A Study Of Opposites At A Stoplight

I pulled up to the 4-way intersection as I headed towards the highway, and I noticed something. A strange sense of something interesting. I looked over to my left, and realized the silver compact hatchback in the turning lane was actually a Chevy Volt, not a Saturn Astra or a VW Golf like you might think at first glance.

It’s the first time I’ve seen a Volt in person, and I was pleasantly surprised. In real life, it’s a hunkered-down low slung looking thing, without the normal reek of hybrid dullness about it. Great looking car. And considering the relative importance of the Volt in the scheme of things, that would be a good enough spotting for me for one day. But let’s zoom the frame out a bit here.

Hmm… A highway on-ramp, a Toyota Minivan for the local Toyota dealer, a stoplight, a… wait. A Cateram 7?

Now that’s not something you see every day! I don’t know if this is a Cateram, Doonkervort, Birkin, Dax, or any of the other 14 million different Lotus 7 clones, but regardless, seeing a Seven on the streets in Raleigh NC (of all places!) is pretty damn strange. Seeing one at the same light as a Chevy Volt is even stranger. Really, how different can two cars get?

On the one hand, you’ve got the Volt, which is so packed full of batteries and computers and electric motors and pistons and seat heaters and computer screens and plugs and gas tanks and probably one of those nefarious “black boxes.” On the other side, you’ve got a 7. Which has… an engine! Some wheels! Slabs of metal to keep water from the front tires off your face! A roof you can put up, if you really feel like it! I feel like two cars can’t get much more different than a Volt and a 7. And to see both of them… at one stoplight… in Raleigh. Unusual to say the least.

Which would I rather have? The 7, of course. This is CarThrottle, not Gizmodo. Sevens stand for everything that is righteous and awesome about sports cars, a design so good it’s been in production basically unchanged since the late 50′s. Light is still the easiest way to go fast. And I’d imagine that by the time the Volt is out of date and out of production, they’ll still be making 7′s, because people will still want them.

(Ed’s note: sorry for the low resolution and general crappiness of these photos. Still, Camera Phones are getting better!)

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The Sound Of A Spinning Dorito

Everything I know about rotary engines can be summed up in one sarcastic sentence: “Hey, communism worked in theory too.” That might be oversimplifying things: we can also add “boost goes in, apex seals come out” to the list while we’re at it. It’s safe to say that Felix Wankel’s invention never really achieved the widespread popularity some originally thought it would, but it can’t be said that the rotary doesn’t have it’s loyalists. Rotarys may be torqueless, thirsty, failure-prone, and oil-slurping emissions monsters, but they do sort of dominate on the racetrack.

This post isn’t going to be a “how the hell does a Rotary work, anyway” post -- there’s Wikipedia for that. (Although ask and you shall receive, if there’s any interest in such an article.) One of the greatest things about these engines is the sound an uncorked Rotary makes when it’s being wrung out. So sit back and enjoy the dulcet tones of the Dorito Spinner, one of the oddest engines ever to find it’s way into a production car.

This first video is an RX-7 so far from stock, it should probably be called an RX-10.5. It’s actually got a 3 rotor engine (the 12a/13b were 2-rotors) made up of RX4/5 parts as well as a big T04B boosting at 20psi. This one looks extremely rapid.

Another triple-rotor RX-7 here, this one a third-generation (FD3S) with a Eunos Cosmo 20b 3-rotor boosted to kingdom come. The sound this car makes on boost is just nuts. Notice the welded differential in the back, too? Hardcore.

A 13b (2-rotor) 3rd gen RX7 drag racing in Trinidad(!) The legend of the spinning Dorito has reached far beyond Hiroshima, it seems. This thing takes off like it just got rear-ended by a dump truck. Insane.

I have to assume that when the apocalypse comes, it’s going to sound a little like this. Oh lord. 7 second drag rotary is an impressive sight indeed. This one’s another triple-rotor 20B in an FD chassis RX-7. How much power? Probably a gazillion.

Rotaries are so light and can make so much power they manage to find their way into all sorts of race cars they were never intended to. For instance, how about this 9-second Datsun 510 Wagon?

Ahh, a humble VW Beetle. Little air-cooled flat four, 50 horsepower, the People’s Car… wait, no, drag monster with a turbo 13b in the back, pulling a wheelie on the bars halfway down the track. That’s more like it.

The Datsun 1200: Datsun’s competitor for the Toyota Corolla back in the 70′s. A cute little coupe with a 1200cc pushrod 4, the original couldn’t really punch its way through a wet paper bag. This one’s been augmented with… yup, a turbo 13b rotary engine. It’s starting to seem like everything is better with a little rotary under the hood.

If 2 rotors is good (13b), and 3 rotors is better (20b), then a naturally-aspirated 4-rotor in an RX8 sucking in air through 4 individual throttle bodies is the best. Right? Right.

I’m not the first person to point this out, but a Japanese car has only won LeMans once, and it was powered by a rotary. The 787B’s 4-rotor 26B engine put out 930 horsepower (naturally aspirated!) in qualifying trim, and 700 or so in competition trim. If that’s not a rotary sound to end a post on, I don’t know what is. What else would you suggest?

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Not Your Usual Civic Hatchback

Ahh, the 90′s Civic hatchback: dime a dozen, get ‘em while they’re hot. I know you wanted to pick a flavor, but I hope you like vanilla, ’cause that’s what you’ll get. Right? Now, normally when you look under the hood of an EG-chassis Civic (92-95), you see one these: a D15.

Boring. On a good day, a single-cam D15 16v PGM-FI motor will make 110 or so horsepower. Which is perfectly adequate for a 2,400lb commuter car, and it’ll deliver 40+ MPG on the highway all day long. But if you want to go fast in your Civic Hatch, you’re going to need a bigger motor. How about one that doesn’t even fit under the hood?

Wait, WHAT? No, this photo isn’t photoshopped. That’s an Acura TL engine poking out of an EG Hatch’s hood. What?

I ran into the gentleman that owns this Franken-Honda at my local gas station while I was filling up my car, and I had a moment of cognitive dissonance when I saw the cam covers poking out of the hood. I went up to talk to the owner, who was an older gentleman named Marsh about the car.

The swap was done using a billet-aluminum motor mount kit from noted Honda tuners Hasport, who makes “swap kits” for putting most any sideways Honda motor into most any other sideways-engined Honda. But this has gotta take the cake for plug-and-play insanity. A stock TL engine makes 270 horsepower, or about double what a stock VTEC-equipped D-series I4 does. He pointed to the front tires, which were down to bare cords, and said “it’s a bit hard on the tires, though.” Well, I’d imagine so.

The Franken-Honda continues inside, where this EG sports an entire gauge cluster from a 3.2 CL Type-S Coupe, as well as the shifter. A bagless Momo wheel and some AFR and EGT gauges occupy the A-pillar, but otherwise it’s standard Honda in there.

As far as mods to the engine go, it looks like it’s got a set of stainless headers, a short-ram intake, and some silicone coolant hoses, but really- how much do you need to do to a TL engine in an EG to make it fast?

What’s funny is the relatively ricer-level quality of the rest of the stuff done to the car. The 18″ Motegi wheels are gaudy and probably weigh a metric ton, the clear taillights are just plain abominable, and there’s a big damn hole cut in the bumper for some reason. But when you’ve got a TL V6 in your Civic, I suppose we’ll afford you some ricer liberties. I mean, it’s not like it’s Ivan The Terrible’s Civic Type ARRRR.

It’s surprisingly quiet, too -- although I guess not that surprising considering the car that donated it’s engine to this swap was designed for ferrying around real estate agents and their clients. What crazy engine swaps have you seen? Did any of them make you drop your jaw like this one? Leave a comment for us below!

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205 MPH… On Ice!

Back in the 80′s, 200 miles an hour was world-record territory for a road car. The F40 was the first stock production car to break the 200mph barrier, with others following after it. Those early race-derived supercars were raw, elemental thunderstorms of power and grip with little concession to human comfort.

So it’s a sign of great technical progress that a Finnish rally driver named Juha Kankkunen recently went 205mph in what is essentially a stock Bentley convertible, a leather-lined luxury rocket that’s as far from an F40′s rawness as one can possibly get. What’s so cool though? It was 205mph on ice.

I have to say, if I was going to shoot for the world speed record on ice, I’d probably get a Continental GT SuperSports too. What’s strange is he did it in a convertible supersports. With all-wheel-drive, a 621-horsepower twin-turbo W12 engine, and sophisticated ESP, the list of cars better suited to a high-speed ice run is pretty short. I’m thinking tuned Nissan GT-R, 911 Turbo S, maybe a Gallardo LP570-4 SV?

The Continental is remarkably close to stock specs, too. There’s a roll cage for safety, Pirelli snow tires for grip, and a few aero modifications to make the big Bentley more stable at high speeds -- as well as a parachute to slow down. The engine, suspension, etc is all the way it came from Crewe. The venue for this record was set on a frozen lake with 70mm thick ice in the Baltic Sea, just 4km off the coast of Finland. The final number, verified by the Finland Traffic Police and a Guiness World Records representative, was an amazing 205.48mph. The record was set on E85 BioEthanol, too -- fitting in with Bentley’s C02 policy.

Juha is no stranger to ice speed records -- he holds the previous record as well. Set in 2007 in a “regular” Continental GT Coupe, he beat his previous best of 199.83 mph thanks mostly the the extra 70-odd horsepower the SuperSports has over the standard GT. Before that, the previous record was set in 1995 by a -- get this! -- Bugatti EB110 SS, at a piddling 184mph.

Bentley says they will be releasing a limited (100 units) edition Continental GT in honor of the new record at the upcoming Geneva show, saying it’ll be the baddest, most powerful car to wear the flying B ever released. No other details, but imagining a more hardcore Bentley than the Continental SuperSports stretches the imagination! Keep an eye out for this new model around March 1st. In the mean time, high five to Juha Kankkunen, who is setting a new standard for automotive bravery.

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The Sound of Classic Rally

Need a moment of zen today? Then plug in your speakers, turn it up, and just listen to it. It’s a compilation of footage from the 2011 Rallye Legend Boucles de Spa, a gathering of classic rally cars that’s a yearly occurence. Old (RWD) Escorts, stage-prepped air cooled 911′s oversteering wildly, just… just watch it. It’s beautiful.

My goodness. Feeling more in tune with your inner Chi now? Not yet? How about footage from 2010? Take two and let me know how you’re feeling later.

It’s already too late to go see the action this year (it was held Feb 18-19), but for more info on the event you can visit the organizational page at Race-Rallye.be. The language selector is at the top right! Enjoy the rally sounds on this Tuesday afternoon.

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911 Sport Classic cars

Showcasing pictures and videos of the super cool 2010 Porsche 911 Sport Classic sports car.

Inspired by the Carrera RS 2.7 in parts of its wardrobe, the 911 Sport Classic will be built in very limited numbers with just 250 cars planned. Porsche have added the new double-bubble roof to the wide-body Carrera S bodyshell, and that ducktail rear spoiler archly echoes the 1973 RS 2.7's iconic rump.

What about the tech changes on the 911 Sport Classic?

It's a rear-drive Carrera S foundation, so you get the regular 3.8-litre direct-injection flat six – but fettled some. There's a new resonance intake manifold with six vacuum-controlled switching flaps – enough to raise power by 23bhp for a 408bhp total.

Porsche's six-speed manual gearbox is standard-fit, while the PCCB ceramic brakes are part of the package. The Sport Classic sits 20mm lower on its sports suspension pack and those 19in alloys are custom-made and identifiable by their black-painted rim.

Inside the Porsche 911 Sport Classic (2009)

Porsche Exclusive has thrown its full gamut of Harry Potter magic dust over the Sport Classic's cabin. The designers have let their hair down and trialled some novel materials, including leather strips woven with yarn for the seat fabric.

There is one big stumbling block, however. The 911 Sport Classic will cost an eye-watering £140,049. The new Porsche 911 Sport Classic goes on sale in January 2010, after its debut at the 2009 Frankfurt motor show.

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classic cars - Driving BMW 507

classic cars - Driving BMW 507, Outside, it’s typically overcast but with a special menace in the air. Five classic BMWs of varying sentimental and financial worth are lined up like prized debutants at a ball: Z8, 2002tii, E36 M3 Cab, 840i and 507. Perhaps it’s the foreboding sky that convinces fellow journalists to skilfully sidestep the priceless 507 (900 000 Euros at last count), granting me the first dance.
Tentatively I open the door. It swings without the complication of a modern hinge and thuds shut again with practised precision. With the fabric hood on roof duty, it feels slightly cramped, but only because of the proximity of the upright screen and the selfish side glass. Slim seats and a sparsely populated cabin compensate. I’m confronted by an anaemic white rim and an all-black metal dash, punctuated by six ivory-hued knobs that long ago ceased to advertise their job description. I fiddle around under the seat for a lever, and slide it forward. Everything’s in super nick, and even though I realise BMW has more precious 507s squirreled away and that this one is driven regularly, I wind down the windows and nudge the indicator’s spindly stalk as gently as if I was playing baseball with a porcelain bat.

 A prod on the accelerator to lift the revs in stall prevention and I ease off the light clutch and point the 507V8 engine’s throb – a heady mix of Harley Davidson at idle and Wagner on cam – pulses through the tight cabin. I ask myself, ‘Has there ever been a better mid-range soundtrack on Munich's streets?’ Second slots home easily and the torque is instantly apparent. Finding third is trickier as the gate on the four-speeder is far wider than the six-speed ’boxes we’re used to today. Typically old school brakes require more heft than deft. Two corners in, and the indicator’s fused out. Somehow sticking your arm out the window in a 507 just looks less daft. As it turns out, taking gaps is easy, as 335s make way in quiet, patient reverence.
 
Year made                           1958
Quantity built                  251 (1956-1959)
Original price                  DM 26 500    
Technical data
Engine                           Eight-cylinder V configuration
Displacement                  3168cc
Bore x stroke                  82x75mm
Power output                  150bhp (112kW) at 5000rpm
Transmission                  Four-speed, central shift
Front brakes                           Hydraulic duplex brakes with servo
Rear brakes                           Hydraulic simplex brakes with servo
Dimensions (L/W/H)          4380/1650/1260mm
Unladen weight                  1220kg
Max. speed                           205kph

By: Wayne Batty

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classic cars

The term classic cars is generally used with reference to old cars in the market. But it doesn't mean that all old cars are classic cars. There is a lot of difference in opinions of the people in regard to the exact meaning of the word classic cars. The following are the some of the cars which belong to this category.

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1972 Triumph TR6 - Classic Car For Sale (Click Here)

Description:

Triumph TR6 1972
If you are of a certain age you will know that a TR6 is a really sexy bit of kit. They have a wonderful exhaust note, and the rear of the car used to dip on gear change (just like a big Healey) which indicated a real beast. Fred and I have owned very few for some reason, which we must rectify. At least this car is a start.

This is a home market right hand drive example which enjoys tax free (exempt) status. It is in the right colour (Pimento Red), and has wire wheels and overdrive. Originally these cars were fitted with fuel injection, which had a reputation for being troublesome at the time. There is enough expertise around these days to get over most problems, but the system is not unleaded tolerant I understand, and sorting it can be expensive. This car has the benefit of triple Weber carburetors, which gets over all the problems nicely.

The car has clearly had a restoration in the past. It has very good trim, carpets and hood, and also has the benefit of a full length split tonneau cover. The body and paintwork are also very good, but not perfect, as it is over 12 years since the work was completed. I took the car to a local event last night, and I must say that I did enjoy the trip down memory lane. The engine is strong with good pressures and temperatures. The gearbox and axle are quiet, and the overdrive is working well. Brakes too are excellent. There is an extensive file of previous invoices and MOTs with the car.

If you are looking for a TR6 with a really good specification, in very good order, but at a more than sensible price, then this car could be just for you.

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2001 Ford Mustang Bullitt GT Coupe - Muscle Car For Sale (Click Here)

Description:

The story follows below, but if you’re looking at this gorgeous car you know it by heart. With only 1,685 original miles, 100% ORIGINAL equipment, the original window sticker, all manuals and paperwork, PERFECT cosmetics and a five speed this is THE Bullitt to enjoy and pack away!
Steve McQueen and his Dark Highland Green ‘68 fastback made movie history in one dialogue-free 8-minute span with the car chase that all others are still measured against. The GT with its American Racing wheels was an instant hero thanks to the invasive white light of Hollywood, and its feats became 10 times life-size. That Ford hasn’t tried to capitalize on this past glory previously is somewhat surprising; the marketing department is rarely one to miss a tie-in. Waiting to make a vehicle worthy of the title shows admirable (and rare) restraint.

The bean-counters, on the other hand, must be choking: an extra $8,000 in content has been added for $3,695, putting a Bullitt Mustang at about $27,000 retail. Though linked to a decades-distant heritage, it is for insiders only—a rough-and-tumble, back-slapping, gotta-know-the-secret-handshake boy’s club. It’s every inch the boy racer, all hard and loud and tightly coiled and ready to go airborne through the streets of San Francisco at a moment’s notice. Take it from us: If you’re already thinking Mustang, spend the extra money.

To call Bullitt an appearance package is both unfair and incorrect. Under the hood, the 4.6L V8 has been treated to a new intake manifold and under drive pulleys, as well as dual 57mm throttle bodies (replacing the stock GT’s single 65mm unit and cribbed from the Lightning) for better low-end response. The exhaust has been tuned to give 20 percent better flow, as well to sound more like McQueen’s movie ride (though the original source for the sound remains apocryphal).

The results on paper are a little disappointing: It seems like a lot of work for an extra 5 hp and 3 lb-ft of torque over stock. The pulleys alone should have been able to fetch numbers like that. Still, Bullitt’s torque is far broader than regular GTs; the torque peaks 600 rpm earlier at 4,000, and low-end response has improved dramatically. We’ll have to run one on a dyno to be sure, but we suspect that Ford may be downplaying the power gain, probably to keep the insurance industry at bay, or maybe to keep hypersensitive 320hp Cobra owners from getting in a snit?

A TREMEC 3650 five-speed replaces the T45 and offers a 3.37 First gear as well as a more direct-feeling shifter; it single-handedly makes Bullitt a package that means business. The shift action on the T5s and T45s have always felt sloppy to our hands, but this one is a delight: direct, positive, and not nearly so awkward to push around. An 11-inch clutch and flywheel are part of the package, too.

The chassis has come in for a tweak as well. Six-hundred-pound springs replace the pillowy 450-pounders on standard GTs, and lower the car ¾-inch; 250-pounders replace the GT’s 210s in back. The sway bars are now tubular instead of solid, and are up to 28mm in front (up from 26.5) and down to 21mm in back (23mm on the GT) for more neutral cornering; Tokico shocks and struts with custom valving are also part of the program. Wheels and tires remain stock GT fare, though the Superior wheels have gray centers like McQueen’s Torq Thrusts; Mustang Chief Engineer Art Hyde claims that the inspiration for the Bullitt Mustang, beyond the movie, came from those wheels. Thirteen-inch Brembo rotors replace the stock 12-inchers, and PBR calipers have been painted red with a galloping steed laser-etched in for effect.

The mechanical mods sound fairly subtle in the scheme of things, but Bullitt begs you to chuck it any which way, giving you full confidence in your (and its) abilities to pull you through. Finally, a proper sporty-car ride returns to the GT after a long absence; the combination of pieces was enough to make my co-driver, Jim Smart at Mustangs & Fords, yelp for mercy as he threatened carsickness all over my lap. (I usually end up, quite unintentionally, breaking something on these little forays—I just didn’t expect it to be my riding partner.)

Outside, the stated goal was to make it look mean in your rearview mirror. To that end, the front fascia is fog lamp free, the chrome horse surround in the grille has been blacked out (though the pony remains; purists may want to remove it), no spoiler is available, and the rocker panels, side scoop, and C-pillar have all been altered with special pieces. Inside is treated to a smattering of chrome and aluminum bits, like the lock knobs, specific sill plates, an excellent aluminum shift knob, and the shift boot bezel. Of more use to drivers are the best set of factory seats we’ve felt in an SN95 Mustang, a set of aluminum pedals that have been adjusted to aid heel-and-toe driving, and a new gauge cluster that uses tall, skinny, ‘60s-style numbers around the speedo for a quasi-vintage look. The green interior, chosen to complement the exclusive Bullitt-only Dark Highland Green skin, had a tendency to look more gray than green in bright sunlight; we’re not sure if that’s a plus or not.

Attention collectors: There are two holographic serialization stickers on the Bullitt: One on the driver-side shock tower and a second in a spot that no one from Ford would reveal to us. This was done, would you believe, to prevent counterfeiting some 20 years down the line. This means that someone will now have to tear theirs apart to find the second sticker and broadcast it via the Internet, if only to spoil the surprise and let everyone know they’ve just disassembled a $27,000 car to look for a sticker.

Ford built just 6,500 units (a number more related to supplier constraints than anything else). Most (not all) are green; a few black and navy blue ones were available, presumably for those who like the idea of the extra performance but couldn’t give a hang about the legacy of the movie. We are told that there will be no more Bullitts built after this, but that other special Mustang programs are forthcoming in the years ahead. Many of the functional pieces will eventually will be available through the Ford Racing catalog, but many others will be available over-the-counter at your local dealer.

Frankly, every Mustang GT should feel like this one. Ignore, for a moment, the inevitable collectability factor. Low-down power felt significantly improved, even on the hilly San Francisco route that mirrored McQueen’s in the movie, and the shift action from the five speed is a joy in particular. Combine that with seats that welcome, rather than reject, your posterior, and you’ve got a Mustang that lives up to its legend.

Again, this car is day-one PERFECT. No scratches, chips, dings, dents, tears—nothing. The A/C blows ice cold and the car starts promptly on its original battery. Perfect! These cars were cool new and they’re one of the only modern Mustangs that have shown they’re holding their own as collectibles—grab this one!

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1970 Porsche 911 e Vintage Racer - Classic Car For Sale (Click Here)

Description:

1970 911e Vintage Racer, 73k.miles! Adaption available.
2.2 liter MFI engine, 72k. original miles!
Irish Green/tan, with Certificate of Authenticity
Professional build by Stratton Motorsports to PCA H-class racing specs. in 1998 at 70k. miles!

Mechanically refreshed in 2006 after 20 + races. Presently it’s street driven, and Autocrossed in PCA events,Click here, then the in-car video link, for an awesome Autocross video! , or competes in SCCA Solo II, and Vintage Hillclimb events!

Specs. as follows:

Stock, original 2.2 MFI motor, new stock cylinders/pistons, reground spec.cams, polished crank, pressure fed tensioners, balanced/blueprinted by Auto Assets.
Stock MFI, New throttle bodies, Injection pump blueprinted by Redbone Garage
front oil cooler in fender w/ all stainless lines and Mocal thermostat
original 901 5 speed, short shift, A-1st, GA-2nd, M-3rd, S-4th, X-5th
Tuned headers with modified stock muffler and Supertraps as shown, or early 3-hole rallye exhaust, as run presently.
A front calipers, w/ Powerdisc drilled rotors
M rear calipers, stock rotors
Cool brake front vents, 7x15 Fuchs with 225/45 Hoosier A-6’s, and 8x15 Fuchs, white centered with Hoosier A-6's, and 7x15 Fuchs w/ Hoosier Rains.
29R/23F torsion bars, 22 mm adj. sway bars front and rear
front shock tower brace, Weltmeister poly bushings
Koni Shocks front & rear
alum trailing arms with adj. spring plates (SC)
lowerd/align/corner balanced 2282 LBS. 445/441F, 695/701R
welded full cage by Stratton Motorsports
MOMO CORSA NASCAR race seats, RS door panels
driver's side seat back brace, window net
remote kill switch/Halon fire extinguisher
Classic Momo steering wheel
Simpson cam lock harnesses with shoulder pads
Fuel Safe fitted Pro-cell for 911(standard fill, 17 Gal.)
Dual lightweight dry cell batteries
oil over flow w/petcock
2 73 style outside mirrors
AMB Transponder, model TRANX 260 , # 1112046
RS front bumper/stock rear bumper (unmounted RS rear & stock steel front goes with)
Hoodstraps, Bosch H-1 headlamps

Raced from1998 – 2004

PCA-H
Mid Ohio, Road America, Road Atlanta, Roebling Road, Indianapolis, Carolina, and Sebring 6 times.

SCCA
Moroso, & Sebring

HSR
Legends at Daytona, 2001 & 2004

Also run NASA, Klubsport, and various AutoX and Hillclimb events.

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1959 Ferrari 250 GT LWB California Spider - Collector Car For Sale (Click Here)

Description:

This beautiful California Spider we are proud to offer is the 11 th of 49 long wheelbase cars made. Its history is well known from the beginning having had in its early days a couple of owners which are today part of the Ferrari community.

In 1972 it was owned by Gerald Roush who is one of the honest US historians we know of and the publisher of the Ferrari Market Letter. Later it went through the known Ferrari dealership FAF Motorcars Atlanta to Ron Spangler and then to Stanley Nowak. Stanley is for sure one of the most knowledgeable Ferrari guys on the planet having also published books about Ferrari. He owned # 1055 in 1983 until 1985. Up from 1985 it has been for three years part of one of the most interesting Ferrari collections on the East coast at Anthony Wang. In 1988 it went to Sweden to the Hans Thulin collection and then for six years again back to the US to James George in 1992 who commissioned a complete nut and bolt restoration to the highest possible standard. We have the complete photo documentation about the work which has been carried out at European Auto Sales in California. We have an extraordinary file of photos which will exceed at least easily more than 500 photos of each step of the restoration. It took two years to have it perfect again. On the photos it is easy to recognize that the car came in its original condition never having had any signs of accidents. James George sold it in 1996 to Bruce Lustman/Southport,CT,USA and he sold it in 1998 to the last and current German owner.

It will be difficult to find a better and more interesting LWB California on the planet. It is the milestone having all the new improvements. It is the 11 th car built and it the very first car which received the more improved and new 508 D frame. The factory realized that the 508 C frame which has been used on the first ten cars wasn't stiff enough. So this California received all the new improvements which combines the frame 508 D, the gearbox which also came new on this car as the Tipo 508 D and the engine type 128 D including the bigger valves and also the bigger exhaust manifolds. There have been another couple of changes in the engine which might be to difficult to list.

So # 1055 is therefore a very special item in the Ferrari history and one of the most interesting LWB California Spider in existence because it is somehow the first special one. The amazing fact is that it does have all the very rare original items as its original matching number engine # 1055, its original 508 D gearbox and the original 508 D rear end. The car has been restored on this base having a wonderful original California Spider in perfect condition.

Calculating all the facts SN # 1055 engine # 1055 is definitely one of the most interesting, most original, well restored cars out of a production of 49 cars. There are two cars completely lost. There are another 7 cars not having their original engines anymore. And there are the first 10 cars not having the improvements of the later cars. So in the end we have a choice of only appr. 30 cars which seem to be right. This is definitely one of the best 5 cars in existence having had a complete and known history over the last 50 years.

The new frame is stiffer and safer, the gearbox is cast alloy and the engine does have much more torque and is much more reliable due to some changes of the oil linkages.

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2005 Ford Thunderbird 50th Anniversary Thunderbird - Classic Car For Sale (Click Here)

Description:

Two cars defined the newfound freedom of the 1950’s—the Chevrolet Corvette and the Ford Thunderbird. Flush with cash, America could afford “play” cars as well as standard family trucksters. These two small two-seaters both started out with loads of style, sparkling performance and an air of exclusivity long missing from the Big Threes’ offerings. Zora Duntov took the Corvette racing while Ford tuned their ‘birds to be the ultimate boulevard cruisers. Fifty years later, Corvette is still a razor sharp tool while Thunderbirds like this 407 ORIGINAL MILE beauty are still the stylish choice for roaming Main Street. If you were looking for a brand new 50th Anniversary model, this could be your last chance!

Here’s the standard feature list straight from Ford:

2005 Ford Thunderbird Performance & Efficiency Standard Features -3,964 cc 4 liters V 8 front engine with 86.1 mm bore, 85.1 mm stroke, 10.8 compression ratio, double overhead cam, variable valve timing/camshaft and four valves per cylinder
-Premium unleaded fuel 91
-Fuel economy EPA highway (mpg): 24 and EPA city (mpg): 18
-Multi-point injection fuel system
-18 gallon main premium unleaded fuel tank
-Power: 280 HP SAE @ 6,000 rpm; 286 ft lb@ 4,000 rpm
2005 Ford Thunderbird Handling, Ride & Braking Standard Features -Four-wheel ABS
-Four disc brakes including four ventilated discs
-Electronic brake distribution
-Electronic traction control via ABS & engine management
-Immobilizer
-Spacesaver steel rim internal spare wheel
-Wishbone front and rear suspension independent with stabilizer bar and coil springs
2005 Ford Thunderbird Exterior & Aerodynamics Standard Features -Body color front and rear bumpers
-Electric soft top convertible roof with glass rear window
-Driver and passenger power partial-painted door mirrors
-External dimensions: overall length (inches): 186.3, overall width (inches): 72, overall height (inches): 52.1, wheelbase (inches): 107.2, front track (inches): 60.5, rear track (inches): 60.2 and curb to curb turning circle (feet): 35.9
-Front fog lights
-Complex surface lens halogen bulb headlights
-Heat reflective glass
-Luxury trim leather on gear knob, alloy on doors and alloy on dashboard
-Metallic paint
-Fixed rear window with defogger
-Tinted glass on cabin
-Weights: curb weight (lbs) 3,781
-Windshield wipers with variable intermittent wipe
2005 Ford Thunderbird Interior Standard Features -12v power outlet: front and 1
-Air conditioning with climate control
-Element antenna
-Peripheral anti-theft protection
-Front ashtray
-Audio anti-theft protection: integrated in dash
-Alpine RDS audio system with AM/FM, Disc Auto changer and six-disc remote changer
-Automatic drive indicator on dashboard
-Cargo area light
-Cargo capacity: all seats in place (cu ft): 6.9
-Front seats cigar lighter
-Clock
-Coming home device
-Full dashboard console , full floor console with covered storage box
-Delayed/fade courtesy lights
-Cruise control
-Front seats cup holders fixed
-Door ajar warning
-Door pockets/bins for driver seat and passenger seat
-External temperature
-Floor covering: carpet in load area
-Floor mats
-Driver front airbag , passenger front airbag with occupant switch off
-Bucket heated electrically adjustable driver seat with height adjustment, lumbar adjustment, three adjustments and tilt adjustment , bucket heated electrically adjustable passenger seat with one adjustment and tilt adjustment
-3-point reel front seat belts on driver seat and passenger seat with pre-tensioners
-Front seat center armrest
-Garage door opener
-Lockable glove compartment
-Two height adjustable head restraints on front seats
-Headlight control with time delay switch-off and dusk sensor
-Illuminated entry system
-Internal dimensions: front headroom (inches): 37.2, front hip room (inches): 53.7, front leg room (inches): 42.7, front shoulder room (inches): 57.3 and interior volume (cu ft): 52.6
-Low fuel level warning
-Low washer fluid level warning
-Remote power locks
-Vehicle speed proportional power steering
-Front power windows with one one-touch
-Front reading lights
-Rear view mirror
-Remote audio controls
-Remote control remote trunk/hatch release
-Front seat back storage
-Leather seat upholstery with additional vinyl
-Seating: two seats
-Front side airbag
-Eight speaker(s)
-Leather covered electrically adjustable multi-function steering wheel with tilt adjustment and telescopic adjustment
-Tachometer
-Driver and passenger vanity mirror
-Ventilation system with recirculation setting

This Package 130A premium Evening Black Clearcoat beauty came equipped with the $2,500 removable hard top, the $1000 Light Sand appearance package, the $130 “Select Shift” transmission (engine oil cooler added at no charge) and the $125 convertible soft boot. As a premium package car, both Light Sand driver and passenger seats are heated, there’s dual zone climate control and an in-dash six-speaker sound system with the Audiophile speaker package up front and a set of chrome wheels outside. Total sticker price was $43,010!

The brilliant black over the upgraded beige interior with the black hardtop is a rare combination, too—only 416 out of the 9,295 cars came that way!

Cars like this are pretty difficult to describe…you kinda just want to say “imagine what it would be like to find one that hadn’t been driven.” Heck—any car driven for 407 miles through hailstorms would look pretty good, so imagine what one looks like that’s been parked inside since new!

Let’s get on with the condition:

Paint/body: A+
Interior: A+
Drivetrain: A+
Wear items: A+
Tops, retractable and removable: A+
Carfax report: A+

Getting the picture yet? The J Mays’ designed body looks fantastic from any angle, and this car was obviously exceptionally well cared for, with near-perfect paint and interior! The tires look like new, there isn’t a mark on the wheels, the underhood is factory-fresh and the fluids are clear. Don’t wait for a cleaner car, and certainly don’t think you’ll find one with fewer miles!

I’d never driven a new “retrobird” before this one came in, and I was prepared for the worst. I remember car magazines calling the cars sloppy and slow when they came out. Well, I went for a drive and loved it. It dawned on me why the car didn’t review well: They compared it to Corvettes and Porsches! Thunderbird has never been as quick as Chevy’s plastic fantastic or handle on the razor’s edge like Stuttgart’s 911’s. Ford wasn’t reinventing the sports car—they were renewing the T-Bird legacy of cruising, seeing and being seen, showing up in style and looking fantastic! Corvettes show up for special track days and Porsche’s famous Rennsport Reunions are NOT to be missed by Porschephiles. For the 50th anniversary of the Thunderbird, though, owners from all across the country showed up at Homestead Miami Speedway for…a drive-in movie and a car hop! How cool is that?

Mind you, these modern Thunderbirds are no slouch! 280 Horsepower and 286 pound-feet of torque from the Lincoln/Jaguar-sourced 4.0 liter V8 sees to that. 0-60 Clicks by in just under seven seconds while the quarter mile is dispatched in a touch over fifteen. The big 235/50/17 Michelin tires wrapped around the gorgeous chrome wheels hold the car quite well in turns and offer up a fantastic ride. Throw your favorite road at this car, and it’ll chew it up just fine while returning you home refreshed and ready.

If there was one phrase to describe the new Thunderbirds, it would be “luxury sport.” I know it sounds a little cliché, but it’s true. Sit down, gaze over the aqua ‘bird on the steering wheel to the cool white gauges and aqua needles, crank up the stereo as loud as you like and check out the port hole windows in the hard top. With only 407 miles on the odometer you have the choice of packing it away as-is or driving it lightly and still having a nearly new car!

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2007 Chevrolet Corvette Z06 Twin Turbo Custom - Muscle Car For Sale (Click Here)

Description:

Until last year the new Corvette Z06 reigned supreme. Sporting an aluminum frame, carbon fiber bodywork, a 427 cubic inch engine with 505 horsepower and brakes strong enough to stop a battleship this is a formidable weapon capable of taking on the world. GM then dropped the big one: The Corvette ZR1. Supercharged and sporting 638hp this is the 800lb gorilla in the Corvette lineup. What to do if you’ve already got a Z06 and want to pass up the new king of the road, low flying aircraft and most orbiting satellites? You’d build what’s here—an 1138RWHP monster with twin turbos!

Starting with a “standard” Z06 with only 6,000 original miles, the car was taken to LG Motorsports in Wylie, TX for a radical mechanical makeover. LG builds Corvettes for the American Le Mans Series and is very familiar with GM’s supercar. They pulled the LS7 engine and set it aside. This level of horsepower calls for a GMPP LSX block—the strongest solution available. LG did a full comp prep job on the block before stuffing it full with a Callies race master forged crank and H beam rod set, custom forged pistons, Total Seal rings, a custom LG grind cam and matching valve springs, a Katech roller timing chain, Cometic head gaskets, ARP bolts and high performance bearings. All told the motor displaces the same 427ci as the stock mill but is exponentially stronger and with a lower compression ratio. The stock heads and rockers were bolted back down as-is because they’re flat out the best set of stock heads Chevrolet ever bolted to a small block V8. We also have the original short block and all other removed components—they’re yours if you want them!

There’s only one reason to lower the compression on a hot motor, and that’s to add boost. In the case of this car, LG tweaked a high power APS twin turbo, twin intercooler setup until it produced better than double the car’s stock rating! The APS kit is no eBay China-made setup, either—if it doesn’t come in the kit you don’t need it, and their kit is specifically set up for the Z06. At the heart of the system are the two liquid cooled .82 A/R Garrett GT35R ball bearing turbos which each support over 700hp. APS manufactures their own turbine housings so they can mate to their cast iron headers to keep the packaging as tight as possible. The exhaust flows through 3” mandrel bent stainless piping where it meets up with a pair of TiAL 44mm waste-gates before continuing on to the stock mufflers and tips. Amazingly this car is as quiet as stock, and considering the only outward change in appearance are the LG Motorsports logos, this could be the ultimate Q ship. The charged air flows through a pair of super high efficiency bar and plate intercoolers, into a cast MAF sensor tube and into the motor. Cooling duties are handled by the APS add-on oil cooler and a G2 Super Cool aluminum radiator. With its high stock compression ratio, APS was still able to add more than 200rwhp to the stock engine. Their ad says it all about this beast, though: “Just like the APS turbochargers, the APS intercoolers have massive additional headroom available.” With over six hundred horsepower more than stock we’d have to agree!

Power is useless without the ability to deliver it reliably. Tilton’s 7.25” carbon triple plate clutch transfers power back through a carbon fiber driveshaft and on through carbon fiber half-shafts. The stock brakes are beyond reproach and work flawlessly. The lightweight stock wheels hold Hoosier open track tires in a nearly hopeless attempt to keep the car pointed in the right direction. The suspension is likewise stock but it’s a world class setup. Now, with as much air entering the motor as it does you need the fuel system to keep up. LG installed their own setup consisting of two massive externally mounted fuel pumps, a fuel sump in the fenderwell to provide fuel under any circumstances, huge lines, a new tank and an integrated Snow Performance methanol injection kit. Check out the pictures—this is sick stuff!

Inside the car you’ll find a custom chromoly roll bar and G Force Racing harnesses. There’s a line lock on the side of the shifter and a round display to the right of the instrument panel. That controls the level of boost and runs the boost-by-gear setup, which allows less boost in lower gears to aid in traction. It’s a safety device and a racer’s aid because it helps limit wheel-spin until the car’s gearing is tall enough to put all of the power to the ground. Other than those changes this is a stock appearing Corvette…too bad that’s all the competition is going to figure out until it’s too late!

Around 300 miles have been put on the car since its construction, so it’s well sorted. Awesome Z06 underpinnings, a stealthy appearance and nearly as much horsepower as two ZR1 Corvettes, this is one silver streak that answers to no one!

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