The Flickr Nacaduct Image Generatr

Patrick Depailler was born on this day in 1944. He was known for driving on the edge and did not seem to fear death. He was simply a racer, that was his life. Today he’d have turned 74. He drove this very special car, the 6-wheeled Tyrrell P34/2, during the 1976 Formula 1 season. I saw this car two years ago at Canepa Motorsport and it’s still one of the most unique vehicles I’ve ever seen.

Check out the full article about my trip to Canepa on HoonArt.
See what I've been shooting lately, on Instagram

www.garyhebdingjr.com

Leica M240, Summilux-M 35mm ASPH FLE

A NACA duct,[1] also sometimes called a NACA scoop or NACA inlet, is a common form of low-drag air inlet design, originally developed by the U.S. National Advisory Committee for Aeronautics (NACA), the precursor to NASA, in 1945.

When properly implemented, a NACA duct allows air to flow into an internal duct, often for cooling purposes, with a minimal disturbance to the flow. The design was originally called a "submerged inlet", since it consists of a shallow ramp with curved walls recessed into the exposed surface of a streamlined body, such as an aircraft. It is especially favored in racing car design.

en.wikipedia.org/wiki/NACA_duct

The Ferrari F40 is a mid-engine, rear-wheel drive, two-door coupé sports car built from 1987 to 1992. The successor to the Ferrari 288 GTO, it was designed to celebrate Ferrari's 40th anniversary and was the last Ferrari automobile personally approved by Enzo Ferrari. At the time it was the fastest, most powerful, and most expensive car that Ferrari sold to the public.[2]
The car debuted with a factory suggested retail price of approximately US$400,000 in 1987 ($830,000 today), although some buyers were reported to have paid as much as US$1.6 million. 1,311 F40s were manufactured in total.[3]

Origin
As early as 1984, the Maranello factory had begun development of an evolution model of the 288 GTO intended to compete against the Porsche 959 in FIA Group B. However, when the FIA brought an end to the Group B category for the 1986 season, Enzo Ferrari was left with five 288 GTO Evoluzione development cars, and no series in which to campaign them. Enzo's desire to leave a legacy in his final supercar allowed the Evoluzione program to be further developed to produce a car exclusively for road use.[4]

Drivetrain and suspension
Power came from an enlarged, 2.9 L (2936 cc) version of the GTO's twin IHI turbocharged V8 developing 485 PS (357 kW; 478 hp) under 110 kPa (16 psi) of boost. The F40 did without a catalytic converter until 1990 when US regulations made them a requirement for emissions control reasons. The flanking exhaust pipes guide exhaust gases from each bank of cylinders while the central pipe guides gases released from the wastegate of the turbochargers. Engines with catalytic converters bear F120D code.
The suspension setup was similar to the GTO's double wishbone setup, though many parts were upgraded and settings were changed; the unusually low ground clearance prompted Ferrari to include the ability to raise the vehicle's ground clearance when necessary.[5]

Body and interior
The body was an entirely new design by Pininfarina featuring panels made of kevlar, carbon fiber, and aluminum for strength and low weight, and intense aerodynamic testing was employed (see below). Weight was further minimized through the use of a plastic windshield and windows. The cars did have air conditioning, but had no sound system, door handles, glove box, leather trim, carpets, or door panels. The first 50 cars produced had sliding Lexan windows, while later cars were fitted with normal windows that could be rolled down.[6]

Aerodynamics
The F40 was designed with aerodynamics in mind. For speed the car relied more on its shape than its power. Frontal area was reduced, and airflow greatly smoothed, but stability rather than terminal velocity was a primary concern. So too was cooling as the forced induction engine generated a great deal of heat. In consequence, the car was somewhat like an open-wheel racing car with a body. It had a partial undertray to smooth airflow beneath the radiator, front section, and the cabin, and a second one with diffusers behind the motor, but the engine bay was not sealed. Nonetheless, the F40 had an impressively low Cd of 0.34 with lift controlled by its spoilers and wing.[7]

Racing
An F40 LM on display at the Goodwood Festival of Speed
The factory never intended to race the F40, but the car saw competition as early as 1989 when it debuted in the Laguna Seca Raceway round of the IMSA, appearing in the GTO category, with a LM evolution model driven by Jean Alesi, finishing third to the two faster spaceframed four wheel drive Audi 90 and beating a host of other factory backed spaceframe specials that dominated the races. Despite lack of factory backing, the car would soon have another successful season there under a host of guest drivers such as Jean-Pierre Jabouille, Jacques Laffite and Hurley Haywood taking a total of three second places and one third.
Although the F40 would not return to IMSA for the following season, it would later be a popular choice by privateers to compete in numerous domestic GT series including JGTC. In 1994, the car made its debut in international competitions, with one car campaigned in the BPR Global GT Series by Strandell, winning at the 4 Hours of Vallelunga.[8]
In 1995, the number of F40s climbed to four, developed independently by Pilot-Aldix Racing (F40 LM) and Strandell (F40 GTE, racing under the Ferrari Club Italia banner), winning the 4 Hours of Anderstorp. No longer competitive against the McLaren F1 GTR, the Ferrari F40 returned for another year in 1996, managing to repeat the previous year's Anderstorp win, and from then on it was no longer seen in GT racing.[9]

Competizione
The F40 Competizione is a non-sponsored, more powerful version of the F40 LM cars that were being raced, which was the result of consumer requests following the order of a French importer who wanted to enter one in the 24 Hours of Le Mans. 10 examples were built, the first two being called F40 LM's, and the remaining 8 being F40 Competizione, as Ferrari felt that the LM tag was too restrictive.[10]
An F40 Competizione can be found today in the Automobile Museum of Turin.[11]

Succession
The F40 was discontinued in 1992, and in 1995 the F50 was intended to be its successor in GT1 racing; but only three racing F50s were produced and none ever actually competed in a race.[12]

Class success and name continuing
Produced by Ferrari until 1995, the F40 was very successful and sold over 1000 units. The "F40" name was modified in 1995 to "F50", with a completely different body and engine (it was a V12, rather than V8). Although only 349 were built, F50 and its predecessors were one of the best cars in the world. The F50 name disappeared in 1997, replaced by Enzo in 2002, whose production was ended in 2004, and was in turn replaced by LaFerrari in 2013. Originally, F50 had no direct successor, but its name successor was introduced in 2014, the F60 America, for celebrating 60 years of Ferrari in North America. However, it has no similarities with the F40 or F50 in appearance.

Performance
Rear view of a Ferrari F40 in Melbourne, Australia
The F40's light weight of 1,100 kg (2,425 lb) and high power output of 485 PS (357 kW; 478 hp) at 7000 rpm gave the vehicle tremendous performance potential. Road tests have produced 0–100 km/h (0–62 mph) times as low as 3.8 seconds (while the track only version came in at 2.99 seconds), with 0–160 km/h (0–99 mph) in 7.5 seconds and 0–200 km/h (0–124 mph) in 10 seconds matching the Porsche 959, its primary competitor at the time.
The F40 was the first road legal production car to break the 200 mph (320 km/h) barrier. From its introduction in 1987 until 1989, with its only competitors being the Porsche 959 and the 1988 Lamborghini Countach,[13] it held the record as the world's fastest production car, with a top speed of 201.4 mph (324 km/h). During the 2006 Bonneville Speed Week, Amir Rosenbaum of Spectre Performance managed to take his F40 with small boost and air intake modifications to 226 miles per hour (364 km/h).[14]

Reception
On Top Gear, Richard Hammond and Jeremy Clarkson both refer to the F40 as the "greatest supercar the world had ever seen". Clarkson also said the F40 is one of the most beautiful cars ever made. In series 16, episode 6, Hammond compared the F40 against its main rival, the Porsche 959. However, they never completed a lap on the Test Track, as the F40 failed to start and the 959 had problems with the turbos.[15]

Full official first specs
Those published by Ferrari details referring to the model presentation.[16]

Performance[edit]
•Top speed: 320 kilometres per hour (200 mph)
•Acceleration:
•0–100 km/h (62 mph): 3.9 sec.
•0–200 km/h (124 mph): 12 sec.
•0–400 m: 11.9 sec.
•0–1000 m: 20.9 sec.


Engine[edit]

V8 engine
•Type: rear, longitudinal, 90° V8
•Bore/stroke: 82 x 69.5 mm
•Unitary displacement: 367.03 cc
•Total displacement: 2936.25 cc
•Compression ratio: 7.7 : 1
•Maximum power: 351.5 kW (478 hp) at 7000 rpm
•Power per litre: 163 horsepower/l
•Maximum torque: 577 Nm (58.8 kgm) (424 lb-ft) at 4000 rpm
•Valve actuation: twin overhead camshafts per bank, four valves per cylinder
•Fuel feed: Weber-Marelli electronic injection, twin turbos
•Ignition: Weber-Marelli electronic, single spark plug per cylinder
•Lubrication: dry sump
•Clutch: twin-plate

Bodywork[edit]
•Type: two-seater berlinetta
•Length: 4358 mm (171.57 inches)
•Width: 1970 mm (77.56 inches)
•Height: 1123 mm (44.21 inches)
•Wheelbase: 2450 mm (96.46 inches)
•Front track: 1594 mm (62.76 inches)
•Rear track: 1606 mm (63.23 inches)
•Weight: 1100 kg (dry) (2425 pounds)

Chassis[edit]
•Frame: tubular steel and composites
•Front suspension: independent, unequal-length wishbones, coil springs over telescopic shock absorbers, anti-roll bar
•Rear suspension: independent, unequal-length wishbones, coil springs over telescopic shock absorbers, anti-roll bar
•Brakes: discs
•Transmission: 5-speed + reverse
•Steering: rack-and-pinion
•Fuel tank: capacity 120 litres (31.7006 US gallons)
•Front tyres: 235/45 ZR 17 or 245/40 ZR 17
•Rear tyres: 335/35 ZR 17
Fuel consumption[edit]
•EPA premium gasoline, 2.9 L, 8 cyl, Manual 5-spd 1990-1992[17]
•Combined 13 miles per U.S. gallon (18 L/100 km; 16 mpg-imp)
•City 11 miles per U.S. gallon (21 L/100 km; 13 mpg-imp)
•Highway 16 miles per U.S. gallon (15 L/100 km; 19 mpg-imp)
•Carfolio.com official specifications[18]
•8.6 l/100 km 90 km/h
•9.7 l/100 km 120 km/h
•19.2 l/100 km urban
•Automobilio.info with average range specs[19]
•Town - fuel consumption 18.4 l/100 km
•Highway - fuel consumption 8.6 l/100 km
•Average fuel consumption 10.3 l/100 km
•Average trip with full tank 1200 km (750 miles)

Source: Wikipedia
en.wikipedia.org/wiki/Ferrari_F40

Carbon Fiber NACA duct on R34 GT-R hood.

al unser mid-season test team penske march 85c

Boeing 737-9JAER/WL (BBJ3)
37560/2664
HZ-103S

طلال بن عبد العزيز آل سعود / Talal bin Abdulaziz Al Saud

operated by

Jet Aviation Business Jets AG
PJS PP

[300 mm - NO CROP]

Copyright © 2014 A380spotter. All rights reserved.

Boeing 737-53A
24970/1977
C-FPHS

Pacific Sky Aviation Inc.

[135 mm - NO CROP]

Copyright © 2014 A380spotter. All rights reserved.

Geoff Brabham in the VDS Racing Can Am car. He won the series championship in this car in '81.

Geoff Brabham in his Lola-based Can Am car.

Adam Yeoman had these sweet naca ducts set up to cool his brakes.

1983 Lamborghini Countach 5000S aka LP 500S. This essay says everything that needs to be said about the Countach, and does so much better than I could ever hope to do. I agree with everything he says.

NACA ducts ready to install I don't know whaat thtye didn't shape the outlets to match the intakes...

10th Stadpark Revival Hamburg,
3 September 2011

The Alfa Romeo Montreal was introduced as a concept car in 1967 at Expo 67, held in Montreal, Canada. Originally, the concept cars were displayed without any model name, but the public took to calling it ‘Montreal’.

The first production car, Tipo 10564, was shown at the 1970 Geneva Motor Show using a 2593 cc 90° dry-sump lubricated V8 engine with SPICA (Società Pompe Iniezione Cassani & Affini) fuel injection that produced around 200 PS coupled to a five-speed ZF gearbox and a limited-slip differential. This engine was derived from the 2-litre V8 used in the 33 Stradale and in the Tipo 33 sports prototype racer.

The Montreal remained generally unchanged until it was discontinued in 1977. By then, production had long ceased already as Alfa were struggling to sell their remaining stock. Total number built was 3925; none of them were sold in Montreal, Quebec since Alfa did not develop a North American version to meet the US/Canadian emission control requirements. A Montreal can be seen in the 1974 movie The Marseille Contract where Michael Caine drives a metallic dark brown example.