A very unusual image that I've never seen before. Any more info about who took it and where it appeared? Any other shots to go with it?
I've just discovered right now this thread. Its fantastic. Thank you very much, pc233. Fantastic work. I love specially the pictures of the graveyard behind the factory and the bravo ones... Thank you again
Outstanding picture. I cannot recall which book it is that describes the initial tests of the Lambo 12, inluding dyno sheets, but this picture really brought that to mind for me. I'll have to find it and re-read it. Thanks for posting. Alberto
I found my 15-year-old notes on this car that are a summary of Del Hopkin's and Peter Martin's (Portman's project manager for the restoration) discussions with Bob Wallace as confirmed by Bob Wallace directly by myself. Interestingly, Bob states that the power-to-weight ratio of the RS is around 325bhp-per-tonne, while a regular Jarama GTS is 240bhp/tonne at most. He also states that the engine used 42mm Webers (not 40mms), lightened valves, high-profile cams, and that the engine sits back facilitating an a 50/50 weight distribution. He states that the roll cage was to aid chassis stiffening, and the suspension mounts facilitate adjustable suspension. Roberto Giordanelli spoke to the aforementioned and inspected & tested the vcar, penning the following in Auto Italia: "A lightweight steel rear roll-cage was also fabricated to aid stiffness. The engine bulkhead was cut away to allow the engine to be mounted further back to improve weight distribution. This necessitated a new dash and transmission tunnel which intruded further into the cockpit. The battery was relocated into what was a rear passenger seat and a cut-off switch fitted. The standard car had a weight distribution of 53/47 front/rear which was not bad for a front engined car. Wallace's Jarama had a near 50/50 weight balance. Centre-lock Miura wheels, 8 and 10 inches wide, were fitted with 215/70 and 225/70 VR Michelin XWXs. Four standard ventilated disc brakes were used with extra ducting to the front. The double wishbone, independent suspension was modified with Koni racing shock absorbers with adjustable spring platforms. This not only makes the ride height easily adjustable, it makes corner-weight adjustment possible. Chunks of the floor-pan were cut away and replaced with aluminum. In fact the aluminum was fitted over the box sections from underneath to smooth the airflow under the car. Aluminum doors and bonnet were also fitted. The bonnet incorporated huge extraction ducts to carry the hot radiator air over the car rather than around the engine and underneath. Further ducts to reduce under-bonnet temperature were made in the scuttle just ahead of the windscreen. The aluminum doors were fitted with sliding Plexiglas windows and contributed greatly to the weight reduction. Apart from the windscreen, all the glass was changed for Plexiglas. A deep front spoiler was fitted. The headlamps were moved down and the swiveling shifty-eyed covers welded closed saving the weight of their motors, etc. A large aluminum petrol tank was made and fitted above the rear axle. The interior was trimmed in lightweight materials and Miura low-back seats were fitted with 3-point harnesses. In standard form, the four- litre V 12 produced a claimed 365bhp at a wailing 7,800rpm. In those days it was not unknown for dynamo-meters to be, shall we say, optimistic. Speedometers were also prone to exaggerate. However, if you do your sums and estimate a conservative volumetric efficiency, then four litres pumping at nearly 8,000rpm will produce not far short of 100bhp/litre, i.e. about 365 bhp. For the Wallace RS Jarama this was not good enough. Larger (42 DCOE) Weber carburetors were used with longer ram-pipes to bring back the torque lost through the larger venturis. No air filters were fitted, just wire gauze to keep out the really big rocks. Flywheel, pistons and con-rods were lightweight and balanced. A larger oil cooler was fitted while the gearbox and differential remained standard. A standard Jarama GTS weighed about 1,470 kgs.(dry weight). The one-off 'RS' has lost around 300kgs. weighing in at an estimated 1,170kgs (dry weight)" A very special car.. Image Unavailable, Please Login Image Unavailable, Please Login Image Unavailable, Please Login
Wait wait... what? What happens when you walk up to it or stand close to it? I'm pretty sure when I was there nothing happened... what did I miss?
28 October 1963... 1st chassis will "circular tube" tubular frame and 1st 350 GTV engine... Image Unavailable, Please Login
To try and add to the collection from the scrapyard! In fact the middle one is possibly after some of the cars had moved indoors prior to rescue/restoration. Some in here of Mr De Langes photos.. (dont know the originator of the others!) Image Unavailable, Please Login Image Unavailable, Please Login Image Unavailable, Please Login Image Unavailable, Please Login
There was a trigger that, when one stepped through a beam (similar to a garage door sensor) a tape of a Diablo engine roar would sound for a few seconds.
Yes... THAT would have been cool... Both my wife and I got super close to it, checking it out, and so did the family that was with us on the tour... None of us got that treat. Granted that was in 2007, so maybe it is a newer surprise? Oh well... the next time we go we'll be sure to figure out how to trigger it. ^_^
