Ето така се прави...
Ето така се прави...
бИгачка... баси, луди са руснаците... ама като гледам какви други "возила" се мяркат по снимките... не се учудвам laugh.gif
http://fishki.net/comment.php?id=22743
http://fishki.net/comment.php?id=22743
- LordDigital
- СупраДжия
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http://www.910bluebird.com/gallery/v/910groupC/
Предполагам няма да ме биете ако покажа и "аналога" при Нисан от онуй време.
Предполагам няма да ме биете ако покажа и "аналога" при Нисан от онуй време.
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- Мнения: 533
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- Japanese_fever
- Мнения: 9475
- Регистриран на: 02 Мар 2005 05:48
- Местоположение: Touge, Japan
- Автомобил: 2014 Toyota Zelas
- Получена благодарност: 1 път
Ami na taq Celica otstrani pi6e6e Juha Kankkunen:del_sol_fen написа:abe zabeliazahte li kvi drugi koli imashe v shop-a??? WTF?!!? basii kade e tova? Audi S1, ferrari staro, 550, 355....bah maaamuuuuuuuuuuuuuu

Ta smetam znae6 ot kude e i za kakva cel e vsi4koto tova 4udo


Ama taq Lancia Delta Integrale do Celicata ne q otkazvam.

2014 Toyota Zelas, 2.5L VVT-i (2AR-FE), 6-speed
България ще се оправи тогава, когато всички, които са свалили катализаторите си - ги сложат обратно!
България ще се оправи тогава, когато всички, които са свалили катализаторите си - ги сложат обратно!
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a eto i malko info za avtomobila....ne za tozi konkretno a kato cqlo za: Toyota Celica Twincam Turbo (TA64) 1983-1986 (Group B)
The Celica Twincam Turbo was Toyota’s pick when the WRC switched to Group B regulations in 1983. The company provided full collaboration with TTE in the development of this car.
The WRC had been dominated by 4WD cars, Audi Quattro, for example. Even though it was equipped with a conventional drivetrain layout, the Celica Twincam Turbo was an excellent match and sometimes overshadowed its quad drive rivals, especially in the African events. The reason was quite simple; the conventional drivetrain was less complicated and yet more robust than those of the 4WD cars.
Toyota Celica Twincam Turbo (TA64)The Celica Twincam Turbo won six African rallies; three of which were achieved at the Kenyan events and the other three in Ivory Coast. The car was thus recognized as the king of African events.
Federation Internationale du Sport Automobiles (FISA) proposed a new draft for the regulations of the WRC during the 1981 season. If the draft had been ratified without alternation, Toyota would have to withdraw the Celica powered by the 18R-G as of January 1, 1983. To cope with this situation, Toyota devised a plan to produce 200 base cars, 20 evolutionary versions and a new engine in October 1983. Group B rules required car manufacturers to produce and sell 200 units of a model to qualify for homologation.
Having decided the direction of their competitive strategy, Toyota and TTE began joint development to produce a Group B car. Toyota took charge of engine development, whereas TTE worked on body modification, development of suspension and drivetrain and the testing of prototype cars.
Components and parts were procured from specialists in Europe; the transmission from Heuland, the differentials and axles from Salsberry and the turbochargers from KKK. All of the companies were known for high reliability and ensured procurement ease.
Toyota introduced 200 of the Celica GT-TS, the base model for Group B development, to the Japanese market in October 1982. The original version was equipped with a rigid four-link rear suspension, the 1791cc 4T-GTEU engine and front fenders molded from resin; all of which were adopted in consideration of evolution in model production.
The 4T-GTEU installed in the actual car to challenge the WRC was boosted to 2090cc. Code named „4T-GT Evolution", this engine generated 290ps / 6.500rpm and 36.0kg-m / 6500rpm during testing.
Both Toyota and TTE had finished prototypes by autumn 1982, and extensive testing immediately began in Europe and Japan.
A few minor changes were made to the technical regulations in June 1982, affecting the production schedule of TTE’s evolutionary versions. Actual production of the cars finally began at the end of the year.
Consequently, three months delayed from the initial plan, the Celica Evolution made its debut at the 1000 Lakes Rally in August 1983. Here, it recorded a good start with young Juha Kankkunen crossing the goal in sixth place. The capabilies of the car were further assured during the Ivory Coast Rally in October. Björn Waldegård won the event though it was only the second rally the participated in.
But performance was not as strong for the RAC Rally in November, and the situation remained almost unchanged at the 1984 Portugese rally. The opinion was that the Celica was not to be suitable for the high-speed sprints in the European rounds.
It was the Safari Rally of 1984 when the situation drastically changed in favour of Toyota. Beginning with this event, the Celica Twincam Turbo would win the Safari rallies in the three consecutive years. After adding three victories in the Ivory Coast rallies, the car maintained its superiority in the African events, becoming king of Africa. Its golden years had finally arrived.
Beginning in 1983 and carrying through the 1986 season, Toyota and TTE engineers continuously refined the vehicle without halt. The end result was an increase in power output to 370ps. All modifications were dedicated to areas in which the members had no experience, showing excellent judgment in the initial direction of development.
Apart from the African rounds, however, the WRC was dominated by 4WD cars, namely the Peugeot 205 T16, the Lancia Delta S4, the Audi Quattro, the Ford RS200 and the MG Metro 6R4. Cars not equipped with 4WD included the Celica Twincam Turbo, the Nissan 240RS, the Opel Ascona and the Lancia Rally. The italian car incorporated a unique configuration of mid-engine and rear wheel-drive.
Several fatal accidents occurred in 1986, and the Group B classification of the WRC came to an end with the final event of the season. The Celica Twincam Turbo, like other monsters, fell victim to this decision and sang the solemn song of the swan at Olympus Rally in December.
Animal guards are mounted on the front grille. The engine compartment is enclosed in a rigide cage for better protection. Housing for the drivetrain system is also heavily reinforced.
Engine Designation 4T-GTE
Type Water-cooled inline, 4-cyl., 8 valve DOHC
Turbo charger KKK / K27
Intercooler Air-cooled
Bore and Stroke 89.0 x 84.0 mm
Total Displacement 2090 cc
Fuel System NipponDenso Mechanical Fuel Injection
Lubrication Drysump
Compression Ratio 8.0 : 1
Maximum Output 370 ps / 8000 rpm
Maximum Torque 490 Nm / 5500 rpm
Body and Chassis
Height 1310 mm
Length 4284 mm
Width 1785 mm
Wheelbase 2500 mm
Track front/rear 1410 x 1400 mm
Weight 1100 kg
Transmission 5 Speed
Suspension McPherson-type struts front, Solid axle with coil-spring rear
Brakes Front ventilated disc, rear ventilated disk
Tyre and Wheel Pirelli / Speedline
The Celica Twincam Turbo was Toyota’s pick when the WRC switched to Group B regulations in 1983. The company provided full collaboration with TTE in the development of this car.
The WRC had been dominated by 4WD cars, Audi Quattro, for example. Even though it was equipped with a conventional drivetrain layout, the Celica Twincam Turbo was an excellent match and sometimes overshadowed its quad drive rivals, especially in the African events. The reason was quite simple; the conventional drivetrain was less complicated and yet more robust than those of the 4WD cars.
Toyota Celica Twincam Turbo (TA64)The Celica Twincam Turbo won six African rallies; three of which were achieved at the Kenyan events and the other three in Ivory Coast. The car was thus recognized as the king of African events.
Federation Internationale du Sport Automobiles (FISA) proposed a new draft for the regulations of the WRC during the 1981 season. If the draft had been ratified without alternation, Toyota would have to withdraw the Celica powered by the 18R-G as of January 1, 1983. To cope with this situation, Toyota devised a plan to produce 200 base cars, 20 evolutionary versions and a new engine in October 1983. Group B rules required car manufacturers to produce and sell 200 units of a model to qualify for homologation.
Having decided the direction of their competitive strategy, Toyota and TTE began joint development to produce a Group B car. Toyota took charge of engine development, whereas TTE worked on body modification, development of suspension and drivetrain and the testing of prototype cars.
Components and parts were procured from specialists in Europe; the transmission from Heuland, the differentials and axles from Salsberry and the turbochargers from KKK. All of the companies were known for high reliability and ensured procurement ease.
Toyota introduced 200 of the Celica GT-TS, the base model for Group B development, to the Japanese market in October 1982. The original version was equipped with a rigid four-link rear suspension, the 1791cc 4T-GTEU engine and front fenders molded from resin; all of which were adopted in consideration of evolution in model production.
The 4T-GTEU installed in the actual car to challenge the WRC was boosted to 2090cc. Code named „4T-GT Evolution", this engine generated 290ps / 6.500rpm and 36.0kg-m / 6500rpm during testing.
Both Toyota and TTE had finished prototypes by autumn 1982, and extensive testing immediately began in Europe and Japan.
A few minor changes were made to the technical regulations in June 1982, affecting the production schedule of TTE’s evolutionary versions. Actual production of the cars finally began at the end of the year.
Consequently, three months delayed from the initial plan, the Celica Evolution made its debut at the 1000 Lakes Rally in August 1983. Here, it recorded a good start with young Juha Kankkunen crossing the goal in sixth place. The capabilies of the car were further assured during the Ivory Coast Rally in October. Björn Waldegård won the event though it was only the second rally the participated in.
But performance was not as strong for the RAC Rally in November, and the situation remained almost unchanged at the 1984 Portugese rally. The opinion was that the Celica was not to be suitable for the high-speed sprints in the European rounds.
It was the Safari Rally of 1984 when the situation drastically changed in favour of Toyota. Beginning with this event, the Celica Twincam Turbo would win the Safari rallies in the three consecutive years. After adding three victories in the Ivory Coast rallies, the car maintained its superiority in the African events, becoming king of Africa. Its golden years had finally arrived.
Beginning in 1983 and carrying through the 1986 season, Toyota and TTE engineers continuously refined the vehicle without halt. The end result was an increase in power output to 370ps. All modifications were dedicated to areas in which the members had no experience, showing excellent judgment in the initial direction of development.
Apart from the African rounds, however, the WRC was dominated by 4WD cars, namely the Peugeot 205 T16, the Lancia Delta S4, the Audi Quattro, the Ford RS200 and the MG Metro 6R4. Cars not equipped with 4WD included the Celica Twincam Turbo, the Nissan 240RS, the Opel Ascona and the Lancia Rally. The italian car incorporated a unique configuration of mid-engine and rear wheel-drive.
Several fatal accidents occurred in 1986, and the Group B classification of the WRC came to an end with the final event of the season. The Celica Twincam Turbo, like other monsters, fell victim to this decision and sang the solemn song of the swan at Olympus Rally in December.
Animal guards are mounted on the front grille. The engine compartment is enclosed in a rigide cage for better protection. Housing for the drivetrain system is also heavily reinforced.
Engine Designation 4T-GTE
Type Water-cooled inline, 4-cyl., 8 valve DOHC
Turbo charger KKK / K27
Intercooler Air-cooled
Bore and Stroke 89.0 x 84.0 mm
Total Displacement 2090 cc
Fuel System NipponDenso Mechanical Fuel Injection
Lubrication Drysump
Compression Ratio 8.0 : 1
Maximum Output 370 ps / 8000 rpm
Maximum Torque 490 Nm / 5500 rpm
Body and Chassis
Height 1310 mm
Length 4284 mm
Width 1785 mm
Wheelbase 2500 mm
Track front/rear 1410 x 1400 mm
Weight 1100 kg
Transmission 5 Speed
Suspension McPherson-type struts front, Solid axle with coil-spring rear
Brakes Front ventilated disc, rear ventilated disk
Tyre and Wheel Pirelli / Speedline
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- Мнения: 533
- Регистриран на: 23 Яну 2005 01:08
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- LordDigital
- СупраДжия
- Мнения: 3190
- Регистриран на: 18 Окт 2004 17:04
- Местоположение: Chicag0-Land
Малеееееееееееееееи ,бах аз тез машини - всички днешновремски изглеждат хипер кекави... a тва MG Metro не го бех виждал и чувал ,ааа то било натуралка - ясно тогаз що е останало във небитиетоK-A-N-U написа:Eto i malko Action sys Toyotkata: http://www.youtube.com/watch?v=Xme1baBq ... ed&search=


- Japanese_fever
- Мнения: 9475
- Регистриран на: 02 Мар 2005 05:48
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- Автомобил: 2014 Toyota Zelas
- Получена благодарност: 1 път
Vze mi si igrata Colin McRae Rally 2, ima q za PC i gi po4uvstvai tiq koli virtualno!LordDigital написа:Малеееееееееееееееи ,бах аз тез машини - всички днешновремски изглеждат хипер кекави... a тва MG Metro не го бех виждал и чувал ,ааа то било натуралка - ясно тогаз що е останало във небитието

Specialno kolite ot Grupa B nqmat upravlenie, ultra burzi sa(za igrata govorim). Moje bi samo Lancia Delta Integrale(ama tq ne e v Grupa B) se podava na upravlenie, ina4e Peugeot 205, Lancia Delta S4 i Austin Metro sa neupravlqemi, i ima za6to!


2014 Toyota Zelas, 2.5L VVT-i (2AR-FE), 6-speed
България ще се оправи тогава, когато всички, които са свалили катализаторите си - ги сложат обратно!
България ще се оправи тогава, когато всички, които са свалили катализаторите си - ги сложат обратно!
- LordDigital
- СупраДжия
- Мнения: 3190
- Регистриран на: 18 Окт 2004 17:04
- Местоположение: Chicag0-Land
Тука са зарибих малко по Рали Vidz ,inteersno taz Skoda 130 sigurno e tezala kolkoto ... zadniq mi most na Suprata ;)
http://youtube.com/watch?v=aM82LLmzUI8& ... 90&index=0
http://youtube.com/watch?v=aM82LLmzUI8& ... 90&index=0

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- Мнения: 533
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