Ferrari 308 GTSi
The Ferrari 308 GTB (and similar 208 and later 328) are mid-engined sports cars manufactured by the Italian company Ferrari in the 1970s-1980s. They made up the lower end of the company's range. The 308 replaced the Dino 246 in 1975 and was updated as the 328 in 1985.
The Pininfarina-styled 308 GTB was introduced at the Paris Motor Show in 1975 as a supplement to the Bertone-shaped Dino 308 GT4 and a replacement for the Dino 246. It was designed by Leonardo Fioravanti who had been responsible for some of Ferrari's most celebrated shapes to date such as the Daytona, the Dino and the Berlinetta Boxer. The 308 used elements of these shapes to create something very much in contrast with the angular GT4 2+2. The GTB/GTS was a 2-seater with sweeping curves and aggressive lines, and has become the most recognized and iconic Ferrari road car.
The targa topped 308 GTS was introduced in 1977 and was made famous on the television series Magnum, P.I.. Several cars were used, a new one for each season, most being auctioned off after filming. The first was a 1979 model with chassis number 28251.
The mechanically similar 308 GT4 shared much with the original Dino, and the 308. Both sit on the same tube-frame platform, with a 92 in (2,300 mm) wheelbase for the 308 GTB (the 308 GT4 has a longer wheelbase, being a 2+2) , and 4-wheel double wishbone independent suspension. The V8 engine is a DOHC design, with four Weber 40DCNF carburetors. European versions produced 255 hp (190 kW) at 7,000 rpm (7700 rpm redline), but American versions were down to 240 hp (178 kW) at 6,600 rpm due to emissions control devices.
A notable aspect of the early 308 GTB was that, although still built by Carrozzeria Scaglietti, the 308's bodywork was entirely made of glass-reinforced plastic (or GRP), allowing a very light weight of 1,050 kg (2,315 lb). The engine borrowed its dry-sump lubrication from Ferrari's racing experience. This lasted until June, 1977, when the 308 was switched to steel, resulting in an, alleged, 150 kg (331 lb) additional weight. However, a steel-bodied GTB only weighs 12 kg (26 lb) more than its fiberglass body counterpart.[citation needed] All steel versions of the 308 GTS have a conventional wet-sump engine while GTB models retained the dry sump lubrication until 1981.
There were 12,004 308s produced from 1975 to 1985. Only 712 of the first Fiberglass version were made. The 308 models are embraced by Ferrari fans and critics today. In 2004, Sports Car International named this car number five on the list of Top Sports Cars of the 1970s.
Test performance, 308 GTB (GRP): Weight (curb with 74 l fuel) 2,778 lb (1,260 kg), acceleration 0-100 mph 15.0s, 0–100 km/h 6.5 s, 100–200 km/h 17.8s, top speed 159 mph (256 km/h).
The 308 GTS Quattrovalvole, with a removable targa roof, succeeded the 308 GTSi, and was presented at the 1982 Paris Salon concurrently with the 308 GTB Quattrovalvole model. The Quattrovalvole part of the model name referred to the four valves per cylinder heads on the engine, which provided increased power over the preceding model. Visually the new model was very similar to the outgoing one, but could be recognised by the addition of a slim louvre panel in the front lid to aid radiator exhaust air exit, paired electrically operated door mirrors with a small enamel Ferrari badge on the shell, a revised radiator grille with rectangular driving lights at the extremities, and rectangular (instead of round)side repeater lights. The interior also received some minor alterations, and cloth seat centres became available as an option to the standard full leather, whilst the leather rim satin black three spoke steering wheel featured a triangulated section around the horn push. The removable grained satin black finished roof panel was stowed in a vinyl cover behind the seats when not in use. As with the preceding series’ of 308 models, USA market cars could be identified by heavier bumper assemblies, and rectangular side marker lights on the wings. Options available were metallic paint, a deep front spoiler, air conditioning, wider wheels, 16" Speedline wheels with Pirelli P7 tyres, and a rear of roof satin black finished aerofoil (standard on Japanese market models).
The V8 engine was essentially of the same design as that used in the 308 GTSi model, apart from the four valves per cylinder heads. It was of a 90 degree configuration, with belt driven twin overhead camshafts per bank, having a total capacity of 2926cc, with a bore and stroke of 81mm x 71mm, with wet sump lubrication, bearing factory type reference F 105 AB 000 for European market cars.
The V8 engine was essentially of the same design as that used in the 308 GTSi model, apart from the four valves per cylinder heads. It was of a 90 degree configuration, with belt driven twin overhead camshafts per bank, having a total capacity of 2926cc, with a bore and stroke of 81mm x 71mm, with wet sump lubrication, bearing factory type reference F 105 AB 000 for European market cars.
The claimed power output for main market European cars was 240 bhp at 7000rpm, and 235 bhp at 6800rpm for US market variants. The engine was transversely mounted in unit with the all synchromesh five speed transmission assembly, which was below, and to the rear of the engine's sump. The gear and final drive ratios were altered to suit the revised characteristics of the four valves per cylinder engine. One other significant benefit of the QV four valve heads where the replacement of the non-QV models sodium valves which have been know to fail at the joint between the head and the stem. It was fitted with a Bosch K Jetronic fuel injection system, coupled to a Marelli MED 803A Digiplex electronic ignition system, incorporating a coil, distributor and ignition module to serve each bank of cylinders. All US market examples were fitted with catalytic converters. The main European market 308 GTS Quattrovalvole models had a tubular chassis with factory type reference F 105 GS 100, Disc brakes, with independent suspension via wishbones, coil springs, and hydraulic shock absorbers, were provided all round, with front and rear anti roll bars. All models were numbered in the Ferrari odd number road car chassis sequence of the time, with right and left hand drive available. The model was produced in a total of 3042 examples, over four times as many as the concurrent fixed roof berlinetta, between 1982 and 1985 in the chassis number range 41701 to 59265. (Text from Ferrari)
Bosch K-Jetronic mechanical fuel injection was added for the 1980 308 GTBi and GTSi, dropping power to 214 hp (160 kW) but decreasing emissions. Two years later, the 4-valve per cylinder Quattrovalvole or QV model pushed output back up to 240 hp (179 kW) restoring the performance. The European version boasted higher horsepower than the American model due to lightness and less stringent Federalizing. Only 748 308 GTB QV models were produced, with one third being European models. The European 308 GTB QV and 308 GTS QV models are considered by many to be the most collectible 308 due to its subtle styling (deep front valance, racing mirrors, short lightweight bumpers) and speed as the fastest of all 308s produced.
The 288 GTO introduced in 1984 is considered as the first Ferrari Super-car. The 288 borrowed much of the styling from the European 308 GTB QV of the previous year, 1983: it is also powered by a similar debored 2.8-litre V8 (but with turbochargers) it retained the general bodywork lines with extended wheel arches, different side air vents, and bigger rear spoiler, longer (5 inch) wheelbase, and the central tubular space-frame chassis.
Bosch K-Jetronic mechanical fuel injection was added for the 1980 308 GTBi and GTSi, dropping power to 214 hp (160 kW) but decreasing emissions. Two years later, the 4-valve per cylinder Quattrovalvole or QV model pushed output back up to 240 hp (179 kW) restoring the performance. The European version boasted higher horsepower than the American model due to lightness and less stringent Federalizing. Only 748 308 GTB QV models were produced, with one third being European models. The European 308 GTB QV and 308 GTS QV models are considered by many to be the most collectible 308 due to its subtle styling (deep front valance, racing mirrors, short lightweight bumpers) and speed as the fastest of all 308s produced.
The 288 GTO introduced in 1984 is considered as the first Ferrari Super-car. The 288 borrowed much of the styling from the European 308 GTB QV of the previous year, 1983: it is also powered by a similar debored 2.8-litre V8 (but with turbochargers) it retained the general bodywork lines with extended wheel arches, different side air vents, and bigger rear spoiler, longer (5 inch) wheelbase, and the central tubular space-frame chassis.
Speed Demon - 4 Cylinder, 1045HP
Power: MOPAR Hellfire "Lil" Hemi 4 Cylinder Engine
1045 HP - 672 FT. LB. TRQ.
1045 HP - 672 FT. LB. TRQ.
Speed Demon is the name of this streamliner, but it's just as accurate a moniker for the two gearheads who brought it to life. At 65 and 60, respectively, Ron Main and George Poteet have the drive and determination most guys half their age lack, and that's why they're ready to ask four little pistons to each provide 100 mph at Bonneville.
"We're really just a couple of overgrown delinquents," Ron says with a smile. "I used to joyride in cars, but I always gave 'em back. I was actually on probation till I turned 21." George didn't fess up to any such youthful shenanigans, but he's got a fun-loving nature, so we wouldn't put it past him.
It's quickly obvious when chatting with both racers that there's salt in their blood. Despite running a very busy steel and rebar business in Chatsworth, California, there's not much time when Ron doesn't have cars or racing on his mind. "I've got a carcaine habit," Ron explains. But he claims it was our own ol' Dad, Gray Baskerville, who really set the hook in him for building a streamliner.
"Gray came up to me once when I was at Bonneville with my '32 and said, 'You've got one of the wildest flatheads ever created and you put it in this piece of shit roadster!'" Of course, it was just good-natured ribbing from Gray, but it stuck with Ron. It wasn't long before he was looking around for help to build something a little more serious.
His first effort, a little record breaker known as FlatFire, started as an old Bob Meyer dragster chassis reincarnated as a lakester designed to run 200 mph under the expert guidance of A.J. Smith at Aerosmith Consulting & Engineering. The record Ron was shooting for on FlatFire's maiden voyage was easily broken on its first two runs, along with a couple of flatheads. Par for the course, Ron says. As the quest for speed climbed higher, a set of rear fenders was grafted on and the front wheels were moved inside the body in tandem, morphing the lakester into a streamliner. In that trim, Ron claimed the record and hit his goal of a 300-mph flathead with a 302.674-mph record that still stands.
George, a hot rodder extraordinaire and owner of several HOT ROD feature cars, says he's been fascinated with the sacred Salt as long as he's been fascinated with cars. Life, family, and business delayed his arrival, but George finally made it to B'ville about 15 years back, ready to see it for himself. Like so many rodders who've made the pilgrimage, that great white expanse made a lasting impact, and it didn't take much before George decided he wanted to see what the other end of that long, black line in the salt looked like-at speed, of course. He came back with a flathead-powered Deuce roadster, went 120 that first year, and continued to progress from there.
So, you thought you drove “fast” the day that you got your car up to 135mph or maybe you thought you were nuts when you hit 155mph… 175mph? You haven’t seen anything until you have done 435mph and that’s just what the Poteet and Main Speed Demon streamliner (George Poteet) team has accomplished thus far on the Bonneville Salt Flats. To be exact, 436.067mph.
It is being reported by multiple sources that the Poteet and Main "Speed Demon", powered by a Kenny Duttweiler built, twin-turbo, 347ci Chevy on alcohol ran the fastest speed ever recorded by a wheel driven, automotive engine powered car today on the Bonneville Salt Flats. The car recorded a mile speed of 457mph and an exit speed of 462mph. To make things even crazier, George and his team have set out a goal to reach 500mph later this year.
If you’ve ever wanted to know what it might be like to race down the road at nearly 500 MPH, lean back, drop into full-screen 1080p, raise the speaker volume, and watch the Speed Demon fly from every conceivable angle:
Metal Storm
Metal Storm Limited is a defence company that develops and produces projectile launching systems utilising its unique, electronically fired, stacked projectile technology.
Metal storm technology is an electronically initiated, stacked projectile system that removes the mechanical elements required to fire conventional weapons. Effectively, the only moving parts in Metal Storm technology are the projectiles themselves. Multiple projectiles are stacked in each barrel. The technology allows each projectile to be fired sequentially from each barrel.
Metal Storm stacks its projectiles in the barrels nose to tail. Metal Storm technology achieves its unique performance by having the ability to fire each round independent of the other. In other words when the propellant of one round in the stack is ignited the other rounds are not affected.
Rather than using a firing pin impacting on a primer, Metal Storm weapons are electronically fired. A computerised fire control system precisely controls the firing signal to each round in the barrel. As there is no need to mechanically reload the barrel after each round is fired, Metal Storm has complete control over the timing and rate of fire. As a result, the weapon can be used to deliver a single round or dozens of rounds instantaneously at the target. Moreover, when combined with airburst munitions, Metal Storm weapons can use precisely timed firing to create a pattern of fragmentation and blast to meet specific needs, such as to intercept an incoming RPG or missile.
Due to the light weight of Metal Storm barrels, most non-infantry configurations use multiple barrels, usually between 4 and 64. This provides increased firepower and the ability to mix munitions - to have a weapon configured to respond to different threats in different ways - such as having less than lethal or marker rounds instantly available as an alternative to the use of lethal force.
Today, Metal Storm converts conventional munition warheads, such as 40mm grenades, into Metal Storm munitions by attaching a special Metal Storm tailpiece, containing the propellant and primer. With this approach, Metal Storm can quickly adapt the certified warheads preferred by its customers to be used in a Metal Storm weapon system.
Candice Swanepoel
By age 16, Swanepoel was earning €5,000 or R40,000 for a day's work. Swanepoel's resume includes covers for Vogue (Greece & Italia), ELLE (Germany), and Ocean Drive (U.S.) and advertisements for Nike, Diesel, Guess?, and Versus Eyewear.
Swanepoel has walked the runway for Tommy Hilfiger, Dolce and Gabbana, Shiatzy Chen, Sass and Bide, Betsey Johnson, Diane von Fürstenberg and numerous other designers, as well as for Victoria's Secret in 2007, 2008, 2009, and 2010.
In addition to appearing in the lingerie brand's commercials, she was a featured model in the 2010 "SWIM" catalog, along with Lindsay Ellingson, Rosie Huntington-Whiteley, and Erin Heatherton. In 2010, Swanepoel became a Victoria's Secret Angel.
Swanepoel modeled for the Kardashians' 2010 swimwear line. On August 12, 2010 Swanepoel officially opened the first Victoria's Secret retail store in Canada, at West Edmonton Mall, Edmonton. Swanepoel made her debut at No. 10 on Forbes' The World's Top-Earning Models list, with estimated earnings of $3 million between 2010 and 2011.
Subscribe to:
Posts (Atom)