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1963 Jaguar E-type Lightweight by melkorius
1963 Jaguar E-type Lightweight
Twelve cars plus two spare bodies were made by Jaguar.

In some ways, this was an evolution of the Low Drag Coupé. It made extensive use of aluminium alloy in the body panels and other components. However, with at least one exception, it remained an open-top car in the spirit of the D-Type to which this car is a more direct successor than the production E-Type which is more of a GT than a sports car. The cars used an aluminium block tuned version of the production 3.8-litre Jaguar engine with 300 bhp (224 kW) output rather than the 265 bhp (198 kW) produced by the "ordinary" version. Factory-built lightweights were homologated by Jaguar with three 45DCO3 Weber carburettors in addition to a Lucas mechanical fuel injection system. Early cars were fitted with a close-ratio version of the four-speed E-type gearbox, with some later cars being fitted with a ZF 5-speed gearbox.

The cars were entered in various races but, unlike the C-Type and D-Type racing cars, they did not win at Le Mans or Sebring but were reasonably successful in private hands and in smaller races.

One Lightweight was modified into a Low-Drag Coupé (the Lindner/Nocker car), by Malcolm Sayer.

The Klat designed 1963 Jaguar E-type Lightweight Low Drag Coupe
Another Lightweight was modified into a unique Low-Drag design (the Lumsden/Sargent car), by Dr Samir Klat of Imperial College. Along with the factory LDC, this lightweight is now believed to reside in the private collection of the current Viscount Cowdray.

Many were fitted with more powerful engines as developments occurred.

On 14 May 2014, Jaguar's Heritage Business announced it will be building the six 'remaining' Lightweights. The original run of Lightweights was meant to be 18 vehicles; however only 12 were built. The new cars, using the un-used chassis codes, will be hand-built to exactly the same specification as the originals. Availability will be prioritised for established collectors of Jaguars, with a focus on those who have an interest in historic race cars.

2009 Pagani Zonda Cinque Roadster by melkorius
2009 Pagani Zonda Cinque Roadster
If you thought Pagani had milked the Zonda for all its worth, think again. This is the  Cinque Roadster, a roofless version of the Cinque Coupe, based on the track-only Zonda R. Like the Coupe, the Roadster has a carbon-titanium body, which means it’s more rigid than concrete.

And because carbon is so strong, Pagani hasn’t had to faff about making the Roadster as tight and honed as the Coupe - give or take the odd chassis tweak. Which means it weighs exactly the same at 1201kg. That’s good news for the power-to-weight ratio, because behind the driver sits a 678bhp Mercedes V12.

Pagani’s engineers were obviously kept awake at night, thinking up new ways to keep this thing agile. Everywhere you look there’s high-tech stuff, from the magnesium-aluminium wheels to the magnesium-titanium suspension. There’s even a ceramic coated exhaust (Wedgewood, we believe).

It’s a very special bit of kit, then, and only five will be made. So what’s stopping you? Not the £1.1-million price tag, surely?

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.

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melkorius's Profile Picture
Artist | Professional | Varied
United Kingdom
Current Residence: Uk - Glasgow
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Favourite style of art: Fantasy Art
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Favourite cartoon character: ren and stimpy
Personal Quote: Intelligence pursuits me but I am quicker

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nancorocks Featured By Owner Jan 31, 2016  Hobbyist Digital Artist
Thanks for the fav =)
nancorocks Featured By Owner Jan 26, 2016  Hobbyist Digital Artist
Thanks for the fav man =)
AgentJericho Featured By Owner Nov 28, 2015  Hobbyist General Artist
Realy beautfull work ! Amasing and realy interesting ! Thanks to share it.
melkorius Featured By Owner Nov 28, 2015  Professional General Artist
The pleasure is all mine ;)
blueMALOU Featured By Owner Sep 26, 2015  Hobbyist Photographer


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

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