Togethia – Zandvoort Japanese Autosport Festival

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R34 GTR Nissan Skyline (1999–2002) Video

The Nissan Skyline GTR R34 has elvoled and fine-tuned through 11 years of competitive racing and extensive testing, which has resulted in one of the best race-bred coupes on the market.

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The R33 which it replaced was a great car but the R34 GTR is much more advanced in every area. Under the hood are twin ceramic intercooled turbochargers, which effectively eliminate turbo-lag. The RB26DETT in-line, 2568cc six-cylinder engine retains the 280PS at 6,800 rpm of the R33 it replaced. It also has better power delivery and more torque than it predecessor. Also the R34’s body is stiffer and the aerodynamics of the car have been improved.
The R34’s engine keeps the general layout of straight six-cylinder configuration with twin overhead camshafts and four-valves per cylinder and twin turbochargers. As before, the throttle chamber has six individual throttle valves (one per cylinder) isolating each engine cylinder from the rest and acting like six individual single-cylinder engines. The power is fed through a new six-speed close ratio Getrag gearbox.

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Nissan’s electronically controlled four-wheel drive system “ATTESA-E-TS PRO” is specifically designed for both road and racetrack use. Most other all-wheel drive systems are designed for off-road applications or rally cars. The system was designed for more high speed road use, it has a series of sensors and two centrally controlled wet multi-plate clutches to optimise torque split between the front and rear axles. It eliminates understeer and gives optimum traction and stability under acceleration, braking and cornering.

The Nissan Skyline R34 GTR has cut weight in many areas. From the light alloy wheels, which save over 7.7kg, the rear diffuser is now made from a lightweight carbon fibre. All the way to the use of light-weight audio speakers. In addition a new type of aluminium has been used for the front wings and bonnet which has saved about 1kg compared to the hoods of the previous models.

price
$89,500 USD
engine
WaterCooled RB26DETT Inline-6
position
Front Longitudinal
aspiration
Twin Turbo
valvetrain
Belt Driven DOHC 4 valves / cyl
displacement
2568cc / 156.7 cu in
bore
86 mm / 3.39 in
stroke
73.3 mm / 2.89 in
compression
8.5:1
power
205.8 kw / 276.0 bhp @ 6800 rpm
specific output
107.48 bhp per litre
bhp/weight
torque
293.0 nm / 216.1 ft lbs @ 4400 rpm
redline
8000
driven wheels
Full Time 4WD
front tires
245/40W18
rear tires
245/40W18
front brakes
Brembro Vented Discs w/4-Pot Calipers, Vacuum Assist & ABS
rear brakes
Vented Discs w/2-Pot Calipers
f brake size
324 mm / 12.8 in
r brake size
300 mm / 11.8 in
steering
Rack & Pinion w/Power Assist
f suspension
MacPherson Struts w/Addional Link, Lower A-Arms, Coil Springs
r suspension
Mulitlink Setup w/Coil Springs, Tube Shocks, Anti-Roll Bar
weight
1666 kg / 3673 lbs
wheelbase
2665 mm / 104.9 in
front track
1480 mm / 58.3 in
rear track
1490 mm / 58.7 in
length
4600 mm / 181.1 in
width
1785 mm / 70.3 in
height
1360 mm / 53.5 in
transmission
Getrag 6-Speed Manual
top speed
249.4 kph / 155.0 mph
0 – 60 mph
5.2 seconds
0 – 100 mph
13.0 seconds
0 – 1/4 mile
13.7 seconds

Source:http://gtrnissanskyline.com/r34-gtr/

Drag Raceing (Video 2017)

Before each race (commonly known as a pass), each driver is allowed to perform a burnout, which heats the driving tires and lays rubber down at the beginning of the track, improving traction. Each driver then lines up (or stages) at the starting line.

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Modern professional races are started electronically by a system known as a Christmas tree, which consists of a column of lights for each driver/lane, and two light beam sensors per lane on the track at the starting line. Current NHRA trees, for example, feature one blue light (split into halves), then three amber, one green, and one red.[1] When the first light beam is broken by a vehicle’s front tire(s), the vehicle is “pre-staged” (approximately 7 inches (180 mm) from the starting line), and the pre-stage indicator on the tree is lit. When the second light beam is broken, the vehicle is “staged”, and the stage indicator on the tree is lit.[2] Vehicles may then leave the pre-stage beam, but must remain in the stage beam until the race starts.

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Once one competitor is staged, their opponent has a set amount of time to stage or they will be instantly disqualified, indicated by a red light on the tree. Otherwise, once both drivers are staged, the system chooses a short delay at random (to prevent a driver being able to anticipate the start), then starts the race. The light sequence at this point varies slightly. For example, in NHRA Professional classes, three amber lights on the tree flash simultaneously, followed 0.4 seconds later by a green light (this is also known as a “pro tree”). In NHRA Sportsman classes, the amber lights illuminate in sequence from top to bottom, 0.5 seconds apart, followed 0.5 seconds later by the green light (this is also known as a “sportsman tree” or “full tree”). If a vehicle leaves the starting line before the green light illuminates, the red light for that lane illuminates instead, and the driver is disqualified (also known as red lighting). In a handicap start, the green light automatically lights up for the first driver, and the red light is only lit in the proper lane after both cars have launched if one driver leaves early, or if both drivers left early, the driver whose reaction time is worse (if one lane has a -.015 and the other lane has a -.022, the lane of the driver who committed a 0.022 is given the red light after both cars have left)., as a red light infraction is only assessed to the driver with the worse infraction, if both drivers leave early. Even if both drivers leave early, the green light is automatically lit for the driver that left last, and they still may win the pass (as in the 2014 NHRA Auto Club Pro Stock final, Erica Enders-Stevens and Jason Line both committed red light infractions; only Line was assessed with a red light, as he was -.011 versus Enders-Stevens’ -.002).

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Several measurements are taken for each race: reaction time, elapsed time, and speed. Reaction time is the period from the green light illuminating to the vehicle leaving the starting line. Elapsed time is the period from the vehicle leaving the starting line to crossing the finish line. Speed is measured through a speed trap covering the final 66 feet (20 m) to the finish line, indicating average speed of the vehicle in that distance.
Except where a breakout rule is in place, the winner is the first vehicle to cross the finish line, and therefore the driver with the lowest combined reaction time and elapsed time. Because these times are measured separately, a driver with a slower elapsed time can actually win if that driver’s advantage in reaction time exceeds the elapsed time difference. In heads-up racing, this is known as a holeshot win.[3] In categories where a breakout rule is in effect (for example, NHRA Junior Dragster, Super Comp, Super Gas, Super Stock, and Stock classes, as well as some dial-in classes), if a competitor is faster than his or her predetermined time (a “breakout”), that competitor loses. If both competitors are faster than their predetermined times, the competitor who breaks out by less time wins. Regardless, a red light foul is worse than a breakout, except in Junior Dragster where exceeding the absolute limit is a cause for disqualification.

Most race events use a traditional bracket system, where the losing car and driver are eliminated from the event while the winner advances to the next round, until a champion is crowned. Events can range from 16 to over 100 car brackets. Drivers are typically seeded by elapsed times in qualifying. In bracket racing without a breakout (such as NHRA Competition Eliminator), pairings are based on times compared to their index (faster than index for class is better). In bracket racing with a breakout (Stock, Super Stock, but also the NHRA’s Super classes), the closest to the index is favourable.
A popular alternative to the standard eliminations format is the Chicago Style format (also called the Three Round format in Australia), named for the US 30 Dragstrip in suburban Gary, Indiana where a midweek meet featured this format.[4] All entered cars participate in one qualifying round, and then are paired for the elimination round. The two fastest times among winners from this round participate in the championship round. Depending on the organisation, the next two fastest times may play for third, then fifth, and so forth, in consolation rounds. Currently, an IHRA 400 Thunder championship race in Australia uses the format.[5]
The standard distance of a drag race is 1,320 feet, 402 m, or 1/4 mile. However, due to safety concerns, certain sanctioning bodies (notably the NHRA for its Top Fuel and Funny Car classes) have shortened races to 1,000 feet. Some drag strips are even shorter and run 660 feet, 201 m, or 1/8 mile. The 1,000 foot distance is now also popular with bracket racing, especially in meets where there are 1/8 mile cars and 1/4 mile cars racing together, and is used by the revived American Drag Racing League for its primary classes (not Jr Dragster). Some organisations that deal with Pro Modified and “Mountain Motor” Pro Stock cars (Professional Drag Racers Association) use the 1/8 mile distance, even if the tracks are 1/4 mile tracks.

Source: https://en.wikipedia.org/wiki/Drag_racing

Tuner Show ” Canada”

mportfest 2017 unites the finest overseas brands and shows off the best Canadian car culture in tuning and performance.

See hundreds of highly modified cars from across Canada and the USA alongside Performance, and Lifestyle exhibitors’ all under one roof! Watch LIVE Entertainment from center stage.

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source:https://www.tuningshops.ca/importfest-2017/

 

Formula Drift Round 5 Montreal: Top 32 – Finals

What is Formula Drift?
Formula D is the premier United States drifting series. Formula Drift, Inc. was co-founded by Jim Liaw and Ryan Sage in 2003
How is a drifting competition judged?
Judging is done via a 3 personal judging panel. There are two parts to each competition. First is the single car qualifying runs. Then it is the two car head-to-head battles.
The criteria for judging are as follows:

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I. LINE
The drift line is defined as the ideal path a vehicle must take on course and is marked by inner clipping points and outer clipping zones. The exact line of each track will be dictated by the judges at each track

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II. ANGLE
The maximum drift angle at which a driver can maintain and control his/her vehicle throughout the marked course.
III. STYLE
Style is probably the most subjective part of the drivers’ runs. Style is just what it sounds like: The drivers’ overall ability to take the specific judging criteria and display it is the most personal and individual way. That is the essence of style. Aggressive flicks, closeness to walls, extreme angle, degree of difficulty, fluidity and extreme proximity to the lead vehicle (in case of head-to-head competitions) would be examples of how personal driving style can be showcased. Judges may also use logged drivers speed as a reference or assistance in judging, but speed of drivers is typically used for entertainment purposes, such as those purposes served through TV, live and live stream.

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Source: https://www.reddit.com/r/FormulaDrift/comments/6ogu06/formula_drift_round_5_montreal_top_32_finals/, https://www.youtube.com/watch?v=svfelznyD_U

Danica Sue Patrick

Danica Sue Patrick (/ˈdænɪkə/; born March 25, 1982) is an American professional racing driver. She is the most successful woman in the history of American open-wheel racing—her victory in the 2008 Indy Japan 300 is the only female win in a IndyCar Series race. Considered to be a pioneer for women in motorsports by the media, Patrick’s achievements allowed her to break the gender barrier in an industry that is predominately male, and have been influential to many women who have taken up a career in auto racing.

Danica Patrick
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Patrick at the 2015 Toyota/Save Mart
Born to a working-class family in Beloit, Wisconsin, Patrick began karting at the age of ten and achieved early success by winning her class in the World Karting Association Grand National Championship three times in the mid-1990s. She dropped out of high school with her parents’ permission in 1998, and moved to the United Kingdom to further her career. Patrick competed in Formula Vauxhall and Formula Ford before returning to the United States in 2001 due to a lack of funding. For 2002, she competed in five Barber Dodge Pro Series races for Rahal Letterman Racing. Patrick later raced in the Toyota Atlantic Series for the next two years. Her best effort was third in the championship standings for the 2004 season where she became the first woman to win a pole position in the series.

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She first drove in the IndyCar Series with Rahal Letterman Racing in 2005, and took three pole positions, equaling Tomas Scheckter‘s record of poles in a rookie season. She was named the Rookie of the Year for both the 2005 Indianapolis 500 and the 2005 IndyCar Series. She improved over the next two years with Rahal Letterman Racing in 2006 and later Andretti Green Racing in 2007. In 2008, Patrick followed up her first victory to place sixth overall in the drivers’ standings. She improved on this to secure fifth the following season, which saw her finish a career-high third at the Indianapolis 500, the best performance by any woman at the race. Patrick’s overall form declined during 2010, but she still managed two second-places at oval tracks before stepping away from IndyCar after the 2011 season to focus full-time on stock car racing.

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Patrick began racing stock cars in 2010 in the NASCAR Nationwide Series (now Xfinity Series) with her best result coming in the form of a fourth-place finish at Las Vegas Motor Speedway in 2011. She placed a career-high tenth in the 2012 season standings, and was the second woman to clinch a pole position in the Nationwide Series since Shawna Robinson in 1994. Patrick started in the Sprint Cup Series (now Monster Energy NASCAR Cup Series) in 2012. She became the first woman to win a Cup Series pole position by setting the fastest lap in qualifying for the 2013 Daytona 500, finishing eighth. Patrick bested Janet Guthrie‘s record for the most top-ten finishes by a woman in the Sprint Cup Series in 2015. She announced her intention to step away from full-time racing after the 2017 season, but competed at the 2018 Daytona 500 and will compete at the 2018 Indianapolis 500. Patrick drove the No. 7 Chevrolet Camaro ZL1 for Premium Motorsports at the former.

Source: https://en.m.wikipedia.org/wiki/Danica_Patrick

Nissan R390 GT1

 

The Nissan R390 GT1 was a mid-engined racing car built in Atsugi, Japan. It was designed primarily to gain a suitable racing entry in the 24 Hours of Le Mans in 1997 and 1998. It was built to race under the grand tourerstyle rules, requiring a homologated road version to be built. Therefore, the R390 was built originally as road car, then a racing version of the car was developed after. Only one R390 road car was ever built and is stored at Nissan‘s Zama facility.[1] The road car was claimed to be capable of 220 mph, which surpassed the Jaguar XJ220 and RUF CTR2, but was superseded by the McLaren F1’s 230+ mph claim and the Dauer 962 Le Mans‘s independently measured 251.4 mph. However, this claim has never been proven.

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Completed in time for the 1997 24 Hours of Le Mans, the three black and red R390 GT1s were fast in their first competition, with Martin Brundle taking pole position in May’s pre-qualifying with a staggering time of 3.43.15. At the race itself, one R390 GT1 (#22) was able to qualify in 4th on the grid and 2nd in its class behind a Porsche 911 GT1, while its partners qualified 12th (#21) and 21st(#23). During the race both cars were able to perform admirably, but soon began to struggle with gearbox problems and, around halfway through the race, two of the three R390s (#21 & #22) finally succumbed to mechanical failure and were withdrawn. The third R390 was able to survive the rest of the race (albeit with two complete gearbox changes along the way) finishing 12th overall and 5th in class, although many laps down from the race winners. For 1998Nissanreturned, this time with four R390 GT1s. The cars were slightly upgraded, with more downforce able to be generated by a longer rear tail, a new rear diffuser, and, on racing versions, a new rear wing placement for less drag. Although Nissan was easily beaten in qualifying by Porsche, and Mercedes-Benz, Nissan was able to achieve considerable success in the race. As an achievement of its own, all four cars were able to finish the race. With this, Nissan was able to finish 3rd, 5th, 6th, and 10th overall, being beaten only by the Porsche 911 GT1.

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Following the 1998 24 Hours of Le Mans, rules for the GT classes were changed, mostly to end the amount of manufacturers attempting to use loopholes. This meant Nissan was forced to abandon the R390 as it was no longer legal. Nissan instead turned to the LMP classes, developing the R391 prototype for 1999. This program would also be short lived and Nissan would end up leaving Le Mans.

A total of eight R390 GT1 race chassis were built over the two years of the program.

Source: https://en.wikipedia.org/wiki/Nissan_R390_GT1

Chiba’s Makuhari Messe

Tokyo Auto Salon 2018 rolled into town near the Japan capital Friday beginning a three-day extravaganza of custom cars that organizers are hoping will be the largest ever for the event.

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Occupying the entirety of Chiba’s Makuhari Messe convention center east of Tokyo, the 36th anniversary edition of Tokyo Auto Salon (TAS) has organizers expecting over 300,000 visitors over the course of the show with early figures indicating over 440 exhibitors in attendance showcasing some 880 customized and tuned up motors (up from TAS 2017).

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While some of Japan’s leading automobile manufacturers including Honda, Mazda, Subaru and Hino maintained a presence at TAS, showcasing a number of their concept models and racing cars, the event, which started life in the 1980s under the name Tokyo Exciting Car Show, continued its celebration and promotion of aftermarket manufacturing, tuning, dressing and customization.

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A sense of fun has always been a part of the TAS remit (look out for the Pandarghini — perhaps a nod to a recent furry addition to Tokyo) with plenty of this to be found on display at this year’s show in the custom paint jobs and prints that included tributes to anime character Doraemon, Minions, and Hello Kitty.

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Tokyo Auto Salon began life in 1983 as the abovementioned Tokyo Exciting Car Show, the brainchild of the editor-in-chief of tuning car magazine “Option.”  The name changed to Tokyo Auto Salon in 1987.  As the event has grown scale so it has expanded in the variety of exhibitors in attendance.  TAS 2018 has plenty to offer for the car enthusiast right through to the layman.  Immediately after entering Makuhari Messe visitors can try their hand at video game Gran Turismo or take in the dressed-up Mercedes on display at the booth of sports brand Puma.  Inside the halls themselves sports cars, family saloons, off-road vehicles, concept models, campervans, two-wheelers, and all the parts that go into making them, along with the booth models that point them out, are crammed into the vast convention center.

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Source:https://english.kyodonews.net/news/2018/01/5221d94a0105-tokyo-auto-salon-rolls-into-2018-on-largest-ever-scale.html

 

 

 

Potential Left for Rotary Power

Rotary engines (also known as Wankel engines) are special not just because of their physical differences with conventional piston units, but also because of the resulting characteristics. They’re super revvy, ultra responsive and very smooth, and they also produce significantly more power per litre than mechanical-drag fighting piston engines.

Admittedly, rotary units tend to be thirstier and dirtier than piston engines, but if cleaned up, their better power-to-weight ratio makes them ideal for lightweight sports cars.

So with the prospect of a new Mazda rotary sports car on the horizon, we thought it right to look back at key cars that have utilised rotary power. They’re not all sports cars, and they’re certainly not all perfect, but in one way or another they confirm that there’s lots of potential left for rotary power.

Mazda RX-7 (third-generation)

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Perhaps the most famous of them all – at least for millennials anyway – is the Mk3 Mazda RX-7. As a protagonist in racing games like Need for Speed and Grid, the car remained famous long after production ceased in 2002. But it was far more than just a virtual celebrity – it was a true drivers’ car.

Though it was endowed with a dinky 1.3-litre engine, the twin-rotor unit produced a healthy 252bhp, which, combined with the RX-7’s skinny 1218kg kerb weight, ensured power-to-weight was rated at 210bhp/ton. Even Honda’s latest turbocharged 2-litre Civic Type-R can only beat this by 16bhp/ton.

But there was more. Because the RX-7’s engine was so small, it could be located right up against the bulkhead under the bonnet – in what we call a front-mid mounted layout – helping to give the car its near perfect 50:50 weight distribution. And the results made for an incredibly agile chassis, which combined with the car’s rev-hungry rotary engine, formed a highly engaging a rewarding package.

Today, the car is remembered as a cult hero. And though it’s true that the RX-7’s rotary engine can need a rebuild in as little as 60,000 miles (worn rotor tips are the main cause), a well looked after RX-7 certainly makes for an enticing prospect – hence why many used cars are now selling for more than £10,000.

Citroën GS Birotor

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From one of the most famous rotary engined cars to perhaps one of the best forgotten, the Citroën GS Birotor was nearly exterminated from existence not long after it made its debut. Based on the regular GS, the Birotor featured a twin-rotor unit of 995cc that produced a respectable 106bhp.

That was a significant 40bhp more than the regular GS’s most powerful piston unit, and combined with the rotary’s smoother power delivery, should have made the GS Birotor a better all-round drive. It was also a higher quality product than the standard GS, with disc brakes all-round and a more luxurious interior.

The only real negative for the Birotor came in the form of poor fuel economy. And though this might have been a rather small negative just a few months earlier, the car’s October 1973 launch unfortunately coincided with the 1973 Oil Crisis.

As fuel prices rocketed and buyers became increasingly motivated to buy fuel efficient cars, the Birotor sold in tiny numbers – just 847 were sold before Citroën pulled the plug on the model altogether. And the French carmaker even tried to buy back all of these cars to destroy them, so that it didn’t have to support the model with spare parts in the future. As a result, very few GS Birotors survive today.

Audi A1 e-tron concept

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The Audi A1 e-tron is unique on this list not just because it’s a comparably new car, but because its rotary engine doesn’t actually drive the wheels. Like its name suggests, the A1 e-tron is powered by an electric motor that produces 101bhp. But in order to extend the maximum range the car’s 12kWh battery can provide, a single-rotor engine is used to top up charge.

As a result, the rotary unit displaces just 254cc, and only starts up when the battery’s charge is low. This type of range-extending system isn’t a particularly new one, but the less conventional use of a rotary engine does bring many benefits.

The first is that the higher output per litre of a rotary unit compared with a piston equivalent means a smaller, lighter engine can be used. This betters the car’s overall power-to-weight ratio, with resulting benefits including increased range and boosted efficiency.

Another benefit is that the issues usually associated with rotary engines – poor fuel economy and higher emissions – can largely be countered. A range extending rotary only has to work within a very narrow window of revs, making it far easier to optimise its performance – something that cannot be done when the engine is required to work from tick-over to its maximum revs.

Though the A1 e-tron concept never made production, it does at least prove that the rotary engine could also play a part in future car powertrains.

Mazda Eunos Cosmo

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The 1990 Eunos Cosmo was a spiritual successor to the Cosmo, Mazda’s first mass-produced rotary-engined car from 1967. But unlike the twin-rotor 60s car, the Eunos Cosmo was available with a three-rotor engine.

With the help of twin turbochargers, the 1962cc unit produced 295bhp and 297lb ft of torque – a lot even by today’s standards. And the Cosmo was fast too – Mazda claimed it could spring from 0 to 62mph in just 6.2sec.

In fact, the Eunos Cosmo earned the title of the most powerful mass produced rotary-engined car, and as such it played the role of Mazda halo car for five years. Even today, it’s still revered as being one of the best Japanese cars to offer supercar-threatening performance in a relatively practical saloon package.

Unsurprisingly, the car’s powerful, high-revving engine has made it popular car modifiers and drifters. But thanks to having never been officially sold in the UK (though several were imported), the triple-rotor car is particularly rare.

NSU Ro 80

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Even in 2015, extracting over 100bhp from a naturally aspirated 1-litre piston engine is no easy feat – Ford’s most potent current 1-litre EcoBoost engine relies on turbocharging to produce its 138bhp, and the atmospheric 1-litre engine of the Skoda Citigo can only manage a maximum of 74bhp.

But back in 1967, rotary engine technology had already reached a point where less than a litre was required to produce 100bhp. And a good, mass produced example of this came with the 114bhp twin-rotor engine of NSU’s Ro 80.

The car was far more than just its engine however – the whole package was in many ways several years ahead of its time. All-round disc brakes, a vacuum-operated semi-automatic transmission and a three-box exterior design meant the car was arguably better aligned both technically and aesthetically with cars from the next decade. In fact it was so advanced, that over its 10-year production life span, the car changed very little.

But it was far from a perfect story. Though the rotary units produced good power, engine rebuilds were required after as little as 30,000 miles. And even after development work later in the model’s life significantly improved the issue, the Ro 80’s image had already been damaged. Production ceased after 37,398 units, and ultimately, it helped plunge NSU into deep financial crisis.

Mazda 787B

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Lance Stroll 

Lance Stroll (born 29 October 1998) is a Canadian racing driver,[2] currently driving in Formula One with Williams. He was Italian F4 champion in 2014, Toyota Racing Series champion in 2015, and 2016 FIA European Formula 3 champion. He was part of the Ferrari Driver Academy from 2010 to 2015. He achieved his first podium finishing, a 3rd place, at the 2017 Azerbaijan Grand Prix, becoming the second-youngest driver to finish an F1 race on the podium and the youngest to do so during his rookie season. Stroll is Jewish and is the son of billionaire Canadian businessman Lawrence Stroll, owner of the Circuit Mont-Tremblant, and Belgian fashion designer Claire-Anne Callens.

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Like many race drivers, the Geneva-based Canadian began his motorsport career in karting at the age of 10.[6] He recorded numerous race and championship win in his native Canada and North America and in 2008, his first year of karting, he won the Federation de Sports Automobile du Quebec rookie of the year award and driver of the year in 2009.[6][7]

Formula 3

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Stroll competing in Formula Three, 2015

2015

At the beginning of 2015, Stroll won the New Zealand-based Toyota Racing Series, recording 10 podiums – including four wins – from 16 race starts. The same year he also contested the FIA Euro F3 Series with the Italian Prema team, winning one race outright and achieving 17 top-six overall race finishes in the 33-race series driving a Dallara F312 Mercedes. Stroll finished the season, during which he drove in 50 races, at the Macau Formula 3 Grand Prix.

Stroll was part of the Ferrari Driver Academy, and the second-youngest driver to be signed to a Formula One team. On 11 November 2015, it was announced that Stroll would leave Ferrari to serve as a test driver for Williams.

2016

Stroll remained with the Prema Powerteam, for a third consecutive year, to contest the Euro F3 Series for the second year. He began 2016 by finishing 5th in the Rolex 24 at Daytona in a Ford Chip Ganassi Racing entered Ford EcoBoost Prototype to become the youngest highest-placed overall finisher in the history of the event.

In the 2016 Euro F3 series, Stroll took 11 wins and claimed the title in the second race at Imola, over 100 points clear of his main rival Maximilian Günther.

Formula One

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Stroll driving the Williams FW40 at the 2017 Malaysian Grand Prix.

Williams (2017)

On 3 November 2016, Williams Martini Racing announced that Stroll would drive for them in 2017. He became the first Canadian Formula One driver since the 1997 World Drivers’ Champion Jacques Villeneuve, who coincidentally also started his Formula One career at Williams.[8] After three retirements, Stroll’s first race finish came at the fourth round in Russia, where he finished in eleventh despite spinning on the first lap.[9]. In the Spanish Grand Prix, Stroll finished sixteenth and last of all the drivers to finish the race. Two weeks later, Stroll retired after brake failure in Monaco but was still classified 15th. Stroll scored his first points in his home Grand Prix in Montreal, finishing in 9th place.

Stroll got his first podium by finishing third in the eventful 2017 Azerbaijan Grand Prix, becoming the youngest rookie driver to climb on a Formula 1 podium, at the age of 18 years and 239 days.[10] Furthermore, Stroll gained more positions on the opening lap than any of his rivals in this season. [11]

On 2 September 2017, Stroll registered the 4th fastest time during a wet qualifying session for the Italian Grand Prix. Due to both Red Bull drivers Daniel Ricciardo and Max Verstappen (respectively 3rd and 2nd) taking grid penalties, Stroll was promoted to the 2nd place on the starting grid, making him the youngest Formula One driver to start on the front row of a race at the age of 18 years and 310 days.[12] Stroll finished 7th in the race.

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At the third last race of the 2017 season, the Mexican Grand Prix, Stroll worked his way up to 6th in the race from 11th on the grid, promoted from 12th after Daniel Ricciardo (originally 7th) was demoted due to penalties, and finished in that position on his 19th birthday, placing him ahead of teammate Felipe Massa on points scored for the first time this season.[13]

Racing record

Season Series Team Races Wins Poles FLaps Podiums Points Position
2014 Florida Winter Series N/A 12 0 0 0 2 N/A
Italian F4 Championship Prema Powerteam 18 7 5 11 13 331 1st
2015 FIA Formula 3 European Championship Prema Powerteam 32 1 0 0 6 231 5th
Macau Grand Prix 1 0 0 0 0 N/A 8th
Toyota Racing Series M2 Competition 16 4 0 1 10 906 1st
Formula One Scuderia Ferrari Development driver
2016 FIA Formula 3 European Championship Prema Powerteam 30 14 14 13 20 507 1st
WeatherTech SportsCar Championship Ford Chip Ganassi Racing 1 0 0 0 0 27 27th
Formula One Williams Martini Racing Development driver
2017 Formula One Williams Martini Racing 20 0 0 0 1 40 12th
2018 Formula One Williams Martini Racing 0 0 0 0 0 0 ̶
WeatherTech SportsCar Championship Jackie Chan DCR JOTA 1 0 0 0 0 20 11th*

Source: https://en.wikipedia.org/wiki/Lance_Stroll

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