Mercedes-Benz SLK32 AMG

The Mercedes-Benz SLK32 AMG was one of the fastest Mercedes ever built.
The SLK32 AMG was powered by a 3.2 liter 354 hp V6 engine.
All of the SLK's engines were hand-built by AMG engineers.
The 3.2 liter engine was equipped with an intercooled Lysholm-type "twin-screw" supercharger.
That allowed the V6 to propel the SLK32 from 0 to 60 in around 4.5 seconds and gave it a quarter mile time of 13 seconds at 105 mph.
Even thought it was only offered with automatic transmission, the SLK was competition for the BMW M Roadster and Porsche Boxster S.
The base price of the SLK was around $56,115.

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Mercedes-Benz SLK32 AMG

The Mercedes-Benz SLK32 AMG was one of the fastest Mercedes ever built.
The SLK32 AMG was powered by a 3.2 liter 354 hp V6 engine.
All of the SLK's engines were hand-built by AMG engineers.
The 3.2 liter engine was equipped with an intercooled Lysholm-type "twin-screw" supercharger.
That allowed the V6 to propel the SLK32 from 0 to 60 in around 4.5 seconds and gave it a quarter mile time of 13 seconds at 105 mph.
Even thought it was only offered with automatic transmission, the SLK was competition for the BMW M Roadster and Porsche Boxster S.
The base price of the SLK was around $56,115.

READ MORE - Mercedes-Benz SLK32 AMG

Porsche Turbo X50

The Porsche Turbo X50 is a $17,000 option available for the Porsche 996.
The Porsche 996 was a water-cooled version of the famous air-cooled Porsche 911 sports car.
The X50 package boosted the 996 turbo up to 450 horsepower and 457 pounds of torque.
That allowed the X50 to cover the quarter mile in 11.86 seconds at 119.91 mph, and gave it a 0–60 mph time of about 3.6 seconds.
There were also a few modeling changes in the 996, like wider rear wings and different front lights and bumpers from the Porsche Carrera.
The 996 also had large vents on the front bumper, that were used on the Carrera 4S and Cayenne Turbo.

PS:
We're getting rid of our 1988 Jaguar XJ6 Vanden Plas.
Dont have the time to do restoration on it.
If you wanna take a look, her's the link.....
http://greensboro.craigslist.org/cto/1036831907.html

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Porsche Turbo X50

The Porsche Turbo X50 is a $17,000 option available for the Porsche 996.
The Porsche 996 was a water-cooled version of the famous air-cooled Porsche 911 sports car.
The X50 package boosted the 996 turbo up to 450 horsepower and 457 pounds of torque.
That allowed the X50 to cover the quarter mile in 11.86 seconds at 119.91 mph, and gave it a 0–60 mph time of about 3.6 seconds.
There were also a few modeling changes in the 996, like wider rear wings and different front lights and bumpers from the Porsche Carrera.
The 996 also had large vents on the front bumper, that were used on the Carrera 4S and Cayenne Turbo.

PS:
We're getting rid of our 1988 Jaguar XJ6 Vanden Plas.
Dont have the time to do restoration on it.
If you wanna take a look, her's the link.....
http://greensboro.craigslist.org/cto/1036831907.html

READ MORE - Porsche Turbo X50

The Ferrari 599 GTB Fiorano

Another VERY quick car, the Ferrari 599 GTB Fiorano is powered by a 6.0 L (5999 cc, hence the 599 in the name) V12 engine that produces a maximum of 612 horsepower and 448 pounds of torque.
This gives the Ferrari an 11.3 second quarter mile time at 126.4 mph.
Ferrari say's the cars top speed is in excess of 205 mph.
And they list a 0-160 time of 19 seconds.
Mileage?
11 mpg in the city, 15 mpg on the highway.
I wonder if thats at 205 mph?
And on the Tech side, the 599 GTB is the first Ferrari to come with an iPod connection as standard.

READ MORE - The Ferrari 599 GTB Fiorano

The Ferrari 599 GTB Fiorano

Another VERY quick car, the Ferrari 599 GTB Fiorano is powered by a 6.0 L (5999 cc, hence the 599 in the name) V12 engine that produces a maximum of 612 horsepower and 448 pounds of torque.
This gives the Ferrari an 11.3 second quarter mile time at 126.4 mph.
Ferrari say's the cars top speed is in excess of 205 mph.
And they list a 0-160 time of 19 seconds.
Mileage?
11 mpg in the city, 15 mpg on the highway.
I wonder if thats at 205 mph?
And on the Tech side, the 599 GTB is the first Ferrari to come with an iPod connection as standard.

READ MORE - The Ferrari 599 GTB Fiorano

Jaguar XJ-S, part 3

The XJ-S was re-engineered in 1991 and renamed XJS, with a convertible waiting one year. The rear windows were enlarged, though the flying buttresses stayed, as designer Geoff Lawson argued that they were part of the car's character. The car got a new 4-litre version of the AJ6, and the V12 was upped to 6 litres in 1993/1994 (227 kW (304 hp)). At the same time the car benefited from a revision to the rear brakes, they were now fitted with outboard rear disc brakes, instead of the more complicated inboard items on previous models. With the introduction of the 6.0L V12, the transmission was also updated to a GM 4L80E with a 4th gear overdrive. These changes begin the "face-lift" for the aging XJS. A 2+2 convertible was also introduced, as was a customized insignia line. In 1994 the car received more aerodynamic front and rear bumper fascias, which completed the face-lift. 1994 was the only year the 6 cylinder with 5 speed manual transmission XJS was exported to the United States. Exact production figures are unknown, though it is likely there are fewer than 10. In 1995 substantial revisions were made to the 4-litre AJ6 engine which became the 4.0L AJ16 with coil on plug ignition being the most noticeable change. The car was discontinued in 1996, after 21 years in production. It was replaced by the XK8.

READ MORE - Jaguar XJ-S, part 3

Jaguar XJ-S, part 3

The XJ-S was re-engineered in 1991 and renamed XJS, with a convertible waiting one year. The rear windows were enlarged, though the flying buttresses stayed, as designer Geoff Lawson argued that they were part of the car's character. The car got a new 4-litre version of the AJ6, and the V12 was upped to 6 litres in 1993/1994 (227 kW (304 hp)). At the same time the car benefited from a revision to the rear brakes, they were now fitted with outboard rear disc brakes, instead of the more complicated inboard items on previous models. With the introduction of the 6.0L V12, the transmission was also updated to a GM 4L80E with a 4th gear overdrive. These changes begin the "face-lift" for the aging XJS. A 2+2 convertible was also introduced, as was a customized insignia line. In 1994 the car received more aerodynamic front and rear bumper fascias, which completed the face-lift. 1994 was the only year the 6 cylinder with 5 speed manual transmission XJS was exported to the United States. Exact production figures are unknown, though it is likely there are fewer than 10. In 1995 substantial revisions were made to the 4-litre AJ6 engine which became the 4.0L AJ16 with coil on plug ignition being the most noticeable change. The car was discontinued in 1996, after 21 years in production. It was replaced by the XK8.

READ MORE - Jaguar XJ-S, part 3

Jaguar XJ-S, part 2

From July 1981 on, XJ-S got the new High-Efficiency engine for much better economy; as a by-product, power was increased to 220 kW (295 hp) or 196 kW (263 hp) in North America. ( Yes, better economy AND 295 hp!) Also the XJ-S received changes to its exterior and interior (new five-spoke alloy wheels, chrome inserts on the upper part of the bumpers, wood inserts on dashboard and door cappings). In 1982, the new V12 XJ-S won first and second at the RAC Tourist Trophy race at Silverstone.

Throughout the life of the XJS, British company Lynx sold a high-quality four-seat full convertible conversion. Lynx also produced 67 hand-built two-door estate/shooting brake/station wagon versions of the XJS marketed under the name of "Lynx Eventer". The Eventer was a very elegant model, which succeeded in the overall design because it removed the flying butresses, incorporating them into the estate design. Jaguar were urged to market their own version but never did. Most Eventers are believed to still exist although build quality, especially on the early versions, was at best variable. ( Strange looking, but still very cool)

READ MORE - Jaguar XJ-S, part 2

Jaguar XJ-S, part 2

From July 1981 on, XJ-S got the new High-Efficiency engine for much better economy; as a by-product, power was increased to 220 kW (295 hp) or 196 kW (263 hp) in North America. ( Yes, better economy AND 295 hp!) Also the XJ-S received changes to its exterior and interior (new five-spoke alloy wheels, chrome inserts on the upper part of the bumpers, wood inserts on dashboard and door cappings). In 1982, the new V12 XJ-S won first and second at the RAC Tourist Trophy race at Silverstone.

Throughout the life of the XJS, British company Lynx sold a high-quality four-seat full convertible conversion. Lynx also produced 67 hand-built two-door estate/shooting brake/station wagon versions of the XJS marketed under the name of "Lynx Eventer". The Eventer was a very elegant model, which succeeded in the overall design because it removed the flying butresses, incorporating them into the estate design. Jaguar were urged to market their own version but never did. Most Eventers are believed to still exist although build quality, especially on the early versions, was at best variable. ( Strange looking, but still very cool)

READ MORE - Jaguar XJ-S, part 2

Jaguar Lightweight E-type

Jaguar Lightweight E-type

This was an evolution of the Low Drag Coupé. This Jaguar made extensive use of aluminium alloy in the body panels and other components. However, with at least one exception, it remained an open-top car in like the D-type to which this car is a more direct successor than the production E-type which is more of a GT than a sports car. The cars used a tuned version of the production 3.8 litre Jaguar engine with 300 bhp (224 kW)) output rather than the 265 bhp (198 kW) produced by the "ordinary" version. At least one car is known to have been fitted with fuel-injection.

The cars were entered in various races but, unlike the C-Type and D-Type racing cars, they did not win at Le Mans or Sebring.

Bob Jane won the 1963 Australian GT Championship at the wheel of an E Type.

The Jaguar E-type was very successful in SCCA Production sports car racing with Group44 and Bob Tullius taking the B-Production championship with a Series-3 V12 racer in 1975. A few years later, Gran-Turismo Jaguar from Cleveland Ohio campaigned a 4.2 L 6 cylinder FHC racer in SCCA production series and in 1980, won the National Championship in the SCCA C-Production Class defeating a fully funded factory Nissan Z-car team with Paul Newman.

READ MORE - Jaguar Lightweight E-type

Jaguar Lightweight E-type

Jaguar Lightweight E-type

This was an evolution of the Low Drag Coupé. This Jaguar made extensive use of aluminium alloy in the body panels and other components. However, with at least one exception, it remained an open-top car in like the D-type to which this car is a more direct successor than the production E-type which is more of a GT than a sports car. The cars used a tuned version of the production 3.8 litre Jaguar engine with 300 bhp (224 kW)) output rather than the 265 bhp (198 kW) produced by the "ordinary" version. At least one car is known to have been fitted with fuel-injection.

The cars were entered in various races but, unlike the C-Type and D-Type racing cars, they did not win at Le Mans or Sebring.

Bob Jane won the 1963 Australian GT Championship at the wheel of an E Type.

The Jaguar E-type was very successful in SCCA Production sports car racing with Group44 and Bob Tullius taking the B-Production championship with a Series-3 V12 racer in 1975. A few years later, Gran-Turismo Jaguar from Cleveland Ohio campaigned a 4.2 L 6 cylinder FHC racer in SCCA production series and in 1980, won the National Championship in the SCCA C-Production Class defeating a fully funded factory Nissan Z-car team with Paul Newman.

READ MORE - Jaguar Lightweight E-type

Jaguar E- Type, Low Drag Coupé (1962)

Jaguar E- Type, Low Drag Coupé (1962)

After the introduction of the E-type, Jaguar wanted to investigate the possibility of building a car more in the spirit of the D-type racer from which elements of the E-type's styling and design were derived. One car was built to test the concept designed as a coupé as its monocoque design could only be made rigid enough for racing by using the "stressed skin" principle. Previous Jaguar racers were built as open-top cars because they were based on ladder frame designs with independent chassis and bodies. Unlike the steel production E-types the LDC used lightweight aluminium. Sayer kept the original tub with lighter outer panels riveted and glued to it. The front steel sub frame remained intact, the windshield was given a more pronounced slope and the rear hatch welded shut. Rear brake cooling ducts were located next to the rear windows,and the interior trim was discarded, with only insulation around the transmission tunnel. With the exception of the windscreen, all cockpit glass was plexi. A tuned version of Jaguars 3.8 litre engine with a wide angle cylinder-head design tested on the "D" type racers was used. Air management became a major problem and, although much sexier looking and certainly faster than a production "E" type, the car was never competitive: the faster it went, the more it wanted to do what its design dictated: take off.

The one and only test bed car was completed in summer of 1962 but was sold a year later to Jaguar racing driver Dick Protheroe who raced it extensively and eventually sold it. Since then it has passed through the hands of several collectors on both sides of the Atlantic and now is believed to reside in the private collection of the current Viscount Cowdray.

READ MORE - Jaguar E- Type, Low Drag Coupé (1962)

Jaguar E- Type, Low Drag Coupé (1962)

Jaguar E- Type, Low Drag Coupé (1962)

After the introduction of the E-type, Jaguar wanted to investigate the possibility of building a car more in the spirit of the D-type racer from which elements of the E-type's styling and design were derived. One car was built to test the concept designed as a coupé as its monocoque design could only be made rigid enough for racing by using the "stressed skin" principle. Previous Jaguar racers were built as open-top cars because they were based on ladder frame designs with independent chassis and bodies. Unlike the steel production E-types the LDC used lightweight aluminium. Sayer kept the original tub with lighter outer panels riveted and glued to it. The front steel sub frame remained intact, the windshield was given a more pronounced slope and the rear hatch welded shut. Rear brake cooling ducts were located next to the rear windows,and the interior trim was discarded, with only insulation around the transmission tunnel. With the exception of the windscreen, all cockpit glass was plexi. A tuned version of Jaguars 3.8 litre engine with a wide angle cylinder-head design tested on the "D" type racers was used. Air management became a major problem and, although much sexier looking and certainly faster than a production "E" type, the car was never competitive: the faster it went, the more it wanted to do what its design dictated: take off.

The one and only test bed car was completed in summer of 1962 but was sold a year later to Jaguar racing driver Dick Protheroe who raced it extensively and eventually sold it. Since then it has passed through the hands of several collectors on both sides of the Atlantic and now is believed to reside in the private collection of the current Viscount Cowdray.

READ MORE - Jaguar E- Type, Low Drag Coupé (1962)

The Jaguar E-type (1971-1975)

A new 5.3 L 12-cylinder Jaguar V12 engine was introduced, with uprated brakes and standard power steering. The short wheelbase FHC body style was discontinued and the V-12 was available only as a convertible and 2+2 coupe. The convertible used the longer-wheelbase 2+2 floorpan. It is easily identifiable by the aggressive, slatted front grill in place of the mouth of earlier cars, flared wheel arches and a badge on the rear that proclaims it to be a V12. There were also a very limited number of 4.2 litre six cylinder Series 3 E-Types built. These were featured in the initial sales literature. It is believed these are the rarest of all E-types of any remaining.

READ MORE - The Jaguar E-type (1971-1975)

The Jaguar E-type (1971-1975)

A new 5.3 L 12-cylinder Jaguar V12 engine was introduced, with uprated brakes and standard power steering. The short wheelbase FHC body style was discontinued and the V-12 was available only as a convertible and 2+2 coupe. The convertible used the longer-wheelbase 2+2 floorpan. It is easily identifiable by the aggressive, slatted front grill in place of the mouth of earlier cars, flared wheel arches and a badge on the rear that proclaims it to be a V12. There were also a very limited number of 4.2 litre six cylinder Series 3 E-Types built. These were featured in the initial sales literature. It is believed these are the rarest of all E-types of any remaining.

READ MORE - The Jaguar E-type (1971-1975)

The Jaguar E-type (1966-1971)

The series 2 E-type Jaguar ran from 1966 to 1971.
Open headlights without glass covers, a wrap-around rear bumper, re-positioned and larger front indicators and taillights below the bumpers, better cooling aided by an enlarged "mouth" and twin electric fans, and uprated brakes are hallmarks of Series 2 E-type cars. De-tuned in US, but still with triple SUs in the UK, the engine is easily identified visually by the change from smooth polished cam covers to a more industrial 'ribbed' appearance. Late Series 1½ cars also had ribbed cam covers. The interior and dashboard were also redesigned, with flick switches being substituted for rocker switches that met U.S health and safety regulations. The dashboard switches also lost their symmetrical layout. New seats were fitted, which purists claim lacked the style of the originals but were certainly more comfortable. Air conditioning and power steering were available as factory options. It was available in FHC, OTS, and 2+2 versions.

READ MORE - The Jaguar E-type (1966-1971)

The Jaguar E-type (1966-1971)

The series 2 E-type Jaguar ran from 1966 to 1971.
Open headlights without glass covers, a wrap-around rear bumper, re-positioned and larger front indicators and taillights below the bumpers, better cooling aided by an enlarged "mouth" and twin electric fans, and uprated brakes are hallmarks of Series 2 E-type cars. De-tuned in US, but still with triple SUs in the UK, the engine is easily identified visually by the change from smooth polished cam covers to a more industrial 'ribbed' appearance. Late Series 1½ cars also had ribbed cam covers. The interior and dashboard were also redesigned, with flick switches being substituted for rocker switches that met U.S health and safety regulations. The dashboard switches also lost their symmetrical layout. New seats were fitted, which purists claim lacked the style of the originals but were certainly more comfortable. Air conditioning and power steering were available as factory options. It was available in FHC, OTS, and 2+2 versions.

READ MORE - The Jaguar E-type (1966-1971)

The Jaguar E-type

The Jaguar E-type or XK-E was manufactured by Jaguar between the years of 1961 and 1974. The E-type revolutionized sports car design, with performance, handling and looks ahead of its time. It was priced well below competing models, helping it to high sales for a high performance car. In excess of 70,000 E-types were sold over 14 years.

It is often referred to as the E-Type Jag.

In March 2008, the Jaguar E-type ranked first in Daily Telegraph list of the "100 most beautiful cars" of all time. In 2004, Sports Car International named this car number one on the list of Top Sports Cars of the 1960s.

The Series 1 was introduced in March 1961, using the triple SU carburetted 3.8 litre 6-cylinder Jaguar XK6 engine from the XK150S. The first 500 cars built had flat floors and external hood latches. These cars are rare and more valuable. After that, the floors were dished to provide more leg room and the twin hood latches moved to inside the car. The 3.8 litre engine was increased to 4.2 litres in late 1964.

All E-Types featured independent rear suspension with torsion bar front ends, and power-assisted disc brakes. Jaguar was the first auto manufacturer to equip cars with disc brakes as standard.

The Series 1 can be recognized by glass covered headlights (up to 1967), small "mouth" opening at the front, signal lights and tail-lights above bumpers and exhaust tips under the license plate in the rear.

3.8 litre cars have leather-upholstered bucket seats, an aluminum-trimmed centre instrument panel and console (changed to vinyl and leather in 1963), and a 4-speed gearbox that lacks synchromesh for 1st gear ("Moss box"). 4.2 litre cars have more comfortable seats, improved brakes and electrical systems, and an all-synchromesh 4-speed gearbox. 4.2 litre cars also have a badge on the boot proclaiming "Jaguar 4.2 Litre E-type" (3.8 cars have a simple "Jaguar" badge). Optional extras included Chrome Wire wheels and a detachable hard top for the Open Two Seater.

A 2+2 version of the coupe was added in 1966. The 2+2 offered the option of an automatic transmission. The body is slightly longer and the roof angles are different. The roadster remained a strict two-seater.

There was a transitional series of cars built in 1967-68, unofficially called "Series 1½", which are externally similar to Series 1 cars. Because of the American pressure the new features were open headlights, different switches, and some de-tuning (with a downgrade of twin Zenith-Stromberg carbs from the original triple SU carbs) for US models. Some Series 1½ cars also have twin cooling fans and adjustable seat backs. Series 2 features were gradually introduced into the Series 1, creating the unofficial Series 1½ cars, but always with the Series 1 body style.

READ MORE - The Jaguar E-type

The Jaguar E-type

The Jaguar E-type or XK-E was manufactured by Jaguar between the years of 1961 and 1974. The E-type revolutionized sports car design, with performance, handling and looks ahead of its time. It was priced well below competing models, helping it to high sales for a high performance car. In excess of 70,000 E-types were sold over 14 years.

It is often referred to as the E-Type Jag.

In March 2008, the Jaguar E-type ranked first in Daily Telegraph list of the "100 most beautiful cars" of all time. In 2004, Sports Car International named this car number one on the list of Top Sports Cars of the 1960s.

The Series 1 was introduced in March 1961, using the triple SU carburetted 3.8 litre 6-cylinder Jaguar XK6 engine from the XK150S. The first 500 cars built had flat floors and external hood latches. These cars are rare and more valuable. After that, the floors were dished to provide more leg room and the twin hood latches moved to inside the car. The 3.8 litre engine was increased to 4.2 litres in late 1964.

All E-Types featured independent rear suspension with torsion bar front ends, and power-assisted disc brakes. Jaguar was the first auto manufacturer to equip cars with disc brakes as standard.

The Series 1 can be recognized by glass covered headlights (up to 1967), small "mouth" opening at the front, signal lights and tail-lights above bumpers and exhaust tips under the license plate in the rear.

3.8 litre cars have leather-upholstered bucket seats, an aluminum-trimmed centre instrument panel and console (changed to vinyl and leather in 1963), and a 4-speed gearbox that lacks synchromesh for 1st gear ("Moss box"). 4.2 litre cars have more comfortable seats, improved brakes and electrical systems, and an all-synchromesh 4-speed gearbox. 4.2 litre cars also have a badge on the boot proclaiming "Jaguar 4.2 Litre E-type" (3.8 cars have a simple "Jaguar" badge). Optional extras included Chrome Wire wheels and a detachable hard top for the Open Two Seater.

A 2+2 version of the coupe was added in 1966. The 2+2 offered the option of an automatic transmission. The body is slightly longer and the roof angles are different. The roadster remained a strict two-seater.

There was a transitional series of cars built in 1967-68, unofficially called "Series 1½", which are externally similar to Series 1 cars. Because of the American pressure the new features were open headlights, different switches, and some de-tuning (with a downgrade of twin Zenith-Stromberg carbs from the original triple SU carbs) for US models. Some Series 1½ cars also have twin cooling fans and adjustable seat backs. Series 2 features were gradually introduced into the Series 1, creating the unofficial Series 1½ cars, but always with the Series 1 body style.

READ MORE - The Jaguar E-type