Γενικά αυτοκινητιστικά θέματα
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By mirage
#47662 Γιαπωνεζικο σκυλι με ψυχη

Sent from Corsair's brick
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By Χρήστος Λάππας
#47667
JpoL έγραψε:Jaguar XJ220 ή αλλιώς μια πονεμένη ιστορία...


Είχε τεράστιο turbo lag, το οποίο πάντως ήταν τυπικό για την εποχή του. Κατά πάσα πιθανότητα θα μείνει στην ιστορία ως το υπεραυτοκίνητο με τα χειρότερα φρένα ever σε σχέση με την απόδοση του.
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By elvet
#47698 Ολα τα Bristol είναι περιορισμένης παραγωγής και σπάνια.
Το τελευταίο μοντέλο (Bristol Firghter) πριν χρεοκοπήσει, πρέπει να παρήχθη σε 13 ή 15 κομμάτια.
Εικόνα
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By 21 quadra
#47843
panos2171 έγραψε:
NickTG έγραψε:Αφού έχεις εντύπωση γιατί δεν το ψάχνεις πρώτα?


ΓΙατί δε βρήκα σχεδόν τίποτα. Μόνο στο wiki έγραφε σε μια φωτό ''A rare 1998 Renault Safrane Questor''...


Εδώ αναφέρει για τα 3 σπάνια Γαλλικά ( Renault 21 Turbo Quadra - Safrane Biturbo - Laguna Biturbo )
Την Laguna Biturbo την έφτιαξε ο Hartge που είχε αναλάβει και την υπερτροφοδότηση του Safrane Biturbo, είναι μοναδική, το safrane Biturbo φτιάχτηκε σε 806 κομμάτια, και το 21 Turbo Quadra σε 400, από αυτά τα 400 έχω 2 εγώ και άλλα 2 ένας φίλος, το Quadra μου έχει 312.000 χλμ είναι το καθημερινό μου αυτοκίνητο και είναι ακόμα υγιέστατο
( μέτρηση του περασμένου μήνα 182 ΗΡ με 29.5 kg ροπή )

http://www.carthrottle.com/renaults-pro ... ne-laguna/
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By drdino
#153834 Εικόνα

Lamborghini Coatl :s_crazy βασισμένη στη Diablo, φτιαγμένη από την Automoviles Lamborghini Latinoamérica S.A.
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By markvag
#327395 Πες μου ότι είναι και με 0 χλμ αυτά... :inlove:
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By belgarion
#327586 Αντίστοιχο σκηνικό έχει και η Vauxhall στο Λουτον και μάλιστα η συλλογή είναι επισκεψιμη από το κοινό μια μέρα το χρόνο http://media.gm.com/media/gb/en/vauxhall/heritage.html

.
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By Anonymous Founder
#375855 Εντάξει, νομίζω ό,τι έβγαλε η εν λόγω εταιρεία λογικά πηγαίνει στα σπάνια πουλιά, αλλά νομίζω πως στην εποχή του ήταν λίγο μπροστά: γρήγορη μπερλίνα, με αμερικάνικο V8, ονομα και ίσως και αισθητική. Παρήχθηκε σε 244 μόλις τεμάχια και μοιραζόταν αρκετά με την Jaguar XJ.
De Tomaso Deauville
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https://en.wikipedia.org/wiki/De_Tomaso_Deauville
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By Anonymous Founder
#419379 Δεν είχα σκεφτεί ποτέ πως θα μπορούσε να υπάρξει καν κάτι τέτοιο (στην Ελλάδα δεν ήρθε ποτέ):
Mazda Rotary Pickup Truck
http://www.roadandtrack.com/car-culture ... kup-truck/
BEFORE 1959 very few Americans had ever seen a small pickup truck. That year Datsun courageously introduced its little 1200-cc pickup, but sales of that homely vehicle hardly took off like a rocket: by 1965 the annual sales rate on that lone entry was still only 5500.

But the idea of a light, compact pickup began to catch on in the early 1970s and in 1971. with Datsun and Toyota the only makes in the market, 90,000 were sold. Once a market is obviously solid and growing, it never takes Ford and GM long to do something about it, and in this case the two American giants decided to import their own Japanese pickups rather than build them in America. Chevrolet turned to Isuzu, Ford to Mazda. And Mazda of America joined the group with a pickup almost identical to the one Ford was selling but with a different engine. By 1973 the five—or four, if you prefer—little pickups were able to rack up 232,000 sales in a year. If the fuel shortage continues to have an influence on such matters, as many as 300,000 could be sold in 1974—assuming they're available from materials-short Japan.

Until the Mazda Rotary Pickup came along the five little pickups were about as similar as vehicles built by four different companies could be. All had overhead-cam inline 4-cylinder engines, 4-speed gearboxes, independent front and leaf-spring rear suspension and roughly similar performance. The biggest variation seemed to be in their styling, the Datsun being the "prettiest" of the lot, the Isuzu-Chevrolet rather similar to it and the Mazda-Toyota units having more angular, businesslike shapes.

But now there's a very different small pickup—you might even say it's revolutionary. Up to now they were all modestly powered by American truck standards—especially so when they were loaded—and all rather noisy. What sets the Rotary apart from them, basically, is Power—lots of smooth, quiet power very much in the American idiom. And to make sure the world knows about it Mazda has emblazoned Rotary Power across this pickup's tailgate with tape.

But there's a good deal more. Besides the 110-bhp Wankel engine from the RX-4 passenger cars and the manual or automatic transmissions that go with it, there's a general upgrading of the pickup. Tracks are wider by a full 6 in. in front and 5 in. at the rear and the body sides are flared boldly around tires that are also much larger; there's a new grille and a supplementary air intake under the bumper. Fuel capacity is greater (a point we'll get to later) and the truck's interior is by a wide margin the nicest among the little trucks. And for the first time in its size class the Rotary Pickup has front disc brakes as standard equipment.

Little pickups—or any pickups, for that matter—aren't one of the vehicle types you normally read about in R&T, but currently they're one of the "in" things. They offer a lot of utility but are miserly with fuel, for one thing, but they also serve as personal transportation for many on a sort of reverse appeal basis. There's a wealth of customizing equipment available for them now: alloy or steel wheels, bolt-on rollbars, tonneau covers (or bed covers) and many miscellaneous items. From time to time the R&T staff borrow the little pickups from PV4, our companion light truck magazine, to do weekend errands and hauling and we always return them with the wish that we could keep them. They're useful and fun.

Being thoroughly familiar with Mazda rotary engines—and generally well impressed with them—we were naturally curious as to how one would work in the pickup. The RX-4 unit, largest of the lot, works outstandingly well. It's not as quiet in this vehicle as it is in the super-refined RX-4; a larger cooling fan sets up quite a howl even though it's on a viscous-drive coupling. But the engine is reasonably quiet and, as usual, butter-smooth as it pulls strongly up through the gears or merely accelerates impressively in top gear. As with the passenger cars there's a warning buzzer to keep you from overdoing it, coming on at something over 6000 rpm. We used 7000 rpm as a limit and found the pickup capable of 0-60 mph in 11 sec flat and the quarter-mile in 18.3: not as quick as the fastest American pickup, but peppy indeed.
But what about fuel economy? Mazda cars have been selling quite poorly this year because the Environmental Protection Agency reported about 10 mpg for all three of the rotary-engine cars the company sells here. That figure was for the cold-start, mostly city-driving test the EPA runs to certify emissions, so it's to be expected that it would produce a low mileage figure. But 10 mpg seemed low to us in view of our own experience with Mazdas. Now the EPA has rerun its tests and come up with 12 1/2-13 mpg—which seems about right for such a stop- and-go routine—plus a simulated highway test, for which the agency measured about 20 mpg. These figures are low for cars of the Mazdas' weight, no question about it. But for cars of their performance and refinement the mileage is not bad. The same can be said of the pickup. It did 16.5 mpg in our city-suburban-freeway mileage test. But a typical American V-8 pickup with comparable performance, refinement of running and load capacity would do about 11 mpg in the same test. So until somebody stuffs a 110-bhp V-8 or V-6 in a pickup this light, the Mazda is a viable proposition for high performance with reasonable fuel economy.

Note that the engine is turning over 3775 rpm at 60 mph:

this isn't what anybody would call tall gearing. But the Wankel engine needs high rotational speed by its very nature and it gives no sensation at all of being busy at any highway speed. Its internal parts aren't that busy anyway: the two rotors are turning at a third the speed of the output shaft. By the way, performance should be more than adequate with the optional automatic transmission; we've tried it in the RX-2 and found it quite satisfactory. But it would lower fuel economy.

Everyone who pays attention to such things has chuckled at bouncing people in little Japanese pickups, and the regular Mazda pickup with piston engine has been little different from the Datsun and Toyota in this regard. But we found the Rotary to ride relatively well for its type. Actually, the front end seems a little on the soft side, floating and oscillating on gentle bumps. The rear end is stiff, as you'd expect of a light mass sprung for 1400 lb more weight than it usually carries, and of course the ride improves markedly when you start adding cargo back there. One thing in particular struck us, though. Most of the passenger cars we drive these days have radial tires and our experience with bias tires is receding into the past. All the little pickups come with bias rubber, and the Rotary with what are actually rather large bias tires goes across those annoying lane-divider dots without a trace of harshness or rumble. Or rattles, for that matter; this pickup had fewer rattles and squeaks than any in our memory.

One doesn't think of driving a pickup like a sports car. but we found the Rotary's steering more precise than that of other little pickups and its handling response good enough to make brisk driving enjoyable. In the unloaded condition it understeers fairly strongly (surprisingly it isn't very noseheavy) and begins to pick up its inside rear wheel as the cornering limit is reached. Naturally it's not going to take to hard cornering on a bumpy road, but on a smooth one it has curve capability to equal some of the less expensive small sports sedans.

The Rotary's brakes deserve special mention. Without com­ plicated proportioning devices any pickup's brakes are a heavily compromised matter: the rear ones are likely to be overly eager to lock up when the bed is unloaded. Typically the small pickups' all-drum brakes have also been inadequate for full loads. The Rotary still has that tendency to lock its rear brakes on a hard stop without load, but we didn't have much difficulty keeping the truck under control and got impressively short stopping distances in our "panic" stops. (In fairness we must mention that PV4 got an almost identical stopping distance from 60 mph for the piston-engine Mazda.) And brake fade with the Rotary's disc-drum system was on a par with that of good contemporary sports sedans. In all, the Rotary's disc- drum system seemed more than adequate and capable of handling heavy loads too.

Another area where the Rotary Pickup stands out from its crowd is its "cockpit." In a way a pickup is like a sports car-seating for two (three in a pinch) and room for no more than a few Kleenex boxes behind the passengers. The small pickups' 4-speed gearboxes enhance this parallel. But the Rotary takes the impression much farther, with a set of instruments somewhat like the RX-2's: round, well marked speedometer, smaller round tach and a third dial containing three other instruments. These are set in a handsome panel (with fake wood trim) and the cab is carpeted. Only a bench seat is available; it has the usual pickup bolt-upright backrest with no adjustment, not the least bit sportscar-like. And in the Rotary a center console makes carrying a third passenger virtually impossible. A six-footer won't find enough space either.

We found the Rotary's cab refreshing in one way: it is devoid of the bunch of buzzers and warning lights and the seatbelt interlock system afflicting today's passenger cars. Once again we were left to our own judgment as to whether to belt up (we always do), or whether to leave the key in the ignition switch when leaving the pickup. It was nice. We felt almost like grown-ups again. The seatbelts themselves, though, are not nice. Their shoulder straps are separate and tie into the main buckle with a connection that's apt to come loose—hardly a satisfactory arrangement.

If the public can think clearly amid all the conflicting, talk of Mazdas and fuel economy, we think the Rotary Pickup will be a success. It effectively opens up a whole new concept in pickups: high performance, refined running, good handling and reasonable fuel economy with half-ton pickup capability.

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https://en.wikipedia.org/wiki/Mazda_B-Series
The Rotary Pickup (REPU) was the world's first and only Wankel-engined pickup truck. It was sold from 1974 to 1977 and appears to only have been available in the US and Canada.[10] The Rotary-Engined Pickup (REPU) had a four-port 1.3-liter 13B four-barrel carbureted engine,[11] flared fenders, a battery mounted under the bed, a different dash, a front grille, and round taillights.

It is estimated that just over 15,000 units were built. Most were made for the 1974 model year (PA136 chassis), but the effect of the energy crisis on sales caused Mazda to restamp many of the 1974 models with a prefix "S", designating them as 1975 models; (SPA136). Approximately 700 units were built for the 1976 model year. Mazda invested in a moderate redesign for the 1977 model (PA236), updating its electrical systems, adding 4 inches (100 mm) cab stretch for increased comfort, and adding a five-speed manual transmission with a different differential gearing. About 3,000 units were manufactured, after which the REPU was discontinued due to poor sales.

Road & Track magazine was impressed with its "smooth, quiet power" and "nice" interior.[12] The vehicle retailed for about US$3,500 (equivalent to $16,997 in 2016); its observed fuel economy was 16.5 miles per US gallon (14.3 L/100 km; 19.8 mpg‑imp). Most of the trucks are found on the west coast of the US; they continue to be sought out by enthusiasts. Like many Mazda rotary vehicles, the REPU was raced. Its most notable finish was an overall victory at the 1975 SCCA Mojave 24 Hour Rally, where it was driven by Malcolm Smith and Jack Sreenan
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By REALZEUS
#419381 Τι τρελοπικάπ είναι αυτό ρε; 0-96 σε 11'' πριν 40 χρόνια; :s_shout
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By xenos
#419388 Βαλτο σε ενα σποιλερ ρε καραμητρο, μια ωρα σκρολλαρισμα.
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By belgarion
#419399 Φοβερό, βέβαια το πρόβλημα είναι ότι το κοινό θέλει πιο απλές και συντηρητικές λύσεις, δυστυχώς

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