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1965 Pontiac Gto by melkorius
1965 Pontiac Gto
The Tempest line, including the GTO, was restyled for the 1965 model year, adding 3.1 inches (79 mm) to the overall length while retaining the same wheelbase and interior dimensions. It had Pontiac's characteristic vertically stacked quad headlights. Overall weight increased about 100 lb (45 kg). The brake lining area increased nearly 15%. Heavy-duty shocks were standard, as was a stronger front antisway bar. The dashboard design was changed, and an optional rally gauge cluster ($86.08) added a more legible tachometer and oil pressure gauge. An additional option was a breakerless transistor ignition.

The 389 engines received revised cylinder heads with re-cored intake passages and high rise intake manifolds, improving breathing. Rated power increased to 335 hp (250 kW) at 5,000 rpm for the base four—barrel engine; the Tri-Power engine was now rated 360 hp (270 kW) at 5,200 rpm. The 'S'-cammed Tri-Power engine had slightly less peak torque rating than the base engine 424 lb·ft (575 N·m) at 3,600 rpm versus 431 lb·ft (584 N·m) at 3,200 rpm. Transmission and axle ratio choices remained the same. The three-speed manual was standard, while two four-speed manual transmissions (wide or close ratio) or two-speed automatic were optional.

The restyled GTO had a new simulated hood scoop. A seldom seen dealer-installed option consisted of a metal underhood pan and gaskets to open the scoop, making it a cold air intake. The scoop was low enough that its effectiveness was questionable (it was unlikely to pick up anything but boundary layer air), but it allowed more of the engine's roar to escape. Another cosmetic change was the black "egg-crate" grille.

Car Life tested a 1965 GTO with Tri-Power and what they considered the most desirable options (close-ratio four-speed manual transmission, power steering, metallic brakes, rally wheels, 4.11 limited-slip differential, and "Rally" gauge cluster), with a total sticker price of US$3,643.79. With two testers and equipment aboard, they recorded 0–60 miles per hour (0–97 km/h) in 5.8 seconds, the standing quarter mile in 14.5 seconds with a trap speed of 100 miles per hour (160 km/h), and an observed top speed of 114 miles per hour (182.4 km/h) at the engine's 6,000 rpm redline. A four-barrel Motor Trend test car, a heavier convertible handicapped by the two-speed automatic transmission and the lack of a limited slip differential, ran 0–60 mph in 7 seconds and through the quarter mile in 16.1 seconds at 89 miles per hour (142.4 km/h).

Major criticisms of the GTO continued to center on its slow steering (ratio of 17.5:1, four turns lock-to-lock) and mediocre brakes. Car Life was satisfied with the metallic brakes on its GTO, but Motor Trend and Road Test found the four-wheel drum brakes with organic linings to be alarmingly inadequate in high-speed driving.

Sales of the GTO, abetted by a marketing and promotional campaign that included songs and various merchandise, more than doubled to 75,342. It spawned many imitators, both within other GM divisions and its competitors.

1980 Ford Capri Zakspeed Group 5 by melkorius
1980 Ford Capri Zakspeed Group 5
Soon after the popular 'Group 5' regulations were adopted by the competitive German DRM Championship, Ford of Cologne commissioned long-time partners Zakspeed to prepare a suitable racer based on the third generation Capri, which was due in 1978. The DRM Championship was split was into two devisions; the first for engines displacing over two litres and the second for engines of under two litres.

Although Group 5 regulations did dictate that the racers had to be based on production road cars, relatively few actual components had to be carried over. This allowed Zakspeed to craft a purpose-built spaceframe chassis. Construction from aluminium tubing and incorporating the roof structure from the production Capri this very lightweight structure tipped the scales at just 70 kg. In addition to the road car roof, the new chassis also used the same windscreen and side windows dimensions to comply with the regulations.

Ford and Zakspeed opted to run in Division 2 with a turbo-charged four cylinder engine. Its cast-iron block was derived from the production 'Kent' engine and fitted with the Cosworth developed alloy 'BDA' head. This featured twin overhead camshafts and four valves per cylinder. Taking in account the 1.4x equivalency formula for turbo-charged engines, the Zakspeed engine displaced just over 1.4 litres. Equipped with fuel injection and a KKK turbo-charger, the new engine produced around 370 bhp in its first guise.

Mated to a Getrag-sourced, five-speed gearbox, the compact engine was mounted slightly off-set to the right in the chassis. Much of the Zakspeed Capri's running gear was derived from the earlier Capri RS3100 racing car also developed by the German team for Ford. Among these tried and trusted components were the front suspension, rear axle and brakes. For an optimal weight balance, the new racer also incorporated the RS3100's rear-mounted radiators.

In addition to the roofline and the glass, the Group 5 Capri also sported the production car's radiator grille. This fed fresh air to a pair of intercoolers mounted ahead of the engine. The rest of the very wide 'silhouette' body was crafted in lightweight Kevlar composites. The nose featured a full-width splitter and the rear deck sported an equally impressive wing. Thanks to the use of alloy and composite materials throughout the car, the Ford Zakspeed Capri weighed less than 800 kg.

In the hands of Hans Heyer the Group 5 Capri debuted during the Hockenheim round of the DRM Championship, which coincided with the 1978 German Grand Prix. It proved quick straight out of the box with Heyer placing the car on pole but during the race he was forced to retire with an engine failure. Reliability issues dogged Heyer twice more before he finally was able to convert the raw pace of the Zakspeed Capri in a victory at the Nürburgring season finale.

During the following Winter, development continued with an eye on both improved performance and reliability. The result was a power increase to an even more impressive 400 bhp @ 9,000 rpm. Zakspeed built a new car for Heyer, with the earlier example being allocated to journalist/racer Harald Ertl. In their first full season there was no stopping the Group 5 Capris with Heyer scoring nine victories in fourteen attempts. Needless to say, this was more than enough for Heyer to win the 2-litre championship.

Seeking new challenges, Zakspeed also fielded larger engined Capris in the over two-litre class from halfway through 1979. Initially the revised engines displaced just over 1.5 litre but eventually a 1.7 litre was available using a new aluminium block. A twin turbocharger setup was also tried but found ineffective. In ultimate Division 2 guise, the tiny engine produced a staggering 495 bhp while the most powerful variants pumped out close to 600 bhp. From 1980, wing sizes were limited but Zakspeed compensated for the loss of downforce by adding ground-effect tunnels.

During the 1980 and and 1981 season, the Zakspeed Capris were continued to be raced with great success in both divisions. Heyer had moved to join Lancia but very worthy replacements were found in Klaus Ludwig and Manfred Winkelhock. The former would go on to win the 1981 DRM Championship outright, beating the much larger engined Porsches. For 1982, Ford eventually followed by Zakspeed turned their focus to the quickly emerging Group C class.

Using the lessons learned by the Capri, Zakspeed also developed an IMSA specification Mustang using the same chassis and engine. In 1.5 litre form, the production-based engine would also power the Zakspeed Formula 1 cars that emerged later in the 1980s. In privateer hands the Capris continued to be raced for several more years but not with the same level of success as in works hands. The Zakspeed Capri nevertheless remains as one of the most formidable GT-racers ever built.

3Dmax + Vray + photoshp
1933 Duesenberg SJ Speedster by melkorius
1933 Duesenberg SJ Speedster
This model is a creation of Luis Lara Osorio
See is amazing work here:

The Duesenberg Model J is a luxury automobile made by Duesenberg. Intended to compete with the most luxurious and powerful cars in the world, it was introduced in 1928, the year before the stock market crash that led to the Great Depression. The Model J, available with a supercharger after 1932, was sold until 1937.

The supercharged version, often referred to as "SJ", was reputed to be capable of 104 miles per hour (167 km/h) in second gear and have a top speed of 135–140 mph (217–225 km/h) in third gear. Zero-to-60 mph (97 km/h) times of around eight seconds and 0–100 mph (0–161 km/h) in 17 seconds were reported for the SJ in spite of the unsynchronized transmissions, at a time when even the best cars of the era were not likely to reach 100 mph (160 km/h). Duesenbergs generally weighed around two and a half tons; up to three tons was not unusual, considering the wide array of custom coachwork available. The wheelbase was 142.5 in (362 cm).

This rare supercharged Model J version, with 320 hp (239 kW) was also created by Fred Duesenberg. and introduced in May 1932, only 36 units were built. The SJ's supercharger was located beside the engine; to make room for it, the exhaust pipes were creased so they could be bent easily and extended through the side panel of the hood. These supercharged cars can be recognized by these shiny creased tubes, which Cord registered as a trademark and used in his other supercharged cars from Cord and Auburn. However, despite being a characteristic of the supercharged Model Js, these external exhaust pipes were offered as an option on normally aspirated Model Js, and were also offered for retrofitting to earlier Model Js. It was said, "The only car that could pass a Duesenberg was another Duesenberg—and that was with the first owner's consent."

Fred Duesenberg died of pneumonia on July 26, 1932, resulting from injuries sustained in an automobile accident in which he was driving a Murphy SJ convertible. His brother, Augie, took over Fred's duties as chief engineer and Harold T. Ames became president of Duesenberg, In

3Dmax + Vray +Photoshop
1989 Sauber C9 Mercedes-Benz by melkorius
1989 Sauber C9 Mercedes-Benz
The Sauber C9 (later named the Sauber Mercedes C9 or Mercedes-Benz C9) was a Group C prototype race car introduced in 1987 as a continuation of the partnership between Sauber as a constructor and Mercedes-Benz as an engine builder for the World Sportscar Championship. The C9 replaced the previous Sauber C8.

For its debut season in 1987, the cars were run by Kouros Racing, named after the fragrance brand of its sponsor, Yves Saint Laurent, although officially backed by Mercedes-Benz. The team managed a mere twelfth in the teams standings, scoring points in only a single round. For 1988, Kouros was dropped as a sponsor, forcing the team to be renamed Sauber Mercedes. As a result, Mercedes used AEG-Olympia for sponsor – AEG being owned by Daimler-Benz at the time. They managed to finish second in the championship behind the Jaguar XJR-9 with five wins for the season. Unfortunately at the 24 Hours of Le Mans, the team suffered an embarrassing setback when they were forced to withdraw due to concern over their Michelin tires.

Finally, in 1989, the car was able to achieve great success. Beside replacing the black color scheme for its national plain silver scheme, reducing AEG as a minor sponsor, the older M117 5.0L turbocharged V8 engine was upgraded to the M119, which replaced steel heads with new aluminium. The C9 was able to win all but one race in the 1989 season, including the 24 Hours of Le Mans. During qualifying for Le Mans, the C9 recorded a speed of 247 mph (398 km/h) on the Mulsanne Straight, a record. Mercedes driver Jean-Louis Schlesser would end up taking the driver's championship that season.

The C9 would be replaced by the Mercedes-Benz C11 from the second race onwards of the 1990 season, where it took one final win.



melkorius's Profile Picture
Artist | Professional | Varied
United Kingdom
Current Residence: Uk - Glasgow
Favourite genre of music: Chill out music
Favourite photographer: none
Favourite style of art: Fantasy Art
Operating System:WI7
MP3 player of choice: iphone
Favourite cartoon character: ren and stimpy
Personal Quote: Intelligence pursuits me but I am quicker

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Add a Comment:
AgentJericho Featured By Owner 8 hours ago  Professional General Artist
Realy beautfull work ! Amasing and realy interesting ! Thanks to share it.
melkorius Featured By Owner 1 hour ago  Professional General Artist
The pleasure is all mine ;)
blueMALOU Featured By Owner Sep 26, 2015  Hobbyist Photographer


 :iconfeatureplz:::iconfeaturedplz: :iconlamborghinidevart: I made your day!;)

mecengineer Featured By Owner Feb 24, 2015
Happy Birthday
LouisEugenioJR Featured By Owner Feb 24, 2015  Hobbyist Traditional Artist
Happy birthday.
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