1960 introduced revised version with modified pistons, cylinder liners, reduced compression ratio and an optimized cooling circuit. For the original engine proved at the time as a disaster, he was not mature. So it came en masse to damage at an early stage damaged the reputation and the company eventually fell into ruin. The rescue attempts with motors from other manufacturers such as Volvo in Facel III came too late.
Daninos had with his young Facellia no luck, any more than the BB. While she herself was to blame, because they would not hear of her son, Daninos did everything for the new family member Facel Véga Facellia. But it was not enough.
The Plymouth Road Runner 440 is a muscle car icon: bears powerful engine in a hapless high-volume car. As with other Mopar cars a bit expensive compared with GM and Ford pleasure. Here you get to drive report with the muscle car Plymouth Road Runner, the sports car Chevrolet Corvette and the Ford Mustang pony car.
Men like Mopar (Chrysler, Dodge, Plymouth) and giving it now a lot of money, especially in the US. Therefore restoration of the Plymouth Road Runner 440 very rewarding and non-tinkered rust originals are very rare. There you will find corrosion on the bottom corners of front and rear windows, in the trunk, at the C-pillar at bottom, sills, door bottoms, wheel arches and fan box. Very important: complete, well-preserved interior with working instruments.
The V8 engines from Chrysler do not differ in their marginal weaknesses materially from Ford and Chevy. The transmission, both switches and automatic, are considered to be robust, as long as the rear axle is not provided with high-traction tires monsters. The same applies to the steering. Especially Plymouth Road Runner 440 with servo-steering, which allow steering in the state, show a high degree of wear here. Sockets and joints of the suspension also suffer from the V8 engine.
For a Plymouth Road Runner 440 in good condition you have to dig deep into their pockets. because of the strikes usually with 40,000 euros. Copies in more moderate status are not cheap, but are traded "already" for around 18,200 euros.
- When introducing 1968 (Plymouth Road Runner 440)
- 2,870 US $
- At the end of production 19XX (Plymouth Road Runner 440)
- 3,545 US $
The spare parts situation for the Plymouth Road Runner 440 is currently mixed. Parts do not make problems like all Americans. Unfortunately, there are hardly any new motors at Mopar. Instruments in the original look are also scarce. Overall, relatively high prices.
- window frame
- fan box
- gear wear
The Plymouth Road Runner 440 is a muscle car icon: bears powerful engine in a hapless high-volume car. As with other Mopar cars a bit expensive compared with GM and Ford pleasure. Here you get to drive report with the muscle car Plymouth Road Runner, the sports car Chevrolet Corvette and the Ford Mustang pony car.
A rally icon for less than 10,000 euros? Subaru has since prepared something - and 1996: the Impreza GT Turbo with 211 or - later - 218 hp, the predecessor of the legendary, later introduced to us, WRX STi.
Whenever in the Auto Motor und Sport-Editors will talk about the Subaru Impreza, falls after a few moments guaranteed a name: Colin McRae. No wonder, since he made the Subaru for us Europeans really known. 20 years ago, in 1995, he won the World Rally Championship with his Impreza WRC STi II.
Subaru Impreza GT Turbo came to Germany in 1996
A year later brought Subaru at least a sporty model of the Impreza with us to the market: the GT Turbo with the characteristic air scoop on the hood. Previously, there was only the civilian version with boxer four-cylinder and 95 and 125 hp now. Not enough for the ambitious sports rider.
Introduced in 1996 Subaru Impreza GT Turbo variant was it exactly right: With 211 hp were the data sheet of the two-liter sports car. Under the hood is a turbocharged four-cylinder snorted the on named. In Japan, this version was the way simply "WRX". For the sprint to 100 km / h, the Impreza took about six seconds, the top speed of the wheel drive vehicle was 230 km / h - decent for its time.
We remember: At least BMW had nothing Adequate in the program; Although a 328i cost about the same, however, was no match for the Impreza Turbo GT. And the M3? With 321 hp, it was much stronger, and with a base price of 88,000 DM almost 40,000 marks more expensive than the Impreza Turbo GT, which was available to us from 50,900 DM (model year 2000).
The facelift the GT Turbo brings 7 hp
In order for the Impreza GT Turbo was an absolute bargain. 1999, the performance of the EJ20 aggregate was increased to 218 hp - almost in preparation for the new millennium. It remained at a rather low compression ratio of 8.0: 1, the boost pressure is 0.85 bar. Unlike today regarded as modern engines, the moderate, maximum available torque of 290 Nm was on only at 4,000 / min.
Nevertheless, the 218 hp Subaru Impreza GT Turbo accelerates 0.3 seconds faster to 100 km / h as the early version. Partly because of course has the rally suitable for all-wheel drive with viscous limited-slip differential on the rear axle. Interesting fact: Despite the elaborate driveline and chassis design of the GT Turbo Super Test only weighed 1,290 kilos - a comparably strong Audi S3 with 210 hp took exactly 200 kg more on the scale.
Subaru Impreza GT Turbo in 8:37 min through the Green Hell
His weight advantage of equipped with an appropriate spoiler Impreza could translate into fast lap times: on the Nürburgring-Nordschleife he was with a time of 8:37 minutes, although only four seconds faster than the Audi S3, at Hockenheim were against 1.5 seconds - an eternity for the 2.6 km short course.
What is the difference be explained? Horst von Saurma, then the author sports car-Super tests, it says this: ". The narrow 205er tires coming through the high Radlastverschiebungen, ie body-totter, quite quickly reach their performance limits" And 20.8 kilometers, the tires build extreme off at Hockenheim - clear. The premature tire and brake wear is one of the few problems of the Japan-athlete. But unlike exotics like the Mazda RX-7 in both powertrain and chassis are the Impreza Turbo GT as stable.
Production car rare, no problem tuning
The body has the typical defects of a 90s vehicle on rust on the wheel arches, puff in the field of jacking recording. Also, the exhaust should be replaced after now more than 15 years - at the latest when showing cracks at the welds.
Important: a review of Achsaufnahmepunkte on the rear axle. Ideally, also measure the track in front of a possible purchase - many Imprezas were fucked pretty hard. Many buyers saw further improvement in the chassis, built a stiffer stabilizers, stiffer springs and shock absorbers.
The drive only rarely resembles the absolute production configuration, larger turbocharger, others intercooler, sharper camshafts go all right as long as it was not excessive. For the drive train modifications to 280 to 300 PS order, only the clutch and the synchronizing rings of the five-speed manual transmission can be prematurely conk improper treatment.
Little demand for Impreza GT Turbo, small offer
The spare parts location for a nearly 20 year old car is quite okay. Parts can be ordered via Subaru Germany. Most of which are also relatively cheap - unless it comes to the drive unit. The cost of a turbo go with a defect quickly into the thousands. Remedy tuner who specializes in turbo technology. Which are cheaper than the original, but also no Subaru part.
To have the Subaru Impreza GT Turbo from 5.000 Euro is in state 4 for state 2 are at least 10,000 euros due. The market is limited, lovers vehicles rarely appear in Internet exchanges. Demand also moves at relatively low levels - yet the GT Turbos are affordable. Perhaps also because many have it not on the screen and enter the code "WRX" and "STi" into the search field. And who is to blame? Clearly Colin.
|vehicle||construction time||Price from||Link to buying guides|
|Nissan Skyline R33 GT-R||1995 - 1998||17,500 €||R33 GT-R|
|Honda NSX||1990 - 2005||40,000 €||NSX|
|Toyota Supra (JZA80)||1993 - 2002||15,000 €||Super Supra|
|RX-7 (FD3S)||1991 - 2002||15,000 €||RX-7|
|Subaru Impreza GT Turbo||1996 - 2000||7,500 €||Impreza Turbo|
|Mitsubishi Evo IV||1996 - 1998||4.000 EUR||evolution IV|
The Nissan Z31 series shines with very good long-term quality. She barely type-related weaknesses that makes the Nissan 300 ZX to showcase classic cars. But scarce supply and previous owners sins dampen the joy.
The biggest shortcoming body in a Nissan 300 ZX are poorly repaired accident damage performance-conscious owner. Closely followed by a lack of originality in terms of wheels and Spoilerzierrat. Stainless bites at the Japanese luxury coupe thanks to good care mostly teeth out. Typical weaknesses there is no when corrosion has formed, then the usual suspects Ask any self-supporting body as sills, jacking and rear wheel arches. However, the interior, seat covers and plastic parts is not very resistant to aging show up frequently UV damage.
The modern designed V6 engine (Type VG 30E) is considered to be robust and reliable. It is a "fake" V6 cylinder banks are offset as in the archetypal Ford V6, each connecting rod has its own offset. With regular maintenance and compliance with the timing belt replacement intervals even mileages are more than 200,000 km, completely harmless. The turbo engine is only recommended for detectable intensive maintenance. Rarely there are faults in the LH-Jetronic. The gears are indestructible. Most Nissan 300 ZX do not have a G-Kat, retrofitting is possible, inform the clubs about details.
- Upon introduction in 1984 (Nissan 300 ZX)
- 39,995 Mark
- At the end of production in 1989 (Nissan 300 ZX Turbo)
- 57,995 Mark
For Japanese cars from the eighties spare parts shortages are typical. This concerns than the technology, but rather the body parts. Prices are currently at a premium-class car like the Nissan 300 ZX high. Better sorted than the German Nissan dealers the camp in Switzerland and the Benelux countries. Ebay is very important as a source.
- Sills and wheel arches
- Laminated accidental damage
- lack Originaltiät
- Seat covers, instrument panel
- Electronics (LG)
- Toothed belt interval (90 TKM)
- Tie rod and ball joints
- braking system
- No G-Kat
The Nissan Z31 series shines with very good long-term quality. She barely type-related weaknesses that makes the 300 ZX to showcase classic cars. But scarce supply and previous owners sins dampen the joy.
He is evil. Otherwise it is impossible to say: This Suzuki X-90 is a bad car. He is angry because he is open. This openness of the X-90 takes its occupants (which thankfully so can not be more than two) the ability to hide - which is urgently needed. After all, who wants to be seen in this car?
The open Suzuki X-90 presents, it displays it, it exposes them. His openness works as the disclosure of what would be better left secret, it works as an exposure.
The Tuner Grand Prix and the Drift Challenge, the High Performance Days organized sports car every year at the Hockenheimring with fast cars, hot drifts and a lot of fun for participants and visitors.
In 1992, the first tuner Grand Prix on the Baden formula 1 slope was discharged. Back then it was still too tranquil. Just 17 cars entered for the lap time hunting at on the Hockenheimring. From the small meetings, the highlight of the European tuning industry has become over the years. The Tuner GP attracts numerous visitors to the grandstands and the paddock.
The high-class program of the Drift Challenge attracts the best drifters in Europe to the Hockenheimring. Hot drift angles and lots of smoke are inevitable here.
The sports car-High Performance Days 2017 find from 14 to 16 July at the Hockenheimring place and guarantee motorsport touch. On this page you will find all information about the sport auto-High Performance Days.
After the meeting of the Formula 1 Commission is certain that you want to hold on to new and controversial points system. In addition, the top ten on the grid will go into the race with the same tires as in qualifying.
On Monday (1.2.), The Formula 1 Commission met in Paris and discussed the still uncommitted usually customer for the season 2010. The resolutions of this meeting must now be approved in the next 48 hours from the FIA World Motor Sport Council.
The new points system is controversial
One of the most most debated decisions should be the approval of the new points system in which the winner receives 25 points from now and seven points more than the runner-up. This should get more importance a victory. So far, the winner got ten points and the second eight points. The staggering now divided as follows: 25-18-15-12-10-8-6-4-2-1. Critics of the new points system, especially the fact that the statistics of recent years now lose their importance and successes will no longer be comparable.
Less sets of tires and limitations of the diffuser
But the points system will not be the only innovation to which fans and experts have to get used. When it comes to tires, something did. The tires are limited in the future from 14 to eleven sets. Their intention is mainly tire manufacturer Bridgestone doing a favor for the thus reduce the cost enormously. The rule that three sets of tires must be returned on Friday (1st meeting a set of hard compound, the second session: one set of hard and soft compound) was introduced to force the teams to go on Friday to the track. This is a service for the fans. Who does not go wasted these sets of tires, because they can not pick up until Saturday. They are irretrievably gone. In addition, the voltage should be increased by taking the first ten of the grid with the qualifying tires in the race.
Another change from the 2011 season concerns the diffuser. The amount is limited in the future of 175 millimeters to 125 millimeters, and further measures to avoid double diffusers were decided. In addition, it was agreed to draw up proposals for new environmentally friendly technologies in the future.
Sebastian Vettel was the big loser of the qualifying on Saturday from Sepang. We let the dramatic events in the Ferrari garage relive. Here are the photos of the day.
With so much hope Sebastian Vettel had come in the morning to the Grand Prix circuit in Malaysia. But 5 minutes before the end of the third training the disaster took its course. A small electrical problem led to hurried engine change during the lunch break. In qualifying the Heppenheimer then quickly found out that with the exchange unit no pot was to win.
Mercedes is on track
At Mercedes, the mood curve was completely opposite. After the frustration of Friday, Lewis Hamilton in qualifying was suddenly at the top of the table. The reward was pole position number 70 in his career. It was one of the most surprising for the championship leader. Hamilton took the gift, of course, gladly.
Most gifts had deserved Max Verstappen. The Dutchman emerged with his 20th birthday last the teen years. The team there was a fat cake. there were the teammates in his own words given one and a half tenths. Which reached the leading position in the pure second Red Bull series.
Palmer takes Verstappen on the horns
It had looked in the third training for Verstappen still for a used day. The birthday girl was bombed shortly before the end of the session of Jolyon Palmer. At Renault the front wing broke off, Verstappen turned once on its axis, but could still save the left with a puncture on the rear of the box.
In the gallery we show you again the highlights of an entertaining qualifying Saturday at Sepang.
When DTM round at the Moscow Raceway, the two "newcomers" René Rast and Maro Engel secured the winning trophies. Headlines but also ensured Mike Rockenfeller and Mattias Ekström.
Mike Rockenfeller was in Moscow the man of Saturday. Although he had to play after the Norisring crash with a broken left foot, the Audi driver drove to the podium. At startup, he defended his second place without feeling in the clutch foot. And about an hour later, he came in a not very exciting at the top races and finished second - only beaten narrowly by its Audi brand-mate René Rast. Suspicions that Rockenfeller was not allowed to attack the new championship leader Rast were denied vehemently by Audi.
Ranked 3 Marco Wittmann ended up in the fastest BMW. The master was actually run in qualifying on pole position, but had five grid positions back because of the third warning at the Norisring. But Wittmann benefited in the race, among others, Mattias Ekström's bad luck, the starting commotion by Timo Glock was pushed off the track. For Glock, there was a warning for Ekström at the end rank eighth
First DTM victory for Maro Engel
Also in Sunday's race, the racing gods against Ekström seemed to have conspired. The Swede was again on the podium, when a brake failure at BMW of Maxime Martin led early in the race to a safety car. 4 pilots had changed the tires already in the first round and to be able to decide among themselves seemed the podium.
When the race was re-released one after another car turned to change tires and fell back behind the quartet. But Audi held Nico Müller until the penultimate lap on the track to einzubremsen early stopper artificial. So Ekström was able to catch up on fresh tires the loss of time of pit stops again and aufschnupfen a competitor after another.
In the end it was enough for Ekström but only to rank second Maro Engel, one of the four early stopper could save 0.376 seconds lead over the line. One more lap and it would have become nothing with the first DTM victory for the Mercedes drivers. Behind Ekström Bruno Spengler came third podium finish, before René Rast, who collected valuable points for the drivers' championship again.
In the overall standings, Ekström is now with 113 points just ahead of Rast (112). With some distance following Lucas Auer (99) finished third Best BMW driver is Maxime Martin (78) to position the fifth
For the one-make cup racing series Lamborghini Super Trofeo the Italians have launched a new race car, the Lamborghini Huracán Super Trofeo EVO.
For the Super trofeo race series, which will be held in Europe, Asia and America, the Huracan is used again. compared to the previous model, but the aerodynamics have been significantly enhanced. In addition, a new main sponsor was presented. Here, the Swiss watchmaker Roger Dubuis Nobel could be won.
The new aerodynamic attachments on Lamborghini Huracan will keep the output at the level of its predecessor, but increase the Windschlüpfigkeit and driving stability. The bottom line of the new Huracan Cup racer will be faster than the old. The new aero package of Lamborghini in collaboration with Dallara was developed.
Update old race car possible
To have the new Lamborghini Huracán Super Trofeo EVO with prices starting at 235,000 euros in Europe and Asia, US customers need dollars 295,000 on the table of the House for the race car. All prices are exclusive of taxes.
His first appearance on the track will celebrate as part of the Lamborghini Super Trofeo racing series in Europe, Asia and the US, the new Lamborghini Huracán Super Trofeo EVO in the spring 2018th Customer teams who already have an old Huracán Super Trofeo can update it with the new aero package. For this, yet was called no price.
Sir Alec Issigonis, Rauno Aaltonen and John Cooper called the mini-heroes of the past. Today, the iconic British small car hardly anyone has so prescribed as Andreas Hohls. For over 20 years he cultivates the mini enthusiasm with the company Minimania.
Max is supposed to be the junior partner. He prefers a lofty place in high altitude in order to always keep track. he has earned as a foundling from the shelter this climb. And that's why Andreas Hohls begrudge the red-white cat a place on the shoulder - whether now or just visit it not.
Here, animals are not just the superficial Passion of tall beard wearer. For decades Hohls committed to the classic Mini. For him, the British small car is a perfectly logical development of the life story.
The mini - "The only motorcycle with four wheels"
His youth from Lower Saxony had invariably spent on motorized two-wheelers. With the beginning of the study but a weather-proof vehicle was needed. "The only motorcycle with four wheels was the Mini," he recalls. With a blue and white Mini 1000 personal mini-mania began and how many Minis have gone in over three decades by Hohls' hands today can hardly even understand.
From the passion a profession was - if not planned well in advance. Hohls studied sports and geography to become a teacher - but had the misfortune to finish precisely at those times his studies with distinction, as nowhere young teachers were recruited in the country. A future at a school came to the illusion - the Mini on the other hand remained a reality.
Hohls procured in 1977 for self-interest and for other Mini drivers spares and founded in 1980, the mini-tab of Germany. "In 1986 the volume of parts procurement had reached such a framework for other clubs that Customs did not want to believe me, the 30 exhaust systems are subsistence," says Hohl says. He made the hobby into a profession.
Today at Mini Mania in the small settlement Neuenkruge near Oldenburg next Hohls eight part-time employees hired (Max Kater not counted). Hohls focuses on the aftermarket and sees himself as a mediator and architect in the mini-scene. "My job is to find and bring together specialists as needed."
That can also: A boxer in the Mini
This is perfected in motorsport, the Hohls actively engaged as a driver for the 1991st Even the first use at the Oldtimer Grand Prix at the Nurburgring earned him a second place overall. In a 1275 Cooper S MK I with start number 21, the color of which he affectionately calls "Eifel foggy gray" Hohls denies continuously since then the race of HTWT and HTGT - They have limited success both 2004 and 2008, he finished the season as the overall winner. His commitment is limited, however, not only to the fast work in the fireproof overalls. Hohls written official race reports for the historic racing series.
Nevertheless, not everything in the life of Andreas Hohls to the Mini. The studies focus sport he has remained true to this day. For 24 years he was an active martial artist, was in the boxing ring and often wrestled on the mat down opponents who were considerably younger. It was not until 47 years Hohls saw fit to hang boxing gloves to the famous nail.
What did not mean that the sport was written off. Several times a week, the 55-year-old toils today at the gym and trained muscles and stamina. This is crucial for him to be successful in the historic motorsport. One can not be teased out from the engine builder the last hp from a racing engine finally, if one had to even carry around on your belt superfluous kilos with him, he underlines its clear commitment to fitness. For the balance of the mini everyday a Yamaha XT 500, with which the motorcycle times of yore revive stylish again makes.
Only a Porsche GT3 can compete with the Mini
Another car than the Mini never came into question for Hohls. "It bears the Mini as a garment," says the 1.91 meter tall Hohls. A comparable for him handling asserts Hohls that he had experienced only once in a Porsche 911 GT3 - and brings a silent enthusiasm for sports cars from Zuffenhausen expressed. The success of the new process developed by BMW Mini considered Hohls relaxed. "The old and the new type should be considered independently of each other," says the Mini Mania Man. "BMW is now benefiting from the merits that has moved into 40 years of Mini."
Currently includes eight classic Minis for personal fleet of Hohls. Two of them are prepared for racing operations, a Moke invites the other hand, a merciless open-top driving. However Hohls' personal favorite model from the mini-history is the van. The spacious wagon offers his opinion, because of the longer wheelbase improved road and on top of that even more practical.
As Minimania moved bag and baggage a few years ago, a mini-van had to serve as a beast of burden - including the challenge of having to pull a trailer weighing several tons. Kater Max may have been in the parade with the lightest load.
2016 Ferrari plans to takeover in Formula 1. In winter, the car was rebuilt consuming - both outside and under the hood. In our technology-check, we show you what's new at Ferrari SF16-T in detail.
Can Ferrari actually start attacking Mercedes? The money and technical use is not lacking in Maranello, anyway. In recent years has been upgraded properly in the design office. Under the aegis of James Allison hungry staff that will usher in a new era of success for the Scuderia works.
Not only personnel Ferrari is well positioned. In terms of hardware, it lacks nothing. The simulator was developed steadily in recent years. In addition there was a completely new wind tunnel and advanced CFD technology. Only one no longer exists now: excuses. CEO Sergio Marchionne demands for 2016 that you can at least fight on par with Mercedes. The title decision will not fall again as early as last year.
Specifications Ferrari SF16-H
- Model: Ferrari SF16-H
- Engine: Ferrari 059-5
- Gasoline: Shell
- Wheels Manufacturer: OZ
- Brakes: Brembo
- Length: 5,057 mm
- Wheelbase: 3494 mm (2015: 3,508 mm)
- Front overhang: 995 mm
- Angle: 1.4 °
Ferrari had already in 2015 made a huge leap in terms of engine. 2016 will follow the next. 4 token, the engineers had not redeemed during the season. They were only moved parallel to the last race. The related modifications thus find for the first time in the 2016er drive again.
In terms of packaging the Italians have accidentally made the same conversion as Mercedes. One of the two intercoolers wandered out of the chassis near the turbos. Quite by chance, the measure did not come but comfortable. In recent months, some engineers from Brixworth had begun the road to Maranello - apparently with known ideas in his luggage.
When it comes to performance and hybrid power Ferrari could saddle up with petrol partner Shell, which is confirmed by GPS measurements of the competition. Only in terms of reliability just problems in the first week of testing yet. Until 6 test day Sebastian Vettel got a revised aggregate installed, with which he could safely drive even sharper mappings.
In terms of aerodynamics, Ferrari was in the winter no stone unturned. However, it had already seen many of the modifications in a similar form in the competition. The short nose reminiscent of Red Bull, the central rear wing support which now passes through the exhaust, had already shown in 2015 Toro Rosso. And conversion of Pullrod- a pushrod front suspension had long since taken any other car.
The engine was placed slightly further forward. The new transmission fails shorter. So that the new Ferrari in the rear building now much slimmer. The side pods are contracted earlier. Also in the wheelbase, the conversion reflects. Between the axes are now 1.4 centimeters less space than last year.
Apart from the well-known air through the front one is looking fancy Aero-tricks at the new Vettel company car vain. During the tests, the engineers gave sparingly updates. The technicians were just using extensively collect data with the package before it is already changed again. Ferrari continued especially at the rear of one the largest instruments in order to get the air flow on the track.
Ferrari is also when many elements in comparison to Mercedes act now in terms of aerodynamics back up to date, somewhat conservative. This need not be negative. James Allison had built at Lotus elegant car, which you have not seen the speed from the outside. The long runs in testing have indicated that the new Ferrari is again a weapon thanks to low tire wear.
A question mark still hangs over the drive - both in terms of power and reliability. To some extent compete in performance with Mercedes, Ferrari began in 2015 an aggregate per rider one more. The increase to 21 races leading in 2016 to the fact that now all the teams are allowed to use a fifth power unit unpunished. The mileage per unit is thus reduced slightly. That should do more good than Mercedes Ferrari.
If Ferrari can hold up the pace in the season continued as during the winter break, Mercedes have to be careful. but if the Italians can go into every race on par with the silver arrows, or only under specific conditions, however, is questionable. The constancy has clearly spoken in recent years for Mercedes.
In the gallery we show you the new Ferrari in comparison with its predecessor - and the most important technical modifications.
|Red Bull RB12|
Motorsport legends tell the story of her best race: In Part eleven of the series Jacques Laffite has his say. The Frenchman told the Brazilian GP, when he led Ligier in the banked curves of Interlagos for double victory.
It was my fourth year with Ligier in Formula 1. We are regularly went to the podium, also once won, but the really big success was missing. For 1979, our designer Gerard Ducarouge had copied the ground effect principle of Lotus. No, he has improved it. The Ligier JS11 went like a rocket. The grip was unbelievable.
I knew from the first test at Paul Ricard that I was in a winning car. After three rounds, I am fully down the Signes curve at the end of the long straight for the first time. I came back to the pits, and have said to Ducarouge: "Now I know why the Lotus last year were so fast."
Age Interlagos course with two sharp turns
The 1979 season began for us with a win in Buenos Aires. We were all really excited. Everyone thought that it has been a flash in the pan. We are still flying with a good feeling for the next race in Brazil. That was another dimension. Extremely hot, extremely dangerous. The old Interlagos circuit was a monster. Not comparable with the present line. Quick, wavy, unforgiving.
There was the Curva del Sol. 180 degrees, over 200 km / h. And there were two steep turns right after the start. I dare the only one to take them absolutely full. Because the car was so good. Still, you've always held my breath when you're shot with over 250 stuff like a cannonball from the curve. You tried with every fiber of your body to feel if the front starts to push or wants to break out the rear.
I had achieved the fastest time on Friday and have only watched on Saturday. I knew that no one catches me more. I had the same confidence in me and the car, as is the case with Vettel today. My team mate Patrick Depailler quarreled with the setup. For him full throttle was taboo in the steep turn.
Depailler in the lee of Laffite Second
We sold us quickly from the field, Patrick always in my slipstream. In the race it was impossible to take the Insanity curve each lap full. That's why I pushed a little mind game with Patrick. Whenever he close to me on, I was fully on the gas. Eventually he had enough of it. The projection then quickly grew to five seconds.
Patrick wanted this time necessarily reach the finish after his failure in Argentina. We actually came very well together, but when we were teammates, suddenly there was a wall between us. When he drove for Tyrrell, we went traveling together. Thus was over now. How are you going to a fight on the track with which you hang all day? Since the bite is lost.
He then won later in Jarama. Unfortunately, he threw away all chances when he crashed in a hang-gliding and stretching the legs broke. After our second victory, the view changed in the paddock. The French can not but be so bad, it was sudden. In France we have made Formula 1 popular. As a French team went to the World Cup title, which was otherwise reserved for the English.
Ligier after a good start only World Cup third
Unfortunately, we then put a leg ourselves. The wings at the side boxes were made of aluminum. To save weight, we have built out of plastic. Only later turned out that the plastic wing was not stiff enough. This has disturbed the aerodynamics. Unfortunately, we could not see the problem. The wing bent is doing it at full speed.
Wind tunnel tests were still the exception. Guy Ligier was short of money, and he has fallen out with the wind tunnel people after he found out that they had forwarded data to Alfa Romeo. The then built a copy of our car. So we have solved the problem until the end of August. Unfortunately, there was already left the World Cup train. yet I have no regrets. It was a wonderful time.
After the bitter defeat in the previous year, Toyota has its development pace in 2017 again tightened: The engine is a completely new design, to the hybrid system has been improved and relaunched the Aero concept. The technology-Check!
Two radical new units in just two years - Toyota has consecutively taken drastic consequences after the defeats at Le Mans in 2015 and 2016 two times and de facto no stone unturned to achieve eternal life goal of Japanese - namely the overall victory in Le Mans. After two World Cup races and the pre-test before the 24-hour race in Le Mans is clear: Toyota is as clear favorite in the toughest endurance race in the world. We explain the technical background:
After two engine failures in the World Championship race at Spa in 2016 it was clear that in 2017 a major operation on the motor side had to be done, because the engine block had too wound in the compression of Eau Rouge. Also, there was scope for efficiency - ie fuel consumption versus performance. Originally, it was even considered a reduction in engine capacity from 2.4 to 2.1 liters, but rejected by bench tests.
The motor for the season 2017 nevertheless a complete redesign, even if displacement (2.4 liters) and number of cylinders, cylinder assembly and charging (so V6 engine with twin turbochargers) are identical to the previous year. Since the length of the engine block modified, the Powertrain Department developed in Japan also still the same, a new six-speed gearbox.
The hybrid architecture has been significantly improved. The new battery cells can operate at a higher operating temperature and therefore require less cooling, which helps with the aerodynamics. The MGU systems on the front and rear axle - Toyota recuperated energy only on the front and rear brakes - forfeited much a weight, at the same time their efficiency has been significantly improved.
The improvements in energy and power density ensure that Toyota can recuperate more energy faster now, but store energy longer and now can boost where it is best for the lap time optimization.
Considering the direct comparison to LMP1 opponents Porsche, it is striking that Toyota uses twin turbochargers in the engine, which firstly under weight issues - Keyword two turbochargers and two intercooler - is a disadvantage and secondly prevents you (like Porsche) an exhaust energy recovery (AER) can bring used. Porsche can recuperate with the AER also when accelerating energy while Toyota power can collect only on the braking.
The technical regulations were changed significantly in 2017, with the aim to reduce the speed of the LMP1 cars: The front diffuser has been lifted, the rear diffuser limited in width and the angle of ascent. Toyota has simulated that the output loss from these rule changes based on the Le Mans track about 4 seconds per round costs.
Much like Porsche, Toyota has obviously tried to compensate for these losses. First, the output that is generated by the flow through the vehicle was drastically increased. The most efficient output is indeed the one who comes from the subsoil, but here the regulations had put a stop to.
More driven by overflow (ie more simple said wing on the vehicle) has extremely negative effects in wind resistance. Based on the upcoming Le Mans to use low-downforce kit Toyota has done an excellent job, because the TS050 is quick in the twisty sections, but simultaneously leads the LMP1 top speed classification in Le Mans.
However, an aspect is controversial: Porsche believed that Toyota operates the left and right during the flow through the rear end of the engine with a system that from the effect forth a double diffuser is very similar: An internal second reference level being fed by lateral air so that it generates output - more details are not known.
Porsche claims that this application does not comply with the regulations, nor the agreements. Toyota recalls how the FIA as a control transmitter that the TS050 is homologated - and therefore is legal. What performance share this solution has exactly is also unknown.
Although the new engine is in the practical vehicle testing only since March 2017, it appeared to have been no obvious problems. The endurance tests with maturities of more than 30 hours were satisfactory, according to the engineers. "There are currently no area in the car, where we would have legitimate concerns about Le Mans," explains Toyota Technical Director Pascal Vasselon.
In the hybrid system, it should, however, have given technical defects, but in the early stages of testing. Even the World Cup season opener at Silverstone in mid-April TMG boss Rob Leupen had admitted that there were still question marks in the hybrid region. However, shortly before Le Mans there was no evidence that acute problems in the reliability of the equipment.
According to previous race and test results Toyota needs related to the speed as the clear favorite for the 24-hour race in Le Mans apply: Toyota won the first two World Championship races at Silverstone and Spa with the high-downforce package, and dominated Le Mans test day two weeks before the race, this time with the low downforce package.
Porsche lost in the fastest time over 3 seconds Toyota, but the Japanese drove a qualifying simulation - so little fuel and fresh tires - while Porsche refrained. But even Porsche could not help classify the Toyota lap times during the pre-test as "impressive," as formulated by team boss Andreas Seidl.
What does this mean for the race pace is not yet clear: Porsche is hoping that you will be in the race closer to Toyota it. A lap time delta of one second would be okay, although then still it is clear that you will not have the speed Toyota can beat - the expected now also no one in the Porsche camp.
At Toyota, one naturally hopes that the projection is closer to 2 seconds per lap. That would be quite a comfortable cushion and could cause Toyota had already suspended in a green race after about 100 laps, the Porsche LMP1 one full round.