Drayson Racing Technologies and the Lola Cars group have just revealed what is intended to be the fastest electric-powered racing car in the world. The Lola-Drayson B12/69EV features Drayson's brand new 4X2-640 electric drivetrain, inductive charging, composite battery power, moveable aerodynamics and electrical regenerative damping. Its four electric motors are said to deliver a whopping 850 horsepower and a top speed of around 200 mph.
In 2007, Lord Paul Drayson left the UK government and set up a business with his wife Elspeth, aimed at pioneering green technology in the harsh environment of motorsport. Drayson Racing Technologies subsequently developed a GT2 Aston Martin that ran on second generation bio-ethanol and was raced in the American Le Mans Series and the 2009 Le Mans 24-hour race. A spell as the UK government's Minister for Science and Innovation gave Lord Drayson access to data underlining the scale of the challenge presented by climate change, which served to reinforce his resolve.
In 1995, at the age of 13, Tim Layzell won the British Racing Drivers Club's prestigious Young Motoring Artist Award. He is now regarded as one of the World's leading motoring artists.
He has exhibited at prestigious events including Goodwood Festival of Speed and Revival, Monaco Grand Prix, Silverstone, London and Pebble Beach, California where his works have always proved extremely popular. His work has been featured numerous times in motoring magazines, newspapers and event posters.
The Mark V was developed between J.W. Automotive Engineering Ltd, who owned the rights to the GT40 name, and Safir Engineering Ltd. They used members of the original GT40 design team, original body moulds and even chassis numbers starting where the last official car left off. The aim was to create a 1980's version of the original car taking advantage of the advances in technology at the time. This example was originally delivered to Lord Beaverbrook in 1986. Powered by a Mathwell built 5 Litre Ford 302 V8 Road/Race engine with Weber carbs, chassis GT40-P-1119 puts out approximately 360 BHP. Power is transmitted through a 5-Speed ZF gearbox with limited slip differential. Other features include: Fully adjustable Spax shocks all round, Vented 12" AP Racing discs with 4 piston racing calipers, front and rear, and 15" six-spoke BRM Magnesium wheels. Presented in the famous Gulf colours of the 1968/9 Le Mans winning car, and fresh from re-commissioning and offered with a fresh MOT, this GT40 offers an unique opportunity to experience the most iconic racing car ever manufactured, in a package that is completely road legal and for a fraction of the cost of an original car.
Last October Toyota announced its participation in the 2012 FIA World Endurance Championship with a hybrid prototype race car. Today the company revealed some of the details of the TS030 HYBRID with surprises galore. The car uses a normally-aspirated 3400cc V8 petrol engine and a supercapacitor energy storage system developed by Nisshinbo.
Remarkably, though the hybrid drive train has already been dubbed THS-R (Toyota Hybrid System - Racing), the team is still evaluating whether it will use a front motor system from Aisin or a rear motor system from DENSO.
With 3.5 million hybrids sold to date, Toyota is the world's largest seller of hybrid cars, hence the design of the THS-R (Toyota Hybrid System - Racing) powertrain has been subject to intense speculation. The answer is that Toyota is still working on what it sees as the best set-up.
The first tests of the TS030 hybrid will be used to evaluate a front motor Aisin system or a rear motor DENSO system. Current regulations limit the amount of energy that the hybrid system can recover to a maximum of 500kJ between braking zones and electrical power can only be delivered through two wheels. So it's not yet finalized as to whether the car will be AWD, as it would be with the Aisin system, or 2WD with the Denso system.
The car has a carbon fiber LMP1 chassis which was developed and produced at TMG (Toyota Motorsport GmbH - the former home of Toyota's F1 effort) in Germany.
The first driver line-up to be announced is Alexander Wurz, Nicolas Lapierre and Kazuki Nakajima and discussions are still ongoing to finalize the driver line-up for the second car.
The TS030 had a shakedown and initial tests at the Paul Ricard circuit in Southern France on January 11-13.
Weighing in at only 1800 lb, sitting on a 96.5-inch wheelbase and powered by a 270 cubic inch Offy made this a very potent package. Agabashian qualified for the 1953 Indy 500 in second position at a speed of 137.546 mph.
Bill Vukovich started on pole and dominated one of the hottest 500s in history. Agabashian ran strong dogging Vukovich until the 102nd lap, exhausted by the extreme heat (only five drivers went the distance) he was relieved by Paul Russo. Officially they finished in 4th position but Granatelli was convinced they had actually finished in 2nd. The speedway’s general manager Wilbur Shaw acknowledged the scoring error but persuaded Granatelli not to protest the result for the good of the speedway.
In 1954, Granatelli entered the Kurtis for driver Jim Rathmann. In practice the car was very fast, but a qualifying error erased their first attempt with what would have been the Speedway’s first 140 mph lap. Rathmann did not raise his hand to signal he was attempting to qualify and his run was not allowed. Granatelli protested the ruling. As the argument went on the engine was kept running. Granatelli did not want competitors to see his new ram air induction system so the hood was not opened, which resulted in the engine overheating. The one of a kind 400-hp engine could not be repaired in time to qualify for the race.
Discouraged, Granatelli sold the car to Racing Associates, who entered the car in it’s last 500 in 1955. Driven by Cal Niday, the car qualified ninth at 140.302 mph. In the 500 Niday ran with the front runners until lap 170. Running in third place the front axle broke and he crashed out of the race.
This SS100 was delivered new in 1937 to a Colonel W. V. Nugent. It was later exported to America where it was comprehensively restored during the 1980s and remained in the sunny Californian climate until 1988 when it was re-imported by classic car dealer Gerry Porter.
Upon re-importation the car was purchased for a private family collection where it remained for over twenty years. During the family's ownership 18083 was lovingly cosseted in the family's private museum and meticulously maintained by their in-house engineer.
Although the Jaguar was in exceptional condition, the fastidious owner undertook a thorough recommissioning of the bodywork and mechanics including a comprehensive engine rebuild by marque specialist David Davenport, completed 2010; this wonderful SS100 runs beautifully and has covered only 445 miles since.
The lustrous Jaguar Opalescent Gunmetal Grey paintwork complements the burgundy leather interior beautifully. The gleaming brightwork adorning the svelte body, retaining its original Lucas QK headlights and Owl's Eye rear lights, is also in excellent condition.
This is an extraordinarily well-presented example of an exceptionally desirable model, with its combination of effortless elegance and excellent road manners and is truly an iconic British sports car. That the SS100 is so instantly recognisable is remarkable considering the rarity of the model, this being one of only 198 produced, and is testament to the perfect proportions and elegance of the bodywork.
1965 Porsche 356C Matching Numbers Sunroof Coupe. Originally a California car, this coupe is in outstanding condition inside and out. Finished in its original color, the body is very straight and the paint job is supurb. The interior, is in outstanding condition as well. We have service records going back to the mid 90's. The engine runs great, and the transmission shifts very smoothly with no grinding. The clutch grabs strong, and appears to have plenty of life left. The suspension is tight, and it handles very well. The tires are brand new Perelli's, and the brakes are in great shape. Recent service work done includes: Carbs overhauled, tune up, new shifter bushings, and fresh fluids. All of the electrical items function properly, including the sunroof. We do also have the C.O.A. (certificate of authenticity) documenting the original engine and transmission numbers. The original tool kit and jack are included, as well as the original owners manual. If you are looking for a good investment, this sunroof coupe has it all, sure to only go up in value!
1947 Plymouth Special Deluxe Club Coupe. P-15, mechanically sound, could use paint touchup & interior upgrade. Odometer is not original: estimated total mileage is probably 160,000. Same owner since 1975 and has been used it as a driver the entire time. From front engine seal to rear axle seals, the drive train and related engine parts have most all been replaced with n.o.s. parts.
Mechanical: consistent compression in all 6 cylinders, burns no oil, shifts well, brakes in great shape, tires 3,000 miles, battery strong. Basically, this car is mechanically ready for you. Repair records back to 1982. Also has a Plymouth service manual that is an invaluable part of this sale package.
Body: minor dents and dings, no bondo. Paint is still strong, but the dings and scrapes, particularly on rear right fender, are calling out for touchup. Typical rust/car cancer along bottom panel below trunk lid and below passenger doors, although it has been that way for 20+ years. Vacuum wipers work, but as you probably already know vacuum wipers are pretty crummy just when you need them the most. I added turn indicators/flashers and seat belts in 1975, plus side mirrors. Dashboard gauges all work. Heater works. Tube radio is intact but needs a new tube to work (I haven't used it). Dashboard clock intact but unhooked - it works but the electrical/mechanical mechanism needs fixed (shorts and overheats). Brand new glovebox. Door windows are cracked, yet replaceable. Passenger door latch intact but does not shut securly without a serious nudge from the outside. Best news: all stainless trim pieces intact and several recently fully restored to original brilliant polish. Front and rear bumpers nicely chromed to last a very long time.
Interior: Replaced original wool interior in 1975 with naugahyde. Clearly past its prime, headliner is torn in two places, and door panels need attention. Carpet installed in 1975 and of course is worn out. Have added floor mats in front and cheap stickon carpet for back seat. Not bad, however, for a Driver.
Dynacorn’s again back building a new body of an old car, but this time, it has the full promotional backing of Ford Motor Co. and the attention of John Q. Public.
The automaker announced the availability of an entirely new body shell for early Mustangs, allowing restorers a fresh slate for building a vintage convertible pony car.
According to Ford Motor Co., the new body shell for early 1965 (1964-1/2) and 1966 Mustang convertibles is now in production and available for restorers as a Ford-licensed restoration part.
To build a restored Mustang using the new shell, the powertrain, suspension and brakes, the electrical systems, the interior and trim can either be bought new or transferred from an existing car to the new body. Original parts that can’t be reused from an old Mustang can be replaced with Ford-approved restoration parts. Mondrach says that nearly all the parts needed to build a complete new 1964-66 Mustang convertible, except for some minor body hardware, are now available from Ford-approved classic parts suppliers.
In order to keep classic Ford-built vehicles on the road, Ford allows parts suppliers access to original technical drawings, blueprints and specifications for parts.
The new body shell not only can save restorers time and money, but enable them to build a strong, well-engineered classic. The ’65 Mustang body shell is constructed of higher-grade steel than the original.
The ’65 body is in production now and can be delivered by freight truck to any address. The ’65 Mustang body includes the doors and trunk lid and all the sheet metal from the radiator support to the taillight panel except the hood and front fenders. Those items are available separately.
The new body shell can be made into a 1964-1/2, 1965 or 1966 Mustang, based on the powertrains and trim parts added to it. It is the third classic Mustang body shell now available to restorers. The other two are the 1967-68 and the 1969-70 fastback bodies.
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