Projects

GT3 Clone

(Click here for full draft) ... With the car back at  Addspeed the awful truth was apparent. The number six conrod had parted company with the crankshaft and in the ensuing carnage had destroyed everything in the engine.

Suddenly, James’ cheap 997 purchase, made on a whim, was looking like an expensive nightmare.

Turning a negative into a positive, our owner set out to future-proof his engine for trackdays, as well as increasing its performance. Given he had nothing viable to exchange – his incumbent engine being just about useless – it proved a difficult job to move the project forward without horrendous costs incurred. He located a crankshaft from a 997, and the block out of a 3.6-litre Mk2 996, and then began to speak to Specialist Vehicle Preparations based near Droitwich. We’ve driven SVP’s work in 911s and Cayman before at 911 & Porsche World, and come away impressed. SVP took the block out to 3.9- litres, with JE pistons and Carillo rods. The engine was then built up at Addspeed, with another pair of 3.8-litre  cylinder heads as the first lot were discovered to be unviable. These heads were ported and polished, with bespoke oil breather and cooler made up: technically this mongrel of a water-cooled engine is two different engines-in-one.

Mercedes 190SL – Convertible

The Mercedes-Benz 190SL is a two-door luxury roadster produced by Mercedes-Benz between May 1955 and February 1963. Internally referred to as W121 BII (or W121 B2), it was first shown in prototype at the 1954 New York Auto Show, and was available with an optional removable hardtop.

The 190SL presented an attractive, more affordable alternative to the exclusive Mercedes-Benz 300SL, sharing its basic styling, engineering, detailing, and fully independent suspension. While both cars had double wishbones in front and swing axles at the rear, the 190SL did not use the 300SL's purpose-built W198 tubular spaceframe. Instead, it was built on a shortened monocoque R121 platform modified from the W121 small saloon.

The 190SL was powered by a new, slightly oversquare 105 PS (77 kW; 104 hp) Type M121 BII 1.9 L straight-four SOHC engine. Based on the 300 SL's straight six, it had an unchanged 85 mm bore and 4.3 mm reduced 83.6 mm stroke, was fitted with twin-choke dual Solex carburetors, and produced 120 gross hp. In detuned form, it was later used in the W120 180 and W121 190 models.

The car was available either as a soft-top convertible or with removable hardtop. A small a third-passenger transverse seat was optional. During its first years the 190SL was available as a sports-racing model with small perspex windscreen and spartan one-piece leather covered bucket seats and aluminum doors. In 1959, the hardtop's rear window was enlarged.

Porsche 911E

Porsche's 911E model of 1969-1973 essentially replaced the short-lived 911L (Luxus). The 911E was designed to be the more comfortable, more drivable model of 911 – fitting between the tamer 911T (Touring) and the high-performance type 911S (Super). In these years, the least-expensive model in Porsche's range was comprised of the 912, followed by the type 914.

The 911E's designation derives from the German word for injection: einspritzung. The mechanical fuel injection "MFI" system used on the 911E (and 911S) was jointly-developed by Bosch and Porsche. It is similar to the injection system used in the Carrera 6 of 1966. In addition to more precise control of the fuel-air mixture and equality of distribution among the cylinders (compared to carburettors). The 1969 types 911E and 911S also featured a new high-voltage capacitor ignition system that addressed the spark plug fouling problems experienced in earlier 911s.

Another signature feature of the 911E is the self-adjusting hydropneumatic front suspension struts. Developed by Boge, the struts combined the functions of springs, shock absorbers, and antiroll bars – while also automatically adjusting the height of the front of the car to compensate for weight in the trunk. These struts were standard equipment on 911E models from 1969 through 1971.

Intended as the luxury model, the 911E came standard (in most markets) with the "comfort" package of features: including ventilated brake discs with aluminum calipers, velour carpeting, a leather-covered steering wheel, heavy bumper rub strips and rubber guard inserts, chrome rocker-panel trim, and gold-colored script on the rear deck.

Ferrari 355 Berlinetta GTB

The Ferrari F355 (Type F129) is a sports car built by Ferrari from May 1994 to 1999. It is an evolution of the Ferrari 348.  It is a mid-engined, rear wheel drive V8-powered two-seat coupe, targa, or convertible. Design emphasis for the F355 was placed on significantly improved performance, as well as drivability across a wider range of speeds and in different environments (such as low-speed city traffic.)

Apart from the displacement increase from 3.4 to 3.5 L, the major difference between the V8 engine in the 348 and F355 is the introduction of a 5-valve cylinder head. This new head design allowed for better intake permeability and resulted in an engine that was considerably more powerful, producing 380 PS (279 kW; 375 hp). The longitudinal 90° V8 engine was bored 2mm over the 348's engine (85 mm rather than 83 mm), resulting in the small increase in displacement. 

The frame is a steel monocoque with tubular steel rear sub-frame with front and rear suspensions using independent, unequal-length wishbones, coil springs over gas-filled telescopic shock absorbers with electronic control servos and anti-roll bars. The car allows selection between two damper settings, "Comfort" and "Sport". Ferrari fitted all road-going F355 models with Pirelli tires, size 225/40ZR 18 in front and 265/40 ZR 18 in the rear.

Aerodynamic designs for the car included over 1,300 hours of wind tunnel analysis. The car incorporates a Nolder profile on the upper portion of the tail, and a fairing on the underbody that generates negative lift when the car is at speed.

The car's standard seats are upholstered with hides from Connolly Leather, and are fitted asymmetrically in the car; this results in the driver being slightly closer to the car's center line than the passenger.

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