shahriar.shafinezhad.moghani

26/05/2021

30/11/2020

The Ferrari F40 (Type F120) is a mid-engine, rear-wheel drive sports car[11] engineered by Nicola Materazzi with styling by Pininfarina. It was built from 1987 to 1992, with the LM and GTE race car versions continuing production until 1994 and 1996 respectively.[2] As the successor to the 288 GTO (also engineered by Materazzi), it was designed to celebrate Ferrari's 40th anniversary and was the last Ferrari automobile personally approved by Enzo Ferrari. At the time it was Ferrari's fastest, most powerful, and most expensive car for sale.[14]

Ferrari F40OverviewManufacturerFerrari S.p.AProduction1987–1992
1,315 produced[1][2][3]AssemblyMaranello, ItalyDesignerNicola Materazzi (Chief Engineer);[4][5][6][7]

[8][9]

Leonardo Fioravanti and Pietro Camardella[10] at Pininfarina (Styling)[2]Body and chassisClassSports car (S)Body style2-door berlinettaLayoutLongitudinally-mounted, rear mid-engine, rear-wheel drive[11]PowertrainEngine2,936 cc (2.9 L) twin-turbocharged Tipo F120A/F120D 90° V8[1][12]Power output478 PS (352 kW; 471 hp)[1]
484 PS; 356 kW (477 hp) US-spec[12]Transmission5-speed manualDimensionsWheelbase2,450 mm (96.5 in)Length4,358 mm (171.6 in)Width1,970 mm (77.6 in)Height1,124 mm (44.3 in)Curb weight1,254–1,369 kg (2,765–3,018 lb)[13]ChronologyPredecessorFerrari 288 GTOSuccessorFerrari F50

The car debuted with a planned production total of 400 units and a factory suggested retail price of approximately US$400,000 (fivefold the price of its predecessor, the 288 GTO[15]) in 1987 ($900,000 today).[16] One of those that belonged to the Formula One driver Nigel Mansell was sold for the then record of £1 million in 1990, a record that stood into the 2010s.[17][18][19][20] A total of 1,315 cars were manufactured with 213 units destined for the United States

30/11/2020

The mid-engined 250 Le Mans looked very much the prototype racer but was intended for production as a road-going GT. Descended from the 250 P, the Le Mans also appeared in 1963 and sported Pininfarina bodywork. Ferrari was unable to persuade the FIA that he would build the 100 examples required to homologate the car for GT racing. Eventually, 32 LMs were built[6] up to 1965. As a result, Ferrari withdrew from factory participation in the GT class of the 1965 World Sportscar Championship, allowing the Shelby Cobra team to dominate. A 250LM, competing in the Prototype category, won the 1965 24 Hours of Le Mans.

Only the very early LM's were true 250 models. All the others were made as 3.3-litre models, and as such should have been named 275 LM. The early cars were converted to the 3.3-litre engine.

30/11/2020

The Ferrari 275 is a series of front-engined V12-powered grand touring automobiles with two-seater coupé and spider bodies produced by Ferrari between 1964 and 1968. The first 275 series cars were powered by a 3.3 L (3286 cc) overhead camshaft Colombo 60° V12 engine producing 260–320 hp (190–240 kW). An updated 275 GTB/4 was introduced in 1966, with a revised four overhead camshaft engine producing 300 hp (220 kW). The 275 series were the first road-going Ferraris equipped with a transaxle and independent rear suspension.[1][2]

OverviewManufacturerFerrariProduction

1964–1966 (275 GTB, GTS)1966–1968 (275 GTB/4)1967 (275 GTS/4 NART Spyder)

Designer

PininfarinaScaglietti (275 GTS/4 NART Spyder)

Body and chassisClassGrand tourerBody style

2-door coupé (GTB models)2-door spider (GTS models)

LayoutFront-engine, rear-wheel-drive layoutPowertrainEngine

3.3 L Colombo V12 enginewith two overhead camshafts (275 GTB, GTB/C and GTS)or four overhead camshafts (275 GTB/4 and GTS/4 NART Spyder)

Transmission5-speed manual transaxle with synchromeshDimensionsWheelbase2,400 mm (94.5 in)Curb weight

1,300 kg (2,866 lb) (steel bodied 275 GTB/4)1,112 kg (2,452 lb) (alloy-bodied 275 GTB/C)

ChronologyPredecessorFerrari 250Successor

Ferrari 365 GTB/4Ferrari 330 GTS

Pininfarina designed the 275 coupé and spider bodies,[1] while Scaglietti designed the 275 GTS/4 NART Spyder, of which only 10 were made.[3]

Motor Trend Classic named the 275 GTB coupé/GTS spider as number three in their list of the ten "Greatest Ferraris of all time",[4] and the 275 GTB/4 was named number seven on Sports Car International's 2004 list of Top Sports Cars of the 1960s. In a September 1967 road test, Road & Track described the NART Spyder as "the most satisfying sports car in the world."[5][6]

30/11/2020

The Ferrari 250 is a series of sports cars and grand tourers built by Ferrari from 1952 to 1964. The company's most successful early line, the 250 series includes many variants designed for road use or sports car racing. 250 series cars are characterized by their use of a 3.0 L (2,953 cc) Colombo V12 engine designed by Gioacchino Colombo. They were replaced by the 275 and 330 series cars. Early Ferrari 250 cars fitted 16" Borrani wheels with either Pirelli Stella Bianca Crossply tyres or 185R16 Cinturato radial tyres. Later road cars fitted 15" Borrani wheels and 185R15 Pirelli Cinturato.

OverviewManufacturerFerrariProduction1952–1964DesignerGiotto Bizzarrini
Scaglietti
Pinin Farina
Vignale
GhiaBody and chassisClassGrand TourerBody styleBerlinetta
cabriolet
coupéLayoutLongitudinally-mounted, front-engine, rear-wheel-drivePowertrainEngine3.0 L (2953.21 cc) Colombo V12
3.0 L (2963.45 cc) Lampredi V12 (Europa)Transmission4-speed manual
5-speed manualDimensionsWheelbase2,400 mm (94.5 in) (SWB)
2,600 mm (102.4 in) (LWB)
2,800 mm (110.2 in) (Europa)ChronologyPredecessorFerrari 212 Inter/Ferrari 225 SSuccessorFerrari 275/Ferrari 330

Main article: Ferrari 250 S

The first 250 was the experimental 250 S berlinetta prototype entered in the 1952 Mille Miglia for Giovanni Bracco and Alfonso Rolfo. The Mercedes-Benz W194 racers of Rudolf Caracciola, Hermann Lang, and Karl Kling were faster on the long straights but the 230 PS (169 kW; 227 hp) Ferrari made up sufficient ground in the hills and curves to win the race.[2] The car was later entered at Le Mans and in the Carrera Panamericana.

The 250 S used a 2,250 mm (88.6 in) wheelbase with a "Tuboscocca" tubular trellis frame. Suspension was by double wishbones at the front, with double longitudinal semi-elliptic springs locating the live axle at the rear. The car had the drum brakes and worm-and-sector steering typical of the period. The dry-sump 3.0 L (2,953 cc (180 cu in)) engine used three Weber 36DCF carburettors and was mated directly to a five-speed manual transmission.

25/11/2020

Motorcycle ID- YAMAHA-RD 125

Year of manufacture in the factory- 1991

Year of making a costume- 2018

Nicknamed- Poseidon

Customized by- shahriar-shafinezhad-moghani

13/10/2020

The Mercedes-Benz W111 was a chassis code given to a range of Mercedes-Benz vehicles produced between 1959 and 1971, including four-door sedans (1959-1968) and two-door coupés and cabriolets (1961 to 1971). Their bodywork featured distinctive American-style tailfins that gave the models their Heckflosse nickname — German for "fintail".

Mercedes-Benz W111OverviewManufacturerMercedes-BenzProductionSedan: 1959–1968
Coupe: 1961–1971
370,807 builtAssembly

West Germany: StuttgartAustralia: Port Melbourne[1]

DesignerFriedrich GeigerBody and chassisClassFull-size luxury car (F)Body style4-door sedan
2-door coupé
2-door convertibleLayoutFR layoutRelatedMercedes-Benz W110
Mercedes-Benz W112
Mercedes-Benz W113PowertrainEngine2,195 cc (2.2 L) M127 I6
2,306 cc (2.3 L) M180 I6
2,496 cc (2.5 L) M129 I6
2,778 cc (2.8 L) M130 I6
2,996 cc (3.0 L) M189 I6
3,499 cc (3.5 L) M116 V8ChronologyPredecessorMercedes-Benz Ponton
Mercedes-Benz W128
Mercedes-Benz W180SuccessorMercedes-Benz W108
See Mercedes-Benz S-Class for a complete overview of all S-Class models.

Introduced with a 2.2-litre inline 6-cylinder engine, the W111 spawned a pair of variant lines which bracketed it in 1961: downscale entry-level inline 4-cylinder engined vehicles sharing the W111 chassis and bodies, designated the W110; and the W112, a high-end luxury sedan built on the W111 chassis with its body but exclusive features, elaborate appointments, and the Mercedes-Benz 300d Adenauer's fuel-injected 3-litre M189 six-cylinder engine – at the time the company's largest.

Somewhat confusingly, both the W111 and W112 lines included vehicles with different Paul Bracq-designed bodywork, the 2-door coupe and cabriolet.

08/10/2020

Audrey Hepburn is the most beautiful actress in the history of Hollywood cinema in the 50's

14/05/2020

Production of the 230 SL commenced in June 1963 and ended on 5 January 1967. Its chassis was based on the W 111 sedan platform, with a reduced wheelbase by 30 cm (11.8 in), recirculating ball steering (with optional power steering), double wishbone front suspension and an independent single-joint, low-pivot swing rear-axle with transverse compensator spring. The dual-circuit brake system had front disc brakes and power-assisted rear drum brakes. The 230 SL was offered with a 4-speed manual transmission, or an optional, very responsive fluid coupled (no torque converter) 4-speed automatic transmission, which was popular for US models. From May 1966, the ZF S5-20 5-speed manual transmission was available as an additional option, which was particularly popular in Italy. Of the 19,831 230 SLs produced, less than a quarter were sold in the US.

The 2,308 cc (2.3 L) M127.II inline-six engine with 150 PS (110 kW; 148 hp) and 196 N⋅m (145 lb⋅ft) torque was based on Mercedes-Benz' venerable M180 inline-six with four main bearings and mechanical Bosch multi-port fuel injection. Mercedes-Benz made a number of modifications to boost its power, including increasing displacement from 2,197 cc (2.2 L), and using a completely new cylinder head with a higher compression ratio (9.3 vs. 8.7), enlarged valves and a modified camshaft. A fuel injection pump with six plungers instead of two was fitted, which allowed placing the nozzles in the cylinder head and "shooting" the fuel through the intake manifold and open valves directly into the combustion chambers. An optional oil-water heat exchanger was also available.

Mercedes-Benz Chief Engineer Rudolf Uhlenhaut demonstrated the capabilities of the 230 SL on the tight three-quarter mile Annemasse Vétraz-Monthoux race track in 1963, where he put up a best lap time of 47.5 seconds vs. 47.3 seconds by Grand Prix driver Mike Parkes on his 3-liter V12 Ferrari 250 GT.

A brief chronology of the most notable changes made to the 230 SL:

10/1963: First 230 SL with automatic transmission.09/1964: Spare tire well removed, tire mounted horizontally.11/1964: Optional tinted/thermal glass and new soft-top with steel bows (distinguished by missing

01/05/2020

Emperor Aria Mehr
All the people of Iran are indebted to you and your family, and we are committed to you and your ideals to restore the soil to the last drop of our blood.

30/04/2020

پدرم افسوس که این ذهن به یاد اور روزهای باتو بودن نیس

27/04/2020

Ever since I became acquainted with the automotive and motorcycle industries, this man has always been named after me and is Steve McQueen.