lately I have obtained quite the obsession with the 3 pointed star, most notably the new C63. The New E-class and and Ecoupe is no exception and this time Lorinser has not disappointed and has taken a slightly different approach with their run of the mill styling. And, now the love is running deeper in my veins to obtain more than one benz of my own.

The W212 premium limousine: The new E-Class as a top-class Lorinser

The popular luxury car from Mercedes Benz already has six decades of model history behind it. It was only natural for Sportservice Lorinser, a company with long tradition, to take on the type W212 limousine with special devotion. The result is an optical and technical masterpiece, which is available from now.

The world-renowned four-eyed face of the completely re-designed classic is captivating in its tuned version thanks to the extremely bold expression. The strikingly angular front headlights are joined by a black coated grill, which is thrillingly pushed into centre of attention by the front spoiler that has been stretched further forwards.

Its new aura is not just mysterious, but also oozes power. The designers knew that by having a middle section in the bumper marked with a different colour, they would be able to skilfully emphasise the typical Lorinser gills in the fenders as well as the voluminous side sills. In addition they gave the clear-puritan design of the basic bodywork interesting new highlights: a pert rear, formed by the Lorinser rear apron with the diffuser set and a dynamic roof spoiler. Sports suspension with adequate lowering guarantees that the limousine takes the corners every time. Attractive light-alloy wheels suit them well, which Lorinser offers in timelessly classic and modern designs.

With regards to the sound, the Lorinser E-Class already showed its highly-addictive potential at its first public appearances. This is no wonder as four sonorous exhaust pipes set off acoustic fireworks as soon as you put your foot down. And last but not least this should ensure that the Lorinser E-Class limousine’s appearance is one to remember. www.lorinser.com

I am usually not a big fan of most of anything that Mansory makes. But, Lately I have had a fascination with their carbon fixation. for example their Aston Martin Mansory Cyrus. This car is based on an Aston Martin DB9 and has completely been resurfaced and rebuilt with Aerospace pre-preg carbon fiber, and gets 28 extra horses.

Every Bit has been redone in Carbon Fiber with the exception of the rear fenders because they couldn’t shape the carbon fiber accordingly, so the carbon fiber adhered to the existing fenders and extended in width by two inches from the original car. The new Carbon Panels are glued to the standard panels with adhesive bought from Lamborghini. Otherwise it’s all CF. The Roof scoop is unfortunately non functional but hey sometimes that wig on that hot girl does the job. The Cyrus will run you €380,000 on top of a DB9.Which I say is not all bad for a full carbon piece.

O contato que tive com o Punto T-Jet e Polo GT no mês passado foi muito interessante para poder refletir mais profundamente sobre esses dois hatches e suas propostas esportivas. A maioria dos consumidores, na hora de comprar um veículo, busca informações sobre conforto, consumo de combustível, acabamento, status do modelo e o seu preço. Lógico. Afinal, quem não quer valorizar o seu dinheiro?

Esse dois modelos, no entanto, não estão sendo avaliados diretamente  no  foco do custo-benefício. Neste caso a idéia é avaliar o quanto de esportividade cada um desses hatches, que possuem apelo esportivo declarado, disponibilizam para o seu dono. Que tal uma relação Custo-sorriso estampado no rosto?
Enquanto o GT tem o valor inicial de 52 065, o T-Jet é vendido a partir de R$ 61 880. Uma diferença gritante, correto?  Se você observar os equipamentos dos carros nos respectivos sites das marcas, no entanto, perceberá que não é bem assim. Ambos contam com ar condicionado, direção hidráulica (Fiat) e elétrica (VW), rádio com MP3 e entrada USB, trio elétrico e Airbag duplo.  O T-Jet, no entanto, oferece a mais limpador no vidro traseiro com acionamento automático à ré, piloto automático, sensor de estacionamento, bancos esportivos, Bluetooth e rodas de aro 17” com pneus 205/50 (Polo vem com aro 15”, pneus 195/55).  Isso sem falar do motor…
Acelerando o T-Jet

T-Jet possui suspensão enrigecida. Sua tocada condiz com seu visual

A diferença de preço vai além dos itens de série e opcionais dos modelos. Estamos nos referindo a carros de nomenclaturas – e portanto propostas – esportivas, e o Punto T-Jet não decepciona com seu pequeno 1.4 16v Turbo – Intercooler, que gera 152 cv a 5500 rpm, e 21,1 kgfm de torque a 4500 rpm.  Nessa versão o compacto que pesa 1230 kg acelera até os 100 km/h em 8s8 e atinge a velocidade máxima de 203 km/h. Não é pouca coisa.
Dirigir o T-jet é prazeroso. Sua suspensão e direção são rígidos, ajudando a manter as suas manobras precisas. Não achei o banco confortável para a região lombar, mas em compensação, ele agarra muito bem o corpo nas curvas.
Manter o giro acima de 2500 RPM no T-Jet, especialmente nas três últimas marchas, é o ideal para que o esportivo ande como deve. Abaixo dessa rotação, entre a 3ª e a 5ª marcha, o turbo IHI, apesar de ser reduzido (ou seja, funciona desde baixas RPM) demora para acordar, e o motor se comporta como um 1.4 aspirado normal.  Chega a ser frustrante e ao mesmo tempo instigante. Algo como “quer desempenho? Então levanta o giro”.

Seu ronco é incorpado, mas não chega a empolgar. Nos dias em que andei com o modelo me diverti com o convidativo painel que indicava a pressão do turbo.

E o GT?

Inclinação da carroceria denuncia acerto menos esportivo no Polo

O GT, por outro lado, é equipado com o mais que conhecido 2.0 8v da VW. Ao contrário do T-Jet ele é flex, mas seus 120 cv à 5250 rpm e 17, 3 kgfm de torque a 2250 rpm não o empurram como um esportivo. Seu motor está longe de ser classificado como ruim. Exemplo disso são as retomadas, que em baixo giro apresentam mais vigor do que no T-Jet. Tal característica agrada no trânsito por oferecer agilidade sem necessariamente realizar reduções de marcha, enquanto o T-jet precisa de giro para sua turbina animar.
Os 9s6 que o GT leva para atingit os 100 km/h com álcool não são lentos, assim como a sua velocidade máxima de 198 km/h. Freios e suspensão são bem acertados para o desempenho do motor, oferecendo uma dose de conforto superior que no T-Jet.  A caixa de marchas beira à perfeição nos engates.  Para acelerar de verdade, no entanto, o GT deixa de fazer sentido no Polo. O Motivo? O modelo não difere da sua versão 2.0 normal que já esteve no mercado.
É um carro confortável, ágil, mas Enquanto o T-Jet possui um motor empolgante, câmbio reforçado, pneus largos, bancos que agarram o corpo em curva, suspensão re-calibrada e freios mais fortes, o GT fica restrito ao apelo visual das rodas, grade frontal, ponteira de escape esportivo e painel do GTi.
Faz sentido comprar um GT? Tentando ser sensato, digo que depende de muitas variáveis. Cada um sabe o que quer para si, e o que pode pagar pelo que quer. Também existe o fator de que comprar um automóvel nem sempre é motivado por uma questão lógica, especialmente nessa faixa de preço.
É por mexer com minhas emoções que a minha escolha recairia pelo T-Jet. O Polo pode possuir um interior mais bem acabado e até mais bonito aos meus olhos, mas tais pensamentos ficam para trás, comendo poeira, quando o painel do T-Jet indica que a pressão de sua turbina está atingindo o pico de 1 bar…

Fotos: Pedro Bicudo

That’s right! Keep a look out for Bully Dog at www.OCDiesel.com on Nov. 27/28/29/30, 2009.  There will be some incredible offers you CANNOT pass up!!

PS. Looking for the #1 ranked tuner from  SEMA 2009? Check out the Triple Dog GT Tuner, and definitely look for it at www.ocdiesel.com on 11/27, 11/28, 11/29, and 11/30!!

This a mixed post of a How-To and a little progress on my car.

Here’s a tutorial on how to control your headlight position a.k.a. sleepy-eye.

Its such an old mod but you never know who may want it.

I know that on cars like the RPS13 it’s much easier as you simply have to connect switches in between the relay, but after some research I discovered that this was the viable way of doing it on a Celica and with little modification it can be applied to any car. At the bottom of the post I have put a video of Drift Tengoku on how they recommend doing it on a RPS13 and might work on other cars as well.

This system works like the Drift Tengoku way, you have a switch to activate it and another switch to lift the lights up to your desired level, this does not control the headlights individually or make them go down. If you lift them too much you suck and have to turn it off and start again.

Disclaimer: Mess up and it’s your fault basically, follow the guide and it will work a T18 89-93 Celica.
This system will allow you to use both the stock setup and the sleepy-eye setup.
So, what you need:
Various tools to dismantle parts and solder the connections.
Minimum of 10A 12V 2 position on-off switch.
Minimum of 10A 12V DPDT relay.
Self-returning double pole rocker or button switch.
Two position switch.
A shit load of wire, roughly 20m. I would go for some good wire like 15A or above.
Then you can get things like shrink-wrap to make the connections look neat.
Even though the RTR (headlight motor) fuse is a 30A, I have had no problems with using a 10A relay, if you find one that can take higher amperage get that one for more reliability.

Here is a wiring diagram of the setup (it’s a little messy but you can see where each wire goes to from the relay):

I recommend you wired it up as you install it in the car, if you do it before you’re going to find it hard.
Wire the 8 wires to the relay first, then find a suitable place to mount it. I thought that the best place was on the driver’s side near the firewall. Five wires need to pass through the firewall and I thought the best place to drill a hole was on the driver’s side about 6cm above the clutch cable.

Before you pass all the cables through, I strongly suggest you label to cables if they’re the same colour. Otherwise it will be near impossible to tell which is which.

Once routed all the cables you can solder the switches and wires. To activate the system the two position switch is turn on, you can get power from any live source in the dash, and I used the cigarette lighter.

The system taps into the stock headlight motor wiring and the best place to do this is near the headlight. Remove the front bumper and disconnect the headlight motor plug.
In the wiring harness going to the headlight motor plug there will be a Green and White cable, snip this leaving some wire either side to work on and solder in your cables.

Now, it should be done. To test, turn on the ignition, turn on the 2 position switch. Then turn on your headlights and they should not come up. A little toggle of the rocker switch and the should come up.

I’ve done a few little things to the car as well. I mounted a fire extinguisher in just in case, you never know.

And I changed the radiator mount bolts to some nice hex ones, I know awesome.

Here is the video by Drift Tengoku, sorry there is not audio for some reason:

Click for enlarge

Click para agrandar

Occasionally, a cool, clean gin and tonic is one of life’s pleasures (at least for me)… especially on a hot Summer afternoon…or any afternoon… or evening for that matter. And just like other food/drink pairings – each component is critical to the overall quality of the experience. Think really good pizza sauce but crappy crust. Or, fresh crisp romaine but mediocre Ceaser dressing. Same applies to the tonic in a G&T.

I have to admit that I’ve been more focused on the former ingredient, the gin, despite the fact that’s is only 1/3 of a properly mixed cocktail. The other 2/3’s one would think, would be equally, if not more important to the ultimate taste. Up until about a month ago, I’ve been using either Canada Dry, Schweppes or – gasp, Safeway brand tonic – all of which have nearly as much sugar (in the form of high fructose corn syrup) as a can of Pepsi.

Considering that tonic water was first patented in England in the mid 19th century and gin’s birthplace is also England – one would think that getting one’s tonic from the country of origin would serve one’s interests in quality cocktails well. In fact, one would be correct in obtaining Fentiman’s Tonic Water.

My first sip of Fentiman’s was at the Little River Inn in Mendocino on the recommendation from the barkeep. It’s impossible to know exactly what nineteenth century tonic waters were like but with Fentiman’s we get some idea of why this drink took the Victorian world by storm. There’s a sharpness derived from the bitter woody aromas of quinine bark. The complex herbal notes of lemon grass counterbalance this. All the ingredients including the sugar are 100% natural so there’s none of that flat chemical taste associated with mass produced tonic water. Instead a natural sweetness shines through. Because Fentiman’s Tonic is carbonated for longer its fizziness makes it more mixable. And the bubbles last longer too.

Having the small bottle of the tonic next to your drink is very European – they don’t have soda/tonic water guns like US bars have.  The kicker about Fentiman’s is that it actually has a bit of alcohol itself from the brewing process – .5%, so it actually complements and blends well into the cocktail versus diluting it.

Tonic water was first patented in England in the mid 19th century. In the mid 20th century the company Schweppes, known for their ginger ale, introduced it to the United States. It has been popular in both countries since it was first mass-marketed. The popularity owes much to an urban legend regarding quinine.

Quinine became recognized, as early as the 17th century, as a relatively safe cure and preventative treatment for malaria. Quinine derives from the bark of the Cinchona, a tree grown in the Andes. It was brought back to Europe, where it was found to be particularly useful for treating malaria. The British occupation of India was helped by quinine, since it allowed the British officers to stay healthy.

The trouble with quinine is that it tastes horrible. British soldiers would take the medication in a diluted form. The preferred ingredient to dilute the quinine was a great deal of gin, some lemon or lime, and sugar. When tonic water was first produced, people concluded that a few gin and tonics would be good for the health and prevent malaria.

Although the threat of malaria has surely subsided here in the wilds of Marin County CA and perhaps in your neck of the  wood - I fully support the consumption of a few tasty G&T’s for purely…. umm… medicinal purposes.

Maserati Ghibli GT MkII (top), Lancia Delta HF Turbo MkI (bottom)

Photo credit: aureliab24

- Gyro

Валентино Росси продолжает пробовать свои силы на четырёх колёсах. В минувшие выходные семикратный чемпион мира MotoGP дебютировал в кольцевых автогонках…

Титулованный итальянец вместе со своим близким другом Алессио «Уччио» Салуччи, который сопровождает его на всех этапах MotoGP, и пилотом европейского первенства FIA GT3 Андреа Чеккато принял участие в ежегодной  шестичасовой гонке в Валлелунге. Прежде опыт Вале в автоспорте ограничивался участием в ралли и тестами за рулём Ferrari Формулы-1 и Mercedes C-Class серии DTM. Так что выступление в «Шести часах Валлелунги» стало для «Доктора» дебютом в кольцевых автогонках.

Росси вышел на старт за рулём подготовленной командой бывшего гонщика Формулы-1 Лориса Кесселя Ferrari F430 под своим традиционным №46. В квалификации его экипаж показал десятое время в абсолютном зачёте, а гонку завершил 11-м, став бронзовым призёром класса GT3.

Причём в начале марафона, старт которого был отложен из-за повисшего в окрестностях Рима густого тумана, Валентино даже сражался за лидерство в своей зачётной категории с такими опытными автогонщикам как Эммануэле Пирро и Эмануэле Наспетти. Увы, шансы на победу экипаж Росси потерял из-за проблем со стартером на одном из пит-стопов. Но и третье место для дебюта – результат весьма достойный!

Первое выступление Росси в кольцевых автогонках высоко оценили опытные гонщики. «Когда я догнал его на круг, – рассказал победитель гонки в «абсолюте» Томас Бьяджи, – то решил немного проехаться следом, чтобы оценить его пилотаж. И знаете, я был очень впечатлён! Он ехал действительно здорово». 

Первый шаг к «Ле-Ману» сделан?

Est. 300 bhp at 6,000 rpm, 3,670 cc twin plug, dual overhead camshaft alloy engine with two distributors and three Weber 45 DCOE carburetors, four-speed synchromesh alloy-cased, close ratio gearbox, monocoque steel “punt-type” chassis with four-wheel coil-spring suspension, independent to the front, solid axle rear with trailing arms and Watt’s linkage lateral location, four-wheel Girling disc brakes. Wheelbase: 95″

The Aston Martin DB4 was unveiled at the 1958 Paris Salon. A totally new car, the introduction of the DB4 was a significant achievement for a small British manufacturer. The specification included a completely new steel platform chassis with disc brakes all around and a freshly developed alloy twin-cam 3.7 liter straight six engine, all clothed in an elegantly-proportioned fastback aluminum body designed by Touring of Milan. Overall, the DB4 was state-of-the art for its time, a masterpiece of robust British engineering in combination with exquisite Italian styling. Of all the postwar Aston Martins, Sir David Brown’s gracefully sleek DB4 is certainly one of the most admired.

The chassis was engineered under the watchful eye of Harold Beech and features independent front suspension and a live rear axle well-located by trailing arms and a Watt’s linkage. The body construction utilizes the vaunted Touring Superleggera process, which consists of a skeleton made up from small diameter steel tubing covered by hand-formed aluminum alloy body panels. The coachwork was constructed by Aston Martin under license from Touring at its newly deployed facility in Newport Pagnell.

HISTORY OF ASTON MARTIN DB4 GT # 0175/L

The GT we have the pleasure of offering here was the last DB4 GT built and sold by Aston’s Newport Pagnell Factory. (All the chassis numbers after # 0175, beginning with # 0176 were assigned to the 19 Zagato-bodied DB4 GTs.) The factory build sheet shows that after receiving the UK Registration plate “934 CGT,” it was shipped to first owner A.G. Medawar of Switzerland via agent Joseph Saouda.

Sometime in the late 1960s it was sold to an R.S. Simpson with the address P.O. Box 7210, Beirut, Lebanon. Simpson, thought to be a petroleum engineer, later shipped the car back to Holland. Simpson sold the car to Aston Dealer and ex-Chairman of the Club Charlie Turner of Atlanta, Georgia in 1976. Turner loved his GTs, buying, owning and selling several examples during a three decade period beginning in the mid-1960s.

Turner was awarded a third place trophy in the 1976 Aston Martin Owners Club Concours held at Lime Rock Park, CT before selling 0175/L to Lt. Col. Boone Crowe of California. Crowe campaigned 0175/L in West Coast vintage racing, including several Monterey Historic events in the 1980s. During Crow’s last visit to Laguna Seca, he managed to excessively prang the nose of the car, after which it was laid up. When Boone Crowe passed on, his widow Kim eventually gave the car to a shop in Utah for repairs and restoration work which was never completed.

In the spring of 1994, California Aston broker and parts dealer Ken Boyd brokered a sale of the now partially disassembled GT from Kim Crowe to a vintage racer and former AMOC Chairman. A total “A-to-Z” restoration and race preparation was carried out on his behalf by the father and son team of Robert & Jon Clerk of Performance Tuning & Restoration in Pompano Beach, Florida. The quality of the work was well-proven as the owner scored multiple first places at Lime Rock, Road Atlanta, Watkins Glen and Laguna Seca over the next two racing seasons. In the fall of 1997, fellow AMOC board member Richard Sirota talked the owner out of the GT.

After several road rallies with Sirota, including the Colorado Grand and the New England 1000, it was sold to the previous California-based owner in 1999. Further West Coast tours ensued, including the Copperstate and the California Mille, before 0175/L was sold to its current Arizona-based owner, a respected collector who has maintained the car in climate controlled storage ever since.

If you like the concept of a rare alloy-bodied Grand Touring Coupe that looks sensational, goes 150 mph, handles like a race car, spoils you with its Connolly hides and Wilton wool carpeting AND is eligible for the world’s best driving events, you must consider the acquisition of this Aston Martin DB4 GT.

Estimate:
$950,000-$1,000,000 US

VEHICLE DESCRIPTION COURTESY RM AUCTIONS

I went to my girlfriends place to see her Celica. I saw this……..

Cut springs. = ]

Ubisoft has been around for a long time. As far back as i can remember gaming. Ive always enjoyed their products in the past. however recently I cannot say the same. They’ve take great series and turned them into average ones, simply by trying to hard to innovate. The games are filled with great idea that are culled by poor execution or lack of polish in other areas. Ubisoft has the right idea which is why I continue to support them they’re constantly looking to improve, however they need to try and take baby steps before taking leaps and bounds. Lets look at some examples.

Far Cry 2
Innovative Ideas
-Dynamic Changing Story
-Open world with a large scale
-game mechanics (guns breaking down,side quests,animals,ect)

Bad Execution
-story progression was terrible
-world wasnt truly open and instead broken into sections with respawning enemies
-most of the ideas simply werent fun. they were only good in theory

so FC2 had the potential to be one of the best and most engrossing FPSs of all time, yet failed and fell on its ass. hopefully ubisoft can correct these things and improve upon the core formula for FC3 and deliver the experience FC2 should have been and then some.

Assassin’s Creed

Innovative Idea’s
- Parkour to get around
- open world

Poor Execution
- Got Boring after a while, and failed when it came time for precise jumps
- Better than FC2 but still it was pointless when you had to start at the fucking mountain base every mission.

2º OBSERVATÓRIO FORA DO EIXO – CONFERÊNCIA LIVRE DE COMUNICAÇÃO
“Comunicação, Cultura e Universidade”
GT – Audivisual/WebTV + Fora do Eixo Card
Mediação: Thiago Dezan (Espaço Cubo)

Resumo deliberações:
- Elaborar Documentário Integrado do Grito Rock 2010
- Abordar mais a questão da Economia Solidiária nos programa do projeto
- Produção de VTs institucionais dos setores do Circuito Fora do Eixo
- Se inserir no Edital de Passagens (TAM) para o Grito Rock 2010

… and some were hard driving.

There were plenty of amazing cars present.

There were a couple of Californias, beautiful machine.

Usual level of high-end cars.

Thats right, the next 911 is going to be a 1993 Celica GT.

A048s.

There was a large gathering of Fiat Coupes. I’ve never been a fan of them but I must admit there were some very nice examples, and some very fast!

Awesome new 911 GT3.

Sick one-lug system. I can see a lot more cars coming out with them in the future.

Good old track 911.

José Pedro Fontes / António Costa e o Aston Martin DBRS9 GT3 vão estar à partida para o Rallye Casinos do Algarve.
O Vodafone Wedo Samsung Team vai aproveitar a última prova do Campeonato de Portugal de Ralis 2009 para continuar o desenvolvimento do carro inglês, que este ano participou em Vila Verde e na Marinha Grande. Ler mais>>>

José Pedro Fontes / António Costa e o Aston Martin DBRS9 GT3 vão estar à partida para o Rallye Casinos do Algarve.
O Vodafone Wedo Samsung Team vai aproveitar a última prova do Campeonato de Portugal de Ralis 2009 para continuar o desenvolvimento do carro inglês, que este ano participou em Vila Verde e na Marinha Grande. “É mais uma boa oportunidade para rodarmos com o Aston Martin, ganharmos experiência para o seu desenvolvimento e levarmos um carro tão espectacular como este para perto do público”, disse Fontes. Com esta participação no Algarve, Fontes vai também poder festejar novamente o título alcançado no Campeonato de Portugal de Circuitos / PTCC, ganho há pouco mais de uma semana pelo Vodafone Wedo Samsung Team. “É bom voltarmos a estar todos juntos depois do título que vencemos na Velocidade. Vamos voltar a celebrar, mas com a consciência de que agora estamos numa outra competição. Queremos satisfazer o público e dar espectáculo, mas o objectivo principal, como já dissemos, é o desenvolvimento do projecto”, disse ainda o piloto.
O Rallye Casinos do Algarve vai-se disputar este fim-de-semana, sábado e domingo. A Super-Especial de Portimão corre-se no primeiro dia de rali, às 21 horas, enquanto no segundo dia os pilotos percorrerão as restantes sete especiais cronometradas. O final da prova está previsto para as 17h05, na Praia da Rocha.

COMUNICADO DE IMPRENSA – XIKANE

2º OBSERVATÓRIO FORA DO EIXO – CONFERÊNCIA LIVRE DE COMUNICAÇÃO VOLTADA PARA A CULTURA
“Movimentos da comunicação social” – Estudantil, Software Livre, Mídias independentes
GT de Redação/Assessoria + Fora do Eixo Card – Sarah Mascarenhas (Massa Coletiva)
Data: 16/11/2009 – Local: Msn do CFE
HORÁRIO: 22:00 ÀS 23:00

Plano de trabalho: Revisar sistematização já presente nos dois setores e aplicar novas tecnologias para aprimoramento das ferramentas já utilizadas. Como decidido no primeiro Observatório, a Redação recolhe de seus jornalistas uma planilha de execução todos os meses para poder montar o seu balanço total. Já a assessoria ainda não tem uma sistematização completa, mas já contém planilhas de execução de projetos isolados.

Resumo de deliberações:
- Fechamento do Balanço do setor de redação dos dois últimos meses e publicá-los no Fora do Eixo Tec
- Criação de um ‘Formulário de Demandas’ para a assessoria, onde todos os setores poderão incluir suas necessidades no planejamento 2009/2010 da Assessoria. O Formulário deverá ser publicado na lista de coletivos e no blog de tecnologias (na barra lateral e em um post de lançamento).
- Manter as reuniões semanais da Assessoria, onde as demandas recebidas via Formulário serão debatidas. Logo após deliberações sobre o projeto, lançar Plano de Assessoria na lista de coletivos.

Confira aqui a Ata Corrida.

Jer 43, 1b

Frykt ikke, jeg har løst deg ut;
jeg har kalt deg ved navn, du er min.

Photographed by VOD Cars

Going through time

– License

Like mentioned before I went to Monza this weekend for a track day organized by Speed Day. They have themes for each event and this one was Coupe & Cabriolet. Luckily my Celica, which is in fact a hatchback, qualified as a coupe, so 50% off the normal rates.

I got there nice and early at 9am. I was praying for dry weather but what I got was cold, wet and miserable. It had rained all night so it was pretty soaked.

The track didn’t look so wet and I thought it might dry up, so I expected to go faster than last time. Here’s a video of a lap:

As it happens the track didn’t dry and I ended up running with way too high tire pressure and couldn’t get heat into them, felt very slippery. I was definitely pushing harder and braking later than my last track day here, but in then end I managed a best time of 3:03.83, which is pretty much the same as last time. Despite this it was great fun, gained some experience and learned a lot.
I also discovered than the stock Celica brakes are rubbish. They’re fine on the street, but on the track they just didn’t have enough force and they felt like poo. I also had to do a cool down lap every 2 laps, as soon as the brakes got hot they would have large fade and the disks would warp slightly. You can hear it in the video, on the last corner (the Parabolica) you can hear a vibrating noise, makes it very hard to slow down.

I doubt this car could take a track session in the dry, the brakes would last 1 lap.

Used and abused. The old track in the background with one of its epic banked turns.

I was using some new filming equipment, but I realize I need to learn how to use this as well. You couldn’t see much of the road and the speaker was rattling on the door.

Next post I’ll post some pics of the amazing cars present…

A champion lost, a championship won. Andre Lotterer.

This blog post goes for 60’s! Earlier I showed you some trailers from Mustang movies. I have also posted a lot of Mustang music videos. But now you can see the first steps of a Mustang in advertisement industry. There are more commercials of course and my blog is unlimited, but I really appreciate your time and trying to select the best ones:

First Mustang Commercial (1964) Ford Motor Company introduced the Mustang on April 16, 1964 with a commercial, shot at the New York World’s Fair.

This is my favorite from the 60’s, 1965 Ford Mustang Commercial

Stereo-sonic tape system in Mustang 1966

This commercial shows Ford Mustang full-line for 1967, featuring the new cabriolet and hardtop models.

Mustang makes it happen in 1968 commercial

According to this 1969 commercial Ford is the way you swing!

And I couldn’t hold this to the next entry, I love it, so funny! It’s from 2005, sorry