Автор Тема: The best of `80`s and `90`s : F1, DTM, Rally....  (Прочитано 20999 пати)

Отсутен Stratro

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Одг: The best of `80`s and `90`s : F1, DTM, Rally....
« Одговори #15 на: Мај 05, 2011, 08:57:11 am »

Razlikata megu F1 pred 20 godini i denes pocnuva na 1:30 sec..

« Последно менување: Мај 05, 2011, 09:28:27 am Stratro »

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Одг: The best of `80`s and `90`s : F1, DTM, Rally....
« Одговори #16 на: Мај 05, 2011, 11:03:16 am »
http://www.youtube.com/watch?v=HrbJPsPtTyU Сите почитувачи на Сена сигурно го имаат гледано за другите обавезно да го изгледаат има многу работи што не и се познати на јавноста а се доста интересни и најдобро ја претставува F1 во тоа време.

Го гледав сабајле, цел филм Матеј, одличен е и ти препорачувам и на тебе да го гледаш...
Го имам гледано затоа и го поставив иако немам фатено многу трки од Сена сепак го сметам како и многу други за најдобар на сите времиња.

Ок, ова тогаш нека биде порака за сите други... кој не го гледале да го гледаат... целата историја за Сена, интересен момент ми е сејфти карот, опел вектра :)

Отсутен Stratro

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Одг: The best of `80`s and `90`s : F1, DTM, Rally....
« Одговори #17 на: Мај 05, 2011, 12:16:21 pm »
Vektrata mislam deka e brza pomos na dokumentarecot.
Vide kakov bandaz ima? ;D

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Одг: The best of `80`s and `90`s : F1, DTM, Rally....
« Одговори #18 на: Мај 05, 2011, 17:21:46 pm »
Видов, исти како твојте... :)

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Одг: The best of `80`s and `90`s : F1, DTM, Rally....
« Одговори #19 на: Мај 05, 2011, 22:50:32 pm »
Ајде и малце BTCC во темава!  :)



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« Одговори #20 на: Мај 08, 2011, 19:32:26 pm »








Model history:
  First raced early in 1981 the Audi Quattro revolutionized rallying. It was the first rally car to successfully use all-wheel drive. Once the competition caught on and the Quattro's weak spots were revealed; it was too long and heavy. Especially the bespoke rally cars built to the new for 1982 Group B regulations had the edge over the original Quattro. After two evolutions, it was eventually replaced by the brand new Sport Quattro in 1984.

Just like the other manufacturers, Audi used the lenient homologation requirements to create a new rally car. All they needed for homologation was a production run of just 200 cars. There was a distinct difference though in Audi's approach as the Roland Gumpert led engineers used the existing 'urQuattro' design as a basis. The likes of Peugeot and Lancia went one step further by developing their Group B racers from the ground up around custom-built spaceframe chassis.

One of the original Quattro's biggest problems was addressed by shortening the wheelbase. A section of 320 mm (12.6 inches) was cut from the chassis behind the doors. With the engine still mounted ahead of the front axle, the short wheelbase Sport Quattro had massive overhangs that made for very strange proportions. Further weight was cut by replacing most of the steel body panels with lightweight composites like Kevlar and fiberglass and aluminium.

The all-aluminium five cylinder in-line engine was also a development of the existing design. It displaced just over 2.1 liter to slot into the three-liter class (for turbocharged engines a 1.4 equivalency factor was used). In competition trim, the turbocharged engine produced at least 350 bhp. As mentioned earlier the entire engine was mounted ahead of the front axle. Although this was not the most obvious location for the engine, it make installing the Quattro all-wheel drive system considerably easier.

Priced at a staggering 203,850 German Marks, the 300 bhp homologation special was introduced during 1983. By May 1st of 1984 the required 200 cars were constructed and the Sport Quattro was fully homologated. Audi's new rally weapon was handed to an all-star driver line-up that included Hannu Mikkola, Walter Röhrl, Michele Mouton and Stig Blomqvist. Considering that the previous Quattro had still been good enough to help Mikkola win the 1983 World Rally Championship, expectations for the new Sport Quattro were understandably high.

Blomqvist's spectacular, very sideways driving style suited the Sport Quattro perfectly. By flicking the tail out, the Swede overcame the natural understeer of the nose-heavy Audi. He won five of the twelve rounds and was crowned the 1984 World Champion. Mikkola and Röhrl also won a round, which was enough to clinch the constructor's trophy as well. The writing for the Sport Quattro was on the wall; the mid-engined Peugeot 205 T16 introduced halfway through the season had won three of the last four rallies of the year.

The Group B regulations allowed for an evolution an existing car under the condition that an additional 20 examples were produced. This allowed Audi to create the Sport Quattro S1, which was introduced at the 1000 Lakes rally in August of 1985. Visibly it was quite a dramatic make-over thanks to a massive scoop on the nose and a large rear wing. The awkward weight balance was also addressed by moving the radiators, battery and other auxiliaries to the rear of the car.

Further modifications under the the kevlar body panels concentrated on the drivetrain. The turbocharged 'five' now produced well over 500 bhp, which came at the expense of low-end grunt due to the turbo-lag. To counter that the S1 was fitted with an anti-lag system that fed fuel into the turbo to keep it spinning even when the throttle was closed. The resulting bangs and exhaust-flames were immediate fan favourites. At some rallies, Audi also experimented with a 'PDK' dual clutch automatic gearbox.

By the time the Sport Quattro S1 made its debut, the Peugeot 205 T16 had already won six rallies out of a possible eight. At the new car's first outing, reigning champion Blomqvist scored a commendable second with the S1, behind a Peugeot of course. Röhrl salvaged the season for Audi by winning the San Remo Rally. There the massive power and traction of the Audi gave it the edge over the better handling and much nimbler Peugeot. Having barely caught on with the Peugeot, Audi was confronted with an all new turbocharged and supercharged Lancia at the final round of the season.

Audi's engineers worked hard over the winter on the engine, which reportedly produced in excess of 600 bhp at the start of the 1986 season. The podium of the traditional season opening Rallye Monte Carlo was telling with a Lancia and Peugeot heading the third placed Audi of Mikkola. Audi's presence in the World Championship came to a dramatic end after the Rallye de Portugal. Three spectators were killed and a further 30 were injured after a Ford RS200 pilot plunged into the crowd. Audi announced their withdrawal from the sport shortly after.

Audi also dispatched the Sport Quattro and Sport Quattro S1 to the United States for the annual Pikes Peak Hillclimb. In 1984 Michelle Mouton became the first woman to win 'The Race to the Clouds.' In 1985 she repeated that feat in a Sport Quattro S1. Bobby Unser continued Audi's winning streak in 1986. With Group B cancelled in 1987 the competition at Pikes Peak was much stronger that year. Röhrl was handed a mildly modified Sport Quattro S1 with an even wilder bodykit. The turboboost was raised to produce a rumored 1000+ bhp. The German rally-legend won at his first attempt.

Audi's world rally program lasted less than five years but its influence can still be felt. With four championships, the adventure was also highly successful for Audi. The Sport Quattro and the extreme Sport Quattro S1 represented the final development of the 'urQuattro' and remain as the most powerful rally cars ever built. The valuable lessons learned were later applied to GT and Touring car racing, winning Trans-Am, DTM and BTCC titles in the following years


http://www.ultimatecarpage.com/car/610/Audi-Sport-Quattro-S1.html
« Последно менување: Мај 08, 2011, 22:48:33 pm Stratro »

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Одг: The best of `80`s and `90`s : F1, DTM, Rally....
« Одговори #21 на: Мај 11, 2011, 15:33:04 pm »





After going through a difficult period in the 1970s due to the various fuel crises, international motorsport returned with a vengeance in the 1980s. A variety of technical innovations led to the development of some of the most outrageous track and rally racers. For the 1982 season, the sport's governing body, the FIA, regrouped the various classes into Group A for high production derived racers to Group C for prototypes. The World Rally Championship would be held for Group B cars, which replaced the Group 4 rules of the previous seasons.

These rule changes inspired Lancia to return to the sport, the sport they had previously dominated with their Fulvia and Stratos. There was a homologation requirement of 200 examples and there were four displacement divisions with their own minimum weight ranging from 820 kg for the 2000 cc group to 1100 kg for the 4000 cc group. For forced induction engines there was a 1.4 equivalency factor. Lancia took the rules very literally and designed a new rally car from the ground up. To meet the homologation requirements 200 slightly downtuned versions would be available to the public.

Following lessons learned with the Stratos rally car and the Beta road racer, a mid-engined layout was chosen for the '037'. The two litre engine was derived from the successful Fiat Abarth 131 and supercharged for the occasion. Power was transferred to the rear wheels only as the Lancia engineers felt the Audi pioneered four wheel drive system to be too complex. Ease of access was one of the key ingredients of the design; the gearbox could be changed in twelve minutes. The nimble Lancia's handling was unmatched, but the lack of four wheel drive and the lack of power from the supercharged engined were big handicaps. Nevertheless many wins were scored between 1982 and 1985 and Lancia clinched the Constructor's crown in 1983.

While the 037s gave the Audis and later Peugeots a good run for their money, the Lancia and Abarth people were busy on something very special. For marketing purposes the new rally car somewhat followed the lines of the recently launched, Giugiaro designed Delta. That's about where the similarities stopped. This time the engineers really started with a clean sheet as every part of the 'Delta S4' was purpose built. Again the emphasis was on ease of access to allow for quick repairs, which were frequently required. Some of the accessibility was sacrificed when the designers opted for a four wheel drive system.

The all aluminium 1.8 litre four cylinder engine was the most advanced of its era and featured a Supercharger and a Turbocharger. This provided the engine with plenty of low end torque as well as nearly 500 bhp at 8400 rpm. Compared to the contemporary F1 cars these figures might not sound very impressive, but these engines could be cold-started without external assistance in arctic conditions and survive the continuous abuse on the roughest terrain. The four cylinder unit was installed longitudinally behind the passenger compartment in a steel spaceframe chassis. The gearbox and transfer case for the four wheel drive system were mounted in front of the engine, so all the weight was concentrated between the two axles.

Lancia struggled to get to terms with the four wheel drive system, which caused the introduction of the Delta S4 to be postponed to the 1985 RAC Rally; the last of the season. The wait proved well worth it as Finnish driver Henri Toivonen drove the S4 to an impressive debut victory. He repeated that feat in the 1986 season opening Monte Carlo Rally, despite severely damaging his car between two special stages. The Lancia mechanics managed to repair the damaged chassis by simply cutting out the damaged tubes and replacing them by new ones and all of this in less than 30 minutes. At the next round in Sweden, the S4 dictated the pace again, but this time the reliability let Toivonen down. Marku Alen's car did survive the arctic rally and he finished second.

After Sweden it all went terribly wrong for Group B in general and Lancia in particular. At the first day of the next round in Portugal, local driver Joaquim Santos went off the road in a Ford RS200 killing three spectators and injuring several dozen more. The rally was obviously cancelled and the FIA promptly killed off the Group S class proposed for 1987. This was intended for an even more specialized machine of which just ten examples were required for homologation. At the Tour de Corse things got even worse when Toivonen had a fatal crash. This was the final blow for Group B as Audi retired immediately after and the FIA announced the World Championship would be run for more civilized Group A cars in 1987.

Even though the Delta S4 was still very fresh, the engineers at Lancia saw an opportunity to incorporate even more know-how in for the proposed Group S car and work commenced on that early in 1986. Surprisingly the project was not abandoned when Group S was cancelled. Later in the year the wraps were taken off the Experimental Composite Vehicle, or ECV at the Bologna Motorshow. It looked similar to the S4, but featured a highly advanced carbon composite monocoque chassis. It was powered by twin Turbocharged version of the four cylinder engine, which was capable of 600 bhp, although Group S regulations would have restricted it to 300 bhp. Sadly the car was never raced.

In compliance with the rule changes, Lancia developed a rally car much more closely related to the Delta production car. The engine was mounted transversely in front of the driver and although Turbocharged, produced a more civilized 265 bhp. Both the road and rally versions of this Delta HF Integrale were a big hit and Lancia dominated the World Rally Championship for years to come.

Отсутен Stratro

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Одг: The best of `80`s and `90`s : F1, DTM, Rally....
« Одговори #22 на: Мај 11, 2011, 15:33:59 pm »
Too fast to race - GROUP B RALLY - Documentary

« Последно менување: Мај 11, 2011, 15:38:02 pm Stratro »

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Одг: The best of `80`s and `90`s : F1, DTM, Rally....
« Одговори #23 на: Мај 11, 2011, 17:45:05 pm »
Одличен документарец - вреди секоја минута! Фала Стратро!

Отсутен Cuore Sportivo

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Одг: The best of `80`s and `90`s : F1, DTM, Rally....
« Одговори #24 на: Мај 12, 2011, 11:47:39 am »
http://www.youtube.com/watch?v=HrbJPsPtTyU Сите почитувачи на Сена сигурно го имаат гледано за другите обавезно да го изгледаат има многу работи што не и се познати на јавноста а се доста интересни и најдобро ја претставува F1 во тоа време.

Го гледав сабајле, цел филм Матеј, одличен е и ти препорачувам и на тебе да го гледаш...
Го имам гледано затоа и го поставив иако немам фатено многу трки од Сена сепак го сметам како и многу други за најдобар на сите времиња.


Знаете ли дека на Табаковски ќерка му се вика Сена.


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Одг: The best of `80`s and `90`s : F1, DTM, Rally....
« Одговори #25 на: Мај 12, 2011, 11:53:55 am »
Да да... али љубов према спортот, гледај што ти прави...

Отсутен Stratro

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Одг: The best of `80`s and `90`s : F1, DTM, Rally....
« Одговори #26 на: Мај 12, 2011, 11:59:53 am »
Ako imam kerka..da ja krstam Kalibra ondak?

;D ;D

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Одг: The best of `80`s and `90`s : F1, DTM, Rally....
« Одговори #27 на: Мај 12, 2011, 12:06:43 pm »
Ја знам за еден дечко од Швајцарија што има Леон, и ќерката му се вика Леона.

No bull.

Отсутен Stratro

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Одг: The best of `80`s and `90`s : F1, DTM, Rally....
« Одговори #28 на: Мај 12, 2011, 12:31:45 pm »
BEST OF DTM - On Board camera.




A eve i nesto sto poretko se naoga na youtube...

DTM Norising 1996 - FULL RACE.

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Одг: The best of `80`s and `90`s : F1, DTM, Rally....
« Одговори #29 на: Мај 12, 2011, 15:11:15 pm »
Ako imam kerka..da ja krstam Kalibra ondak?

;D ;D

Требаше моено да го крстам Џулиета. ;D ;D ;D ;D

 Да беше мушко Ромео ( од шутка ) ;D ;D ;D ;D ;D ;D ;D ;D


« Последно менување: Мај 12, 2011, 15:12:52 pm Cuore Sportivo »