Gratuitous car porn thread

Published by: Felix Page, AUTOCAR magazine, on 15 July 2021.

New Aston Martin Valhalla is mid-engined 937bhp super-hybrid.

Son of Valkyrie heads for 2023 production with V8 PHEV set-up and F1-inspired dynamics.
Aston Martin's shock new Valhalla supercar is a radical, mid-engined Ferrari SF90 Stradale rival with a hybridised V8, concept car looks and a chassis set-up inspired by Formula 1 cars.


As the Gaydon company's first plug-in hybrid model, the Valhalla "heralds a new definition of Aston Martin", according to the firm. It is also the first all-new model launched under the guidance of new CEO Tobias Moers and forms an integral part of his bold 'Project Horizon' transformation plan for the brand. Under the plan, Aston will launch "more than 10 cars" by 2024, including the Valhalla, the closely related but less potent Vanquish supercar and the ultra-exclusive V12-engined Valkyrie hypercar.

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One of the biggest influences in the Valhalla’s two-year transformation from the RB-003 Geneva concept to production has been Aston’s new factory-backed F1 team, learnings from which are said to have informed almost every aspect of the car. Fittingly, it has been shown for the first time at the team’s Silverstone headquarters just ahead of the British Grand Prix, in which Aston is competing for the first time in 61 years.

Notably, the Valhalla – unlike the 2019 concept – is not powered by a bespoke, Aston Martin-developed V6 as was originally planned. Development of that 3.0-litre motor, which was set to exceed the 715bhp output of even the DBS Superleggera's V12, was axed soon after Moers took over because, he said, it would not have been Euro 7 compliant and "would have taken another huge investment that was really too big to bring to life".

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Instead, the Valhalla follows Aston's Vantage and DB11 coupés in adopting a powertrain supplied by technical partner Mercedes-Benz; more specifically, the AMG performance division's twin-turbocharged 4.0-litre V8, which in this application produces some 740bhp, revs to 7200rpm and drives the rear axle through an all-new bespoke eight-speed dual-clutch gearbox, which will also be used on other future Aston Martin models.

Like AMG's new GT Black Series, the Valhalla's V8 features a flat-plane crank and is said to be "the most advanced, responsive and highest-performing V8 engine ever fitted to an Aston Martin". It also breathes through a lightweight exhaust system that exits through the top of the rear deck and contains adjustable flaps that give "an authentic Aston Martin sound character".

Where the Valhalla most obviously differs, technically, from Aston's current crop of sports cars is in the adoption of a pair of electric motors, one on the rear axle just behind the mid-mounted V8 and another at the front - combining to produce 201bhp and endowing the Valhalla with a total of 937bhp - only 49bhp less than the similarly conceived Ferrari SF90 Stradale, its closest rival. Aston reckons this is sufficient for a 0-62mph time of 2.5sec, a top speed of 217mph and, crucially, a targeted record-breaking Nürburgring lap time of 6min 30sec.

Like the SF90, the Valhalla uses only its front electric motor to drive in pure EV mode, which it can do for eight miles and at speeds of up to 80mph, but in normal driving situations, electric power is split across both axles as needed to supplement the V8's output. It reverses exclusively in electric mode, too, saving weight by negating the need for a conventional reverse gear in the eight-speed DCT, which has been fitted with an electronic limited-slip differential to improve traction and agility and can offer up two gears at once to allow the EV and combustion motors to operate in tandem.

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Housing the all-new powertrain is a bespoke carbonfibre tub that gives "maximum stiffness with minimum weight penalty". A targeted dry weight of 1550kg will give the Valhalla "an unrivalled power-to-weight ratio compared to its class rivals", said Aston Martin, while aerodynamic-enhancing bodywork elements – including huge venturi channels underneath and an active front splitter and rear wing – inspired by the Valkryie's F1-style set-up are claimed to generate 600kg of downforce at 150mph.

 
This is perhaps not the filthiest car porn around but think of it as one of those nice German girls who takes you home, gives you a good seeing to, empties your nads and gives you coffee and cake afterwards.

This was around the corner from me this morning. L reg (Old L) Volkswagen Karmann Ghia:

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It was in mint condition (not a single mark, scratch or scuff on the bodywork) so it has either spent the last 50 years mothballed or matey boy spunked a few quid on restoration.

They used to be common as muck in the Fatherland when I was a kid (1962-66) but not seen one here for ages.


Edit: He is obviously paranoid about his tyres as he has parked about three metres away from the kerb.
 
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JK is a petrolhead.

I happened to be at the Goodwood FoS when he parked up with all the plebs in one of the fields (top of the field so obviously reserved) in something exotic (prancing nag I think), as people left early to avoid the horrendous traffic, some wrote in the grime on it ‘Jodie was faster’.

Apparently he has no sense of humour.
Apparently not...
 

Ravers

LE
Kit Reviewer
Book Reviewer
Car show at Netherby Hall today.

Pretty much an Aston Martin owners club meet with a few hangers on.

Nice drive home via the Solway Aviation Museum at Carlisle Airport.

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I will just "park" this here . . . as a good number will consider many LOTUS models, to qualify as "car porn" !!


Published by: Felix Page, AUTOCAR magazine, on 31 August 2021.

Lotus details four all-new electric cars arriving from 2022.

Alpine-Lotus sports car to be built in Norfolk in 2026; Type 132 SUV, four-door coupé and family crossover in China from 2022.

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Lotus has begun construction of a new site in Wuhan, China, where it will start building a family of all-new cars in 2022, starting with the Type 132 SUV.

The site, investment in which totals around £900 million, will be home to Lotus Technology, a new division of dedicated exclusively to the manufacture of electric cars.

The British firm has confirmed that two Chinese-built EV models will arrive in the next five years. Following the Type 132 SUV will be the Type 133 four-door coupé in 2023 and a D-segment SUV codenamed the Type 134 in 2024. The long-awaited Type 135 sports car, developed in partnership with Alpine, will be built in Hethel in 2026.

A new partnership has also been revealed between Lotus and Chinese EV manufacturer Nio. Li Bin, the founder and CEO of the latter, has made an unspecified investment into Lotus Technology, which Lotus says paves the way for both parties to potentially "explore opportunities for mutually beneficial industrial co-operation".

The Wuhan factory will open later this year, with the Lotus Technology headquarters set for completion in 2024. Covering an area of more than one million square metres, it will have an eventual capacity of 150,000 cars per year – 15 times more than Lotus' existing production line in Hethel, Norfolk.

Notably, Lotus says, it will be the first factory in the world with an "integrated intelligent test track". Cars will drive themselves into workshops with no human intervention and can be driven at speeds of up to 140mph on the 16-corner circuit.

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Both the new Emira sports car and the all-electric Evija flagship will be built in Hethel, with Lotus emphasising its commitment to retaining a UK outfit responsible for "co-ordinating global sales for the Lotus brand". All of the new Lotus EVs previewed today will be based on the firm's Premium architecture, one of four EV platforms detailed earlier this year. Designed for "premium lifestyle" vehicles, it supports cars with wheelbases ranging from 2889mm to 3100mm (Lotus suggests this will encompass cars from C+ to E segments), and this could be extended in the future.

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It can also accommodate batteries ranging from 92-120kWh in capacity and is equipped with 800V charging functionality, meaning Lotus EVs will be capable of using the quickest charging devices on the market.

Precise performance details of all models remain under wraps, but Lotus claims that each will be capable of accelerating from 0-62mph in less than 3.0sec.

The pioneering Type 132 SUV, as reported last year by Autocar, has been in development since 2016. Two variants are expected from launch, offering between 600bhp and 750bhp and both with four-wheel drive.

No range figures have yet been detailed, but given the 2.5-tonne Audi E-tron Sportback manages 241 miles with a 95kWh battery, a figure approaching 300 could be possible from the Type 132 if it stays true to Lotus's lightweight ethos.

 
Further to the above . . .


Published by: Mike Duff, AUTOCAR magazine, on 31 August 2021.

Geely's Peter Horbury named as new Lotus design boss.

Autocar award winner Horbury will head up design as Lotus embarks on its most transformative period yet.

On the same day Lotus confirmed it will be launching four new electric models by 2026, Autocar has learned the sports car maker has recruited a new design boss to oversee the ambitious development plan.


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Peter Horbury, who currently heads design for Geely Auto, will be moving across to become senior vice president of design for Group Lotus.

It is a homecoming for the 72-year old Brit, who has enjoyed one of the most distinguished careers in automotive design and won Autocar's Lifetime Achievement award in 2020. While many had expected him to retire when he left Geely, the temptation to lead a smaller company through a transformative product renaissance was obviously too great.

Before taking the top job at Geely in 2011, Horbury worked as head of design for Ford of America and did two stints as Volvo’s design director.

Horbury’s new role will include oversight of Lotus cars, but also the growing Lotus Engineering consultancy which works for third party clients.

Lotus design director Russell Carr, who led the team behind the enthusiastically received Emira, will continue in his current role. Horbury’s empire will also include the growing Lotus studio in Coventry, under the control of Ben Payne, which will do much of the work on the wave of new models.

While Lotus’s forthcoming pair of SUVs and coupe-saloon will be produced in China, the company says that all design will be led from the UK.

“I first visited Hethel just after Lotus was acquired in 2017 and I’ve been watching closely as the new plans have developed,” Horbury told Autocar, “I’m delighted to be becoming a bigger part of that future.”

German media reports say that Stefan Sielaff, who resigned from his role as Bentley’s design director in January, will be taking Horbury’s old role as head of Geely Design, but we await official confirmation on that.

 
There MUST BE some "Car Porn" in here . . .

Published by: Ronan Glon, AUTOCAR magazine, on 04 September 2021.

The monsters, one-offs and V8 SUVs hidden in the Saab museum.

Saab may be gone, but its heritage lives on . . .


We shouldn't take the Saab museum for granted.

The Swedish Enforcement Authority seized the entire collection in September 2011 and announced plans to auction it off one car at a time to pay Saab's creditors. Trollhättan (Saab’s home town), defense company Saab AB and the Wallenberg Memorial Trust invested millions of dollars to keep the cars under one roof and save the museum, ensuring future generations can discover the illustrious past of one of the automotive industry’s most respected underdogs.

From the oldest 900 left to a Corvette-powered SUV, here are some of the gems and hidden treasures displayed in the Saab museum.

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Published by: Keith Adams, AROnline, on 13 September 2021.

News : Delivery-mileage Triumph TR8 goes up for sale

Triumph TR8 auction


A 73-mile, unregistered Triumph TR8 goes for sale with Historics Auctions at its 25 September sale, some 41 years after leaving the production line… but there is a catch

The opportunity to own this extraordinarily rare example of Triumph’s final sports car comes via Historics’ Autumn sale at Ascot Racecourse. It’s an unregistered, pre-production, right-hand drive 1980 Triumph TR8 convertible.

This car is part of a pre-production batch of RHD cars that ended up being disposed of by British Leyland following its decision to kill the TR7 and TR8 in 1981.

Presented in its original colour combination of Pendelican White over a tan interior, this genuine Triumph TR8 automatic convertible – its authenticity and pre-production status verified by its British Motoring Heritage Certificate – was purchased new and owned by the vendor for 41 years but never registered.

Garage stored until recently, it requires complete restoration and represents a unique and immensely rewarding opportunity to bring back to life and enjoy a fascinating part of British sports car history, 41 years after it was produced.

Triumph TR8 auction


What would you be taking on?​

Richard Connew of the TR7 & TR8 Worldwide Owners Club reckons this is going to be a very interesting project for anyone who takes it on. He says: ‘The main problem is the parts particular to a TR8, air boxes on the one are incredibly rare. Most of the body panels are again very very difficult to get hold of.

‘The interior is a very rare tan velour which is also incredibly rare. I also noted it has the very late push button instrument panel which I don’t think I’ve ever seen on a right-hand drive TR8 before. It only appears on the very last of the line TR8s.’

Triumph TR8 auction


He added: ‘To rebuild this one doesn’t look like an easy task on what I think the body is like from the photos – might be wrong as its better to see in person, but to re-shell it into a good TR7 body and restore the TR8 parts is easily doable.’

Richard concluded: ‘This Triumph TR8 was built as a 1981 model year car, even though the chassis plate says it was a 1980 model year car built at Solihull. That was probably because they took a 1980 TR7 off the line and didn’t change the chassis number.’

Classic car specialist Anthony Godin, who recently unearthed the car commented: ‘Something of this scale with its pre-production, low mileage history really is unprecedented.’

For full information and bidder registration, in hall, by phone and online, visit www.historics.co.uk.


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though the chassis plate says it was a 1980 model year car built at Solihull. That was probably because they took a 1980 TR7 off the line and didn’t change the chassis number.’
SD2 in effect. But the above shouldn’t be surprising.My MGZT was last built in 2005. It was first registered 2006. As a Pre production car, it’s probably a modified TR7 body, the same happened with P5B and P5. The former was never meant to be by Rover, that wasa BL decision because Jag had nothing that was new that year. It’s why Rover P5B ‘s only came in Auto.
 
SD2 in effect. But the above shouldn’t be surprising. My MGZT was last built in 2005. It was first registered 2006. As a Pre production car, it’s probably a modified TR7 body, the same happened with P5B and P5.
The former was never meant to be by Rover, that was a BL decision because Jag had nothing that was new that year. It’s why Rover P5B ‘s only came in Auto.
@LeoRoverman , I don't understand your comments about the big Rover :( . . .

The V8 engined P5B would have certainly been in development, well before the BL merger, even if only launched the year before.

P5
The Rover Co. Ltd (1958-1967)
Leyland Motors (1967-1968 )
British Leyland (1968-1973)

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1967–1973


Are you of the belief that the formation of BL (merging with British Motor Holdings (BMH), which then included Jaguar), had some influence on the introduction of the P5B ?!


I know the Rover P8 was sacrificed by BL, on the alter of Jaguar . . . under pressure by Sir William Lyons.

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@LeoRoverman , I don't understand your comments about the big Rover :( . . .

The V8 engined P5B would have certainly been in development, well before the BL merger, even if only launched the year before.

P5
The Rover Co. Ltd (1958-1967)
Leyland Motors (1967-1968)
British Leyland (1968-1973)

P5B
1967–1973


Are you of the belief that the formation of BL (merging with British Motor Holdings (BMH), which then included Jaguar), had some influence on the introduction of the P5B ?!


I know the Rover P8 was sacrificed by BL, on the alter of Jaguar . . . under pressure by Sir William Lyons.

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Yers but according to Robson, P5B was never meant to be, it was the last of the 40's tech. There's an overlap between when Rover closed for the Summer overhaul of 1966 and the last of the 3 Litres being built, the the five was the test bed for the engine before going into the six. Rover had been working on that from around 64. Production of P4 ceased in 64. The Line then ran P4/5/6 and LR. But 66/67 was when Rover was shoehorned into BLMC/ BMH. In an interesting aside when Martin Hurst agreed the V8 with GM it was agreed that Rover would not build a car that would compete with GM models. That's essentially why the Stag couldn't have it according to Graham Robson. But TR7 or SD2 were not in the same mould because TR7 never initially going to have a V8 and it was the TR side of the joint op.
It's also why Rover couldn't agree to the informal swaps that happened to stags, because that would have been a technical breach. According to Robson the deal engineered by Jaguar to get Rover in was done with a metaphorical gun to the head.
Lyons got the the Lions share of the investment for what would become the XJ6 which is why P8 would have to be dropped even then P6 was becoming long in the tooth but it would have to last until SD1.
 

Dwarf

LE
Whimsical divert.

Seeing the title of car porn it struck me that the cars on here are a bit like us admiring the stunning lass at the bar but ending up on a friday night with something like this.

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End of whimsical divert.
 
Velour looks identical to that fitted to early Range Rovers.
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Very hard to get now but there is a guy in the Midlands who restos period RR interiors...he was on telly recently doing an RR bought in from Spain by that little flat capped odd faced antiques bloke...and it looks exactly like the bale he had stashed away...very very away.
 
Yers but according to Robson, P5B was never meant to be, it was the last of the 40's tech. There's an overlap between when Rover closed for the Summer overhaul of 1966 and the last of the 3 Litres being built, the the five was the test bed for the engine before going into the six. Rover had been working on that from around 64. Production of P4 ceased in 64. The Line then ran P4/5/6 and LR. But 66/67 was when Rover was shoehorned into BLMC/ BMH. In an interesting aside when Martin Hurst agreed the V8 with GM it was agreed that Rover would not build a car that would compete with GM models. That's essentially why the Stag couldn't have it according to Graham Robson. But TR7 or SD2 were not in the same mould because TR7 never initially going to have a V8 and it was the TR side of the joint op.
It's also why Rover couldn't agree to the informal swaps that happened to stags, because that would have been a technical breach. According to Robson the deal engineered by Jaguar to get Rover in was done with a metaphorical gun to the head.
Lyons got the the Lions share of the investment for what would become the XJ6 which is why P8 would have to be dropped even then P6 was becoming long in the tooth but it would have to last until SD1.


It's also why it took so long to create the XJ81
Jaguar were being pressured in to using the Rover V8 in the XJ40 when it was under development
They quietly engineered the car so it was unable to take a V engine and force the AJ6 through

When the time came to but the V12 in the whole front half of the car had to be redesigned
 
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It's also why it took so long to create the XJ81
Jaguar were being pressured in to using the Rover V8 in the XJ40 when it was under development
They quietly engineered the car so it was unable to take a V engine and force the AJ6 through

When the time came to but the V12 in the whole front half of the car had to be redesigned
Ah the machinations of Jaguar. One of the first victims was P6BS which used the P6 base and was mid engined. From my own perspective having worked at Henley‘s most of Rovers might have beens were almost immediately sidelined as Rover were no longer in control, merely an apportionment of BLMC the exception being Range Rover which sold like hot cakes. Rover were in some ways way ahead of Jag. build quality was also affected by restrictions to Rovers budget as Jag took more.
 

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