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Re: Una Foto por dia, de Motores...
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Re: Una Foto por dia, de Motores...
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Re: Una Foto por dia, de Motores...
Originally posted by apista1 View Post
claramente, NO !
una dosis de nitro, si....pero vuela el embrague....despues vuela el piston y todo lo que sube, baja y gira.....
Comprobado .....jajajaComment
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Re: Una Foto por dia, de Motores...
boludo estamos re al pedoooo jajajasjajajajaj
tengo que ir a comprar carne para el azado y no puedo arrancar...Last edited by apista1; 03-03-2014, 16:26.Comment
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Re: Una Foto por dia, de Motores...
Para Mario :
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Re: Una Foto por dia, de Motores...
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Re: Una Foto por dia, de Motores...
1975
2.65 Litros
6 cilindros, doble turbo
The 935's engine was a 560 hp (420 kW) (at 7900 rpm) version of the regular 3.0 L flat-6, with 60 mkp torque at 5400 rpm. Boost was between 1.35 and 1.55 and fuel consumption was 52 litre per 100 km. Capacity was reduced to 2.85 L, and with the turbo charging penalty factor of 1.4, it fit into the 4.0 L class
The Moby Dick engine was the basis for an all-watercooled 2.65L engine intended for the Indy 500, but rule makers there, remembering the dominance of the Porsche 917/10 turbo and 935, limited its boost so it would not be competitive against domestic machinery. Instead, the engine was used in the 1981 Le Mans winning 936/81, and in the 956 and 962C which would dominate the mid 1980s. Since 1999, this engine block forms the basis of the successful GT3 models.
At the 1978 24 Hours of Le Mans, the 935 qualified third, barely beaten by a Renault Alpine and a 936. Compared to 1976, lap times were 15 seconds quicker now. With its 3.2L engine, it was the fastest car on the straight in Le Mans at 235 mph
Penske may well have had a better idea: during that year he was in direct contract with Porsche about a possible engine supply for the 500-mile race. With turbocharged engines in the ascendancy in this race, who had more expertise in the field than the wizards of Weissach?
With his own dynamometer test facilities in Reading, Pennsylvania, Penske could brief Porsche on the performance that was needed to compete at Indy. On his behalf, Mark Donohue did so in a telex to turbo specialist Valentin Schäffer on February 26, 1975. He provided data on an Offy running at a boost pressure of 30½ p.s.i. that delivered in excess of 830 horsepower over the speed range from 7,600 to 8,800 rpm-a clue to the venerable Offy's ability to launch drivers out of the Indy Speedway's turns.
Six months later Roger Penske himself sent a telex of September 2, 1975, to Ernst Fuhrmann that set out the performance of the current Offy on a boost of 20½ p.s.i. and also its output with the new lower boost-pressure limit of 18¼ p.s.i. that would be enforced for 1976 with the new-fangled pop-off valve.
The latter showed peak torque of 466 lb-ft at 7,200 rpm and maximum power of 721 bhp at 8,800 rpm that was largely maintained to 9,200 rpm.
Details of fuel consumption and engine specification were provided as well.
Talks with Porsche followed; Roger Penske was in Europe the week following his telex and made arrangements to meet with Fuhrmann. In an important respect their meeting was somber. Only days had passed since Mark Donohue had died on August 19 from injuries suffered in a crash during the warm-up for the Austrian Grand Prix. Driver-engineer Donohue had provided the vital link between Penske and Porsche that led to great success in the Can-Am series. Was Penske likely to be the same force in the future that it had been under Donohue? Mark's many friends and colleagues at Porsche were entitled to have their doubts.
Another factor was at work which Mark himself had referred to. This was that Penske had received much of the credit for the success of the Can-Am campaign. We recall that Mark said he was "disappointed that I get all the credit for what Porsche did." That disappointment was shared by many in Stuttgart and its surroundings. Without Donohue's demanding perfectionism the 917 might never have succeeded in the Can-Am series, but clearly without Porsche the Penske team would never have trounced the dominant McLarens.
The issue of a suitable Indy partner was moot after a meeting held on Wednesday, June 22, 1977, at Weissach to review the findings of the scouting trip to Indianapolis. Chaired by Ernst Fuhrmann and including all the responsible parties, the gathering concluded with a decision to abjure an official involvement with Indy. A week and a half earlier Porsche had won Le Mans for the second time running after a dramatic tussle with the Alpine-Renaults. The new 928 had just been launched and there was plenty of work to do to get it reliably on the road. For the time being, Indy could wait.
Last edited by El Negro 2007; 03-03-2014, 20:28.Comment
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Re: Una Foto por dia, de Motores...
1987 ! postuma machinaOriginally posted by apista1 View Post
2.8 litros
V8, doble turbo
478 cavallinos que cada 10.000 Km deben ser llevados Maranello....Last edited by El Negro 2007; 03-03-2014, 20:28.Comment
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Re: Una Foto por dia, de Motores...
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Re: Una Foto por dia, de Motores...
y bueno negro es un auto de carrera en la calle...1987, fue en su momento el coche mas rapido del mundo con 324km/h, 1km en 21 seg, 4.5 de 0 a 100, dejo chiquita a su competencia directa tanto en prestaciones como circuito...mas no le podes pedir jejejOriginally posted by El Negro 2007 View PostComment
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Re: Una Foto por dia, de Motores...
Hacia bastante que no entraba, y el negro me arruino el dia con esta pagina. Que lindos son los boxerrrrrComment
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