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1985 Lancia LC2 Group C by melkorius 1985 Lancia LC2 Group C :iconmelkorius:melkorius 17 3 2017 Honda NSX LB by melkorius 2017 Honda NSX LB :iconmelkorius:melkorius 14 1 2017 Honda NSX LB by melkorius 2017 Honda NSX LB :iconmelkorius:melkorius 21 6 1953 Ferrari 500 Mondial by melkorius 1953 Ferrari 500 Mondial :iconmelkorius:melkorius 18 1 1953 Ferrari 500 Mondial by melkorius 1953 Ferrari 500 Mondial :iconmelkorius:melkorius 21 2 Lamborghini Terzo Millennio by melkorius Lamborghini Terzo Millennio :iconmelkorius:melkorius 18 10 1966 Pontiac Bonneville Hardtop by melkorius 1966 Pontiac Bonneville Hardtop :iconmelkorius:melkorius 25 3 2011 Koenigsegg Agera R by melkorius 2011 Koenigsegg Agera R :iconmelkorius:melkorius 11 0 2011 Koenigsegg Agera R by melkorius 2011 Koenigsegg Agera R :iconmelkorius:melkorius 12 6 2011 Koenigsegg Agera R by melkorius 2011 Koenigsegg Agera R :iconmelkorius:melkorius 12 0 2015 Ford Pursuit Ute HE by melkorius 2015 Ford Pursuit Ute HE :iconmelkorius:melkorius 13 0 2015 Ford Pursuit Ute HE by melkorius 2015 Ford Pursuit Ute HE :iconmelkorius:melkorius 9 0 2015 Ford Pursuit Ute HE by melkorius 2015 Ford Pursuit Ute HE :iconmelkorius:melkorius 14 0 2015 Ford Pursuit Ute HE by melkorius 2015 Ford Pursuit Ute HE :iconmelkorius:melkorius 10 3 2017 Chevy Camaro ZL1 by melkorius 2017 Chevy Camaro ZL1 :iconmelkorius:melkorius 20 3 2017 Chevy Camaro ZL1 by melkorius 2017 Chevy Camaro ZL1 :iconmelkorius:melkorius 14 2

Favourites

Nissan Skyline 2000GT-R by nancorocks Nissan Skyline 2000GT-R :iconnancorocks:nancorocks 61 3 Delahaye Cuicuilco  RearView V002 by bacarlitos Delahaye Cuicuilco RearView V002 :iconbacarlitos:bacarlitos 6 3 570 STUDIO by Tshikhudo 570 STUDIO :icontshikhudo:Tshikhudo 7 4 2018 Ford Mustang Shelby Super Snake Concept by nancorocks 2018 Ford Mustang Shelby Super Snake Concept :iconnancorocks:nancorocks 14 2 Red Baron by rOEN911 Red Baron :iconroen911:rOEN911 248 19 The Drop by rOEN911 The Drop :iconroen911:rOEN911 215 13 TOM -sniper rifle by peterku TOM -sniper rifle :iconpeterku:peterku 493 45 Mazda LM55 by nancorocks Mazda LM55 :iconnancorocks:nancorocks 19 2 Mazda LM55 by nancorocks Mazda LM55 :iconnancorocks:nancorocks 22 2 2017 Lamborghini Terzo Millennio Concept by SamCurry 2017 Lamborghini Terzo Millennio Concept :iconsamcurry:SamCurry 79 7 Ferrari F1 2015 Air Tunnel Front View by bacarlitos Ferrari F1 2015 Air Tunnel Front View :iconbacarlitos:bacarlitos 11 3 Triumph Bonneville Cafe Racer by nancorocks Triumph Bonneville Cafe Racer :iconnancorocks:nancorocks 24 4 SAAB J-21 by rOEN911 SAAB J-21 :iconroen911:rOEN911 243 13 McLaren MP4-X (MCL32 livery) by nancorocks McLaren MP4-X (MCL32 livery) :iconnancorocks:nancorocks 30 4 Triumph Bonneville Cafe Racer by SamCurry Triumph Bonneville Cafe Racer :iconsamcurry:SamCurry 16 2 Dodge Charger 1969 3/4 frontal view by bacarlitos Dodge Charger 1969 3/4 frontal view :iconbacarlitos:bacarlitos 44 2

Activity


1985 Lancia LC2 Group C
The Lancia LC2 (sometimes referred to as the Lancia-Ferrari) was a series of racing cars built by Italian automobile manufacturer Lancia and powered by engines built by their sister company Ferrari. They were part of Lancia's official factory-backed effort in the World Sportscar Championship from 1983 to 1986, although they continued to be used by privateer teams until 1991. They were also the company's first car meeting the FIA's new Group C regulations for sports prototypes.

More powerful than their primary competition, the Porsche 956s, the LC2s were able to secure multiple pole positions during their three and a half seasons with the factory Martini Racing squad. However, deficiencies in reliability and fuel consumption hampered the LC2s' efforts for race wins against the Porsches. LC2s earned three race victories over their lifetimes in the hands of Italian drivers Teo Fabi, Riccardo Patrese, Alessandro Nannini, and Mauro Baldi, as well as German Hans Heyer and Frenchman Bob Wollek.

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2017 Honda NSX LB
THE CLARKSON REVIEW: 2017 HONDA NSX

BACK IN the days when you could walk from Calais to Dover and wattle was a popular building material, Honda decided it would like to build a supercar with a V10 engine. It would, the company said, be a replacement for the old NSX, and I was very excited.

Every so often I’d call Honda to see how it was coming along, and it’d say, “Very well”, but that there’d been a bit of a delay because of the ice age, or the eruption of Krakatoa or some other geological disturbance. I seem to recall at one point it said it’d had to change the interior because modern man was a different shape from his Neanderthal predecessor.

And then there was a wobble in the Japanese economy, and the V10 engine lost its Formula One halo, so Honda announced that the new car would be some kind of hybrid with electric motors and a turbocharged V6. That sounded pretty exciting too, especially when Ferrari, McLaren and Porsche were busy demonstrating just how biblical a combination such as this could be.
I kept calling Honda to ask when I could drive its new offering and was always told the same thing. “Soon.” It said the design and engineering team in California was “benchmarking” the Chevrolet Corvette, and when this was done it would be ready.

A year later it said the team had decamped to Germany to benchmark various Porsches. And then a year after that it was in Mauritius benchmarking cocktails. I began to think the new NSX was a machine that existed only in Honda’s dreams and that it would never see the light of day.

But then last year, after a quick trip to Sydney to benchmark some surfboards and a stopover in Bali to benchmark a couple of beaches, the tanned and relaxed designers and engineers announced the car was finished.

And I must say it looked good. It’s very low and very wide — wider than almost anything else on the road, in fact. It also appeared to be very clever, since its mid-mounted twin-turbo V6 was fitted with a 47bhp electric motor that would provide power while the turbos were drawing from the well of witchcraft but were not quite ready to deliver it.
Furthermore, each front wheel was fitted with its own 36bhp electric motor, which meant this fairly conventional-looking supercar was anything but, under the skin. Can you even begin to imagine, for instance, the computing power needed simply to keep all four wheels rotating at the same speed?

When you start to consider that, you can see why it’s taken so long to get the new NSX from the doodle, “Wouldn’t it be nice?” phase and into the showrooms. Especially when you step inside and realise that despite the behind-the-scenes complexity, it comes with a normal steering wheel, normal pedals, normal paddles for the nine-speed gearbox and a normal price. I’m not being flippant. At £143,950 it’s almost five times less expensive than Porsche’s hybrid alternative.

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2017 Honda NSX LB
THE CLARKSON REVIEW: 2017 HONDA NSX

BACK IN the days when you could walk from Calais to Dover and wattle was a popular building material, Honda decided it would like to build a supercar with a V10 engine. It would, the company said, be a replacement for the old NSX, and I was very excited.

Every so often I’d call Honda to see how it was coming along, and it’d say, “Very well”, but that there’d been a bit of a delay because of the ice age, or the eruption of Krakatoa or some other geological disturbance. I seem to recall at one point it said it’d had to change the interior because modern man was a different shape from his Neanderthal predecessor.

And then there was a wobble in the Japanese economy, and the V10 engine lost its Formula One halo, so Honda announced that the new car would be some kind of hybrid with electric motors and a turbocharged V6. That sounded pretty exciting too, especially when Ferrari, McLaren and Porsche were busy demonstrating just how biblical a combination such as this could be.
I kept calling Honda to ask when I could drive its new offering and was always told the same thing. “Soon.” It said the design and engineering team in California was “benchmarking” the Chevrolet Corvette, and when this was done it would be ready.

A year later it said the team had decamped to Germany to benchmark various Porsches. And then a year after that it was in Mauritius benchmarking cocktails. I began to think the new NSX was a machine that existed only in Honda’s dreams and that it would never see the light of day.

But then last year, after a quick trip to Sydney to benchmark some surfboards and a stopover in Bali to benchmark a couple of beaches, the tanned and relaxed designers and engineers announced the car was finished.

And I must say it looked good. It’s very low and very wide — wider than almost anything else on the road, in fact. It also appeared to be very clever, since its mid-mounted twin-turbo V6 was fitted with a 47bhp electric motor that would provide power while the turbos were drawing from the well of witchcraft but were not quite ready to deliver it.
Furthermore, each front wheel was fitted with its own 36bhp electric motor, which meant this fairly conventional-looking supercar was anything but, under the skin. Can you even begin to imagine, for instance, the computing power needed simply to keep all four wheels rotating at the same speed?

When you start to consider that, you can see why it’s taken so long to get the new NSX from the doodle, “Wouldn’t it be nice?” phase and into the showrooms. Especially when you step inside and realise that despite the behind-the-scenes complexity, it comes with a normal steering wheel, normal pedals, normal paddles for the nine-speed gearbox and a normal price. I’m not being flippant. At £143,950 it’s almost five times less expensive than Porsche’s hybrid alternative.

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1953 Ferrari 500 Mondial
The first of these cars was built by a young coachbuilder from Modena called Scaglietti and was inspired by a design created by Dino Ferrari to freshen up the look of the old 166 given to him by his father. The models built for sale to the public were the work of Pinin Farina who built around 15 of the spiders in all. Powered by a 2000 cc four-cylinder engine, this model acquitted itself very honourably indeed in a whole host of races, topping its category in many.

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1953 Ferrari 500 Mondial
The first of these cars was built by a young coachbuilder from Modena called Scaglietti and was inspired by a design created by Dino Ferrari to freshen up the look of the old 166 given to him by his father. The models built for sale to the public were the work of Pinin Farina who built around 15 of the spiders in all. Powered by a 2000 cc four-cylinder engine, this model acquitted itself very honourably indeed in a whole host of races, topping its category in many.

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melkorius's Profile Picture
melkorius
Hugo
Artist | Professional | Varied
United Kingdom
Current Residence: Uk - Glasgow
Favourite genre of music: Chill out music
Favourite photographer: none
Favourite style of art: Fantasy Art
Operating System:WI7
MP3 player of choice: iphone
Favourite cartoon character: ren and stimpy
Personal Quote: Intelligence pursuits me but I am quicker
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:icondykroon-chan:
dykroon-chan Featured By Owner Feb 24, 2018
Happy birthday =)
Reply
:iconmelkorius:
melkorius Featured By Owner Feb 25, 2018  Professional General Artist
Thanks :D
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:icondykroon-chan:
dykroon-chan Featured By Owner Feb 25, 2018
You welcome =)
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:iconmarkalexvaldendorf:
MarkAlexValdendorf Featured By Owner Feb 24, 2018
Happy Birthday!
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:iconmelkorius:
melkorius Featured By Owner Feb 25, 2018  Professional General Artist
Thanks :D
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