Bugatti EB110-quad turbo engine !

The Bugatti EB110 is a mid-engine sports car from Bugatti Automobili SpA. It was unveiled on September 15, 1991, in both Versailles and in front of the Grande Arche at La Défense in Paris, France, exactly 110 years after Ettore Bugatti's birth.
The car has a 60-valve, quad-turbo V12 powering all four wheels through a six-speed gearbox. The 3.5 L (3499 cc) engine has a bore of 81 mm (3.2 in) and a stroke of 56.6 mm (2.23 in) and is capable of 553 hp (412 kW; 561 PS) at 8000 rpm. Acceleration to 100 km/h (62 mph) takes 3.4 seconds, and the GT has a top speed of 213 mph (343 km/h).^[1]
The car uses a double wishbone suspension, with the chassis built by Aérospatiale, an aircraft company, and made from carbon fibre. Equipped with Gandini's famous lifting scissor doors, it has a glass engine cover that provides a view of the V12 engine along with a speed-sensitive electronic rear wing that can be raised at the flick of a switch. The shift-knob is placed closer to the driver so that less time is taken to shift. Five pre-production prototypes with aluminum chassis were built, followed by eight with composite chassis. Following these, it is believed that only 95 GT and 31 SS production models were constructed.
In 1992, a lighter and more powerful model with 603 hp (450 kW; 611 PS) at 8250 rpm, the EB110 SS (SuperSport) was introduced. This car is capable of 216 mph (348 km/h) and 0-100 km/h (62 mph) in 3.2 seconds.

Early in 1994 Formula One driver Michael Schumacher purchased a banana-yellow EB 110 Super Sport, giving the company a great deal of publicity.^[2] Derek Hill, son of American Formula One Champion Phil Hill, was one of the three drivers on a team that competed with an EB 110 in the United States at the 1996 24 Hours of Daytona.
Hard times hit the company in 1995 and, as result of chairman Artioli's over ambitious purchase of Lotus in addition to the company's quest to develop the EB112 four door car, the company was bankrupt. Dauer Racing GmbH of Nuremberg, Germany, bought the semi-finished EB 110 cars in the assembly plant plus the parts inventory through the bankruptcy trustee. The remaining chassis and a version of the engine were later developed by B Engineering into their Edonis sports car.
Despite later racing for Ferrari from 1996 onwards and a high profile collision with a truck the previous year (for which he blamed the braking system) Schumacher continued to retain the EB110SS. Schumacher sold the car in 2003 to Modena Motorsport, a Ferrari garage specialising in service, race preparation and sales of classic Ferraris in Germany.

Cars based on the EB110

B Engineering Edonis

Main article: Edonis

The B Engineering Edonis is based on the Bugatti EB110 Super Sport but has been extensively re-engineered, retaining little more than the carbon-fiber chassis from the original Bugatti. Both the exterior and interior of the car have been completely redesigned. The 3.5 liter Bugatti engine has had its displacement increased from 3500 cc to 3760 cc. The original four small IHI turbochargers have been replaced by two larger units from the same manufacturer. Engine power has been boosted from 450 kW (603 hp) and 650 N·m (480 lb·ft) of torque to 500 kW (671 hp) at 8000 rpm and 735 N·m (542 lb·ft).
In addition, the 4WD triple-differential drivetrain from the original Bugatti has been replaced with a much simpler and lighter RWD transaxle, thus saving approximately 70 kg (154 lb) from total weight. These power figures give the 1,500 kg (3,307 lb) Edonis a power-to-weight ratio of 480 bhp/ton. In addition, the engine's specific power output is an unprecedented 181 bhp/liter. The brand claims a maximum speed of 365 km/h (227 mph), while accelerating from 0 to 100 km/h (62 mph) in only 2.9 seconds.
B Engineering plans to build only 21 vehicles from chassis originally built for Bugatti by Aérospatiale (Most of the remaining chassis delivered to Bugatti prior to their bankruptcy were delivered to Jochen Dauer when he purchased the assets of the company). The Edonis is expected to sell for around €760,000.

As well as the Edonis, B Engineering also provide spare parts and service for the EB110.
Dauer Sportwagen in Nuremberg, Germany, bought the remaining stock of EB110 parts from the Bugatti factory.^[3] A complete spare parts catalogue, with exploded diagrams and part numbers is now available from Dauer Sportwagen. The company has used the few remaining incomplete chassis to produce the limited edition Dauer EB110.
The revised car weighs 507 pounds less than the 4,233 pounds of the original US-spec Bugatti. The European version weighed 4,145 pounds, but the Dauer car weighs only 3,726, despite adopting the longer US-style bumpers, which protect the car better. The crash beams behind the bumper skins are also made from carbon fiber.



The Bugatti engine is a 3.5-liter, quad-cam, five-valves-per-cylinder, 60-degree V12 with four IHI turbos. It originally came in two forms, with the EB110 GT rated at 560 bhp (420 kW) at 8,000 rpm and the "Super Sport" delivering 650 bhp (480 kW) at 8,250 rpm.^[4] The four-wheel-drive car can reach 60 mph (97 km/h) in just 3.3 seconds,^[4] achieve a standing kilometer in under 19 seconds and has an estimated maximum speed of 230 mph (370 km/h), some 7 mph (11 km/h) faster than the original. The company Dauer Sportwagen went bankrupt in 2008. All original Bugatti parts especially the high performance parts of the EB110SS and the equipment were bought in 2011 by the company Toscana-Motors GmbH (Kaiserslautern/Germany).

Fiat 130 Coupe

Fiat 130 must be the most American looking European/Italian car ever made.
The Fiat 130 is a large executive car manufactured by the Italian automaker Fiat, which was available as a saloon or coupé.The Coupé, based on the same platform, was introduced in March 1971. It was designed and built by Pininfarina, and significantly different in style, including a separate interior design (adopted in the saloon when it was upgraded to the 130B version which also featured the Coupé's enlarged 3235 cc V6). Even more luxurious, it featured a button-operated mechanism allowing the driver to open the passenger-side door. In addition to this model, there were two one-off variations built, a 2-door estate and a 4-door saloon known as the opera.Production of the saloon finished in 1976, with 15,093 produced. The Coupé continued until the following year, and production ended with 4,294 built in total.

Engine

Using the "128 type A" motor as a basis, a new crossflow V6 engine, with a 60° vee angle and rubber-toothed-belt driven twin overhead camshafts was developed for the model by Ferrari engine designer Aurelio Lampredi.^[3] It became known as the "130 type A" engine with a capacity of 2866 cc and a power output of 140 bhp (104 kW; 142 PS) at 5600 rpm.
The engine was uprated to 160 bhp (119 kW) for 1970,^[2] which involved raising the compression ratio from 8.3:1 to 9.0:1, increasing the size of the carburettor choke from 42 to 45 mm and reducing back pressure by extending the portion of the exhaust manifold that used individual pipes on each side of the V format engine.^[4] This provided useful performance improvements in a market-segment where relatively new models from Mercedes-Benz and Jaguar north of the Alps were setting an increasingly competitive pace.^[4]

In 1971, the "130 type B" engine was introduced, featuring a slightly increased bore (102 mm instead of 96 mm), displacing 3235 cc and producing 165 bhp (123 kW).^[2] at 5600 rpm.

Fiat 130 Coupé - identified as type "BC" on the chassis

Fiat 130 Coupe (UK model)

These cars appeared in 1971 at Geneva motor show. They exhibited a completely new 2-door body and a completely new interior entirely designed by Paolo Martin at Pininfarina. The car won a design prize, attributed to Pininfarina, and this helped Pininfarina begin a new life after all those years relying on the "Fiat 1800/Peugeot 404/Austin A60" concepts. Pininfarina extended the Fiat 130 Coupé line with two proposals that were rejected by Fiat : the Maremma in 1974 (2-door shooting break) and the Opera in 1975 (4-door saloon). Paolo Martin never got involved in these Fiat 130 Coupé variations, as he left the company soon after the design prize in 1971.The seats were shaped and designed by Paolo Martin with the collaboration of Giovanni Gottin, a specialist established in Turin. The dashboard was redesigned with sporty round dials, using white needles.The central console was redesigned by Paolo Martin, featuring wooden veneer, a row of switches and soft illumination throughout using state of the art fibre optics. The steering column is adjustable for rake and reach. The driver's seat has a degree of height adjustment.

Lotus Europa

 Today we continue our journey on the top 100 most beautiful cars of all time with Lotus Europa.
The Lotus Europa was a two door mid-engined GT coupé built by Lotus Cars from 1966 to 1975. In 2006 Lotus began production of a totally new, Lotus Elise-derived design, a mid-engined GT coupé named Europa S.

The original Europa used Lotus founder Colin Chapman's minimalist steel backbone chassis that was first used in the Lotus Elan, while also relying on its fibreglass moulded body for structural strength. The Europa was the first mass-produced mid-engine road car and was based on a prototype built to compete for Henry Ford II's contract to build a Le Mans race car in the early 1960s.[citation needed]

The Europa was designed and built to be an embodiment of Chapman's oft-stated philosophy of automotive design: "Simplify, then add lightness."

The four-wheel independent suspension was typical of Chapman's thinking; the rear suspension consisted of two relatively large trailing arms, one lower locating link per side, and the axles were used as upper locating links; very similar to Formula racing car designs of that era. Aside from the doors, bonnet (hood), and boot (trunk), the body was moulded as a single unit of fibreglass.

The car's handling prompted automotive writers to describe the Europa as the nearest thing to a Formula car for the road.[citation needed]

In all, Lotus built about 9,300 Europas.
History:

The concept originated during 1963 with drawings by Ron Hickman, director of Lotus Engineering (Designer of the original Lotus Elan, as well as inventor of the Black and Decker Workmate), for a bid on the Ford GT40 project. That contract went to Lola Cars as Colin Chapman wanted to call the car a Lotus and Henry Ford II insisted it would be called Ford. Chapman chose to use Hickman's aerodynamic design (with a still respectable today drag coefficient of Cd 0.29) as the basis for the Europa production model; originally intended to succeed the ageless Lotus 7.The Series 1 or S1 Europe (also known as Lotus Type 46) was announced for sale to European markets on December 20, 1966. The first cars were delivered in France in February 1967. The S1 was fitted with a modified Renault 16 1470 cc inline-four engine and a 4-speed gearbox. The engine was a special 82 hp (61 kW) version (as opposed to the 52 hp (39 kW) generated in standard form). Lotus associated the affordable but lightweight Renault engine and gearbox to the revolutionnary Europa longitudinal mid-engined layout, inverting the gearbox's crown wheel and its pinion gear to avoid having four reverse gears. The S1 weighed 610 kg (1512 lb), had a top speed of 110 mph (180 km/h), and did 0–60 mph in 10 seconds. Of particular note, nearly 0.9 g (8 m/s²) lateral acceleration was achieved on road tires of that era.

Only 296 examples of the S1 were manufactured (chassis numbers from 460001 to 460296). These are the rarest on the market. These cars had extremely light and minimalist construction, with fixed side windows, fixed seats (adjustable pedals needing the use of tools), no door handles, no internal door covers, and an aluminum dashboard. The steel chassis central beam was sandwiched (incorporated) within the fibreglass bodywork, thus reinforcing stiffness, but making repair rather complicated.

Series 1A and B (around 350 built) had removable side windows, wooden dashboard, and internal door panel covers which could accommodate the windows once taken off. Series 1B had a redesigned rear panel, with new, rectangular light clusters.

Including the S1A and S1B (which incorporated some of the later S2 changes) variations, 644 Europa S1s were manufactured. From Series 2 (Chassis Number 0645 onwards), the glassfibre bodywork was not glued to the chassis any longer but bolted and therefore could be separated for repairs.Series 2

The Europa S2, or Type 54, was introduced in April 1968. It used the same Renault engine as the Type 46, but offered a number of refinements, including electric windows, fully adjustable seats, a new interior, and a polished wooden fascia for the dashboard. Per request of the automotive insurance industry, Lotus switched to bolt fasteners (instead of resin bonding) to attach body to frame. A small number of Type 54s were modified to be "federalized", that is, made suitable for export to the United States. The Federal Type 54 was slightly modified. They were actually recalled because of the headlamps being too low (a "bug eye" headlamp raiser was to be installed). The Federal 54 had the low fenders of the European 54, but larger engine of the type 65. Perhaps 200 of these were made[citation needed].

In 1969-70, the Type 65 (also known as S2 Federal) was born, with additional changes to the body, chassis, and the powerplant to better comply with U.S. D.O.T. standards. Among the newer bits, the Renault engine was expanded to 1565 cc capacity over the previous 1470 cc. The front suspension was changed to make the front end of the car taller along with taller front fenders to raise the headlamps. Road&Track Magazine tested the Federal S2 and recorded 0-60 mph in 9.6 seconds with a top speed of 116 mph (187 km/h). 3,615 S2s were produced.Europa (2006–present)
Main article: Lotus Europa S
New 2006 Lotus Europa S

In 2005, Lotus released images of a new GT type car called the Lotus Europa S. It was officially introduced at the 2006 Geneva Motor Show. Lotus Europa S production commenced in July 2006. The engine is a 2.0 L turbo delivering 200 PS (147 kW; 197 bhp) at 5,400 rpm, with a maximum torque of 272 N·m (201 lb·ft) at 5,400 rpm. Delivering 0-60 mph in 5.6 seconds (0–100 km/h in 5.8 sec.) With a maximum speed of 143 mph (230 km/h). Lotus has no plans to export the Europa S to the USA before 2008. Despite this, the American manufacturer Dodge was developing an electric vehicle based on the Europa, known as the Dodge Circuit, which it planned to bring to the US market by 2010, however, the project was canceled according to Autocar in May 2009.

The Europa SE was unveiled at the Geneva International Motor Show on 5 March 2008. The Europa SE is an upgraded model with more comfort in mind, intended to bring in more customers. The Europa S motor has been modified to bring power to 225 PS (165 kW; 222 bhp) and torque to 300 N·m (221 lb·ft).

Maserati 3500 GT

Maserati's chief engineer Giulio Alfieri developed the two 2+2 prototype 3500GT, revealed at the Salon International de l'Auto in Geneva, March 1957. Both had a 2,600 mm (102.4 in) wheelbase and aluminum bodywork; one a superleggera body by Carrozzeria Touring of Milan, the other by Carrozzeria Allemano. The design incorporated

Maserati 350S-derived straight-six cylinder, DOHC 3485 cc litre 42 DCOE Weber carburetor engine (220 bhp at 5500 rpm),
mechanical Magneti-Marelli ignition, dual spark plugs and dual fuelpump
4-speed ZF S4-17 gearbox (2.98:1, 1.99:1, 1.34:1, 1:1),
Girling 12" turbofinned drum brakes front and rear
Borg & Beck-made single-plate dry clutch,
live rear axle, differential (mechanics) by Salisbury,
suspension by Alford & Alder: Front wishbone and coil-springed suspension; rear semielliptic springs.
16" steel wheels with 6.5" Pirelli Cinturato diagonal tires.

Minor design changes were done before production of the 1,420 kg (3,131 lb) Touring-based body started late 1957. Front disc brakes and limited slip differential became optional in 1959, standardized in 1960; rear discs became standard in 1962. Borrani knock-out wire wheels complemented the standard steel wheels, as well as wider 185x16" radial tyres. All cars had leather interior and Jaeger-LeCoultre instruments. Power windows was added as standard.

In 1959, the Maserati 5000 GT was introduced using the chassis of the 3500GT. Two steel-bodied convertible prototypes by Carrozzeria Vignale and Michelotti were developed in 1959 and shown at the Salon de l'Auto in Paris 1959.A spider made by Carrozzeria Vignale went into production in 1960, as the 3500 GTs or just «Vignale spider», and had a shortened 2,499 mm (98.4 in) chassis weighing 1,380 kg (3,042 lb).

The 3500 GTi was introduced in 1961 as the first fuel-injected Italian production car. It had a Lucas fuel injection (235 bhp). A 5-speed ZF S5-17 gearbox was now standard (3.02:1, 1.85:1, 1.29:1, 1:1, 0.85:1), as well as disc brakes all round. The body had a lowered roofline and become somewhat longer; minor outward changes appeared as well (new grille, rear lights, vent windows). The rather similar Maserati Sebring (3500 GTiS) also a 2+2 coupe entered production in 1962.

The first year (1958) sold 119 cars, 1961 was the best-selling year totalling 500. All together, 242 Vignale convertibles and nearly 2000 coupes were manufactured, of these, 1973 being Touring coupe, the rest were bodied by other coachbuilders, Carrozzeria Allemano (four coupes, including the 1957 prototype), Zagato (one coupe, 1957), Carrozzeria Boneschi (two cars; 1962, 1963 Salone dell'automobile di Torino, 1962); Salon International de l'Auto in Geneva, 1963), Pietro Frua (two or three coupes, one spider) and Bertone (one coupe). The last was a coupe by Moretti (Salon International de l'Auto in Geneva, 1966).

Mercedes-Benz W113

The Mercedes-Benz W 113 roadsters, designed by Paul Bracq, were produced from 1963 through 1971. They were known as the "pagoda roof" SL. The W 113 replaced the W 198 SL in 1963 and were in turn replaced by the R107 SL in 1971.

All models boast an inline six-cylinder engine with multi-port fuel injection using a mechanical pump system adapted from the diesel motors. All are rear-wheel drive, but are also equipped with independent rear suspension, a feature that greatly improved road handling. Most of these early SLs were sold with both the removable hard top and a soft top in the so-called "Coupe/Roadster" configuration, but there was also a "California Coupe" version available that came with the removable hardtop but no soft top. In these models, the soft top well (between the passenger compartment and trunk) is removed, and a drop-down bench seat is installed in its place. The rear seat is small and not very useful, so these 2+2 models are rare but not especially sought after today. While the SLs are relatively heavy compared to other similar roadsters, weight was reduced in part by the use of aluminum panels for the trunk lid, front hood, tonneau cover and door skins.By 1955, Mercedes-Benz Chief Engineer Prof. Fritz Nallinger and his team held no illusions regarding the 190SL's lack of performance, while the high price tag of the legendary 300SL supercar kept it elusive for all but the most affluent buyers. Thus Mercedes-Benz started evolving the 190SL on a new platform, model code W127, with a fuel-injected 2.2 liter M180 inline six engine, internally badged as 220SL. Encouraged by positive test results, Nallinger proposed that the 220SL be placed in the Mercedes-Benz program, with production commencing in July 1957.

However, while technical difficulties kept postponing the production start of the W127, the emerging new S-Class W112 platform introduced novel body manufacturing technology altogether. So in 1960, Nallinger eventually proposed to develop a completely new 220SL design, based on technology from the W112. This led to the W113 platform, with an improved fuel-injected 2.3 liter M127 inline-six engine and the distinctive "pagoda" hardtop roof, which was called the 230SL.

The 230SL made a remarkable debut at the prestigious Geneva Motor Show in March 1963, where Nallinger introduced it as follows: "It was our aim to create a very safe and fast sports car with high performance, which despite its sports characteristics, provides a very high degree of traveling comfort."Production began in July 1963 with the 2.3 liter 230 SL and ceased in January 1967. These models were commonly 4-speed manual transmission cars, but a 4-speed automatic transmission was also available and popular for U.S. market cars. The 230 SL sported front disc and rear drum power-assisted brakes. They quickly gained popularity in the U.S. market, and this eventually led to more and more cars being built with automatic transmissions.

A chronology of the most visible changes made to the 230 SL:[4]

August 1964: Wheel width increased from 5.5 in (14.0 cm) to 6 in (15.2 cm).
November 1964: Spare tire well removed; tire mounted horizontally.
July 1965 Exhaust manifold changed from sheet steel to cast iron, exhaust headpipes changed to match.
August 1965: Engine oil dipstick vent and filter omitted. Shape of horn ring changed from round to flattened top segment.
November 1965: Gear shift lever bent forward 55mm. Intake air heating coil added ahead of throttle housing.
Production of the 2.5 liter 250 SL commenced in December 1966 and ceased in January 1968. This model had basically a one-year production run, introduced at the 1967 Geneva Motor Show,[5] although in North America many were sold in, and titled as, 1968 model year cars. This model is the rarest of the W113 cars. The main changes were the use of a 2496 cc engine with seven main bearings in place of the 2306 cc with four main bearings of the 230 SL.[5] Also unchanged was the claimed 150 bhp (112 kW; 152 PS) maximum power: the new engine did, however, significantly improve torque, up from 145 lb·ft (197 N·m) to 159 lb·ft (216 N·m).[5] Stopping power was also improved with the addition of rear disc brakes. The 250 SL retained the stiffer suspension and sportier feel of the early SLs but provided significantly improved performance, especially given the engine's wider power band. Like its predecessor, the 250 SL was offered with a four speed automatic transmission, a 4-speed manual transmission,[5] and a new ZF 5-speed manual transmission that remained an option on the 280 SL through 1970.

A chronology of the most visible changes made to the 250 SL:[4]

January 1967 (production start):
Cooling water tank changed from flat top to round top, capacity increased from 10.8 L (2.9 US gal) to 12.9 L (3.4 US gal);
Fuel tank capacity increased from 65 L (17.2 US gal) to 82 L (21.7 US gal);
Rear disc brakes instead of drums;
New "California Coupe" with rear bench seat instead of soft-top.

August 1967:
Modernized door handles, locks, window cranks (the 1967 250 SL had the same door hardware as the 230 SL; the 1968 250 SL had the same door hardware as the 280 SL);
Safety features; Collapsible steering wheel and padded hub, flat control knobs, dash top padding rounded and softer;
More angular side view mirrors;
U.S. models: now mandatory side reflectors added to fenders.
These cars are also popular as U.S. gray-market import vehicles. That is, cars brought to the U.S. from Europe some years after their original production. The European-spec vehicles have a number of subtle differences from U.S. market cars. The most obvious one are the distinctive European 'fishbowl' headlights versus the 'sealed beam' bulb headlights required in the U.S. Somewhat less known is that some European cars were using amber lenses on the rear turn signals much earlier than U.S. models, which were legally required to use all-red tail lights (U.S. laws eventually changed allowing amber turn-signals). Other differences included metric gauges, no chrome bumper guards, no side reflectors, no emission control equipment, 'single-side' parking lights, higher rear-axle ratios, and more use of chrome throughout the interior (most notably the rear mirror frame). Also, automatic transmission, A/C and white wall tires were much more popular in the U.S. than in Europe. Depending on the market, many Euro-spec cars were also equipped with aftermarket hazard lights, a U.S. safety requirement that was not required in Europe until later production years.