dimanche 19 août 2012
Brute2bille................
L' illustration au stylo bille sur format Post-it®. Résultat, une production...brute de bille ! un blog a visiter d'urgence !!.....http://brute2bille.blogspot.fr/
Porsche 911 GT1 'Street Version'
Homologation specials produce some of the most wondrous motor cars, and the Porsche 911 GT1 certainly qualifies as such. It married engineering elements of the 993-generation 911 and the legendary Group C 962, and cloaked the resultant underpinnings in striking bodywork.
But its gestation was inspired by a car from Woking, not Stuttgart. The McLaren F1 GTR dominated the 1995 Le Mans 24 Hours race, finishing first overall and 1-2-3 in class – and the fact it was propelled by a BMW V12 didn’t sit well with Porsche. Just six weeks after the F1 had cleaned up in France, Porsche announced that it would be restarting its factory-based GT programme and producing a new car to oppose the McLaren. Until then, Porsche’s contribution had been supplying 962s – by then over a decade old – to Dauer Racing, which had managed to guide one to the Le Mans crown before the McLaren whiteout took hold.
The task of the new project was entrusted to renowned engineer Norbert Singer, who had been instrumental in the company’s former triumphs at La Sarthe. Faced with a limited development window, Singer used segments of two existing cars so the new car could avoid time-consuming crash testing. The front end came from a 993-era 911 GT2, while the rear assembly and engine came from the 962; a tubular frame was employed to unite them.
This meant that despite Porsche’s instruction to ‘retain basic 911 characteristics’, the water-cooled, twin-turbo 3.2-litre engine was mounted amidships, rather than beyond the rear axle. The 911 GT1’s inauguration achieved a second place finish overall (a TWR-fettled Porsche LMP1 narrowly took first), as well as a 1-2 finish in the GT1 class – leaving the McLarens to fight among themselves for the remaining podium spot.
For the 1997 season, the FIA announced the creation of the new GT Championship. It would require at least 25 homologation cars to be produced, but since Porsche already had solid orders in place for a road-going version, it was given licence to enter a revised ‘Evo’ version of the 911 GT1. Changes included a new carbonfibre chassis, suspension tweaks and aerodynamic changes, as well as a set of the ‘fried egg’ headlights from the recently introduced 996-series 911.
As development continued throughout the season, Porsche began fulfilling the ‘Straßenversion’ (street version) orders with some restrained modifications for road use – namely a higher ride position, softer suspension, and more practical gear ratios. Slightly detuned, the engine still allowed for a 0-60mph sprint of 3.6 seconds and a 194mph top speed, but it promised improved reliability compared with the track cars. Inside, the dashboard was that of the 993-gen 911, and leather seats and carpeting provided a slightly more refined experience. Racing pedigree and limited numbers conspired to impose a retail price of $912,000.
Revised for the 1998 season, the 911 GT1 fended off competition from the Mercedes CLK GTR and others to take a 1-2 finish overall at Le Mans – after which the car was retired. Nevertheless, despite its relatively short lifespan in comparison to the 962, it had still served its purpose. The F1 had been shot down; the marque had added yet another Le Mans win to its roster; and (ironically, through homologation duty rather than choice) Porsche had a supercar to chronologically nestle between the 959 and Carrera GT.
But its gestation was inspired by a car from Woking, not Stuttgart. The McLaren F1 GTR dominated the 1995 Le Mans 24 Hours race, finishing first overall and 1-2-3 in class – and the fact it was propelled by a BMW V12 didn’t sit well with Porsche. Just six weeks after the F1 had cleaned up in France, Porsche announced that it would be restarting its factory-based GT programme and producing a new car to oppose the McLaren. Until then, Porsche’s contribution had been supplying 962s – by then over a decade old – to Dauer Racing, which had managed to guide one to the Le Mans crown before the McLaren whiteout took hold.
The task of the new project was entrusted to renowned engineer Norbert Singer, who had been instrumental in the company’s former triumphs at La Sarthe. Faced with a limited development window, Singer used segments of two existing cars so the new car could avoid time-consuming crash testing. The front end came from a 993-era 911 GT2, while the rear assembly and engine came from the 962; a tubular frame was employed to unite them.
This meant that despite Porsche’s instruction to ‘retain basic 911 characteristics’, the water-cooled, twin-turbo 3.2-litre engine was mounted amidships, rather than beyond the rear axle. The 911 GT1’s inauguration achieved a second place finish overall (a TWR-fettled Porsche LMP1 narrowly took first), as well as a 1-2 finish in the GT1 class – leaving the McLarens to fight among themselves for the remaining podium spot.
For the 1997 season, the FIA announced the creation of the new GT Championship. It would require at least 25 homologation cars to be produced, but since Porsche already had solid orders in place for a road-going version, it was given licence to enter a revised ‘Evo’ version of the 911 GT1. Changes included a new carbonfibre chassis, suspension tweaks and aerodynamic changes, as well as a set of the ‘fried egg’ headlights from the recently introduced 996-series 911.
As development continued throughout the season, Porsche began fulfilling the ‘Straßenversion’ (street version) orders with some restrained modifications for road use – namely a higher ride position, softer suspension, and more practical gear ratios. Slightly detuned, the engine still allowed for a 0-60mph sprint of 3.6 seconds and a 194mph top speed, but it promised improved reliability compared with the track cars. Inside, the dashboard was that of the 993-gen 911, and leather seats and carpeting provided a slightly more refined experience. Racing pedigree and limited numbers conspired to impose a retail price of $912,000.
Revised for the 1998 season, the 911 GT1 fended off competition from the Mercedes CLK GTR and others to take a 1-2 finish overall at Le Mans – after which the car was retired. Nevertheless, despite its relatively short lifespan in comparison to the 962, it had still served its purpose. The F1 had been shot down; the marque had added yet another Le Mans win to its roster; and (ironically, through homologation duty rather than choice) Porsche had a supercar to chronologically nestle between the 959 and Carrera GT.
Dani Pedrosa dominates Indianapolis GP
with twowheelsblog
The signs that Dani Pedrosa was completely at ease at the Indianapolis Motor Speedway started Friday morning and in today’s 28 lap race the Repsol Honda rider completely dominated the scene with a blistering race pace almost always below the circuit record, which was virtually impossible for anyone to touch and cross over the finish line with more than a 10 second margin and take his second victory of this 2012 season and doing so reduce the gap to points leader Jorge Lorenzo to just 18 points.
Jorge Lorenzo settled for a safe second place after deciding to go with thee soft rear tire but a bad start and finding himself bottled behind Andrea Dovizioso for several laps stopped him from any having any chance to catch Pedrosa. If Lorenzo seemed happy with second place - but angry with wildcard rider Steve Rapp who seemed unaware that he was to give track space when he was lap by the Spaniard - same can’t be said for team mate Ben Spies who suffered still another incredible impossible technical issue after his Laguna Seca swingarm collapse.
The American had been the fastest Yamaha rider this weekend, even better than his titled team mate and he also led the race from the third turn on lap one until Pedrosa passed him on lap seven. Spies was travelling in second when the engine of his M1 blew on the straight and he had to park his dead bike.
Andrea Dovizioso took the final podium spot after he passed the very stoic Casey Stoner.The Australian who was riding with big ligament damage and a chipped bone in his right ankle gave proof that even injured he is still a gritty rider as he powered passed Alvaro Bautista and Stefan Bradl and then caught Dovizioso and seemed to break away but as the very long race continued the Italian upped his pace and re-caught the Repsol Honda rider with seven laps to go. Stoner valiantly tried to take back the position, but his injury finally began to take the toll and he finished 4th and was completely drained when he returned to his pit garage to a big applause.
Alvaro Bautista finished fifth almost 8 seconds ahead of Stefan Bradl who wore out his tires. Valentino Rossi had another horrible race he was more than 57 seconds from race winner Pedrosa and he finished in a very lonely seventh.
Karel Abraham managed an 8th spot after passing Yonny Hernandez (9th) and Aleix Espargaro who rounded out the top ten.
Toni Elias finished in 11th for Pramac Ducati.
Toni Elias finished in 11th for Pramac Ducati.
It was a war of attrition for the CRT riders, Mattia Pasini crashed on the first lap, Michele Pirro and Danilo Petrucci suffered technical issues on the first lap and Randy de Puniet also suffered a technical problem.
MotoGP Indianapolis Race Results:
01- Dani Pedrosa – Repsol Honda Team – Honda RC213V – 28 laps in 46’39.631
02- Jorge Lorenzo – Yamaha Factory Racing – Yamaha YZR M1 – + 10.823
03- Andrea Dovizioso – Monster Yamaha Tech 3 – Yamaha YZR M1 – + 17.310
04- Casey Stoner – Repsol Honda Team – Honda RC213V – + 19.803
05- Alvaro Bautista – San Carlo Honda Gresini – Honda RC213V – + 22.556
06- Stefan Bradl – LCR Honda MotoGP – Honda RC213V – + 30.072
07- Valentino Rossi – Ducati Team – Ducati Desmosedici GP12 – + 57.614
08- Karel Abraham – Cardion AB Motoracing – Ducati Desmosedici GP12 – + 1’08.442
09- Yonny Hernandez – Avintia Blusens – BQR FTR – + 1’11.106
10- Aleix Espargaro – Power Electronics Aspar – ART GP12 – + 1’14.079
02- Jorge Lorenzo – Yamaha Factory Racing – Yamaha YZR M1 – + 10.823
03- Andrea Dovizioso – Monster Yamaha Tech 3 – Yamaha YZR M1 – + 17.310
04- Casey Stoner – Repsol Honda Team – Honda RC213V – + 19.803
05- Alvaro Bautista – San Carlo Honda Gresini – Honda RC213V – + 22.556
06- Stefan Bradl – LCR Honda MotoGP – Honda RC213V – + 30.072
07- Valentino Rossi – Ducati Team – Ducati Desmosedici GP12 – + 57.614
08- Karel Abraham – Cardion AB Motoracing – Ducati Desmosedici GP12 – + 1’08.442
09- Yonny Hernandez – Avintia Blusens – BQR FTR – + 1’11.106
10- Aleix Espargaro – Power Electronics Aspar – ART GP12 – + 1’14.079
DTM - 2éme victoire de Spengler au Nürburgring
from AUTOHEBDO:
Pour la deuxième fois de la saison, BMW et Bruno Spengler s'imposent en DTM. Le Canadien concrétise sa pole en victoire au Nürburgring devant Edoardo Mortara et Martin Tomczyk.
Auteur d'un bon départ, Bruno Spengler n'a jamais été inquiété lors de ce sixième rendez-vous de la saison de DTM sur le circuit du Nürburgring. Le Franco-Canadien permet ainsi à BMW de décrocher son deuxième succès de l'année pour le retour de la marque à l'hélice dans le championnat allemand des voitures de tourisme. Parti en première ligne aux côtés du pilote du Team Schnitzer, Edoardo Mortara (Audi) signe un nouveau podium dans la catégorie et se positionne comme le meilleur pilote de la firme aux quatre anneaux depuis le début de la saison.Pour la quatrième course d'affilée, le champion 2011 de DTM, Martin Tomczyk monte sur le podium. Il devance le Britannique Jamie Green (Mercedes) et l'Allemand Mike Rockenfeller (Audi). Parti en 11e position, le leader du championnat Gary Paffett (Mercedes) termine la course au sixième rang juste devant le Robert Wickens. Membre du Mercedes Junior Team depuis qu'il a remporté son titre en Formule Renault 3.5 l'an dernier, le Canadien vient de réaliser la meilleure performance de sa carrière en DTM. Nouvelle course difficile pour le Français Adrien Tambay qui a dû abandonner après 15 tours seulement.
Grâce à cette victoire, Bruno Spengler ne compte plus que 20 points de retard sur Gary Paffett à quatre courses de la fin de la saison.
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Dacia Duster Limo: délire d'étudiants
from http://www.leredacteurauto.be/
La Dacia Duster, pour nous, c'est un moteur diesel qui donne l'impression d'être installé au centre de l'habitacle tellement il se révèle mal insonorisé tandis qu'une radio datée des années 80, vous savez ces radios-tiroirs que nos pères emmenaient partout avec eux de peur de se la faire voler, ne parvient pas à en couvrir les grognements. Alors certes le prix est attractif mais nous avons bien du mal à éprouver une quelconque attraction pour un modèle qui n'en remporte pas moins un joli succès auprès des personnes prêtes à tout pour se pavaner en SUV, fusse-t-il construit à bas prix en Roumanie au détriment de la main d'oeuvre française.
Alors c'est avec un certain amusement que nous avons découvert le résultat d'un travail de 23 étudiants participant au programme EPA (Engineering Projects Auto) de la filiale de Renault. Dans l'opération le Duster a été découpé en deux au niveau du montant central. Ensuite, nos ingénieux étudiants ont ajouté 1,50 mètre de plaques de métal pour que l'engin atteigne au final 5,83 mètres de long.
La carrosserie a été peinte en un noir mat très à la mode. A l'intérieur, nos jeunes gens n'ont pas lésiné sur la marchandise revisitant à leur sauce le concept du "Pimp my Ride" à l'européenne. Pour se faire ils ont implanté des fauteuils individuels, un réfrigérateur et un tablette Android pour le divertissement sans oublier un écran plat et des toits ouvrants ou encore de nombreux points lumineux. Malheureusement, sous le capot, on retrouve le 1.6 essence de base qui aura bien du mal à vous éloigner des paparazzis encombrants!
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