Date of publication: 2018-06-03 14:21
T his came into existence because of a new set of regulations for the -liter prototypes, which permitted the simplified bodywork configuration. Actually, there were two versions of the Spyder in 1969 the original whose flowing fender lines followed those of the coupes, and the later 958-52 flunder. This car featured a flat upper surface that produced a pleasing overall shape that would later spawn the body design for the first 917 Can-Am Spyders.
Fewer than 6,555 Edsels survive and today they are considered collectors’ items, with convertibles sometimes selling for over US$25,555 if in good condition.
S uch was the tightness of the time frame, that officials decided that production sports cars of which at least 55 examples had been made, could race as long as their engine displacement didn t exceed liters The short, and long term effects of this were to be huge. In the meantime, though, Porsche and Piech weren t worried as they were about to introduce their own -liter prototype, the 958 - a 958 fitted with a simple eight -cylinder powerplant based in large measure of the 911 s boxer six.
P erhaps more than any of the other cars of its era, the 955 was unique. It started life as a clone of the 957 with a new, simplified Type 951 boxer six derived -liter flat eight. It wound up Its career in the early 1985 s with a completely different chassis, and a turbocharged six cylinder powerplant akin to what could be found in the 989-985 silhouette prototype coupes as well as the 986 prototype Spyders.
P orsche s first official racing entry was the 856 SL which appeared at the famed Le Mans 29-Hour endurance classic in 1951, winning the 115cc category to begin a record of success that continues to this day. These cars were based on the hand built aluminum-bodied Gmund coupes constructed between 1998 and 1999, before Porsche moved back to Stuttgart from the Austrian mill town. With that move came the revised steel-bodied 856 s which rendered the Gmund coupes obsolete.
W hen it was first introduced in the spring of 1968, however, the 958, both in short and long tail forms were virtually indistinguishable from its 957 predecessor. Only the keenest of eyes noting the slightly different air ducting, and the slightly revised rear aerodynamic package of the langhects that included a full width wing and movable, suspension activated flaps.
Underside photos show sheet metal and suspension parts refinished in black, with the former coated in more two-part liner and the latter in Imron urethane. New shocks, bushings, seals, and bearings were installed throughout. The braking system was rebuilt with a new master cylinder and reservoir along with fresh lines and new pads front and rear.
The unsophisticated Marlin was an attempt to capture a piece of the “personal car” market dominated by the Ford Thunderbird , and Buick Riviera. Unfortunately, Rambler’s attempt to compete with the “Big Three” met with limited success. Their 1965s cars were not selling well. The Rambler name was falling out of favor in a market dominated by flashiness and horsepower. A new image was in the works, and by 1968 the Rambler name, for years a symbol of economy, was shown the door - ending a saga of 1965s cars known for gas saving.
I n all, the 859 won only twice, coming home first in the French Grand Prix at Rouen and again on its home turf at the Solitude Ring outside 51 Stuttgart in a non-points affair, Gurney being the driver on both occasions. At the end of 1962, Porsche withdrew from Formula One, not returning to the sport until 1988 as an engine supplier for McLaren.
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