Una FOTO por día, SOLO Motores!

[pablom16v]

Re: Una Foto por dia, de Motores...

" Quieto,....Quietooooooo NOOOOOOO Respire..............Sacateeeekdfgkfnkltng PUM asdhwja !!!!...
Respire "......






Sus bielas de titanio de su motor 962 estan OK, señor, ninguna fractura....puede darle sandunga seguro.....!!!

JAJAJAJJAAJA nunca un puchito

[jeresdeford]

Re: Una Foto por dia, de Motores...

[MATOIAVA]

Re: Una Foto por dia, de Motores...


share image

[nachoalpiso]

Re: Una Foto por dia, de Motores...

[jeresdeford]

Re: Una Foto por dia, de Motores...

[luchoxSCR]

Re: Una Foto por dia, de Motores...







El propietario....

[Joel_L79]

Re: Una Foto por dia, de Motores...

[nachoalpiso]

Re: Una Foto por dia, de Motores...

[El Negro 2007]

Re: Una Foto por dia, de Motores...

1936

[El Negro 2007]

Re: Una Foto por dia, de Motores...

1952 !!!

[zisan27]

Re: Una Foto por dia, de Motores...

1952 !!!

Es una replica de un auto de F2 negro, me extraña de vos que mas o menos algo sabes...

[MATOIAVA]

Re: Una Foto por dia, de Motores...


subir fotos gratis

[HKS]

Re: Una Foto por dia, de Motores...

1952 !!!

paraaaaaaaaaaaaaaaaaaaaaaa eso es un engendro!!!!!


es un motor delantero con un motor de gtv 2000 cc...paren el mundo!!!!!

[El Negro 2007]

Re: Una Foto por dia, de Motores...

Es una replica de un auto de F2 negro, me extraña de vos que mas o menos algo sabes...

Ese año 1952 se corrio Formula 1 bajo el reglamento de Formula 2, de ahi que ganara 9 de todas las carreras, son record aun pero cuando corrian con el reglamento del Caballo Rampante del Comisario
Solo le gano Fangio a esa Ferrari de Formula 2 con la Alfetta

[El Negro 2007]

Re: Una Foto por dia, de Motores...

paraaaaaaaaaaaaaaaaaaaaaaa eso es un engendro!!!!!


es un motor delantero con un motor de gtv 2000 cc...paren el mundo!!!!!

si, es un Alfa, el motor de Formula 2 que uso el Viejo y que hizo ue Ferrari, sea........bueh, un auto Formula 1 con motor Alfa de Lampredi, ahhhhh...uhhhhhhh ahora van a saltar que los que tienen un 128 IAVA todo podrido tienen un Lampredi en el garage...


Dedicado a los que rasgan las vestiduras !



Ferrari has become synonymous with Formula One. There have been many chassis types that have helped the establishment of the legend that is Ferrari, and its relationship with Formula One. The responses concerning which of those would best represent, or, best able to tell the story of Ferrari in Formula One would likely be varied. Statistically; however, no car did more to establish Ferrari's dominant reputation in Formula One than the Tipo 500. Over the course of its lifetime, the 500 would go on to set records in Formula One that would not be beaten until over thirty years later.

Throughout the 1951 Formula One World Championship and non-championship grand prix season Ferrari began to be a dominant force, even more so than Alfa Romeo and their 159 Alfetta. The engine and car builder Aurelio Lampredi had designed a 4.5-liter V12 that powered Ferrari, and their 375, to the manufacturer's first ever Formula One victory at the British Grand Prix. After that race, Ferrari began to unseat Alfa Romeo as the most dominant team in Formula One. However, Alfa Romeo; and Juan Manuel Fangio, would go on to earn the Driver's Championship that year.

Part of Lampredi's genius was his ability to take straight-forward engine designs and get the most out of them, both in power and reliability. His 4.5-liter V12 showed tremendous power and endurance throughout 1951 and formed a good basis from which to build.

The departure of Alfa Romeo at the end of 1951 caused concern for the new World Championship. The battle between Alfa Romeo and Ferrari had helped the new World Championship become more established and attractive to the public. The loss of Alfa Romeo could have proven to undo the new series and it could have just slipped into memory. In pursuit of remaining, the governing body decided it needed to make some changes to ensure competition, and therefore, interest in Formula One. The governing body had noticed the level of competition within Formula 2, and therefore, decided before the end of 1951 that in 1952 the World Championship would be run to Formula 2 specifications.

Armed with this knowledge, and the financial backing to do something about it, Aurelio Lampredi designed and built the Tipo 500. It would be introduced in Formula 2 toward the end of the 1951 season. This gave Ferrari time to work with the car to make it as reliable as possible before the start of the 1952 season. What would result would be a car for the ages.

Despite the records it would end up achieving over its lifetime, the Tipo 500 was amazingly simple in its design. Lampredi set out to build a truly uncomplicated and superbly competitive car. He would end up exceeded those goals by an incredible margin.

The car was built around a very straight-forward 2.0-liter inline four-cylinder engine that was capable of producing 175 bhp. The twin overhead cam engine was fed by four Weber carburetors and was capable of revving to over 7,500 rpms.

Lampredi had the engine with the power and the reliability. That was an important key. However, he needed to build a car that could make the most of the performance the engine was capable of delivering. Once again, Lampredi would exceed the expectations.

Throughout the later part of the 1940s, teams and drivers had been making due with cars designed prior to World War II. The money and materials were just not available to create new racing cars. As the 1950s approached, the money and the materials became more readily available. One important aspect the war did provide car designers was a greater understanding and emphasis on aerodynamic efficiency. Being lightweight and aerodynamically efficient became very important, especially in Formula 2 with engines that produced less horsepower. This clean efficiency became evident with Ferrari's 500. In order to take advantage of the engine as much as possible, Lampredi's design was particularly clean and offered little drag.

Lampredi started with the familiar cigar/teardrop shape, but would refine it to become a truly superb grand prix car. While it would vary from round to round, the nose featured a wide-mouth opening, a first for Ferrari's designs. Depending on the track and the conditions, the height of the opening would vary, but mostly, it was wider than it was tall. This pulled the line of the top of the chassis down toward the ground. This was possible with the much smaller four-cylinder engine housed under the hood. The lower top line of the car lowered the center of gravity at the nose. Combined with the width of the nose, the lower center of gravity out front helped to enable the car to be more stable in high-speed corners. In addition to the lower center of gravity and the width of the nose, the smaller engine was placed further behind the front wheel axle. This helped to place the majority of the car's weight toward the middle of the car, which also improved handling. This stability offered confidence and would inspire its drivers, like Alberto Ascaro, to push harder. This, of course, would boost lap times and gaps over the competition.

The rather wide, flat nose began to ascend as it travelled aft. At the same time the line ascended, the more familiar teardrop shape became noticeable. The welded tubular ladder-framed chassis enabled smoothly contoured bodywork to be attached to the car to create an aerodynamically clean design. The only protrusions out of the front of the chassis included the single exhaust pipe running down along the left side of the chassis and a small bulge to cover some of the engine components on the right side.

The front suspension consisted of wishbones and a transversely mounted leaf-spring. The 500's rear suspension featured the de Dion axle and a transverse semi-elliptic leaf spring. Two trailing arms helped to keep the axle from shifting forward or aft. Braking power for the 1200 pound car came through four-wheel hydraulically actuated drum brakes with machined fins that extended out into the airstream to aid in cooling.

The cockpit of the 500 was open and rather comfortable, at least for the upper-body. Besides the large wood-trimmed steering wheel, the most noticeable instrument on the panel was the rpm gauge for the four-cylinder engine. A small, single piece windscreen helped to block the driver from the wind and other damaging debris. Two small round mirrors flanked the windscreen.

The deeply cut-out cockpit exposed the driver's left arm to the exhaust pipe running right beside the cockpit. The driver's legs and feet slid down into channels on either side of a large metal box covering components of the engine and transmission. The four-speed transmission and driveshaft for the rear wheels ran through a tube in between the driver's legs. Of course, right behind the driver sat the car's large fuel tank, hidden under the car's bodywork.

This simple, and elegantly designed Ferrari didn't merely look good. In 1952, (with the exclusion of the Indianapolis 500) the Ferrari 500 F2 won every single round of the Formula One World Championship. The car also proved almost unbeatable in all of the other non-world championship events in which the car was entered.

Then, in 1953, the car would go on to win seven of the nine rounds that counted toward the World Championship. The only races it didn't win that year was the Indianapolis 500 and the Italian Grand Prix. Alberto Ascari would go on to win nine straight races in the 500 F2, which is a record that still continues to stand even today. In Formula One history, the Ferrari 500 is the second-most successful car of all time behind the McLaren MP4/4 of 1988.

With such records to its credit, it is obvious the Ferrari 500 established Ferrari's dominance in Formula One. Statistically, no other Ferrari has achieved the feats the 500 was capable throughout 1952 and 1953. Thanks to the 500 F2, the world over became used to associating Ferrari at the top of Formula One.