marcos_eirik

Under produktansvarsloven skulle Mesta da bære erstatingsansvar for de skader som måtte oppstå som direkte resultat av sin virksomhet.

Hjemmel takk...

Produktansvaret dreier seg om en produsents ansvar for enventuell skade produktene deres kan volde. Sist jeg sjekket var ikke Mesta en produsent av salt etter § 1-3. Dermed blir Produktansvarsloven av 1988 helt galt ansvarsrunnlag.

Exactly 20 years after we saw the original CTR, German tuning house RUF has announced the introduction of its third generation CTR3 coinciding with the launch of its new plant in Bahrain. The latest version will be based on the Porsche Cayman and like the original, the CTR3 will be one of the fastest Porsches on offer when it's released.

 

Starting with the Porsche Cayman body, RUF has utilized racing technologies first seen on its 911-based RT12 offering. Powering the CTR3 is a twin-turbo 3.8L flat six engine pumping out 700hp at 7,000rpm with torque topping out at 890Nm (656 ft/lb!!). To save weight its developers added several unique body panels made from lightweight aluminum and carbon-fiber as well as a new lattice tubing spaceframe. Drive is sent to the wheels via a rumoured seven-speed sequential automatic gearbox that's said to allow the CTR3 to reach a top speed of 360km/h (223.7 mph).

 

When the original CTR was released in 1987, it out-performed many of the supercars of its era including cars like the Ferrari F40, Lamborghini Countach and even Porsche's own 959. The CTR3 is set to do the same but won't come cheap as pricing is expected to fall around the €300,000 mark ($402K USD).

Egentlig var det vel ventet at en mega-Ruf skulle komme i år, siden disse kommer med ti års mellomrom. Jeg ventet meg ikke at den skulle være basert på Cayman, siden de to første var basert på 911, men det er vel midtmotor layouten de var ute etter.

Var litt usikker på hvor jeg skulle plassere denne, men jeg kommer tilbake med store bilder så fort jeg kommer over dem...

Edit; Store bilder her...

På laptopen har jeg variert mellom disse i det siste: (NB! Alle er nedskalert fra 1440x900 til 800x500)

TTE P01 (TAG Turbo Engines Porsche 01)

Brabham BT55

Brabaham BT52

Brabham BT56

Bildene i full størrelse uten desktop:

(orginalbildet av motoren finner dere her)

PÅ den stasjonære PCn har jeg denne bekgrunnen for tiden: (Nedskalert fra 1280x1024 til 800x640)

(orginalbilde)

Nekt til det motsatte er bevist!

Rent rettsteknisk er dette det absolutt dummeste du kan gjøre. Blir det sak av dette og du har naktet hele veien fram til rettssaken og politiet legger fram bevis på det motsatte (noe du i alle tilfeller bør regne med, hvis det blir sak) sliter du.

Det lønner seg uansett alltid i alle tilfeller å være imøtekommende og legge seg helt flat for politiet og i retten framstå som en angrende synder, det har du alt å tjene på overfor dommeren. Usympatisk kranglefanter er det værste dommerne vet om, og siden straff alltid utmåles på skjønn går det ikke i ditt favør å være kranglete.

Jeg studerer for tiden juss og har av egen interesse lest en del dommer på dette emnet, og mitt råd basert på utfallet av de dommene er å i alle tifeller være ærlig!

Sinnsyk! Er det en JUDD V8 mon tro?

Det er jeg ikke så sikker på, siden de var ganske klare på at de måtte utvikle en helt ny motor fra bunnen av for å oppnå disse effekttallene med "komfortabel" grad av driftssikkerhet med en slik motor. Husk at de som jobber med denne bilen er gamle ringrever fra F1, blant annet Gordan Murray med Bramham BT46B (støvsugeren), BT52 (pilen)og ikke minst McLaren MP4/4 (Vant 15 av totalt 16 løp i 1988) på samvittigheten.

pris?

The higher specification is reflected in a launch price for the T1 of £180,000 plus taxes.

Kr 2'154'432 pluss lokale avgifter med dagens kurs.

Nå tror jeg heller ikke at denne vil bli jyplingenes vrakeobjekt heller, av en rekke grunner; 1)Den er ikke dyr nok 2)Det står ikke Ferrari, Bugatti, Lamborghini el. på panseret 3)Den er for kompromissløs (posører liker ikke å være ukomfortable i en bil) 4)De vet sannsynligvis ikke at den finnes...

The first ever Caparo T1, the world’s most exclusive prototype high performance road and track car, will premiere at the world’s most prestigious motoring event: the Top Marques show in Monaco. The dramatic 1,000bhp-per-tonne T1, which defines an entirely new breed of supercar that is lighter than a Caterham but with twice the power-to-weight ratio of a Bugatti Veyron, will be unveiled at the show by His Serene Highness Prince Albert II.

 

This exclusive preview of the first prototype T1 forms a significant centrepiece for the show, which is being held at the Grimaldi Forum in Monte-Carlo in the heartland of one of the world's most glamorous locations and centres of motoring heritage. The presentation of the aerodynamically formed supercar will be witnessed by Angad Paul chief executive of Caparo plc together with Caparo Vehicle Technologies’ design director Ben Scott-Geddes and engineering director Graham Halstead, the two ex-McLaren engineers whose inspiration helped create the car.

 

The ultra lightweight T1, which weighs less than 500kg, is a British designed 2-seater which has been developed using aerospace and high formula racing technology. The compact Caparo V8 engine develops approximately 500bhp and the resultant 1,000bhp-per-tonne power-to-weight ratio endows the T1 with an extraordinary 0-60mph time of 2.5 seconds, 0-100mph time of 5 seconds and 0-100-0mph time of less than 10 seconds making it the world’s fastest accelerating and braking road car. It is also fast round corners with 3g braking and cornering ability equivalent to a Le Mans Prototype.

 

The T1’s high power-to-weight ratio delivers phenomenal performance on the track. Similarly, the same principles of lightweight design in a car one-third the weight of the average family saloon combined with a normal 15 gallon (70-litre) fuel tank means a range better than the average car of up to 500 miles (800km) on public highways. And that is sufficient to tackle seven hours of driving from London to Le Mans, a distance of 338 miles (544km), without refuelling, before putting in a blistering performance on the circuit.

 

Commenting on the mould-breaking Caparo T1 Angad Paul said: "This car is in a class of its own when it comes to overall performance; but it also addresses in the most dramatic way possible fundamental design issues facing the automotive industry today. The same approach to aerodynamics, choice of materials and efficient design, which have allowed us to achieve the world’s most reasonably priced supercar, can be applied in equal measure to create affordable, safe, yet lightweight, fuel-efficient family cars."

 

This will be the first time that Caparo Vehicle Technologies has exhibited at any event. The stunning T1 was created to demonstrate the company’s ability to design and manufacture the world’s first 1,000bhp-per-tonne road and track car, whose performance is close to that of a formula one racer. More than a concept, this ultra high performance car is designed for low volume production to underscore the company’s technical know-how and competence in whole vehicle design. With deposits already being taken the hand built car will be available to the first customers later this year.

 

Event director Robert Evans said: "We are delighted to welcome the Caparo T1 to the Top Marques show in Monaco where up to 10,000 high net worth collectors and enthusiasts, together with 120 journalists and television crews from around the world, will view an amazing mix of luxury cars and rare supercars at this prestigious motoring event. The T1 is a truly exceptional car and its groundbreaking approach will appeal not only to our VIP visitors but also mainstream automotive engineers facing the enormous challenge of how to stop cars from getting heavier and heavier with each new generation."

Bilder her...

Caparo T1 gets a brand new and more powerful engine

 

After 12 months of highly secretive development, the Caparo T1, which looks and performs like a Formula One car, will be launched in the summer with a new and more powerful engine than previously mooted. The higher specification is reflected in a launch price for the T1 of £180,000 plus taxes.

 

The bespoke lightweight, all aluminium V8 has a higher capacity of 3.5 litres and is now normally aspirated. The engine has a mass of less than 100kgs and can produce power outputs of up to 200bhp-per-litre. As the T1 will maintain its nominal 500kg kerb weight this means the potential for power-to-weight ratios far exceeding the 1,000bhp-per-tonne previously announced.

 

The Caparo V8 has been designed from scratch and is comparable to Formula One and Indy race car specifications. It will be built from parts sourced from within the Caparo group of companies and central to its concept is its ability to use alternative, sustainable fuels; a factor important to Caparo for future applications.

 

“This new engine allows us many exciting options for the future, both for the car and the company,” said Richard Butler chief executive Caparo Vehicle Products. “It will further help us to implement the vehicle lightweight design philosophies necessary to reduce greenhouse gasses being sought by high volume carmakers.”

 

Ben Scott-Geddes operations director at Caparo Vehicle Technologies and the car’s co-designer added: “The new engine now delivers both the performance and reliability we’re looking for in the T1, the two key factors vital to our customers when running this type of car.”

 

Sean Butcher commercial director at Caparo Vehicle Technologies said: “Given the high engine output, increased power-to-weight ratio, advanced hybrid chassis design and ultra-efficient aerodynamics the T1 offers exceptional value for such an exclusive world class vehicle … and quite extraordinary standards in performance, handling and safety.”

 

The T1 car is designed and produced by Caparo Vehicle Technologies, a new engineering design company created by the rapidly expanding Caparo group to provide advanced technology, materials engineering and design services to automotive, motorsport and aerospace clients.

Store bilder her...

(NB! Usikker på hvor jeg skulle poste denne, da denne posten ikke inneholder noen video, men bare info/store bilder)

Vel BMW sin turbo F1 hadde helt opp i 1300 hk på det meste. Og den brukte en standard 1,5 liters blokk fra en rekke firer fra en gate BMW.

Og de brukte faktisk blokker som hadde kjørt 100 000 km eller mer

Nå skal det også tilføyes at M12/13 var like holdbar som en kaffekanne laget av sjokolade... At bilene som kjørte med BMWmotoren (hovedsaklig Brabham) faktisk fullførte løp var heller unntaket enn regelen. Brabham hadde store problemer med denne motoren etter 1983, for å bruke Gordaon Murray's egene ord: "they were reliably unreliable" For å illustrere; I 1987 fullførte Brabham bare to av 16 løp. Den liggende utgaven, spesiallaget for Brabhams ekstremt lave BT55 var i særdeleshet håpløs. Sammendrag av F1 løpene på 80-tallet, ligger ute på You Tube.

Brabham/BMW BT56 på Silverstone i 1987

Det er her Porsche og Honda motorenes styrke lå, de var holdbare.

I denne månedens GT Porsche er det en artikkel om Porschemotoren som gav TAG-McLaren F1-teamet to konstruktørmesterskapstitiler og tre sjåførmesterskapstitler (En til Niki Lauda og to til Alain Prost) på 80-tallet. Motoren var en V6 på bare 1,5 liter, men takket være to turboer gav den 1060 hk under kvalifisering og over 900 hk under løpet.

Artikkelen er i en seksjon i bladet som heter "Mezger's Masterpieces" og handler om motorene som sjefsmotordesigner Hans Mezger har vært sjef for utviklingen av. Mezger har vært hos Porsche helt siden starten av 356' perioden på 50-tallet og har vært involvert i utviklingen av nesten samtlige motorer de har laget siden da helt opp til dagens VTG-Turbo 997 og direkteinnsprøytede Cayenne V8ere.

Uansett, her er artikkelen; klikk på bildene for full størrelse...

Video med TVR Speed Twelve, her. (Skru opp lyden :wink: ) Videoen er et utdrag fra en av Jeremy Clarksons filmer, dette utrdraget er fra "The most outrageous ever". Det er den samme som den ovenfornevnte som linken til ble brutt.

Her er noen bilder av TVR motorer:

AJP8; 75 graders V8, SOHC 16v, 4,5 liter, tørrsump, 420 hk, 121 kg komplett. Satt i TVR Cerbera 4,2 og 4,5

Speed Twelve; 90 graders V12, DOHC 48v, 7,7-liter, tørrsump, 940 hk

I en noe heroisk tone har Porsche laget en aldri så liten video med den nye GT3 RS på den berømte racerbanen Spa Francorchamps.

Videoen finner dere her...

Finnes det gateregistrerte av denne?

Ja, det gjør det, og den ene som er gateregistrert er til salgs nå på Ebay

TVR Cerbera Speed Twelve. Den har ikke veldig mye utstyr men; 880hk fra en 7,7-liters V12 som bare har et tonn å dra på skulle by på brukbart med underholdning og utfordringer for alle og enhver bak rattet... :wink: Det skulle vel også være brukbart med "sjel" i denne også (grunnlag for historisk en dag?), den er også den eneste av de få Speed Twelvene som som ble bygget som er gategodkjent...

Annonse her...

Forresten, her er EVO sin test av nettopp denne bilen.

11 og en halv stjerne ut av fem mulige er ikke værst, hva? :lol:

Var det ikke denne som hadde 4wd og v12 som prototype bil?

Det var meningen at den skulle ha V12 og firehjulstrekk ja. Men Det var rett og slett ikke mulig å gjøre det med de proporsjonene, de som har sette prototypen med V12 og firehjulstrekk sa at den så veldig lang og rar ut. Dessuten fikk Tom Walkinshaw Racing (TWR) ut mer av både dreiemoment og hester ut av turbosekseren enn den selvpustende tolveren, på toppen av at sekseren er en langt lettere motor. Det var heller ikke plass til en forholdsvis stor girkasse og fordelingskasse foran en eventuell tolver heller (Nødvendig for 4wd) da ville det blitt alt for trangt inni, husk at det er ganske trangt der fra før av.

Jaguar XJ220 kan man fortsatt få kjøpt med "delivery milage". Siden Jaguar var såpass trege med å få den ut, kom den rett inn i 90-talls økonomikrisen, og ble en kjempedyr affære. CAR: Great car, awful timing...

Jøss da er jo VW Touareg bare nesten like sterk som en storvokst mann fra australia... :lol:

 

Heaviest aircraft pulled by an individual:

 

David Huxley

184 tons

Sydney, Australia

October 15, 199

 

David Huxley pulled a Boeing 747-400, weighing 187 tonnes (184 tons), a distance of 91 m (298.5 ft) in 1 minute and 27.7 seconds on October 15, 1997 at Sydney, Australia.

(Guinnes World Records)

Her kommer en tilføyelse; Porsche 997 GT3 (flere bilder i høy oppløsning) Bilen blir produsert for å homologere 997 GT3 RSR (Store bilder her) for FIA GT serien for 2007 og fremover.

De har bare lagt på lyden fra Top Gear, over det de har tatt opp fra BF2. Men absolutt, bra laget uansett...

Jeg kom akkurat over en video med nye GT3 RS som blir kjørt rundt Porsches testbane i Weisach. Dere kan velge mellom tre forskjellinge kameraer dere kan se det fra; En følgebil, rett bak forhjulet eller innenfra...

Videoen kan dere se her...

Alle bildene er også å få i 1600x1200 på RS Spyders galleriside...

Dr. Ing. h.c. F. Porsche AG, Stuttgart, is proudly presenting the new RS Spyder at the Paris Motor Show, the Mondial de l‘ Automobile, from 30 September – 15 October, where the car is making its first public appearance. Developed at Porsche's R&D Centre in Weissach near Stuttgart, this racing car is an evolution of the sports prototype currently going all-out for the winner's title in the American Le Mans Series (ALMS) in the hands of the US Penske-Motorsports-Team. Next year the new RS Spyder is to be raced by various customer teams in a number of countries, thus making its international debut.

 

Porsche has developed and built the open RS Spyder in accordance with the rules and regulations of the French Automobile Club de’l Ouest (A.C.O.) racing organisation under the designation "Le Mans Prototypes 2". This means that this racing car may be entered, inter alia, in the American Le Mans Series (ALMS), the European Le Mans Series (LMS), and the 24 Hours of Le Mans. Choosing the second-highest of four A.C.O. racing categories, Porsche is facing competition at the highest level of technology and at the same time limiting the cost of racing the car with a view to future entry of the RS Spyder by customers.

 

Following thorough computer simulations and tests in the wind tunnel, the RS Spyder will feature an updated and upgraded chassis next season. Optimisation of the wing and rear diffuser serves not only to enhance the aerodynamic efficiency of the car, but also to improve the range of set-up options for different kinds of race tracks. At the same time the carbon-fibre body has been modified for an even higher standard of ease and convenience in service and maintenance. And last but not least, the thermodynamic qualities of the RS Spyder have been optimised inter alia by re-designing the air ducts leading into and out of the radiators.

 

The 90o V8 racing engine developed by Porsche for long-distance events develops maximum output from 3.4 litres displacement and with the air volume restrictor required by the pertinent regulations of 503 bhp (370 kW) at 10300 rpm, an increase in output over the former model by 23 bhp. The weight of the car is also in line with the A.C.O. Regulations, with the new RS Spyder weighing in at exactly 775 kilos or 1709 lb.

 

The sequential six-speed dog-shift gearbox with its three-plate carbon-fibre clutch is fitted in lengthwise and is integrated into the chassis as a load-bearing component. Gears are shifted directly from paddles on the steering wheel. Porsche has upgraded the gearbox for the forthcoming racing season above all with the objective to make the gearshift even more reliable, smoother and less demanding on all the components involved, and at the same time even more precise.

 

This prototype sports car is based on a carbon-fibre monocoque chassis, with double wishbone track arms for the front wheels attached to the ultra-stiff and light body structure. The double wishbones at the rear, in turn, are fastened to a carbon-fibre element bolted on to the transmission housing. Torsion springs and pushrod-operated four-way gas pressure dampers, as well as bending-leaf anti-roll bars, round off the suspension of the RS Spyder modified for even faster and more precise handling in 2007.

 

Great attention has also been given to the ongoing development of various other components of the car such as the central electrics, the hydraulic system, and the power steering. The brakes feature double master cylinders, variable brake force distribution and inner-vented carbon-fibre discs measuring 380 millimetres or 14.96" in diameter on the front axle and 355 millimetres or 13.98" at the rear. The racing tyres for this prototype come from Michelin as a Porsche's partner included from the beginning in the development of the RS Spyder.

 

Precisely when the new model is being presented for 2007, the current RS Spyder is on the finishing straight right now at the end of its first complete racing season. With two races in the American Le Mans Series (ALMS), the most significant US Sports Car Championship, still to come, the Penske-Motorsports-Team as Porsche's partner in cooperation and exclusive customer is now looking directly at the Driver's, Team and Manufacturer's Championships with Porsche's sports prototype. And apart from superior class wins in the Le Mans Prototype Class 2, this light and agile Porsche also scored a sensational one-two victory on the winding Mid-Ohio race track in May, beating LMP1 prototypes despite their extra power on account of the regulations set out to their advantage.

 

Spesifikasjoner

Engine - 3.4 liter V8

Weight - 1709 lbs

Aspiration - natural

HP - 503 hp @ 10,300 rpm

HP/Weight - 3.4 lbs per hp

HP/Liter - 148 hp per liter

verken sexy fin eller noe annet

denne bilen har blitt så overhyped at jeg ble rett og slett skuffet..

420hk?

0-100 på 4,6sec?

DUDE"! man kan slå denne bilen med en 911 Carrera 4S... treger ikke en GT eller turbo engang

nei tak ... skal jeg har en superbil med V8 så blir det nok en F430 .. 0.100 liter større motor og 100hester mer .. med 0-100 på 4blank ...

MEGA skuffelse

 

de har ikke engang giddet å montert demmes overhyped girkasse ..

denne har noe som minner mer om SMG kassa til BMW enn deres berømte DSG kasse..

Jeg forstår heller ikke poenget helt... Den har et stort problem, formen på problemet er velkjent og har vært med oss i over 40 år...

Hvis ryktene rundt prisen stemmer havner denne inn i skuddlinjen til det som kanskje er den beste kjøremaskinen man kan få kjøpt i dag, 997 GT3. (Origin: Motorsport)

Med tanke på hvor mange 996 GT3 RS som kjøres der støtt og stadig, så kan du regne med å se denne der også... ;)

Based on the 911 GT3 RS, a particularly light and sporty derivative of the 911 GT3, the current GT3 RSR is designed to comply with the A.C.O (Automobile Club de l’Ouest), the FIA-GT and IMSA (International Motorsports Association) as well as VLN (Veedol Langstrecke Nürburgring) regulations. Porsche decided to build the new GT3 RSR after analyzing the relevant A.C.O. and FIA regulations in a specification which allows a minimum weight of 1,225 kilograms - 2465 lbs. (predecessor: 1,125 kgs) and permits the tire width to be increased by two inches to now 14 inches. Thirty-five kilograms of the required additional weight may be placed as ballast in the vehicle, resulting in a lower centre of gravity.

 

For the normally-aspirated Porsche engine, this specification allows a capacity of 3.8-litres with two 30.3 millimetre air restrictors (predecessor: 3.6-litres, 29 mm diameter). The increase in displacement was achieved through the enlargement of the bore to 102.7 millimetres with the unchanged stroke of 76.4 mm. With the mandatory air restrictors, the unit delivers 359 kW/485 hp at 8,500 revs per minute. Maximum torque increased to 435 Nm (320 ft. lbs.). Top engine speed is reached at 9,000 rpm. Thanks to the increase in capacity and the corresponding reprogramming of the electronics, the top performance as well as the response and driveability have further improved. The new positioning of the mid-front radiator and the use of side radiators - taken from the high performance Carrera GT sports car – contribute to the thermal health of the engine. Customer vehicles for 2007 will be delivered with a new sequential six-speed transmission featuring the gears of the RS Spyder which competes in the American Le Mans Series.

 

The body shell of the GT3 RSR with the welded-in safety cage is ten percent stiffer than its predecessor. Distinctive wheel arches widen the body by 50 millimetres on each side. The track is enlarged correspondingly; wheels and tyres of the maximum allowable dimension can be fitted.

 

The relocation of the supplementary oil tank (option), the power steering and the battery to the front improve the weight distribution. The front and rear lids, the front mudguards, the wider rear, the doors as well as the front and rear panelling and wing consist of carbon-fibre composite material. The rear and side windows are manufactured from light polycarbonate.

 

The newly-developed aerodynamic package improves the aerodynamic efficiency compared to the forerunner (type 996 GT3 RSR) by a total of around seven percent. Airflow to and from the radiators, the brakes and the engine were further optimized. In compliance with the FIA and A.C.O. regulations the new GT3 RSR features a flat underbody.

 

The suspension with Porsche-optimized struts at the front and the Porsche multi-link axle at the rear corresponds to the configuration of the standard car. The modified kinematics is set-up for the wider tyre footprint and for the lowest possible camber change in rebound and compression. The new ZF-Sachs shock absorbers feature the Through-Rod-System with considerably lower chamber pressure and hence less friction than conventional dampers. As a result they offer a significantly improved response characteristic. The position of the rear axle was optimised. The axle features a new anti-rollbar, an adjustable upper link and an optimized lower link.

 

The brake system features six-piston aluminium callipers and 35 millimetre thick brake discs measuring 380 mm in diameter at the front and 30 millimetre four-piston aluminium callipers with 355 mm diameter discs at the rear.

Mer informasjon finner dere på Porsches motorsportside...

Det hender jeg tar meg en tur innom Autotuning i Råde når jeg er på de kanter. Selv om navnet hentyder noe annet, så er dette seriøse greier, med masse seriøse kjøremaskiner, stort sett bare Porscher.

Først, en gammel 911 preparert for noe klassisk rally, tror jeg.

En 930 Speedster

En slantnose Turbo, 964 Carrera og Speedstere sammen med Jaguaren...

En 993 Ruf Turbo-R

En 964 rct, basert på en Carrera

Et par vanlige 993 Turbo...

En Ruf Rgt

En lettere trimmet 530hk 996 Turbo.

Og en Cayman S, må si etter å ha sett den med egene øyne at den virkelig tiltaler meg...

Forskjellige Porscher..

Og så høydepunktet... Den allmektige Ruf Ctr2, denne var visstnok trimmet enda mer.

Ultima har som kjent verdensrekord på øvelsen 0-160-0 km/t. Denne rekorden har de nå ytterligere forbedret til 9,4 sekunder... Til sammenlikning bruker en Ferrari Enzo 10,9 på samme disiplin.

Ultima GTR

9.4

 

Ferrari Enzo

10.9

 

McLaren F1

11.5

 

Porsche Carrera GT

11.6

 

Pagani Zonda

11.8

 

Porsche 911 Ruf R Turbo

13.1

 

Ferrari F40

13.8

 

Lamborghini Murcielago

13.9

 

Dodge Viper SRT-10

14.6

 

Aston Martin DB9

14.9

 

Honda NSX Type-R

16.2

Mer om dette på Pistonheads.com|Offisiell pressemelding fra Ultima|Ultimas hjemmeside

GTR720 kjørte også en rask kvartmil; 9,9 sekunder @ 143 mph. Full pressemelding og videoer finner dere her...

Ultima GTR 9.9secs @143mph

Ferrari Enzo 11.1secs@133mph

Porsche Carrera GT 11.3secs@131mph

McLaren F1 11.6secs@125mph

Saleen S7 11.8secs@119mph

Porsche Ruf R Turbo 11.9secs@122mph

Lamborghini Murcielago 12.0secs@121mph

Ford GT40 12.2secs@121mph

Lamborghini Gallardo 12.3secs@117mph

Porsche 996 Turbo 12.4secs@115mph

Porsche 911 GT3 12.4secs@113mph

Ferrari 360 12.9secs@110mph

Corvette C5 13.4secs@107mph

Honda NSX 13.4secs@105mph

Porsche Boxster S 14.2secs@99mph

Store bilder her og her

og Peikes peak bilene var myyyye mer modifisert enn gruppeB bilene ..

og lengste audi hadde rekorden opp pikes peak var 2 år får en hvis fransk produsent tok den tilbake

Det var vel Peugot det vel? 405 T16 EVO... De lagde jo en film, "Climb Dance" fra 1989... Bilen ble kjørt av Ari Vatanen, filmen kan dere se her...

This award winning short film documents Ari Vatanen's record-breaking run at the 1988 annual Pike's Peak Hill Climb Event in Colorado. The film was created by Jean Louis Mourey and captures Vatanen climbing Pike's Peak in a four wheel drive, four wheel steer Peugeot 405 T16. Watch the world famous rally legend rip through hairpins and glide past sheer cliffs at 14,000 foot elevation from cameras inside, in front, underneath and above the car. This is by far some of the most spectacular and nerve bending race car footage ever recorded. The film has since become one of the most watched and talked about car films ever, right up there with the French cult classic "Rendezvous".

Flere bilder av bilen her

Audi ble vel i sin tid utestengt fra rallysporten da de knakk og knuste alle konkurrenter.

Pisspreik... Audi ble feid av løypene så fort de andre fikk firehjulstrekk i bilene sine. Sportquattro S1 klarte ikke å holde følge med Lancia Delta S4 og Peugot 205 T16. (Vet at dette har blitt skrivt minst 100 ganger før, men da slipper i alle fall kebab gud å gjenta seg selv...:lol

Porsche er jo eid av VW AG så det er jo egentlig samme smørja:D

Mer pisspreik, Porsche har aldri vært eid av VAG, men Porsche eier faktisk en del aksjer i VAG og har samarbeidet med dem... Den forrige VAG sjefen Ferdinand Piech var en nær slektning til Porschefamilien, og startet som racingingeniør hos Porsche (ansvarlig for blant annet 917) men Porsche er jo for langst solgt ut av familien, så det er egentlig ikke relevant...