marcos_eirik

3. KRB sin røde Audi har meg bekjent samme layout som f.eks Bmw 3215iX og Escort/Sierra Cosworth.

Mao, ikke spesielt 'Quattro'

Det stemmer, hvis du ser på KRB sin Urquattro så er motoren montert lengere bak enn i en vanlig Urquattro. Vanligvis sitter den montert langt foran i snuta, noe som ikke er ideelt med tanke på polært treghetspotensiale og dermed vektfordeling. Dette har bestandig vært Audis archilleshel...

Nye 997 Turbo vil bli vist på Geneva Motor Show i slutten av inneværende måned...

Porsche is extending its current product range with the addition of a new 911 Turbo. The sixth generation of the 911 series’ top-of-the-range model will be celebrating its world premiere on February 28, 2006 at the Geneva Motor Show and will be available in German dealerships as from June 24, 2006.

 

The 911 Turbo (Type 997) now has an output of 353 kW (480 bhp) at 6,000 revolutions per minute, 60 bhp more than its predecessor (Type 996). The specific output of the 3.6-litre boxer engine thus climbs to a new all-time high of 98 kW (133 bhp) per liter of displacement. Rated torque has been increased from 560 to 620 Newtonmeters. The speed range in which this power is available has also been extended. While the previous model’s maximum torque was available between 2,700 and 4,600 revolutions per minute, the corresponding figures are now 1,950 to 5,000 revs.

 

These improvements are translated into driving performance. The new 911 Turbo with six-speed manual transmission requires 3.9 seconds for the standard sprint from zero to 100 km/h. The coupé reaches the 200 km/h mark in 12.8 seconds. And just 3.8 seconds are all it takes for the most powerful series-built 911 model of all time to accelerate from 80 to 120 km/h in fifth gear. Despite these enhanced performance statistics, Porsche developers succeeded in reducing average fuel consumption by one tenth to 12.8 liters per 100 kilometers.

 

The 911 Turbo with the optionally available Tiptronic S automatic transmission puts in an even more impressive performance. An optimized setup gives the vehicle the wherewithal to power from zero to one hundred in just 3.7 seconds and to reach 200 km/h after a mere 12.2 seconds.

 

The Turbo with automatic transmission also has the advantage when it comes to flexibility. In penultimate gear it accelerates from 80 auf 120 km/h in 3.5 seconds. Fuel consumption by the Tiptronic S variant is 0.3 liters lower than that of its predecessor: 13.6 liters in accordance with the EU standard. Both transmission variants have a top speed of 310 km/h.

 

The vehicle’s flexibility can be enhanced even further with the optional “Sport Chrono Package Turbo”, available for the first time. Here the driver selects the “sports button” adjacent to the gear lever to activate a short-time “overboost” at full throttle. This increases boost pressure in the mid speed range by 0.2 bar for up to ten seconds; torque rises by 60 to 680 Newtonmeters. The time required by the 911 Turbo with manual transmission for intermediate acceleration from 80 to 120 km/h is reduced by 0.3 seconds to 3.5 seconds.

 

These performance figures owe themselves to exhaust turbochargers with variable turbine geometry, featuring for the first time in a gasoline engine model. At the heart of this technology are adjustable guide blades, which direct the engine exhaust flow variably and precisely onto the turbine wheel of the exhaust turbocharger. The principle of variable turbine geometry unites the advantages of small and large exhaust turbochargers and leads to a discernable improvement in flexibility and acceleration, particularly at low speeds.

 

To transfer the available power to the road, the new generation of the 911 Turbo features a redesigned all-wheel drive with an electronically controlled multi-disc clutch. Porsche Traction Management (PTM) ensures variable power distribution to the two driven axles. Depending on the driving conditions, the all-wheel electronics system constantly determine the optimal torque distribution to ensure the best-possible drive. In practice this translates as high agility on narrow country roads, outstanding traction in rain and snow and optimal active safety even at high speeds. These properties make the Porsche Traction Management system in the new 911 Turbo one of the most powerful and, at the same time, lightest all-wheel systems on the market.

 

The new 911 Turbo’s driving performance is duly tempered by its brake system, which comprises monobloc fixed-caliper disc brakes with six pistons at the front axle and four at the rear.

 

In comparison with the Type 996, the diameter of the internally ventilated and perforated brake discs at the front and rear wheels has been increased by 20 millimeters to 350 millimeters. As an option, Porsche is also offering its optimized ceramic brake system, PCCB (Porsche Ceramic Composite Brake). The advantages of this high-tech material mean a reduction of 17 kilograms compared to the standard brake system, excellent fading stability owing to consistent friction values and absolute corrosion resistance. The brakes now have a diameter of 380 millimeters at the front axle and 350 millimeters at the rear.

 

A characteristic design feature of the new 911 Turbo is the modified front end with its distinctive, tautly drawn cooling air inlets. In conjunction with the standard-equipment oval bi-xenon headlights, they define its unmistakable image. The harmonious front view is enhanced by widely placed and deep-set fog lights and by new LED flashers, which are situated in the lateral air inlets of the front end. From the rear perspective too, the Turbo takes on a more powerful appearance. This is due first and foremost to its tail end, 22 millimeters wider than that of the previous model, to which the redesigned wing spoiler element has been aligned. It now slopes downward slightly at the sides to nestle into the contours of the rear fenders. The lateral air inlets behind the doors have also been redrawn and, together with the new air ducts, afford a more efficient supply of cooling air to the charge-air intercoolers.

 

The basic Euro price for the 911 Turbo is 115,000 Euros. In Germany it is available for 133,603 Euros including value added tax and country-specific requirements. In the USA the 911 Turbo is priced at 122,900 Dollars (not including taxes), and will be available as from July 8, 2006.

 

In addition to the 911 Turbo, as a special surprise at the Geneva Motor Show, Porsche will be presenting another world premiere: the new 911 GT3. You will receive technical data and photos of this “racing car for the road” on February 28, 2006, the first press day in Geneva.

Store bilder her...

Porsches egene side til bilen (Masterwerk) finner dere her

Like interessant som nye 997 Turbo er vel 997 GT3 som vil bli vist på Geneva Motor Show sammen med den. Infoen nedenfor er sakset fra Porsches internettside...

The story of Porsche is one of remarkable success based on two fundamental principles: technical innovation and the application of each new development to the genuine needs of the driver. With the new 911 GT3, we have applied these principles to unique and compelling effect. Drawing on pure racing origins, we have created a road-going car that is equally well suited to everyday driving and genuine competition use.

Noen fotografier fra en brosjyre har tydeligvis kommet ut...

Hele settet med bilder finner dere her...

Noen som har lagt merke til innsuget til Hafsengen? Det ser ut som om han har byttet ut carbonfiberinnsuget han hadde før med et i magnesium, likt det som sitter i RS500n til Klypen (Bilder; gammelt vs nytt) Grunnen til at dette kom meg for øyet var strut bracen fra det ene dempertårnet, det ser ut som om det nye innsuget ikke passet helt, siden stanga bare er kuttet rett av...

Jeg tror det er den du ser på burnoutinnslaget på Gatebilfilmen 05...

Fra Rudskogen i fjor høst...

De har jo ikke snøring i hva som er stygt å ikke..noen av bilene der er jo klassiske biler. Riktignok er ikke mye fra citroen så pent. Men men.. De eneste ordentlig stygge er de der 80talls japse bilene.. hvem kan si at en ford anglia er en stygg bil? Ville nok ikke hatt en, men syntes ikke det går under stygge biler liksom

Der er jeg helt enig, det meste som kom ut av Japan på 80-tallet var triste greier...

Jeremy Clarkson har vært i Norge (igjen) og testet nye Mercedes ML320, som vanlig har han lite biltestestoff i artikkelen sin og my om noe annet, denne gangen er det lettere humoristiske beskrivelser av Norge, dog noe generaliserende men alikevel morsome. Jeg syns han treffer spikeren på hodet like godt hvergang...

Wiggle your hips and drive like a Norwegian

 

Norway completely ruined my bladder. Normally I can drink a pint or so without needing to visit the lavatory, but up there among the elk and the permafrost it was so damn cold that an above-average dew point was enough to keep me at the urinal for up to six hours at a time.

And I don’t want to lower the tone over your breakfast table, but it wasn’t only my bladder that shrank in the chill. This makes life difficult when you’re wearing long johns, jeans and heavily padded waterproof overstrides.

Dere kan lese resten av artikkelen her...

Har Mondeo fått RWD?

Nei, men X-type har firehjulstrekk som 2,5 og 3-liter V6. Med de mindre motorene har den forhjulstrekk...

Noe jeg begynner å bli litt smålei av på topgear er at det alltid er de britiske bilene som er best :)

HÆ? De foretrekker Porsche 911 fremfor Aston Martin V8 Vantage og er det noen som har virkelig fått gjennomgå så er det MG-Rover, Austin og den suppa der. Det argumentet med at de alltid favoriserer britiske biler egentlig bare...;

bullshit

1. Hvorfor ble programmet langt mer useriøst etterhvert?

2. Hvorfor byttet de ut så mange? Det var jo 7-8, nå er det 3..

3. Når fikk de studio?

1) Useriøst? Tja, de har tatt en mer humoristisk vridning siden den nye serien kom i 2002. Dette er nok for at programmet skal appelere til et bredere publikum, Top Gear er av BBCs mest populære TV-serier noen sinne...

2) Det var nok enklere for publikumet å forholde seg til bare tre av dem, de fungerer veldig bra sammen og man trenger da strengt talt ikke fler heller vel...?

3) De fikk et studio i en hangar på en gammel Harrier-militærflyplass etter fornyelsen i 2002

Flyfoto av området finner dere her...

TVR Sagaris...

TVR Tuscan S

TVR Tuscan S Mk2

Hoppet seg inn i historiebøkene

STUNT: En rakettdrevet Mini satte verdensrekord i den nye OL-øvelsen «hopp, stor bakke for personbiler» i Lysgårdsbakken søndag kveld.

 

Med skyvekraft fra tre raketter tok verdens første storbakke-Mini av på hoppkanten i Lysgårdsbakken i går kveld.

 

-LILLEHAMMER: TV-teamet bak det britiske suksessprogrammet «Top Gear» sørget for et spektakulært klimaks i programmet som i disse dager tas opp i Lillehammer. En eldre Mini, kraftig ombygget og modifisert for storbakkehopping, ble søndag kveld den første personbilen som hoppet i den store OL-bakken.

Resten av artikkelen finner dere her

Dette Kommer i vårens sesong, jeg gleder meg til å se resultatet... :D

Nei, han kjørte en 550 LM 2002-modell, sammen med Johnny Knoxville. Bilens reg. nummer var T473 KDD

Det er en spesialbygd Ferrari 550 LM replika. EVO hadde en artikkel om den i høsten 04... De har tatt en helt vanlig 550 Maranello som utgangspunkt til å bygge en replika av bilen som Prodrives team vant GT-serien i 2003 med...

Shark Tactics

All gills and gaping mouth, this road-going recreation of the Ferrari 550LM racer is set to take a bite out of the supercar market.

 

My carefully practised nonchalance evaporates the second I open the door to the photographic studio. There, in the middle of the studio floor, is the very first 550LM road car, its paint barely dry after leaving the paintshop only a few hours earlier. Under the full glare of the studio lights, the shockingly vibrant scarlet paintwork fizzes with energy as individual spotlights are trained on its voluptuous curves and extravagant vents. Its fabulous snout pouts back at the photographer with all the confidence of a supermodel. Bloody hell, talk about wow factor, I've never seen a car with such a generous helping of the stuff.

 

I find myself morphing into a balding, slightly creased version of a giggling schoolboy who should know better. I'm supposed to be talking to photographer Hayden about the shoot-list, but I'm not making much sense. All I want to do is snatch the keys, clamber in and elope with my new-found mistress, never to be seen again. Yet behind the lights and the gleaming curves, there's a huge feeling of relief for everyone concerned. Because this fabulous roadgoing replica of the 2003 Le Mans GTS class-winning Ferrari very nearly didn't happen at all.

 

The idea for the car came from Frederic Dor, owner of Care Racing, whose Prodrive-developed 550 Maranello it was that won the GTS class in the 2003 Le Mans. After the race, Frederic approached Prodrive about developing a roadgoing replica but, after investigating the concept, Prodrive declared that it just couldn't be done economically.

 

Frederic, however, is not a man to be deterred and earlier this year he teamed up with Roland Hall from ES Motorsport to take one more look at whether the project could be made viable.

 

News of the proposals reached Evo Towers and we ran a world exclusive news story in issue 67. Care Racing were initially seriously annoyed at the leak, but this soon evaporated as ES Motorsport began to report an amazing response from evo readers around the world, desperate to know more about the car. In fact, it soon became clear that there would be more than enough buyers willing (but more importantly, able) to put down deposits, and ES Motorsport announced that it would go ahead with plans to build 50 cars.

 

Bill Harris (whose last road-car project was the McLaren F1) was recruited into the team and given the job of making the 550LM concept a production reality. His first, and biggest hurdle, was to sort out exactly where the unique carbonfibre bodywork was going to come from.

 

Prodrive was still the obvious choice to do it, since the Banbury-based company had initially developed and built the racecar's bodywork, but again they were adamant that it wasn't a viable proposition as a road car. Furthermore, Prodrive had already started work on turning the DB9 into a Le Mans racer for Aston Martin so it wouldn't really be politic to be working on the Ferrari at the same time as the new Aston.

 

Then a small company called GTR Ltd came into the equation after being highly recommended by various associates of Hall's. With a reputation for working miracles with carbonfibre for a number of big-name F1 teams in double-quick time, they seemed to be the perfect choice.

 

A racecar from Care Racing's Swiss base was dispatched to GTR's workshop, hidden away down a small lane on the outskirts of Fontwell, a few miles south of Goodwood. GTR's craftsmen began to assess the work involved to produce a carbon copy of the bulging, vented bodywork - with a few tweaks to make it a bit more 'roadable'. This time around, ES Motorsport struck lucky; GTR agreed it was a goer and they would even be able to produce the moulds for the fourteen body panels within the limited time available before the racecar had to be returned to Switzerland. Fortunately, GTR's workload tends to be lower during the summer months, as F1 work doesn't peak until the winter.

 

Before the previously pristine four-year-old 550 Maranello donor car was sent to GTR, much of the conversion work had already been done by ES Motorsport. All of the body panels that were to be replaced with the new carbon items had been removed, along with most of the sound deadening in the car, mainly from the areas around the front and rear bulkheads. Items like driver and passenger airbags had been removed too, along with the original stereo system, which was replaced with a lightweight Becker Indianapolis radio/sat nav system linked to an i-pod hidden in the glovebox. The original carpets remain, though, as it was always the intention with the 550LM that it should be civilised enough to use on a daily basis.

 

The 5.5-litre V12 had been fettled to increase the power by 55bhp to a heady 540bhp, chiefly by remapping the ECU and adding some electronic sensors from the Enzo, which enable the engine to inhale a richer petrol/air mix at higher revs. The brakes will be seriously uprated, too, with a similar AP set-up to the racecar currently being developed, the 385mm front discs making the most of the increased space available inside the bigger, 19in wheels.

 

It was at this point that I popped down to GTR to see how the first car was coming along. When I arrived I was directed to a building known as the 'Rocket Shop', so called because it was in this nondescript workshop that GTR built and developed the rocket-powered Thrust SSC project for a certain Richard Noble. It's amazing what goes on in quiet corners of the English countryside...

 

Today, though, the workshop is home to the impressive sight of the partly built 550LM, its bodywork a patchwork of dark grey carbonfibre and original red bodywork. GTR's fabricators have been working 24 hours a day for sixteen days now to get the car this far and tonight it'll be ready to go off to the spray-shop. It's an astonishing achievement when you think about it, but it just goes to show what can be done when the chips are down.

 

The weight savings achieved by GTR with the newly finished carbonfibre panels make spectacular reading. Take the front bumper, for example. The original weighed in at a chunky 28kg, but the new front section, including the much lower airdam and all-new front splitter comes in at an astonishing 4kg. It's the same story at the rear of the car, where the standard rear bumper weighed in at 35kg; having been re-fashioned in carbonfibre, it now weighs 5kg. Meanwhile the carbon bonnet saves a further 17kg over the original aluminium alloy version.

 

The standard electric seats have gone too, swapped for a pair of beautifully trimmed, carbon sports seats, which are adjustable for tilt and reach and come complete with a Ferrari crest embossed into the black leather on the headrest. They're terrifically comfortable too, yet together they bring a combined weight saving of nearly 50kg over the original equipment.

 

Another big saving comes from the new exhaust system. ES Motorsport was amazed to discover that each rear 'box weighed a massive 19kg; now though both have been replaced by straight pipes weighing a paltry 2kg each. In fact, two exhausts systems will be offered; this car has the noisy one fitted, with a deep bass crackle that'll probably be too much for most people; a slightly quieter one is also being developed.

 

The overall weight saving adds up to just over 270kg but the target weight saving was originally 300kg and the current thinking is that some of the glass could be swapped for Perspex to bring the final target kerbweight of 1400kg within reach. With the 540bhp on offer from the modified engine, that'll mean a power-to-weight ratio of 392bhp per ton compared with 287bhp per ton for the standard car. Which certainly makes the ambitious performance claims more believable, although we're promised that the most amazing sensation when we finally get to drive the car will be the huge amount of down-force the car will be producing at speed. No figures are available, as the road car hasn't been near a wind tunnel yet, but expect to see at least 200kg being generated at 180mph.

 

Back in the studio, I'm still mesmerised by the lines of this car. It really has no right to be this good-looking. OK, beauty is in the eye of the beholder, but if you idolise cars like the Lancia Integrale Evo for its raw aggression combined with a beautifully purposeful design ethic, in that instance driven along by the rally programme, then this 550LM is the Zenith of the art.

 

It helps, of course, that the Pininfarina-penned base car is so majestic in the first place, but you have to keep reminding yourself that it was never conceived to be a racecar. The engineers at Prodrive who first developed the racer could so easily have messed-up the design, yet form follows function quite beautifully. The only jarring note, perhaps, is that enormous rear wing, but on the final production cars it'll be optional anyway. If it is fitted, it'll have a cunning hinge in its supports so that it pivots forward, allowing the boot to open normally.

 

Straight after our shoot, endurance racing legend Andy Wallace will be starting the road development programme, with the specific aim of making the 550LM a very useable supercar, so excellent ride quality will be a top priority, as will feedback to the driver; Frederic Dor and ES Motorsport are adamant they don't want to lose the 550's natural characteristics, just enhance them.

And evo will be helping with this chassis tuning along the way, too.

 

All this bespoke work costs serious money, of course. ES Motorsport is quoting around £90,000 plus the donor car. With good Ferrari 550 Maranellos changing hands for as little as £60,000, you're going to end up with a final build cost of £150,000 for a finished car. There's no chance of building one by buying the components either, because ES Motorsport is insisting that it won't sell parts. Only complete cars will be built and, once the production run is finished, that will be it.

 

Some will argue that in an ideal world you would want to buy such a car directly from Ferrari, but on the other hand it's the Care Racing 550 that has the Le Mans class-winning pedigree, and that's something that could be important for future values of the road cars. And imagine the price Ferrari would charge for such a limited-production, carbonfibre-bodied car. I'd expect it would be around double the price of this 550LM.

 

The 550LM will be a genuinely different alternative to the obvious supercar contenders, but well able to match all but the most extreme of them in terms of performance and street theatre. Of course, any verdict will have to wait until we drive the first car in a couple of months' time, but given that we have already made the Ferrari 550 Maranello our favourite car of the last ten years (Car of the Decade, issue 066) the signs are very promising indeed. I, for one, can't wait.

Jeg digger at de ødelegger campingvogner, det er like morsomt hver gang... Ganske nylig krasjet de en fjernstyrt E-34 5-serie og en Ford Scorpio (Av den stygge varianten, også fjernstyrt) inn i en campingvogn...

strike one...

strike two...

Mye av grunnen til min skadefryd over ødeleggelse av campingvogner er etter en tur på vestlandet i fjor sommer...

Kjempekul bil... Jeg klarer ikke å beskrive hvor mye jeg heller ville ha hatt en sånn en, enn en selvmordssykkel. (Les; R-sykkel...)

Top Gear hadde for en stund tilbake en DBR9 til å kjøre rundetid på banen, lyden var mildt sagt rå... Se/hør her...

snakker vi støtstenger som fra cammen og opp til ventilene????

den nye motoren der, har vel ikke sånt?

untatt skoda...

Jo, alle LS-serie V8ere har støtstangsopererte ventiler... Ta LS7 fra nye Z06 som et eksempel...

De som hadde doble overliggende kamaksler het LT5...

Dessuten, så må man huske på at med en støtstangsV8er, så er vekten konsentrert rundt veiva og lengt nede i motoren; stempler, råder, kamaksel...

Nå har jo LS1 et lavt tyngdepunkt den også, den har jo en veldig lav profil, støtstenger, kam i blokka samt at hele saken er i aluminium... Som sagt tidligere, LS1 er ikke noe stor motor...

Nei, det tror ikke jeg. GMs LS-serie V8ere er lett-trimmede og har et stort potensiale. Det er et veldig stort utvalg av forholdsvis billige deler til dem også. Hvis man skal ha masse hester ut av en RB26, så må man pøse på med mye penger. Å trimme opp en LSx V8er til tilsvarende effekter vil nok bli langt billigere. Ikke glem V8erens konstruksjon heller, den er veldig kompakt og vil gi en bedre vektfordeling enn en RB26...

Du kan jo for $8000 få en 625hk 514cid racingmotor med garanti levert av Ford Racing Performance... Se her...

Type: V8

Displacement: 12900 cc

Horsepower: 1100 bhp @ 7000 rpm

Torque: 1300 lb ft @ 5600 rpm

Redline: 8000 rpm

Bad Gandersheim, Germany, is a small village in the middle of nowhere which people normally visit to go for a cure. The only sound you normally hear in this area is the bell of the church reminding you to attend the mass on Sundays. At the same time, Bad Gandersheim is the home of Weineck Engineering, manufacturer of the world‘s most powerful, strongest and best accelerating road-legal car. It is the place of pilgrimage for the disciples of the combustion engine in search of salvation. Once arrived at the place of worship, tension will rise, resulting in high blood pressure and sweating. That’s quite a usual reaction seeing that, even after having driven all cars called supercars, one knows that what is going to happen will be a new chapter in the never-ending search of the greatest of all times. After ringing the bell, the doors to the holy shrine open, allowing a sneak peak of the silhouette of THE ULTIMATE.

Dere kan lese resten og finne store bilder av Cobraen her...

Ødelegger jo vektfordelingen totalt med å slenge oppi en svær klumpete V8.

Det er mulig du ikke vet det, men LSX V8erne (LS1, LS2, LS6 og LS7) er noe helt annet enn de gamle støpjernsklumpene fra 60-tallet. LSXene er veldig kompakte og lette helaluminiumsmotorer. De veier knapt 200 kg komplett.

Men det er da fint med en RX7 som ikke høres ut som en løvblåser, og som har skikkelig med dreiemoment...

prøver å la være å se på det fordi lyden midt utti der (da den slår på sperra) er så vanvittig porno.

skal prøve å få lastet opp en kort top gear filmsnutt imorra, kanskje noen andre også har den?

Det er vel videosnutten som ligger her du tenker på? Det er ikke fra Top Gear, men fra en av DVDene til Jeremy Clarkson, "Most Outrageous Ever" heter den...

(Scroll ned til 'Miscellaneous Videos' og deretter til 'Clarkson Speed 12')

Speed12.info er den uoffisielle hjemmesiden til Speed Twelve, det er noen som har kjøpt en brukt racerbil og gitt den et nytt liv. På siden finnes det diverse bilder og en video med litt kjøring på Silverstone...

Det er så forbannet typisk. Alle her kjører for fort, "men bare når forholdene er gode nok". Alle har sikkert hatt 50-60 i en 30-sone en gang, eller 180 i 90. Da er det greit, for du vurderte situasjonen til å være grei. Men med en gang andre gjør det, da er det uvettig, uforsvarlig, idioti. For "alle andre" har sikkert dårligere vurderingsevene enn dere, og har sikkkert drevet rene galskapen midt i kriketid med barn på alle kanter. Så poenget er, ikke uttale dere når dere ikke vet alt om forholdene, for det er antagelig ikke værre enn det alle her selv har gjort.

Du stempler altså oss som kriminelle fordi vi fordømmer at noen har kjørt noe helt hinsides fort? Logikk? Å kjøre 20-30% over fartsgrensen er en ting, men å kjøre i 200 på offentlig vei med ferskt sertifikat og flere billister på veien er rett og slett uforsvarlig. Ikke bare risikerer vedkommende sitt eget liv, men hvis det skjer noe galt så setter de også andres liv i fare, for å kunne være bajas i et par sekunder...

Kult med "bilinteresserte" dritttunger som skriker værre en torhild skogsholm for en liten fartsovertredelse.

Liten...? Mer enn dobbelt av fartsgrensen, i gjennomsnitt på en Søndag formiddag med flere biler på veien. Å kjøre fort er en ting, å kjøre som en idiot er en annen... Dette er et stjerneeksempel på sistnevnte...

Jeg går på Askim Videregående skole. For drøyt en uke siden åpnet de den nye E-18 strekningen fra Krossby til Sekkelsten, det er en firefelts motorvei med 90-sone. Etter den åpnet har det vært helt Texas på skolen og i rånermiljøet og det har gått sport i å ta bilde av speedometeret og vise det...

Etter litt kjapp MSN-ing har jeg funnet ut hvem det er. Han gikk i klassen min på ungdomsskolen, jeg er (egentlig) ikke overrasket...