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Top Gear Live Birmingham 2011 - Group B Rally Cars

A series of Group B Rally Cars stage a rally in the new indoor track at Top Gear Live 2011.


 


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Top Gear Live Birmingham 2011 - Car Curling
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Top Gear USA Season 3 Episode 8 - America's Toughest Car
Top Gear USA Season 3 Episode 8 - America's Toughest Car Top Gear USA season 3 full HD Episodes =============================================== Top Gear is an American motoring television series, based on the BBC series of the same name.[1][2] The show's presenters are professional racing driver Tanner Foust, actor and comedian Adam Ferrara, and automotive and racing analyst Rutledge Wood. As with the original British version, the show has its own version of The Stig, an anonymous racing driver, and a celebrity guest was previously featured each week for the first two seasons. The show premiered on November 21, 2010, on History.[3] Its most recent season, Season 5, premiered on June 3, 2014





Top Gear Live 2011 Audi quattro Lancia & Ford Escort Race Indoors
Beautiful Group B rally cars from the past race around an indoor track at the NEC in Birmingham at the 2011 Top Gear Live Show.





Group B rally cars news - Video B movie - 2009 - BBC Top Gear.flv
Video des voitures de rallye groupe B ex monstres de la route, et de leur pilotes de l'époque pour les dompter, Ari vatanen, Timo salonen, Markku Alen, Stig Blomqvist, Juha Kankkunen, Michele Mouton, Hannu Mikkola, Walter Röhrl.... Les voitures étaient de féritables F1 de la route avec des moteurs pouvant dépasser 500 ch. http://www.carideal.com/





Top Gear Live 2011 - Playing Splat the Rat
Top Gear Live from Birmingham playing Splat the Rat!! 2011 the first show of 2011





Audi Quattro - Group B, the Days of Madness
Credits for this video: www.youtube.com/amjayes Group B was introduced by the FIA in 1982 as replacement for both Group 4 (modified grand touring) and Group 5 (touring prototypes) cars. Group A referred to production-derived vehicles limited in terms of power, weight, allowed technology and overall cost. The base model had to be mass produced (5000 units/year) and had to have 4 seats. Group A was aimed at ensuring a large number of privately-owned entries in races. By contrast, Group B had few restrictions on technology, design and the number of cars required for homologation to compete—200, less than other series. Weight was kept as low as possible, high-tech materials were permitted, and there were no restrictions on Boost, which turned out to mean almost unlimited power. The category was aimed at car manufacturers by promising outright competition victories and the subsequent publicity opportunities without the need for an existing production model. There was also a Group C, which had a similarly lax approach to chassis and engine development, but with strict rules on overall weight and maximum fuel load. Group B was initially a very successful concept, with many manufacturers joining the premier World Rally Championship, and increased spectator numbers. But the cost of competing quickly rose, and the performance of the cars proved too much, resulting in a series of fatal crashes. As a consequence Group B was cancelled at the end of 1986 and Group A regulations became the standard for all cars until the advent of World Rally Cars in 1997. In the following years Group B found a niche in the European Rallycross Championship, with cars such as the MG Metro 6R4 and the Ford RS200 competing as late as 1992. For 1993, the FIA replaced the Group B models with prototypes that had to be based on existing Group A cars, but still followed the spirit of Group B, with low weight, 4WD, high turbo Boost pressure and staggering amounts of power.





Group B Worship: Ford RS200 and Audi Sport Quattro - /CHRIS HARRIS ON CARS
To enter Group B in the 1980s, car makers had to build 200 road-going examples of the car they intended to rally. These rules created some of the most spectacular road cars of all time. I love rallying: the chance to drive an RS200 and a Sport Quattro nearly sent me to the nut-house. Fire up the Quattro! Written and presented by Chris Harris Shot and edited by David Litchfield





Top gear live 2011 : the news
funny opening to the first live show in the world tour





Top Gear "Top Gear Live" (Топ Гир) 2014 в Олимпийском!!!
Джереми Кларксон и «Top Gear Live» снова в Москве! Лучшее в мире автомобильное шоу «Top Gear Live» Подробности в репортаже Дмитрия Простого!!!! ==================================== Шоу «Top Gear Live» (Топ Гир) - это всегда уникальные автомобили и самые экстремальные трюки в исполнении знаменитого Стига и команды лучших каскадеров мира. ========================================== Джереми Кларксон и уже вовсю готовятся к скорой премьере нового российского шоу и в кулуарах автоспорта работают над программой. В этом году Top Gear Live празднует 10-летний юбилей, поэтому новое шоу будет особенным, фееричным и, как всегда, полным неожиданностей: специально для него профессионалы готовят невероятные световые и пиротехнические эффекты, сложные трюки и обещают полное погружение в мир автомобилей — от самых нелепых до самых роскошных!





Top Gear Live Newcastle 2015 - Cage Of Death.
7 motorbike stunt riders in a cage of death !! The cage moves about a foot or so when all the bikes get upto speed at 09:17 !! http://www.chroniclelive.co.uk/whats-on/whats-on-news/review-top-gear-live- metro-8690731





Top Gear Live Birmingham 2011 - Supercars
A fleet of supercars line up in Top Gear Live 2011.





Top Gear Feature - The Banning Of Group B Rallying
An old feature on the banning of group b in world rallying. William Woollard is one very lucky bloke stood amongst those 6R4s!





Top gear old are testing Porsche 959 and the new Porsche turbo
Tiff Needell are testing the porsche 959 and a Porsche turbo old. The Porsche 959 was a sports car manufactured by Porsche from 1986 to 1989, first as a Group B rally car and later as a legal production car designed to satisfy FIA homologation regulations requiring that a minimum number of 200 street legal units be built. During its production run, it was hailed as being the most technologically advanced road-going sports car ever built and the harbinger of the future of sports cars: it was one of the first high-performance vehicles to use an all-wheel drive system; it provided the basis for Porsche's first all-wheel drive Carrera 4 model; and it convinced Porsche executives of the system's viability so well that they chose to make all-wheel drive standard on all versions of the 911 turbo starting with the 993 variant. During its lifetime, the vehicle had no other street legal peer. The 959's short production run and performance have kept values high.[citation needed] In 2004, Sports Car International named this car number one on the list of Top Sports Cars of the 1980s Development of the 959 (originally called the Gruppe B) started in 1981, shortly after the company's then-new Managing Director, Peter Schutz, took his office. Porsche's head engineer at the time, Helmuth Bott, approached Schutz with some ideas about the Porsche 911, or more aptly, a new one. Bott knew that the company needed a sports car that they could continue to rely on for years to come and that could be developed as time went on. Curious as to how much they could do with the rear-engined 911, Bott convinced Schutz that development tests should take place, and even proposed researching a new all wheel drive system. Schutz agreed, and gave the project green light. Bott also knew through experience that a racing program usually helped to accelerate the development of new models. Seeing Group B rally racing as the perfect arena to test the new mule and its all wheel drive system, Bott again went to Schutz and got the go ahead to develop a car, based on his development mule, for competition in Group B. Porsche began with an engine they already had, and moved on with development from there. The powerplant, a twin-turbocharged boxer six-cylinder engine with an air-cooled block and water-cooled heads, displaced 2.85 liters, about half a liter less than a contemporary 911 engine. The motor had originally been developed for the "Moby Dick" race car and then been redeveloped slightly for the short-lived Porsche Indy Car and several other projects before being "tweaked" a last time for use in the 961, the 959's racing counterpart. The water-cooled cylinder heads combined with the air-cooled block, 4-valve heads and sequential turbochargers allowed Porsche to extract 331 kW (444 hp) from the compact, efficient and rugged power unit.[3] The use of sequential twin turbochargers rather than the more usual identical turbochargers for each of the two cylinder banks allowed for smooth seamless delivery of power across the engine RPM band, in contrast to the abrupt on-off power characteristic that distinguished Porsche's other turbocharged engines of the period. The engine was used, virtually unchanged, in the 959 road car as well. In an attempt to create a rugged, lightweight shell, Porsche adopted an aluminium and Aramid (Kevlar or Twaron) composite for body use along with a Nomex floor, instead of the steel normally used on their production cars[4]. The vehicle's weight of 3,190 pounds (1,450 kg) helped to achieve its high performance level. 2.85-l-Biturbo-Engine Porsche also developed the car's aerodynamics, which were designed to increase stability, as was the automatic ride-height adjustment that became available on the street car (961 race cars had fixed suspensions). Its "zero lift" aerodynamics were a big part of keeping it drivable.[citation needed] The 959 also featured Porsche-Steuer Kupplung (PSK) which was at the time the most advanced all-wheel-drive system in a production car.[citation needed] Capable of dynamically changing the torque distribution between the rear and front wheels in both normal and slip conditions, the PSK system gave the 959 the adaptability it needed both as a race car and as a "super" street car. Under hard acceleration, PSK could send as much as 80% of available power to the rear wheels, helping make the most of the rear-traction bias that occurs at such times[5] It could also vary the power bias depending on road surface and grip changes, helping maintain traction at all times. The magnesium alloy wheels were unique, being hollow inside to form a sealed chamber contiguous with the tire and equipped with a built-in tire pressure monitoring system





Top Gear Live Amsterdam bowling May





Audi Quattro S1 Group B (770 HP) - Overview of Prospeed Bulgaria - Hillclimb Champion 2011
Video featuring the winning Prospeed Audi Quattro S1, throughout the 2011 Hillclimb season. The car is driven by the rally pilot Nikolay Zlatkov and together they won the 2011 Bulgarian Hillclimb championship. Prospeed official web site: http://www.prospeed.bg/en More details about building the car: http://www.prospeed.bg/en/blog/2/15





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