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Van mreže Madison

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« Odgovor #360 poslato: Januar 23, 2020, 09:17:05 pre podne »
Izgleda kao lose sklopljena Lego igracka :53

Ali stvarno, kao da su prvo napravili auto, pa kako su otkrivali sta fali i ne valja, samo su budzili/dodavali, izgled u drugom planu :)

Van mreže Nenad Petakovic

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« Odgovor #361 poslato: Januar 23, 2020, 10:54:20 pre podne »
Old scula je to  :).
Dobar motor moja dvojka ima
Al sediste svako mu se klima!
Sedista mu rasklimale zene
Al on opet dobro slusa mene!
Dok je dvojke vozacu devojke!😀

Van mreže Desmo

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« Odgovor #362 poslato: Januar 26, 2020, 04:58:01 pre podne »

Van mreže Desmo

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« Odgovor #363 poslato: Januar 26, 2020, 08:32:10 posle podne »
Škoda 720: The dream of the Czech BMW ended in ruins

Several cars are synonymous with the rear and rear diiven axles. Inseparably, this includes the original Volkswagen Beetle and the derived Porsche 356 as well as the successor in the form of the iconic 911 - and for the western piece of the former eastern block also old Skoda cars . In the 1960s, an “emblem”, the Škoda 1000 MB , was introduced , which laid the foundation for this concept in Mladá Boleslav.

At that time, however, began the development of a larger model, which would cost over 1000 MB and which adhered to the classic concept, the engine front and rear axle drlve. There were indeed a lot of ideas, one of the original still from 1959 even counted with an in-line six-cylinder 1.5 liter and 65 horsepower. It was not until 1965, when the production of 1000 MB was already fully running, that the development of the news could begin to work properly.

We are talking about the Škoda 720, a machine that you will never see on Czech roads and you could never see - if you are not really lucky, but only later. The technical basis of this machine was the aforementioned concept of the engine with the transmission above the front axle and rear drlven wheels. All four wheels were independently suspended; McPherson on the front, triangular shoulders with a swaying axis at the back. The brakes were to be disc-shaped at the front and drum-shaped at the rear; experiments with domestic products as well as pieces of brands Girling and Dunlop as well as brake booster.

Several Czechoslovak designers and designers worked on the body of this machine, but it was still not the case. Once the body was similar to the Renault 16, then the Ford Cortina, it was always something similar and not unique enough. It was a collaboration with the body shop Vignale, but talks failed due to lack of foreign exchange. Nevertheless, in purely Czechoslovak direction, several prototypes were created that underwent various tests. It was common for them to drlve 55,000 kilometers within a few months. At this time, the engines under the hood were no longer six-cylinder, but four-cylinder; there should be variants of 1.2 and 1.5 liters.

Later, in the spring of 1969, the government knocked AZNP, as it was called Skoda, an investment of about three and a half million crowns - and could start cooperation with Italdesign. This then renowned bodybuilder Giorgetta Giugiar fine-tuned the work of Czechoslovak creators and created the body, which you see in the photos - an elegant sedan with a balanced profile, which the production "stopět" and co. cannot equal.

Italdesign and AZNP produced several prototypes in 1969 and 1970, which were also subjected to drlving and durability tests. The first fifteen hundreds were capable of a maximum speed of 157-159 km / h and drove with a consumption of 9 liters per 100 km at a speed of 78 km / h. There were more prototypes here, and the tests lasted up to 80,000 kilometers - and one of the cars even reportedly crashed twice in testing, not in the crash tests, which were also performed with some pieces.

Engines under the hoods of the prototypes were already mentioned four-cylinder capacity of 1 236 or 1 498 ccm and all versions were equipped with carburetors Weber or Jikov. The power range was quite large, from the 66 horsepower of the weakest twelve-hundred to the 92 horsepower of the fifteen-hundred. in most prototypes, the 1.5 liter engine was 84 hp and 121 Nm. There was also a single piece of 1.8-liter four-cylinder, which offered 95 horses and 152 Nm. Top speeds ranged from 134 km / h weakest version to 161 km / h that eighteen hundreds.

However, the prototypes, both purely Czechoslovak and created in cooperation with Italdesign, were not perfect. The rear of the body of all Czechoslovak and even the first Italian versions suffered desperately lack of stiffness. Also, most cars, even the piece that was presented to the government, leaked strongly. And especially from today's point of view, the Škoda 720 had another disadvantage - it had absolutely nothing to do with the Škoda 1000 MB at all, so the development was very costly and it would be doubled in case of serial production.

In the late 60s there was a plan to start production of the Škoda 720, but with a different name, the number 720 was just a prototype designation within the AZNP. In 1973, the production of a sedan in Mladá Boleslav and a station wagon in Vrchlabí was to start, and a year later the production of a coupe in Kvasiny was to begin. Also, the price was set - at a production cost of about 25 thousand crowns per piece, the wholesale selling price would be 27 140 CZK / pc and retail equal 30 thousand for a weaker version with an engine of 1.2, 35 thousand crowns for a stronger fifteen hundred. The visual difference was to be the front mask - fifteen hundreds should have four headlamps in front, twelve hundreds only two. And, among the optional equipment, there were supposed to be elements such as automatic transmission, air conditioning or even ABS.

As early as 1970, however, AZNP itself stated in the report that preparations for production were slowing down and that it would not start before 1975, unless the enterprise was properly supported by the government. However, the work on the Škoda 720 stopped, after investing more than 37 million crowns. The main reason was that all the components were new and that would result in huge costs to start production, reportedly larger than the amount invested.

At the same time, the Škoda 740, the smaller 720 and the future replacement for 1000 MB were also developed, but neither the 720 nor the 740 shared anything at all, except for the front engine and rear axle drlve concepts. But the gearbox at 740 was elsewhere, just at the rear axle. Starting production of both models would therefore be too expensive and Skoda still paid technology to produce 1000 MB.

So it happened that the "Czech BMW", as the model sometimes says, on the road runs only one copy, a prototype sold in the early 70s, which is currently allegedly in the hands of an unnamed South Bohemian businessman. And for mass production, the "emblem" has been laboriously redesigned to newer models with rear engine. The only thing that the Škoda 720 really got into production was the rear suspension - mounted on the Garde and Rapid coupe as well as on the highest versions of the 130, 135, 136 and 120 LX ...






Van mreže Desmo

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« Odgovor #364 poslato: Februar 10, 2020, 05:05:34 posle podne »
Audi Quartz

When Audi launched the Ur Quattro at Geneva in March 1980 it was the first high performance road car to employ four-wheel drlve.
One of those present at Geneva was Sergio Pininfarina who convinced Audi to supply him with a naked Quattro as a base for a styling concept.
Audi obliged and in the summer of 1980 a pre-production Ur Quattro was dispatched to Italy. Deliveries of customer cars would not start until the end of the year.
The Audi Quartz became a testbed for Pininfarina’s ongoing experimentation with advanced materials.
To that end the body was a mixture or carbonfibre, Kevlar, steel-polyurethane composite and polycarbonate.
Mechanically the base car was unchanged and fully functional. It comprised a steel monocoque with fully independent suspension and permanent four-wheel drlve.
The engine was a 2.1-litre Inline five turbocharged to produce 197bhp. Although the standard car was quoted at 1290kg, Pininfarina’s lightweight body saw this reduced to 1200kg.
The Pininfarina redesign was carried out by stylist Enrico Fumia working under the watchful eye of Leonardo Fioravanti. Typical of the era, the Quartz mixed flat surfaces with softened edges.
A grooved swage line wrapped around the entire body; it concealed a nose intake and vents behind the front wheels for engine cooling.
Instead of conventional headlights Carello supplied small lenses to Pininfarina with with a diameter of 75mm.
These were mounted under the bonnet which had porthole punctuations through which the lamps projected.
Slimline tail lights spanned the entire width of the rear fascia and pre-dated another 1980s trend. Other modern touches included concealed A and B pillars plus body coloured bumpers and mirrors.
The exhaust pipes were formed to replicate Audi’s Four-Ring logo.
Overall the Quartz was 30cm shorter than the standard Ur Quattro and had a drag coefficient of 0.45.
Surprisingly, this was slightly worse than the boxy original at 0.43. The finished car was first painted two-tone grey-blue over silver which was quickly changed to monotone silver.
Although Audi switchgear was retained the cockpit was thoroughly redesigned.
New high-backed seats were heavily bolstered and trimmed in the same off white square patterned leather used for the rear seats and door panels.
The dash was also reconfigured and an LCD computer concealed within the glovebox. Red carpet gave the Quartz a very 1980s ambience.
Pininfarina presented the Quartz at the Geneva Salon in March 1981 one year after the original Ur Quattro had been unveiled.
Sergio Pininfarina gifted the car to the publishers of Swiss magazine, Automobil Revue, for their 75th anniversary.
Automobil Revue later tested the car and achieved a 136mph top speed and 0-62mph time of 7.1 seconds. These figures were identical to the production model.
The Quartz was subsequently purchased by Audi who retain it to this day.

« Poslednja izmena: Februar 10, 2020, 05:07:54 posle podne od strane Desmo »

Van mreže Desmo

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« Odgovor #365 poslato: Februar 24, 2020, 06:56:21 posle podne »

Van mreže Fica

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« Odgovor #366 poslato: Februar 25, 2020, 11:37:30 posle podne »



Van mreže Desmo

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« Odgovor #367 poslato: Februar 26, 2020, 08:19:01 posle podne »
Tehnologija napreduje iz dana u dan, 1940-2020:











Novi model:



Van mreže Nenad Petakovic

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« Odgovor #368 poslato: Februar 27, 2020, 05:18:46 pre podne »
Balkanski BOV B).
[youtube][/https://youtu.be/K_2PoV2zty0]
Dobar motor moja dvojka ima
Al sediste svako mu se klima!
Sedista mu rasklimale zene
Al on opet dobro slusa mene!
Dok je dvojke vozacu devojke!😀

Van mreže Desmo

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« Odgovor #369 poslato: Februar 28, 2020, 04:51:40 posle podne »
50 godina FIAT 128


Maja 1969. godine počela je proizvodnja „fijata 128“. Bio je to trenutak kada je došlo do kompletnog raskida sa prošlošću na polju mehanike. Dotadašnji „fijat 1100“, koji se smatrao uspešnim modelom, zamenjen je „stodvadesetosmicom“. Razlika je bila ogromna. Iako je zadržan kockasti dizajn koji je bio aktuelan u to vreme, tehnički je predstavljao revoluciju.
Bio je to prvi kompaktni auto na svetu sa prednjim pogonom koji je objedinio poprečno postavljen motor pogonjen zupčastim kaišem sa ventilima bez klackalica, bregasto vratilo u aluminijumskoj glavi motora, mekferson ogibljenje napred sa disk kočnicama a pozadi trougaona. U to vreme se pojavio i „ford eskort“ prve generacije koji je, u poređenju sa Fijatovom tehnologijom, bio apsolutno zastareo. Čak je i „opel kadet C“, koji se proizvodio od 1973. do 1979, imao pogon na zadnjim točkovima, dok je prednji krajem šezdesetih imala samo nekolicina modela.

U startu su bila predviđena dva motora, zapremine 1116 i 1290 kubika. Snaga se razlikovala od verzije do verzije, tako da se kretala u rasponu od 50 KS za 1,1 do 75 “konja” za 1,3.
Auto je bio dugačak 3,85 metara, što je još jedan pokazatelj koliko su današnji automobili porasli. Inovativan dizajn i konstrukcija su doveli do toga da je čak 80 posto zapremine karoserije bilo korisno upotrebljivo, a 20 posto je odlazilo na skladištenje mehaničkih komponenti. To je omogućeno zahvaljujući poprečno postavljenom motoru i menjaču. Šef projektanskog tima je bio čuveni Dante Đakoza, koji se smatra ocem svih “fijata” od pedestih do sedamdesetih godina prošlog veka. Rezultat njihovog rada najbolje je sagledati kroz mnogobrojna priznanja stručnjaka i kolega iz drugih auto-kompanija. Kruna svega je bilo proglašenje za Auto godine 1970.
S obzirom da je Fijat proizvođač koji veoma ceni i propagira sportske karakteristike svojih modela, već 1971. predstavljena je “reli” verzija. Auto je, osim dvoja vrata, imao i sportske detalje, počevši od branika, alu-felni, pa sve do sportskih instrumenata i volana. Inače, sportski instrumenti iz “relija” sa sve obrtomerom i meračem pritiska ulja su kasnije ugrađivani u “zastavu 101 specijal”. Još jedna razlika “reli” verzije u odnosu na standardnu su drugačija zadnja svetla – umesto pravougaonih, imao je po dva okrugla svetla. Pod haubom se nalazio motor od 1290 ccm, sa 68 “konja”.






Iste godine Fijat je iznenadio javnost još jednim modelom – “fijatom 128 kupe”. Iako je izgledao potpuno drugačije u odnosu na sedan, mehanički je bio zasnovan na njemu, ali sa kraćim međuosovinskim rastojanjem. Njegova zvanična oznaka je bila “fijat 128 sport”, a motori su bili dodatno pojačani – 1,1 je dobio 64 KS, a 1,3 75 KS. Jeftinija varijanta je imala četvrtaste a skuplja udvojene okrugle farove i još mnogo luksuznijih i drugačijih detalja kao što su četvrtasti farovi i svetla za vožnju unazad.








Prva restilizacija “stodvadesetosmice” dogodila se 1974. godine. Auto je dobio novu prednju masku, gumenu traku na branicima, a novina je bilo uvođenje verzije “128 specijal”, koja je imala bogatiju opremu i finije materijale u kabini. Motor je pozajmljen iz “relija”, ali je oslabljen na 60 KS.




Još jedna značajna izmena dogodila se godinu dana kasnije – tada je veliku estetsku transformaciju imala kupe verzija, kao odgovor Folksvagenu na tek predstavljeni “VW široko”. “Fijat” je postao duži, sa drugačijim prednjim i zadnjem krajem koji je dobio velika vrata prtljažnika i razdvojeno svako svetlo zasebno. Umesto “128 sport”, postao je “128 kupe”. Mnogi smatraju da je ovaj auto bio ispred svog vremena po konceptu i dizajnu i da je to glavni razlog što nije ostvario veći uspeh na tržištu. Poslednju evoluciju imao je 1978. godine sa prelepim sportskim enterijerima u jednoj boji, najčešće sa kariranim, odnosno pepito dezenima. Na žalost, ova verzija je prošla gotovo neprimećena.



Poslednja i najveća restilizacija “fijata 128” usledila je 1976. godine. Tada je nastao auto kakvog poznajemo sa naših puteva – sa plastičnim branicima, velikim zadnjim svetlima i potpuno drugačijim enterijerom sa novom komandnom tablom. Time je praktično započeta era upotrebe velike količine plastike u automobilima. Novina je bila uvođenje karavan verzije pod nazivom “panorama” ili “familijare”, kako su je Italijani još zvali. Imala je samo troja vrata i nastala je po ugledu na argentinsku verziju karavana sa petoro vrata, koja se nikad nije proizvodila za evropsko tržište.


Zvanični naslednik “stodvadesetosmice” je “fijat ritmo”, koji se pojavio 1978. godine. Ipak, sa nepromenjenim dizajnom i motorima, “128” ostaje u proizvodnji u Italiji još pet godina, sve do 1983. godine. Ukupno je napravljeno 3.107.000 primeraka, ne računajući primerke napravljene u drugim zemljama.

Zanimljivo je da je “fijat 128” tokom sedamdesetih prodavan ne samo u Evropi i Južnoj Americi već i u SAD-u i u Japanu, a primerci za ta tržišta su dolazili iz Italije.
Izvan Italije, “stodvadesetosmica” se proizvodila u nekoliko zemalja na različitim kontinentima.  U Srbiji je proizvedeno ukupno 228.274 primerka i to počevši od 16. maja 1980. godine. Od tog broja, 71.904 primerka su izvezeni u delovima u Egipat, gde su sve do 2009. sastavljani u fabrici NASR za lokalno tržište.

Iz fabrike u Argentini je sišlo najviše primeraka, ukupno 255.110 i to od januara 1971. do decembra 1990. Oni su imali i “super europa” verziju koja je imala drugačiji prednji i zadnji kraj po ugledu na “fijat arđentu”, a imala je i motor zapremine 1,5 litar.





Španija je pod brendom Seat proizvodila samo kupe verziju i to sa starim motorom od 1200 kubika iz “fijata 124”. Taj auto, na žalost, nije imao velikog uspeha i napravljen je u 31.893 primeraka.

Izvestan broj primeraka je sastavljen u Maroku, Kolumbiji, kao i na Šri Lanci, gde se proizvodio do 1978. godine.
U trenutku početka proizvodnje “fijata 128” 1969. godine, aktuelan Folksvagenov model u kompaktnoj klasi bila je “VW buba”. Prema nekim pričama iz inženjerskih krugova tog vremena, čuveni dizajner automobila Đorđo Đuđaro je 1970. godine otišao u Folksvagen da im predstavi skice “golfa”. Kažu da je tada u fabrici slučajno video “fijat 128” rasklopljen u delove, pa se pretpostavlja da je ideje za dobar deo mehaničke konstrukcije “golfa” prve generacije dao upravo Fijat.
Konstruktor motora “fijata 128” bio je legendarni Aurelio Lampredi, čovek koji je je svoju karijeru započeo u Pijađu, a nastavio je 1946. u Ferariju, za koji je konstruisao čuvene V12 motore koji su primenu našli u trkačkim i putničkim verzijama.

Fijatovi motori su praktično bili smanjene verzije Ferarijevih motora. Osim 1,1 i 1,3 verzije, povećanjem prečnika i hoda klipova dobijene su još 1,4, 1,5 i 1,6 verzije iste konstrukcije, od kojih se poslednji u “fijatima” proizvodio sve do kraja devedesetih u “tipu/tempri” ali i u “bravo/bravi” i “delti” kao “tork” (obrtni moment) motor sa dva bregasta vratila u glavi i 16 ventila.

Na bazi motora “fijata 128” (128 tip A) razvijen je i veliki Fijatov V6 motor od 2,9 i 3,2 litra koji se ugrađivao u “fijat 130”.





Jedine turbo verzije su imali 1,3 i 1,4 koji su našli primenu u “unu” i “puntu” prve generacije.“Fijat 128” je praktično predstavljao revoluciju u kompakt klasi sa mnogobrojnim verzijama. Ni jedan drugi auto do tada nije imao toliko različitih karoserija – sedan sa dvoje i četvoro vrata, kupe, karavan, hečbek sa dvoje i četvoro vrata (“zastava 101”), pa čak i roudster varijantu u vidu “fijata X 1/9”, koji je imao centralno postavljen motor i zadnji pogon.




Mnogobrojni karoseristi su na bazi “128” stvarali svoje kreacije, kao što su Moreti i Bertone.








« Poslednja izmena: Februar 28, 2020, 05:28:12 posle podne od strane Desmo »

Van mreže lolazoca

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« Odgovor #370 poslato: Februar 28, 2020, 07:37:36 posle podne »
jedan od Fiata koji mi je jos od klinackih dana ostao u  wub ...

https://www.mecum.com/lots/KD1216-266703/1978-fiat-131-supermirafiori/
Slobodni smo za svaku istinu,odgovorni pred njom i obavezni da je cuvamo od lazi.


Van mreže Ivan

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« Odgovor #371 poslato: April 01, 2020, 07:47:22 posle podne »
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