Hi, i dont see this car built often. I plan on using the kit decals and doing it out of box. with only a few extra detail in the interior.
got the tires done, the sticker is from an older AMT decal sheet. and slixx goodyears
Source: http://cs.scaleautomag.com/SCACS/forums/thread/1004991.aspx
David Clapham Jim ClarkÜ Kevin Cogan Peter Collins Bernard Collomb
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The Koenigseeg Agera was officially unveiled in 2010 and now, for the 2013 model year, the Swedish company has already announced a series of eight new updates. The best part is that these changes are not limited to just the exterior of the car. Koenigsegg has managed to obtain an extra 20 HP for the standard Agera and 25 HP for the Agera R.
The exterior changes include the world’s first hollow, one piece, super light carbon fiber wheel, using a proprietary method developed by Koenigsegg named Aircore Technology. This helps in reducing the total weight by 44 lbs. Koenigsegg has also installed new front/side winglets for the Agera R that provide 20kg/44 lbs more downforce at 155 mph, as well as reduced drag.
The car’s engine uses nano-surfaced cylinder sleeves, from ANS, for reduced friction and fuel consumption. Thanks to a new in-house developed engine management system and a rev limiter raised from 7250rpm to 7500rpm, the total output has been increased from 940 to 960 HP for the Agera and from 1,115 to 1,140 HP for the Agera R!
Next to these changes, the company has also installed a unique Triplex suspension - standard on the 2013 Agera R - and a new, lighter rear exhaust section. The KES (Koenigsegg Electronic Stability) is now standard on all Koenigsegg models.
Koenigsegg announces updates for 2013 Agera and Agera R originally appeared on topspeed.com on Friday, 2 March 2012 17:00 EST.
Peter Collins Bernard Collomb Alberto Colombo Erik Comas Franco Comotti
Does anyone make these anymore?
Source: http://cs.scaleautomag.com/SCACS/forums/thread/1003420.aspx
Chuck Arnold Rene Arnoux Peter Arundell Alberto Ascari Peter Ashdown
Source: http://adamcooperf1.com/2012/02/21/schumacher-and-rosberg-excited-by-new-w03/
Lucien Bianchi Gino Bianco Hans Binder Clemente Biondetti Pablo Birger
Source: http://adamcooperf1.com/2012/02/21/mercedes-formally-unveils-the-new-w03/
Jim ClarkÜ Kevin Cogan Peter Collins Bernard Collomb Alberto Colombo
Sebastian Vettel's second world championship title was as remarkable for its control as much as the blinding speed of the German and his Red Bull.
Vettel based his season on a strategy of taking pole position, blitzing the first two laps and from then on going only as fast as he needed to.
The plan generally worked to perfection - Vettel took 11 wins and 15 poles from 19 grands prix - but it left you wondering just how fast he and the Red Bull could have gone.
In Brazil, I asked him if, with the title already in the bag, he had ever been tempted to just go for it, to really push the car and himself to the absolute limits. He replied that he had done just that in Korea and India, the scenes of two of his most dominant wins. "We were able to explore and sometimes take a little bit more risk," Vettel told me.
Despite Vettel's domination in 2011, there were very few of the runaway wins normally seen when one car is superior to the rest. Quite often, the races looked competitive, with Vettel tantalisingly close to - but frustratingly just out of reach of - his leading rivals.
Vettel and team boss Christian Horner often insisted the Red Bull had less of an advantage over McLaren and Ferrari in 2011 than in 2010. Yet Vettel won only five races and recorded 10 poles in 2010 on his way to winning the championship for the first time.
Let's examine the two seasons in a little more detail.
In 2010, Vettel's advantage in qualifying over team-mate Mark Webber was only 0.053 seconds when averaged out over the season. In 2011, it was 0.414. Likewise, Vettel's average advantage over the fastest driver not in a Red Bull was 0.077secs in 2010. In 2011, it was 0.317. That is a massive percentage gain from year to year.
There are reasons why Webber was so far adrift of his team-mate. Unlike Vettel, he struggled with the new Pirelli tyres, which affected both his pace in qualifying and his tyre wear in races.
The Australian is also physically bigger than Vettel so was occasionally at a disadvantage with the car's weight distribution, which again impacted on both his pace and tyre wear.
Turn One, race one; Vettel already has a big lead as the rest squabble. The story of 2011. Photo: Getty
The DRS overtaking aid, which gave drivers within one second of a car in front a boost in straight-line speed, also influenced matters.
But it is the tyres which were key. Asked to produce ones that spiced up racing, Pirelli came up with rubber that wore out rapidly, forcing a greater number of pit stops and resulting in more unpredictable races.
It is also worth looking at Red Bull's race strategy in 2011. The team may have had a car whose aerodynamic superiority made it the fastest by far, but it lacked a little straight-line speed compared to the McLarens and Ferraris. On top of that, I understand Vettel thought some of his rivals were perhaps better at wheel-to-wheel racing.
As a result, Red Bull's strategy was based on Vettel taking pole position, then opening up enough of a gap by lap three to prevent anyone from being close enough to make use of the DRS system, which couldn't be used for the first two laps. After that, he would measure his pace to those behind, producing a super-fast lap or two if he needed to.
Such a strategy did have its risks. If Vettel found himself in the pack during a race, he would have problems overtaking as the car was set up for lap time not straight-line speed. In other words, an error in qualifying or at the start could mess up an entire race.
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Red Bull were caught out a couple of times, notably when Ferrari's Fernando Alonso rocketed to the front on the run down to the first corner in Spain and Italy.
In both cases, Vettel managed to get past again. In Spain, he did it by pit-stop strategy, although it took two attempts, while in Monza he achieved it a brave overtaking move around the outside of the flat-out Curva Grande.
Had it been a McLaren that passed Vettel - a car that was faster than the Ferrari over the lap and down the straights - he might have been sat behind for the entire race.
But team boss Horner was adamant the strategy that Red Bull employed was the right one. "As a team, you have to attack the events," he said. "If you are conservative, sometimes you can pay a penalty. If Vettel was in a situation where he needed a big overtake, yes, a gamble was taken. But it was a calculated risk."
So how dominant was the Red Bull, really?
It had a clear performance advantage in at least nine of the races, of which Vettel won eight - Australia, Turkey, Valencia, Belgium, Italy, Singapore, Korea and India. The other one was Brazil, where he hit trouble.
That leaves five races at which it was not possible to ascertain whether Vettel's was the fastest race car, although it almost certainly was in most of them. They were Malaysia and Monaco, which he won, and China, Canada and Abu Dhabi, which he did not. And the remaining five races where it definitely was not, out of which he won only in Spain.
The first obvious conclusion is that the Red Bull's pace advantage was restricted by the tyres. On many occasions, Vettel could have gone faster but chose not to because he was concerned about over-using the tyres.
At the same time, Red Bull insiders insist Vettel was not always in the fastest car. There were weekends, they say, when they did not think the car was quick enough yet Vettel still managed to put it on pole. Equally, there were times when Vettel was having to drive on the edge to break the DRS and to hold his advantage at the head of the field.
The Pirellis required something new of the driver - an exquisite feel for the limits of the tyres, the intelligence to drive measured races at exactly the pace the tyres and car could cope with and the consistency to do it at every race.
How many drivers could do that?
Jenson Button had a great season for McLaren, finishing second behind Vettel in the standings. The 2009 world champion treats his tyres delicately and, at his best, is as good as anyone. However, his form tends to fluctuate depending on outside circumstances, while he is not the best qualifier.
As for Hamilton, his speed and feel are at least equal to Vettel's but the 2008 world champion struggled in 2011, making too many errors and perhaps not fully grasping the demands of the new F1.
Then there is Alonso. The double world champion boasts speed, consistency, adaptability and mental strength. However, the Ferrari was nowhere near fast enough this year and it's rare that the Spaniard transcends the car's abilities in qualifying, although he nearly always does in races.
That is why, in 2011, Vettel was generally in a league of his own, even on the occasions when his car was not.
Source: http://www.bbc.co.uk/blogs/andrewbenson/2011/12/sebastian_vettels_second_world.html
Mark Blundell Raul Boesel Menato Boffa Bob Bondurant Felice Bonetto
An image of the rear end of the new 2013 Mercedes A-Class has surfaced on the internet. It was unearthed by a Hungarian automotive site and reveals a side of the A-Class we have not seen yet.
George Amick Red Amick Chris Amon Bob Anderson Conny Andersson
 Fernando Alonso is the new favourite for the title |
?He is the man with the momentum and, on the same basis that I backed Mark Webber to win the title before Korea, is now my favourite to claim the world title in Abu Dhabi on Nov 14. ?When the cars are so evenly-matched you have to back the man in possession. Especially when that man is a two-time world champion and arguably the finest driver of his generation.?The Mirror?s Byron Young drew comparisons between Alonso and seven-time world champion Michael Schumacher as the Spaniard bids to become the sport?s youngest ever triple world champion.
?Like Schumacher, Alonso accepts no opposition within his team. Ultimately he fell out with McLaren over their refusal in 2007 to bring Lewis Hamilton to heel. ?He returned to Renault on condition he was No.1, only to be at the centre of the Singapore cheat scandal - engineered to hand him victory. ?The Spaniard has always denied involvement but at the German GP in July he was brazen enough to radio Ferrari to rein in team-mate Felipe Massa so he could start the winning streak that has taken him to the brink of history.?
Source: http://blogs.espnf1.com/paperroundf1/archives/2010/10/alonso_the_new_favourite_1.php
Peter Collins Bernard Collomb Alberto Colombo Erik Comas Franco Comotti
Bob Christie Johnny Claes David Clapham Jim ClarkÜ Kevin Cogan
Rubens Barrichello has finally confirmed reports he will race in America's premier open wheeler Indycar series in 2012. After 19 consecutive seasons in formula one, the 39-year-old Brazilian makes t... 
Peter Arundell Alberto Ascari Peter Ashdown Ian Ashley Gerry Ashmore
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This is not the first tuning package we’ve seen for the new generation SLK-Class, but when it comes to Mercedes models, Carlsson always seems to do an extraordinary job. And their package for the new SLK set to be revealed in Geneva next week is no exception. The new package offers an impressive exterior and interior kit, as well as an increase of 38 HP for the SLK250 version.
For the exterior, Carlsson added a new front spoiler, a carbon fiber RS front spoiler lip, and Carlsson grille inserts made from electro-polished stainless steel. For the rear, the package adds new skirt inserts, a new diffuser, and a new spoiler for increased downthrust. The car sits on a new set of 19" wheels combined with a new suspension system that lowers the car’s ride by 30 millimeters.
For the interior, the tuner put in Nappa Exclusive leather, Carlsson pedal overlays, Carlsson footrests, Carlsson door locking pins made from brushed aluminum, door sill panels, and a glass wind deflector with the laser-printed Carlsson logo.
A CB25 S performance kit takes care of the 1.8 four-cylinder engine by increasing the power from the standard 201 HP to 239 HP. The performance kit was combined with a new stainless steel rear muffler with four oval tailpipes.
Mercedes SLK by Carlsson originally appeared on topspeed.com on Friday, 2 March 2012 20:00 EST.
Source: http://www.topspeed.com/cars/mercedes/2012-mercedes-slk-by-carlsson-ar125620.html
JeanPierre Beltoise Olivier Beretta Allen Berg Georges Berger Gerhard Berger
 Is it now a three-way battle for the title? |
?Focus and concentration will be of paramount importance and there is none stronger in this regard than Ferrari?s Fernando Alonso.?The Guardian?s Oliver Owen thinks that it is Mark Webber?s title to lose now, and that this may be the Australian?s last realistic chance of winning the title.
?He has driven beautifully. Monaco and Silverstone spring to mind. He has been an uncompromising racer, not giving Vettel or Lewis Hamilton an inch in Turkey and Singapore respectively. Most importantly, he has largely avoided the bouts of brain fade that can wreck a season ? his on-track hooning in Melbourne when racing Hamilton being the only exception. But there is a feeling that for Webber it is now or never, that a chance of a tilt at the title may never come again. He is certainly driving as if that is the case and that has been his strength.?According to The Mirror?s Byron Young, both McLaren drivers are now out of the title hunt after their fourth and fifth place finishes in Suzuka.
?McLaren's title hopes died yesterday in a weekend from Hell at Suzuka. Jenson Button and Lewis Hamilton finished fourth and fifth in a Japanese Grand Prix they had to win to have the remotest chance of keeping their title bid alive."The Sun?s Michael Spearman was of the same opinion, saying ?Lewis Hamilton and Jenson Button's title hopes were in tatters after a shocker in Japan.?
Source: http://blogs.espnf1.com/paperroundf1/archives/2010/10/mclaren_drivers_out_of_title_r_1.php
Jo Bonnier Roberto Bonomi Juan Manuel Bordeu Slim Borgudd Luki Botha
"In Formula One, they have checklists, databases, and they have well-defined processes for doing things, and we don't really have any of those things in health care."
Source: http://blogs.espnf1.com/paperroundf1/archives/2010/10/doctors_use_formula_one_pit_cr.php
Don Branson Tom Bridger Tony Brise Chris Bristow Peter Broeker
Source: http://nascar.speedtv.com/article/cup-penske-racing-moves-to-ford-for-more-nascar-opportunity/
Ronnie Bucknum Ivor Bueb Sebastien Buemi Luiz Bueno Ian Burgess
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If you ask us the new BMW M5 is one of the few cars that needs no updates, but it seems the German tuner G-Power does not agree. They have started to update the new BMW M5 sports sedan and of course that they have started with a Stage I upgrade that will increase the power up to a total of 640 HP.
The package includes a G-Power Bi-Tronik III that will increase the power from the standard 560 HP to a total of 640 HP and 573 lbs-ft of torque. As a result the sprint from 0 to 60 mph will be made in 3,9 seconds and to 124 mph in 11,9 seconds.
Of course no changes have been made for the exterior, but the tuner opted to add a new set of 21" alloy wheels plus a new coil-over suspension, stainless steel sport rear muffler and a new Ceramic brake system completed by brake pads with a larger pad area, higher friction rate as well as metal-coated brake lines.
UPDATE 03/01/2012: G-Power has unveiled full details and new images on their upgrade package for the BMW M5. The upgraded BMW M5 is capable of hitting a top speed of 195 mph, but G-Power has promised that the next step would be an 800 HP version.
Prices for the different accessories are as follows: the wheels wrapped in Michelin Pilot Sport tires (265/30 ZR 21 and 305/25 ZR 21) is 8,325,00 ? (or about $11,200 at the current rates), the G-POWER coil-over suspension GM5-RS is 2,179.00 ? ($2,930), and the G-POWER Ceramic braking system is 14,460.50 ? ($19,400) for the front axle and 11,778.15 ? ($15,850) for the rear axle. The output increase with the help of the G-POWER BI-TRONIK III is 3,920,17,00 ? ($5,270), including the individual adjustment of to the specific customer car.
BMW M5 by G-Power originally appeared on topspeed.com on Thursday, 1 March 2012 13:00 EST.
Source: http://www.topspeed.com/cars/g-power/2012-bmw-m5-by-g-power-ar124886.html
Birabongse Bhanubandh Lucien Bianchi Gino Bianco Hans Binder Clemente Biondetti
"In Formula One, they have checklists, databases, and they have well-defined processes for doing things, and we don't really have any of those things in health care."
Source: http://blogs.espnf1.com/paperroundf1/archives/2010/10/doctors_use_formula_one_pit_cr.php
Walt Brown Warwick Brown Adolf Brudes Martin Brundle Gianmaria Bruni
Source: http://joesaward.wordpress.com/2012/02/28/interesting-numbers-from-daytona/
Johnny Claes David Clapham Jim ClarkÜ Kevin Cogan Peter Collins
Alberto Crespo Antonio Creus Larry Crockett Tony Crook Art Cross
Mauro Baldi Bobby Ball Marcel Balsa Lorenzo Bandini Henry Banks
Much will be made this season of the incredible strength in depth of the Formula 1 field in 2012, with six world champions all taking part, each one of them with a justifiable claim to being an all-time great.
But when the season kicks off in Melbourne on 18 March, there will be a man sitting at home in Europe who could make that line-up even stronger.
Robert Kubica might well have been starting this year's Australian Grand Prix grid in a Ferrari had he not suffered the horrendous rallying accident that prevented him racing for Renault in 2011.
As it is, he is in a no-man's land, not knowing whether he will ever be able to drive an F1 car in anger again.
This week, reports in Italy have emerged that he is planning to get back behind the wheel of an F1 car - almost certainly a Ferrari - in June. The problem is, that is more a hope than a plan, as no one knows whether the Pole will be fit to drive by then.
Kubica is doing four or five hours' worth of physical training a day, despite still recovering from a broken leg sustained earlier this month in an incident that re-opened one of the fractures he sustained in his rally crash.
But the leg is not a major problem - the 27-year-old is not in plaster, there is only a light support around the limb, and he can drive a road car despite it. Before the re-break, he had already started doing some jogging, and the expectation is that the injury will no longer trouble him within a week or so.
Kubica has been linked with a return to F1 with Ferrari. Photo: Getty
The issue remains the movement in his right hand, which was partially severed in the rally crash on 6 February last year.
His injuries that day were truly horrific - he suffered partial amputation of his right forearm and numerous fractures to his right elbow, shoulder and leg, as well as losing a lot of blood. Had doctors not worked so quickly, he could have died.
Once his condition was stabilised, it became clear that the biggest problem was going to be the hand.
Both main nerves to the hand were severed, and had to be repaired by surgeons, and movement remains restricted. Specifically, he is lacking strength in the hand, and his ability to rotate his wrist is limited - in other words, he does not yet have the two physical attributes he needs to steer an F1 car.
According to his doctors, it is a matter of when, not if, the nerves rebuild themselves and he recovers full use of the hand, but no one knows when that will be.
Kubica is out of contract and all his links with his former team have evaporated. So when/if he is fit to drive an F1 car, it is likely to be a Ferrari.
The Italian team had an option on him for the 2011 season, which they did not take up, but sources say they remain interested and have discussed the issue internally.
It is a complicated matter, though. If Kubica tells them he feels ready to drive an F1 car, Ferrari have to consider how a test for him would look to Felipe Massa, whose contract runs out at the end of the year and who already knows he is under pressure to raise his game compared to team-mate Fernando Alonso in 2012 if he is stay on.
Equally, it is not as if they do not have other options.
Red Bull's Mark Webber, in whom they were interested for 2012 before deciding to stick with Massa, remains on Ferrari's radar.
And Lewis Hamilton is out of contract with McLaren at the end of this season, even if the prospects must be considered distant of the Englishman renewing what was a combustible combination with Alonso at McLaren in 2007.
As far as Kubica is concerned, all this remains moot until he can prove a) that he is physically recovered; and b) that he has not lost any driving ability.
He has told those close to him that unless he can recover 100% of his skill, he will quit motorsport. He will not know that until he drives an F1 simulator and then a car for the first time.
He hopes that will be in June - but a hope is all it is. It could just as easily be August, or any other month you pluck out of the sky. He is not in a hurry, although the longer it goes on, the less the likelihood will be of that Ferrari seat in 2013 remaining open.
Right now, then, there is no reason to say he will be back, but at the same time there is no reason to say he won't.
In many ways, it would feel like a miracle if Kubica did make it back to F1. But what a story it would be if he does.
Source: http://www.bbc.co.uk/blogs/andrewbenson/2012/01/kubica_comeback_far_from_certa.html
Luki Botha JeanChristophe Boullion Sebastien Bourdais Thierry Boutsen Johnny Boyd
