Lotus XV (by Pieter Ameye)
The Mercedes-Benz C11 Group-C Prototype is Beautifully Engineered
The Mercedes-Benz C11 was a Group C prototype race car introduced in 1990 for the World Sportscar Championship. Built by Sauber as a successor to the Sauber C9, the C11 used the same Mercedes-Benz M119 5.0L Turbocharged V8 from the C9. It was the first time that Mercedes-Benz chose to put their name on the car, instead of simply using Sauber. The aluminium monocoque in the previous C9 was replaced by a more modern and rigid carbon fibre one. The C10 name was skipped because it was difficult to pronounce in German, so the new car was dubbed C11.
The C11 was the car that brought us Michael Schumacher. It’s predecessor, the C9, hit 248 mph (400 km/h) on the Mulsanne straight in 1989. That record has only been broken by another Group C prototype. Group C racing was and still is the pinnacle of ludicrous speed. Not even the almighty F1 car can touch the power and acceleration that Group C cars had.
Model: C11
Engine Location: Mid
Drive Type: Rear Wheel
Weight: 1995 lb | 904.9 kg
Engine Configuration: V
Cylinders: 8
Aspiration/Induction: Twin-turbocharged
Displacement: 4973.00 cc | 303.5 cu in. | 5 L.
Horsepower: 950.00 hp (699.2 kW)
HP to Weight Ratio: 2.1 lb (0.95 kg) / hp
HP / Liter: 190.0 bhp / Liter
Gears: 5 speed
Transmission: Manual
Top Speed: 402 km/h (250 mph)
Porsche 911 Turbo 3.3 Coupe (930)
The 930 (usually pronounced nine-thirty) was a sports car built by Porsche, 930 actually being the “type number” for the pre-964 generation 911 Turbo produced between 1975 and 1989. It was Porsche’s top-of-the-range model for its entire production duration and at the time of its introduction the fastest production car available in Germany.
The 930 proved very fast but also very demanding. The 911 was prone to oversteer because of its rear engine layout and short wheelbase; combining those traits with the power of the turbocharged motor, which exhibited significant turbo-lag, meant driving the car required more skill to drive at the edge of its (higher) level of performance. Even though the rear engine layout provided superior traction, sudden bursts of power to the rear wheels in mid-corner could break the tires loose, causing the car to literally spin out of control. This effect was amplified if an inexperienced driver would instinctively lift the throttle in reaction. The vehicle needed to be kept at high revs during spirited driving to minimise the turbo lag. Skilled drivers quickly learned how to drive the 930 properly, and with that knowledge came the ability to drive the car above and beyond the levels of most other sports cars. Nevertheless, some fatal accidents caused by drivers outside their capabilities and traffic regulations resulted in product liability law suits brought against Porsche in the US, where Ralph Nader had made his name criticizing the rear engine-rear wheel drive layout of the Chevrolet Corvair.
Again, I don’t think I would ever go out and spend my own money on a Porsche, but if someone were to drop a 930 Turbo in my lap, I’d probably have to go to the hospital.
(Source: blaaargh)
