Glenmoor 2011 (Part 1- Genesis)

Welcome to part 1 (of many) of the Glenmoor Gathering of Significant Automobiles. If you’re interested in attending, or just reading up on the event, click Here!

To sum it up, the event was nothing short of amazing. The event’s name is spot on. There was hardly a car (or motorcycle) there that was not notable, let alone literally significant. I just left earlier today, and I’m already looking forward to next years crop of ‘Significant Automobiles’.

Over the series, you will have the chance to become more familiar with a few examples of what the show is all about.

PART 1
Starting off Simple: The Lamborghini Miura

This is Supercar Genesis:

This is the car that started it all. Every modern ‘Supercar’ owes it’s existence to this car. This is the first, the original ‘supercar’. This is the car that introduced the now famous Lamborghini ‘Fighting Bull’ logo.

The Miura Chassis was first displayed at the 1965 Turin Auto show. It was built as a side project by Lamborghini engineers (as Ferruccio Lamborghini did not approve of the concept) after-hours and essentially behind the Boss’s back. The body was styled and the subsequent showing at Geneva in 1966 (albeit without an engine, as they had not yet tried to fit it with the body.) sealed the deal. The P400 (before the Miura name was adopted) went into production that year. This was the fastest production car of its time.

The Miura pictured (from the Glenmoor event, obviously) is a P400s model. This is the second iteration/first update to the P400, built from late 1968 to early 1971. Updates included a bump in Horsepower (from 350hp to about 360hp or so), power windows, and a slightly reconfigured luggage area, among others.

The next set of changes came in 1971, lasting only until 1972 and the end of Miura production, with the Infamous P400SV. This is by far the most widely recognized and most popular version of this car. This revised version got another bump in Horsepower (up to 380hp), a slightly wider rear end, limited slip differential, different tail lights, and a separated engine casting -all previous versions had the transmission and engine blocks cast as one unit. The same 3.9L engine was uses throughout the lifespan of the Miura, and was carried over into the incoming (more on that later) Countach, or LP400.

Below are the production numbers for the above models:
P400: 1966 – 1969 474 built
P400S: 1968 – 1971 140 built
P400SV: 1971 – 1972 150 built

There are a handful of other notable versions of the Miura, including a one-off spyder, or Targa, the P400J (One official car built.), or Jota (More on that later as well) that was the test bed for Lamborghini and racing.

After the Jota was built and tested, and subsequently crashed, orders came in for that specification, and Lamborghini began to retrofit existing Miura SVs with the upgrades. Only 5 examples left the factory as a true P400SV/J, one of which was fitted with the dry sump oiling system of the original Jota. Later, a number of outside companies began fitting the P400 with the Jota spec. updates.

Well, there you have it. Part 1. Cheap and dirty. Be on the lookout for Part 2 soon…

Same Difference, oddly enough….

I have always been more of a Lamborghini fan than Ferrari. Maybe it’s just the styling, maybe it’s the noises, I don’t know. From the Countach days to current The Bull always bettered the Prancing Horse in my books.

But I had a moment of clouded judgment when the 458 was released.

I thought the car was beautiful. I thought for sure that the Red team had finally started to win me over. The horsepower was epic. The power to weight was something to take seriously, and all the reviews and info I could find led me to believe that the battle was now very one-sided….

Then I crunched the numbers:

Now it’s all clear again.

There really isn’t much between the two. Far less that I would have believed when the 458 was originally released. Lest not we forget the Gallardo has been around the block a few times. It’s been tweaked and changed a bit here and there, but in many respects it is still essentailly the same car that got our attention some years ago. It’s got more power, a bit lighter, and more refined, but comparing it to a brand spankin’ new Ferrari, it’s still got what it takes.

Read more at Road&Track.com

Welcome to Remedial Aerodynamics

So, smart enough (and wealthy enough) to boost a Supercar? Great, now feel free to study up on your understanding of Aero and Bernoulli’s Principle, cause right now, your’re doing it wrong:

Perhaps a better mounting location, or a bit more thought into the length of the lines is in order. Thanks Gary Javo for the steady camera work…..Sorry to see UnderGround Racing. 🙁

Lambo and Koenigsegg Get the Boot

Well, actually they got the clamp.
It seems a few wealthy Arabs shipped the cars over to the U.K. to play with while spending the summer in London. Apparently the city thought otherwise about the bright (and slightly ugly colored) blue Supercar parking arrangements. Whoops.

The Lamborghini LP 670-4 SV and the Koenigsegg CCXR deserve better treatment (and better colors) than that. Perhaps some cones and a barricade would have been more appropriate. Just saying….

From: GTSpirit.com

Lamborghini Valentino Balboni Spyder video @ Jalopnik

A spy photographer for the German magazine Auto Motor und Sport recently caught the topless version of Lamborghini’s LP550-2 Valentino Balboni tear-assing around the Nürburgring. It sounds great. Too bad it doesn’t make any sense.Yep, that’s right: Senseless! As the fine folks at Axis of Oversteer remind us, the idea of a topless, track-focused supercar is a little silly. And yeah, it’s probably going to be a bit heavier and a bit duller than its fixed-roof sibling.

Don’t care. Sounds nice. Looks pretty. Would have around just because topless Gallardos sound amazing. ‘Nuff said.