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detroit-grand-prix · 2 years ago

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Wildest Dreams Chapter 11 - Better Than Revenge

Chapter summary: The GP3 season starts in earnest for Bee, and she's settling into her routine after moving to the UK full-time. There's new feelings to contend with, including racing at the track that almost ended her career before it started.

Content warning: N/A

Chapter word count: 3,685

Author’s notes: Both of the companies I mentioned, and are both based in Michigan. I'm trying to go for something as close to reality as possible, so I used some real companies. No, I didn't get paid to namedrop them.

I'm sure most people know the story of George Russell and his PowerPoint presentations, but here it is if you don't. It's very charming.

George's placements in this chapter are real, except for the Monza one. He actually did win that one, but I decided it was high time that Bee got on the top step of the podium. And the Monza GP3 sprint race was cancelled due to heavy rain that year.

Previous Chapter

Brackley, Northampton, England, United Kingdom Mid-December, 2016

After securing her placement for the 2017 season, Bee’s life changed very rapidly within a few weeks. Since she was going to be mostly based around Brackley, she ended up moving to the UK, out of her parents’ house. She moved in the second week of December, but would be returning to Stuttgart for the Christmas break.

She rented a small furnished flat in Northampton, and bought a car - the first car she’d owned - on a company leasing scheme that Mercedes offered its employees. Fortunately, the discount was generous, so she was able to splurge a little on it. She got a silver AMG A45 4matic hatchback and absolutely loved it. (She hated that it was a UK-spec one, though, because right-hand drive would never not be strange to her.)

The day before the holiday break, Toto summoned her to his office. She was a little nervous about that - she felt like she’d been called to the principal’s office and she wasn’t sure why. She went to the office and knocked on the glass door. Toto looked up from his laptop and gestured for her to come in.

The room reminded her a bit of a fish tank - almost every wall was transparent glass, no privacy at all. There was a large glass trophy case right in the middle of the floor that displayed an assortment of medals. The walls had bookshelves with some trophies, some helmets, and various books.

“We have a few contracts to review,” Toto said as Bee sat in the chair across from his desk. “You’ve gotten a few sponsorship offers, which is a very good thing. After our press release went out, it was circulated to the news in your home state, and there’s a few companies interested in sponsoring a rising hometown hero, it seems.”

“What? Like… who?” Bee was confused. She knew that someday soon she’d need to find sponsors, but couldn’t fathom the idea of sponsors wanting to find her, especially because Formula 1 didn’t have much notoriety in the United States, let alone the feeder series.

“We have one from a mortgage lender called Quicken Loans, one from a grocery store chain called… May… May-jer Major? I don’t know what this word is in English.”

“What?” Bee stood up to look across the desk at the document Toto was holding.

“Oh, Meijer. ‘Mye-yer’. It’s Dutch. There’s a lot of Dutch people in Michigan.”

“Ah - that’s a bit surprising. But, anyway, I’ve already taken a look at the contracts, and I just want to go through these with you step-by-step, discuss what changes we’d like for the terms and things.”

Neither one of the sponsorship deals were for earth-shattering amounts of money, but for a junior formula driver that only had a high school education, it certainly meant she’d be making a perfectly comfortable living. By the end of the meeting, Bee felt like her eyes were crossed and she barely understood a word Toto was saying. “Sorry but… this just seems like a lot.”

Toto chuckled. “It can be. But you’ll start to understand these things eventually. I am your manager, but ultimately, I’m just making suggestions here. If you don’t agree with me on something, please feel free to let me know and we can discuss it.”

“I think everything is fine with the changes you’ve suggested, I just… honestly wasn’t expecting to be getting personal sponsors already, especially before I even sought them out.” Bee sighed and rubbed her temples. “I know having to do these things is just a fact of life in this sport, believe me, but the idea of having obligations beyond just… racing. Like, being a spokesperson or something. The idea of it feels so strange to me.”

Toto nodded. “I understand. It’s normal to feel the pressure, but you don’t have to go all in on these things right now. It’s important for you to remember just to keep a solid perspective on the things you have to worry about now. These contracts are fairly basic, just logos on your car and your suit. The rest of it - having to do marketing, whatever else - it will come in time. And I’ll have your back when the time comes for bigger things like this.”

Bee felt a little better. It was hard to not let her thoughts get carried away, but Toto was right - getting worried about the details of the future right now wouldn’t help.

She headed back for Stuttgart the next day. It barely felt like she’d left, but she needed to hit the ground running after the holidays with simulator work and preparing for pre-season testing, so she didn’t have a lot of choice other than moving in a hurry.

She was happy to be home for Christmas, though. She’d been running from one thing to the next, all over the world, for the last three months of the year, and it finally felt like she could take a breath. She made the most of the downtime, too - she slept in, ate too much, went to the Weihnachtsmarkt with her parents, hung out with some of her German friends, bought gifts, and just enjoyed herself for two weeks.

After the new year, she had to travel to Le Mans, France, for things at the DAMS headquarters - getting fitted for her race seat, meeting the rest of the team, and some PR functions. After that, it was back to the UK.

As a mercy, her schedule mostly fell into a daily routine at the Mercedes factory without any travel until March, when she would head to Portugal for the first round of GP3 pre-season testing. It almost felt like she had a normal job, except the normal job was driving a fake car around a fake track. She and the other development drivers were officially testing the W08. When she wasn’t in the sim, she worked with her trainer, and sometimes shadowed the engineers and strategists. She loved it, even the stuff that didn’t involve racing. She was developing a fascination with race strategy - it was something she could see trying to do if racing didn’t work out in the long-term.

Brackley, Northampton, England, United Kingdom January 2017

On her first day back in Brackley, she was standing in a hallway outside of the canteen, talking to someone from the PR department she’d gotten to know a little bit, when she felt two hands clasp her shoulders from behind. It made her jump a bit, and she turned around to see George Russell grinning down at her.

“Alright, Phoebe? Thought that was you when I saw the braids.” She was still wearing her hair in two braids most of the time. She liked the way it looked, and it was the easiest hairstyle to keep her hair somewhat tamed under her helmet.

“Oh my god! George! Hi!” She pulled him into hug.

“It’s good to see you, Phoebe. It’s been a while. Glad to see you back in the saddle after Austria last year. Sorry that Red Bull let you go.”

She stepped back and looked up at him. “Well, I think it worked out in the end. I’m here, aren’t I?”

George laughed. “Yes. And it’s funny that it has, because I think you and I are the only two people that have the dubious honor of turning down an initial offer from Toto Wolff, and now here we are.”

“Wait, what do you mean?”

“Do you remember when we were in F3? I was racing with Carlin, they’re a Volkswagen team, so I couldn’t be sponsored by Mercedes then. And then, I tested in DTM with BMW - they offered me good money, too, but Toto told me if I went that route, I’d never be considered for an F1 seat with Mercedes, so, here I am.”

Bee laughed. “I don’t think I ever heard that. I remember Carlin was a VW team, but I didn’t realize Mercedes made you an offer that long ago.”

“Oh, it’s kind of a funny story, actually. Powerpoint presentations were involved, but I’ll tell you later. I have to get ready for my sim session. We should catch up soon, though.”

In February, the team had an unofficial launch and shakedown for the 2017 iteration of the Formula 1 car at Silverstone. It was a rainy, cold, miserable day, but Bee couldn’t have been more excited to be at the track for it. She stuck by George most of the time, neither of them really sure where to stand without being in the way. They chatted as they huddled against the wind in their black team jackets. They would also be going to watch pre-season testing in Barcelona later that week. Bee watched in awe as Lewis and his new teammate Valtteri completed their laps. She felt tears pricking at the corner of her eyes, but it was hard to say if it was emotion from watching the car make its first laps, or just from the wind.

Barcelona was the real test for the car, with Mercedes putting down impressive times and lap counts. An electrical issue grounded Lewis on the last day, and Mercedes was edged out a bit by Ferrari, but the W08 still managed to impress.

Testing for her own team came around with the spring. There were three testing sessions - one in Portugal, one in Barcelona, and one in Valencia, Spain. George’s team, ART, was absolutely dominant, with him trading top times with his teammate Jack Aitken. Bee wasn’t doing too badly herself, consistently getting into top of the midfield.

Her moderate success, though, had a downside - she always noticed the stares she got as she was walking down the paddock, like she was some sort of novelty. Sometimes she even caught people whispering to each other as she walked by. She had gotten used to it in her European Formula 3 seasons, and she knew as the season went on, it wouldn’t happen as much. It still gave her the feeling that she might not belong here.

She had a Skype session with Natalie after the last round of testing. They talked about the way getting personal sponsorships made Bee feel like she had more responsibility and pressure to deal with, and what she felt like when she was at testing.

“It’s just disheartening.” Bee said to the image of Natalie on her laptop screen. “I’ve been doing this for years and every time I show up to a track in the beginning of the season, people still stare at me. And I can’t even imagine what they’re saying or what they’re thinking, other than wondering what I did to deserve my place. It’s not even like I’m the first woman to race or anything, I’m just the one doing it right now.”

“Well… have you considered that you might be getting the attention because they might be impressed, or even surprised? Are you sure the things they’re saying are negative? Has anyone said anything negative to you?”

Bee thought about it for a moment. “Not… recently, no.”

“I understand why you might assume that it’s something negative. It has been in the past, since you were a kid. But from what you’ve told me, you’ve been putting in good times at testing, so maybe they’re impressed.”

“I didn’t really think about that. It’s not like I would go up to someone and ask.”

“Well, try this. Next time you see someone staring at you, or pointing at you, or what have you, just imagine that they’re just blown away by your presence. Straighten up your back, square your shoulders, put on a little swagger, and walk around like God himself sent you. You don’t have to actually act like that, not that I think you would.” Natalie shook her head. “You might be surprised to find how much reframing your perception might help. Let me know if it does.”

She also got a new helmet ahead of the first race of the season. It had to be blue and white to match the DAMS livery, with the Mercedes star on the front and an AMG logo above the visor. However, it was the first helmet that Bee was able to have some input on the design. Her previous helmets were all Red Bull-branded and just given to her as they came.

She opted for a dark blue background with a design of light blue stars. She thought it suited her, being an American, and she had Susie’s old Williams helmet in mind when she was working with the designer. She couldn’t stop staring at it once she took it out of the box. Her first custom helmet. It felt like a big step, somehow.

The first race weekend arrived. Bee arrived with the Mercedes team on Wednesday as usual for the track walk, and practice was Friday. Qualifying was a 30-minute straight fight for lap time, which determined the grid order for Saturday’s race. Sunday was the second and final race, with the grid decided by the top eight being reversed, so getting eighth on Saturday meant you were on pole position for Sunday, and if you were on pole on Saturday, you had to fight your way back to the front. Bee qualified in P7, and got P8 on Saturday’s race, which meant that she was starting Sunday on pole.

She was incredibly nervous, more nervous than she ever remembered being before the start of a race before. She almost felt a little sick from it. Unlike most drivers, she hated being on pole position. She vastly preferred to do the chasing. As the mechanics got her car positioned on the grid, she thought she was going to chew a hole through the seam of her balaclava - it was a nervous habit she’d had since her karting days. As the grid cleared for the start, she tried to remember the advice Susie had given her before testing, to take some deep breaths to get herself outside of her head, to work on visualizing the line around the track. It helped. Her usual pre-race calm took over, and she was ready.

Despite only being on pole because of the reverse-grid format, she was able to defend spectacularly, only allowing two overtakes, putting her at P3. A podium on her first weekend outing in GP3. She felt so many things at once as she climbed out of her car in parc fermé - relief, elation, joy. When she was on her way back to the pit after the podium ceremony, she saw people’s eyes on her again, but this time, she took Natalie’s advice. She squared her shoulders, raised her chin, and walked down the paddock like she’d just won the World Driver’s Championship.

She sent a text to Susie with a picture of her helmet next to her third-place trophy. She hadn’t talked to her lately - her son, Jack, was born in early April. Bee didn’t want to bother her while she was recovering and trying to adjust to motherhood. “Couldn’t have done it without the advice you gave me at testing this year. I hope you and Jack are doing well.”

She responded when Bee and her parents were out for dinner. “I’ll be at Silverstone this year. I can’t wait to see you. I’m so proud of you.”

The next race on the calendar was at the Red Bull Ring. Bee wasn’t sure how she felt about it. On one hand, she suffered a fairly horrific accident there that almost indirectly ended her career. On the other hand, she’d landed on her feet and ended up with a team that she was much happier with. She was still racing, and she had vastly improved as a driver from putting so much time into the sim. It did bring something to mind, though.

“I have a question,” she said to George while they were eating lunch at the factory after returning from Barcelona. “Do you remember Evgeni Kozlov?”

“Hmmm… wait, that Russian kid that pushed you off at the Red Bull Ring?”

“Yeah. I haven’t seen his name in a while. Is he still in European F3? I haven’t seen him on the F2 roster or anything.”

George raised his eyebrows and finished chewing the bite of food he was eating. “Oh, you must not look at any motorsport news or anything.”

That was accurate. Bee had seen a few articles about her accident after-the-fact, and found it too upsetting to read, mostly because of the deluge of comments about a girl “causing” one of the bigger accidents in an F3 race to date, no matter what the stewards had ruled about the crash. “No, I don’t. After the crash I decided to stop reading racing news. It just wasn’t good for my sanity.”

“Ah, okay, that’s fair. Well, there was a little bit of drama with him. He got pissed at one race about qualifying and decided to overtake during the formation lap, so he got black-flagged for it and got disqualified. And then at another race, his dad got into a fight with his team principal over… something, I don’t know. So, Red Bull dropped him, more or less because he was a PR liability, and his dad took his money out of the Red Bull academy, and there’s not a team that will take him. I don’t even think he’s racing right now.”

“Wow. You’re kidding. Well… that makes me feel better.” Bee leaned back in her chair. She almost felt giddy about it.

“Were you worried he was going to crash into you again or something?”

“No. There was… well, never mind.” The truth wasn’t really a road she wanted to venture down with George right now. “I just could never stand him, and for good reason.” She left it at that.

Austria went well. No podiums for Bee, but George won the first race. Bee ended up in the high end of the midfield again. Her team principal told her he was pleased with her performance regardless. She thought she’d be nervous going back to Austria, but the knowledge that Evgeni was nowhere near a race track took the edge off, somehow.

Silverstone arrived on an overcast weekend, but even the dark clouds couldn’t dampen the mood in the Mercedes garage, with a 1-2 for Lewis and Valtteri, and Lewis getting his third career grand slam.

In the GP3 race, George won again, but Bee had a bit of a rough weekend. She had a mechanical retirement in the sprint race because of a brake failure, and only got P9 in the feature race. It was her first mechanical DNF, and even though there was little to be done about it, Bee still felt bad. Susie found her after she walked back to the pit lane during the sprint race, and gave her a hug.

“I’m sorry, I know it’s tough. It happens to everyone at some point, and you were still impressive in the feature race. You’ve come so far as a driver already.”

“I know. But even the feature race was my worst placement this season.”

“Well,” Susie said. “If you were doing that well at your worst, I cannot wait to see you at your best.”

Susie had her over to their house for dinner that night, and she got to meet Jack. Bee hadn’t ever been the kind of person that sought out interactions with children, but he was a really cute baby. And, as Bee found out, holding a baby was surprisingly good for chasing away the sadness of a less-than-stellar race weekend.

As the season proceeded, Bee got another podium or two, and was always inside the points. She was happy with that. Sure, she was racing to win, but the GP3 field was uncommonly deep and talented that season, and Bee was very proud of being the “best of the rest”.

Bee finally got a taste of victory at Monza. Bee qualified in sixth. Saturday’s feature race was canceled because of heavy rain on the track, meaning the feature race was moved to Sunday, and there would be no time for the sprint race.

During the feature race, she was particularly dialed-in. All she had on her mind was trying to make as many overtakes as possible, and she interrupted what would have been an all-ART podium with a stunning last-second overtake on George right before the line. Bee was a little surprised when her engineer said she’d managed to pull off the last bit of distance and pull off a P1. It was her first-ever victory since she’d started racing in single-seaters, and it was at the same track that she’d gotten her first podium in Formula Renault. She cried on the podium, at the top step. She didn’t even try to stop it.

She would later laugh at the picture of her and George - even with her standing on the top step, she was still shorter than him.

Bee and George walked back to the Mercedes garage after changing out of their racing gear and back into their Mercedes team kit to watch the F1 Grand Prix, and both of them were met with cheers from the entire crew. Toto pulled Bee into an enormous hug that lifted her off of her feet (not difficult considering the height difference between the two of them).

“I’m so proud of you, bienchen. That was truly amazing driving out there.” He said. “You’ve come so far.”

That night, she let herself indulge in every scrap of news on motorsports blogs she could find. One article mentioned that she was the first woman ever to achieve a victory in the GP3 series, which would be more impressive if the series hadn’t only launched in 2010, but she would take it. It was nice to know that she’d put a small mark on the history of racing.

Next Chapter

#f1 fanfic #f1 oc fanfic #formula 1 fanfic #original character #female oc #female f1 driver #susie wolff #toto wolff #george russell #my fanfic #series: wildest dreams

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thisblogmovedfindmeifyoucan · 4 years ago

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Bio for Hero Verse:

Anthony Edward "Tony" Stark was born on May 29, 1975, in Manhattan, New York to Howard Stark, a famous genius inventor and businessman, and Maria Stark, a New York socialite and philanthropist. Growing up under the eye of family butler Edwin Jarvis, his life was characterized by a cold and affectionless relationship with his father. Seeing that his son could achieve great things, Howard tried to inspire him with constant talks about his own role in the creation of Captain America.

This instead embittered Stark, who felt that his father was taking more pride in his creations than in his family. A brilliant and unique child prodigy, Stark attended MIT for two years starting at age 14, graduating at the age of 16.On December 16, 1995, when Stark was 20, his parents went away to the Bahamas, but planned to stop at the Pentagon to deliver Super Soldier Serum he had redeveloped.

On their way there, both were killed in a car accident—later revealed to be an assassination carried out by the Winter Soldier who was mind controlled by Hydra to steal the serum. As a result, Stark inherited his father's company, becoming CEO of Stark Industries. Over the years, he became well known as a weapons designer and inventor.

In 2010, Stark travels to war-torn Afghanistan with his friend and military liaison Lieutenant Colonel James Rhodes to demonstrate Stark's new "Jericho" missile. After the demonstration, the convoy is ambushed and Stark is critically wounded and imprisoned by a terrorist group, the Ten Rings. Fellow captive Ho Yinsen, a doctor, implants an electromagnet into Stark's chest to keep shrapnel shards from reaching his heart and killing him.

Stark and Yinsen secretly build a small, powerful electric generator called an arc reactor to power Stark's electromagnet and a suit of powered armor. When the Ten Rings attack the workshop, Yinsen sacrifices himself to divert them while the suit is completed. The armored Stark battles his way out of the cave to find the dying Yinsen, then burns the Ten Rings' weapons in anger and flies away, crashing in the desert. Rescued by Rhodes, Stark returns home to announce that his company will no longer manufacture weapons. In his home workshop, Stark builds a sleeker, more powerful version of his improvised armor suit as well as a more powerful arc reactor.

Stark learns that Obadiah Stane has been arms trafficking to criminals worldwide, and is staging a coup to replace him as Stark Industries' CEO. Stark, in his new armor, flies to Afghanistan and saves the villagers. Stane ambushes Stark at his home and takes the arc reactor from his chest, revealing that Stane was responsible for Stark's captivity. Stark manages to get to his original reactor to replace it and defeats Stane. The next day, at a press conference, Stark publicly admits to being "Iron Man."

Six months later in 2011, Stark has become a superstar and uses his Iron Man suit for peaceful means, resisting government pressure to sell his designs. He reinstitutes the Stark Expo to continue his father's legacy, but discovers that the palladium core in the arc reactor that keeps Stark alive and powers the armor is slowly poisoning him.

Stark competes in the Monaco Historic Grand Prix and is attacked mid-race by Ivan Vanko, who wields electrified whips powered by a miniature arc reactor. Stark dons his Mark V armor and defeats Vanko, but the suit is severely damaged. At his birthday party, Stark gets drunk while wearing the Mark IV suit. Rhodes dons Stark's Mark II prototype armor and tries to restrain him. The fight ends in a stalemate, so Rhodes confiscates the Mark II for the U.S. Air Force.

Stark discovers a hidden message from his father, a diagram of the structure of a new element, which Stark synthesizes. At the Expo, Stark's rival Justin Hammer unveils Vanko's armored drones he had him make, led by Rhodes in a heavily weaponized version of the Mark II armor. Stark arrives in the Mark VI armor to warn Rhodes, but Vanko remotely takes control of both the drones and Rhodes' armor and attacks Iron Man. Stark and Rhodes together defeat Vanko and his drones.

In 2012, when the Asgardian Loki arrives and begins menacing Earth, seizing the Tesseract from a S.H.I.E.L.D. facility, Fury activates the Avengers Initiative and S.H.I.E.L.D. Agent Phil Coulson visits Stark to have him review the research of Erik Selvig on the Tesseract. In Stuttgart, Steve Rogers and Loki fight briefly until Tony Stark appears in his Iron Man armor, resulting in Loki's surrender. While Loki is being escorted to S.H.I.E.L.D., Thor arrives and frees him, hoping to convince him to abandon his plan and return to Asgard. After a confrontation with Stark and Rogers, Thor agrees to take Loki to S.H.I.E.L.D.'s flying aircraft carrier, the Helicarrier.

The Avengers become divided, both over how to approach Loki and the revelation that S.H.I.E.L.D. plans to harness the Tesseract to develop weapons. Agents possessed by Loki attack the Helicarrier, disabling one of its engines in flight, which Stark and Rogers must work to restart. Loki escapes, and Stark and Rogers realize that for Loki, simply defeating them will not be enough; he needs to overpower them publicly to validate himself as ruler of Earth. Loki uses the Tesseract to open a wormhole in New York City above the Avengers Tower to allow the Chitauri fleet in space to invade.

Fury's superiors from the World Security Council attempt to end the invasion by launching a nuclear missile at Midtown Manhattan. Stark intercepts the missile, and in an apparent sacrifice of his own life, takes it through the wormhole toward the Chitauri fleet. The missile detonates, destroying the Chitauri mothership and disabling their forces on Earth. Stark's suit runs out of power, and he falls back through the wormhole but the Hulk saves him from crashing into the ground.

Several years later, Stark and the Avengers raid a Hydra facility commanded by Baron Wolfgang von Strucker, who has been experimenting on siblings Pietro and Wanda Maximoff using the scepter previously wielded by Loki. While the team fights outside, Stark enters the lab and finds the scepter, along with Chitauri ships from the Battle of New York and androids under construction. Wanda sneaks up behind him and uses her mind manipulation powers to give him a haunting vision: the death of all the Avengers except him. Stark awakens from the vision and grabs Loki's scepter.

Returning to Stark Tower, Stark and Bruce Banner discover an artificial intelligence within the scepter's gem, and secretly decide to use it to complete Stark's "Ultron" global defense program. The unexpectedly sentient Ultron eliminates Stark's A.I. J.A.R.V.I.S. and attacks the Avengers at Stark Tower. Escaping with the scepter, Ultron builds an army of robot drones, kills Strucker and recruits the Maximoffs, who hold Stark responsible for their parents' deaths by his company's weapons. The Avengers find and attack Ultron, but Wanda subdues most of the team with personalized, disturbing visions, causing Banner to transform into the Hulk and rampage until Stark stops him with his anti-Hulk armor.

After hiding at Clint Barton's house, Nick Fury arrives and encourages Stark and the others to form a plan to stop Ultron, who is discovered to have forced the team's friend Dr. Helen Cho to perfect a new body for him. Rogers, Romanoff, and Barton find Ultron and retrieve the synthetic body, but Ultron captures Romanoff. Returning to their headquarters in New York, the Avengers fight amongst themselves when Stark and Banner secretly upload J.A.R.V.I.S.—who is still operational after hiding from Ultron inside the Internet—into the synthetic body. Thor returns to help activate the body, explaining that the gem on its brow was part of his vision.

This "Vision" and the Maximoffs, now on their side, accompany Stark and the Avengers to Sokovia, where Ultron has used the remaining vibranium to build a machine to lift part of the capital city skyward, intending to crash it into the ground to cause global extinction. One of Ultron's drones is able to activate the machine. The city plummets, but Stark and Thor overload the machine and shatter the landmass. The Avengers establish a new base, and Stark leaves the team in the hands of Rogers and Romanoff.

Besides his age this is Where Canon Starts to Diverge:

In 2016, U.S. Secretary of State Thaddeus Ross informs the Avengers that the United Nations (UN) is preparing to pass the Sokovia Accords, which will establish UN oversight of the team. The Avengers are divided: Stark supports oversight because of his role in Ultron's creation and Sokovia's devastation, while Rogers has more faith in his own judgment than that of a government. Circumstances lead to Rogers and fellow super-soldier Bucky Barnes—framed for a terrorist attack—going rogue, along with Sam Wilson, Wanda Maximoff, Clint Barton, and Scott Lang. Stark assembles a team composed of Romanoff, T'Challa, Rhodes, Vision, and Peter Parker to capture the renegades at Leipzig/Halle Airport.

So up until the battle, Tony thinks that the Accords are a good idea except that he doesn’t treat Wanda as bad as she’s treated in the movies. She will be in Avengers compound but she’s kept there to train and he will try to find someone to help her learn to control her powers.

When they go to Germany, Tony actually listens to Steve but there is still a fight that ensues. When Rhodey falls from the sky and is injured, Tony calls the entire thing off. He goes with Steve and Bucky to the compound with the other Super soldiers but when he finds out about what happened, he’s very angry but doesn’t attack Bucky and Steve. This takes away the rift that is there between the three men. Tony does help Clint and Sam and although they must stay on the run, Tony supplies them resources and doesn’t let Ross know where they are.

In 2018, Stark and Potts are in a New York City park changes that are going to be made to move the business in another direction when Banner, who had disappeared after the Battle of Sokovia, crash-lands at the Sanctum Sanctorum. Banner relays a warning to Stephen Strange, Wong, and Stark that the mad Titan Thanos plans to use the Infinity Stones to kill half of all life in the universe. Ebony Maw and Cull Obsidian arrive to retrieve the Time Stone, prompting Strange, Stark, Wong, and Parker to confront them. Although Cull Obsidian is incapacitated and thrown into Antarctica, Strange is captured by Maw. Stark and Parker sneak aboard Maw's spaceship to rescue him.

After successfully freeing Strange and killing Maw, the trio proceed to Thanos’ home planet Titan, where they meet members of the Guardians of the Galaxy. They form a plan to confront Thanos and remove the Infinity Gauntlet, but Thanos overpowers the group and stabs Stark. Strange surrenders the Time Stone in exchange for Thanos sparing Stark. Thanos takes the stone and departs Titan for Earth, retrieves the final stone, and activates the Infinity Gauntlet. Stark and Nebula, stranded on Titan, watch as Parker and others are turned to dust.

For the end battle, Tony will take the gauntet but instead of him dying, his right arm is destroyed and he will use the same nanotech that is hooked to his chest to create an arm for him to use. Also at the end of the battle, Tony 45 years old will remain as Ironman until he can train someone as his replacement. Also in the five years of the Blip, Pepper and Tony have a one night stand and she gets pregnant with Morgan. @mhstark3000 . With this, they are not married and aren’t even dating. He will be in Morgan’s life though and Pepper and Tony do an amazing job co-parenting, especially once her retires from being Ironman.

During the time of Wanda Vison and TFATWS, he is retired from being an Avenger but will pick it up if he’s needed. Also he’s been working inventions and his own thing.

#about tony

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itracing · 4 years ago

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Porsche & Team Penske to Collaborate in Motorsports

Porsche Motorsport and Team Penske have agreed to collaborate closely in fielding the new LMDh vehicle commencing in 2023. The successful US team will work together with the experts from Weissach to run factory entries in the FIA WEC World Endurance Championship and the North American IMSA WeatherTech SportsCar Championship (IWSC).

Under the name of Porsche Penske Motorsport, two of the spectacular LMDh prototypes will compete for overall victories in the top class of each of the two racing series. The contract between the sports car manufacturer from Stuttgart and the US racing team, which was founded in 1966, will run for a number of years. A statement to this effect was signed by Oliver Blume, Chairman of the Executive Board of Porsche AG, Michael Steiner, Member of the Executive Board for Research and Development and Roger Penske, Chairman of Team Penske.

Beginning in 2023, the LMDh vehicles will represent the very best in endurance racing together with so-called hypercars (LMH). The prototypes will also be entered by Porsche customer teams in both championships as early as 2023. The cars, which weigh approximately 1,000 kilograms and are based on an LMP2 chassis, are powered by a 500 kW (680 PS) hybrid drivetrain.

"We are delighted that we were able to get Team Penske to form this partnership," says Oliver Blume, Chairman of the Executive Board of Porsche AG. "For the first time in the history of Porsche Motorsport, our company will have a global team competing in the world's two largest endurance series. To this end, we will be setting up team bases on both sides of the Atlantic. This will enable us to create the optimal structures we will need to take overall victories at Le Mans, Daytona and Sebring, for example."

"As of 2023, Porsche will compete in the major endurance racing series. Our intention is to support and shape the new era with our LMDh prototypes," Michael Steiner, Board Member for Research and Development, emphasizes. "Not only will we be keeping our fingers crossed for the four factory cars we have in total, but also for our customer teams. The new LMDh vehicle will also be entered as a customer car in both series as early as the 2023 season. These partner teams will be given our full support. Whatever insights we gain from our factory effort will also be shared with them."

"Porsche and Penske share a proven track record of success. This partnership had a lasting impact from 2006 to 2008 on what was then the American Le Mans Series," says Fritz Enzinger, Head of Porsche Motorsport, delighted about the renewed collaboration with the US team. "Team Penske has made a name for itself with an almost unparalleled success story in motorsport. In the long list of victories to date, however, the name Le Mans has been missing. I hope that we will finally be able to chalk up this success as of 2023 with Porsche Penske Motorsport. This would then mark Porsche's 20th overall victory at the Sarthe - a dream come true."

With the Porsche RS Spyder, Team Penske had taken all the titles in the LMP2 class for three years in succession between 2006 and 2008, beating the faster LMP1 prototypes multiple times. Back in the 1970s, the US-based team had already been extremely successful with the legendary Porsche 917 in the Can-Am series.

“This is a proud day for our entire Penske organization. We have represented Porsche on the track or in our businesses for more than six decades. The heritage and success we have enjoyed together is unparalleled throughout our history,” comments Roger Penske. “I can’t wait to get started as we build a global racing program with Porsche that will compete for wins and championships well into the future.”

Porsche Motorsport will be operating a team base in the USA together with Team Penske at the American team's headquarters in Mooresville in the State of North Carolina.

#Team Penske #porsche #cars #racing #news #Porsche Motorsport #penske #lmp2 #LMDh

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ewrthings-race-repair-repeat · 4 years ago

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We normally re-write or heavily edit press releases to make them more truthful, relevant and less corporate but this release is so good and informative we've left it whole. Enjoy reading about a new lap record round the Nürburgring by a stunningly fast Mercedes-Benz!

How close the new Mercedes-AMG GT Black Series (fuel consumption combined: 12.8 l/100 km; CO2 emissions combined: 292 g/km)[1] actually is to motorsport has now been impressively demonstrated by GT3 racer Maro Engel on the Nordschleife of the Nürburgring. With an officially measured and notarized certified time of 6:43,616 min for the 20,6 kilometre-long track (measured without the straight at track section T13) and 6:48,047 min for the 20,832 kilometre-long total track (measured with the straight at track section T13), the new V8 meteor is placed in the top group of the street-legal “sports cars” category and number one among the fully standard, unmodified models.

Maro Engel made full use of all the possibilities offered by the new Mercedes-AMG GT Black Series as standard: such as the most powerful AMG V8 series engine ever with 537 kW (730 hp), the sophisticated aerodynamics and extensive suspension adjustment options. For example, the front splitter made of visible carbon fibre was extended to the “Race” position, and the lower and upper wing blades of the rear spoiler were each adjusted in the middle position. The adjustable AMG coilover suspension with adaptive adjustment damping was lowered by five millimetres at the front and three millimetres at the rear to further enhance the venturi effect of the front diffuser. The camber was adjusted to the maximum possible values of negative 3.8 degrees at the front axle and negative 3.0 degrees at the rear. In the case of the adjustable anti-roll bars, racing professional Engel opted for the hardest of the three possible settings, and the 35-year-old adjusted the nine-stage AMG traction control between positions six and seven -depending on the section of the track. AMG GT Black Series customers can also take advantage of all these settings and variations.

This also applies to the MICHELIN Pilot Sport Cup 2 R MO tyres with “soft compound,” which are completely standard equipment and were developed in collaboration with development partner Michelin especially for the top sports car in the AMG GT series. The highest possible level of safety was ensured not only by the standard AMG ceramic high-performance composite brake system, but also by the Track Package with rollover protection system and four-point safety belts offered as standard equipment.

“That was a really impressive ride,” said Maro Engel after completing the record lap. “With speeds of up to almost 270 km/h in the Kesselchen section of the track or well over 300 km/h on the long Döttinger Höhe straight, the AMG GT Black Series is significantly faster than my GT3 race car. To finally drive around the Nordschleife in 6:48.047 minutes with a production road car in these track conditions is really awesome. Like my GT3 race car, the AMG GT Black Series offers a lot of adjustment possibilities, all of which enabled me to create a setup that was tailor-made for me.”

Also in terms of aerodynamic efficiency, the Mercedes-AMG GT Black Series takes a great deal from the race car. A direct derivation from motorsport, for example, is the carbon-fibre hood with two large exhaust outlets. These specifically guide the warm air that flows from the slanted radiator setup out of the engine compartment. This increases overall downforce, as does the sophisticated rear wing concept and the largely enclosed underbody.

“It's really impressive how much downforce the Black Series generates and how confident and reliable it can be driven, even at the absolute limit. My hat is off to the developers from Affalterbach for what they have put on wheels here. And I'm very pleased that I was able to demonstrate these fascinating engineering skills with this great lap time,” said Engel.

Just as they were for AMG development engineer Demian Schaffert, who set a new lap record with the Mercedes-AMG GT 63 S 4MATIC+ (fuel consumption combined: 12.5 l/100 km; CO2 emissions combined: 286 g/km)1 on the same day, the conditions were not quite ideal for Maro Engel either. Because when the GT3 professional drove through the light gate of the timing system on November 4, 2020 at 5:02 p.m., not only were 20.832 kilometres of Green Hell behind him in the dim light – the GT3 professional also set the fastest time at an outside temperature of seven degrees Celsius and ten degrees Celsius on the asphalt. In addition, some passages of the extremely demanding track were not yet totally dry.

The fast lap times were precisely measured by neutral experts from “wige SOLUTIONS”. An independent notary also certified the condition of the vehicle as well as the measurements. The spectacular drive can be watched on a video here:

http://amg4.me/GT_BS_ring_lap

Background: Why there are two differently timed laps on the Nürburgring-Nordschleife

The Nürburgring-Nordschleife is regarded as the most difficult racetrack in the world and is included in every new development by Mercedes-AMG. A record lap is therefore the most demanding test of the qualities of a sports car. The times are determined for two track alternatives – 20.6 and 20.832 kilometres long.

Since 1997, the 20.6-kilometre circuit has been the measure of all things. The specialist magazine sport auto from the Motor Presse Stuttgart publishing house drives this circuit as part of their so-called “Supertest”. For historical reasons, the short straight at the T13 grandstand – from the turnoff from the Nordschleife to the Grand Prix circuit to the exit of the Grand Prix circuit onto the Nordschleife – was not included in the timing. The starting line is therefore at the end of the T13 grandstand in a northerly direction and the finish line is at the beginning of the T13 grandstand in a southerly direction. Therefore, no complete lap is measured after the flying start. The total length of the course is exactly 20.6 kilometres.

In 2019 the official Nürburgring lap was added. It was organised by the operating company “Nürburgring 1927 GmbH & Co. KG” and is 232 metres longer, because the start and finish line are identical here, also on the T13 section, so a full Nordschleife lap of 20.832 kilometres is driven and measured with a flying start.

Numerous conditions must be met for both record times to be recognised: In addition to timekeeping with calibrated photoelectric sensor technology, official record attempts and attempts to achieve a lap time are always accompanied by a notary. In addition to monitoring the timekeeping, the vehicles and the tires are also inspected and approved by the notary. The classification of the vehicle classes is based on the official categories of the German Federal Motor Transport Authority (“Kraftfahrtbundesamt” KBA).

The data at a glance

Mercedes-AMG GT Black Series

Engine

4.0L V8 biturbo

Displacement

3,982 cm3

Power

537 kW (730 PS) at 6,700-6,900/min

Max. torque

800 Nm at 2,000-6,000/min

Drive system

Rear-wheel drive

Transmission

AMG SPEEDSHIFT DCT 7G

Fuel consumption combined

12.8 l/100 km*

CO2 emissions combined

292 g/km

Efficiency class

Acceleration 0-100 km/h

3.2 s

Top speed

325 km/h

*The stated values were determined according to the prescribed measuring method. These are the NEDC CO2 values as defined by Art. 2 No. 1 of the Implementing Regulation (EU) 2017/1153. The fuel consumption values were calculated on the basis of these values.

#mercedes-amg gt black series #AMG #nürburgring #nordschleife

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silodrome · 4 years ago

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The Brütsch Rollera Microcar – A Rare Little Speed Demon Allegedly Capable Of 105 KM/H

The Brütsch Rollera Microcar – A Rare Little Speed Demon Allegedly Capable Of 105 KM/H #microcar #brutschrollera #classiccar #vintagecar #car #cars

Believe it or not, the Brütsch Rollera microcar was the large choice in its model family, it was based on the smaller Brütsch Mopetta. Both shared similar styling but the Rollera offered notably more space, and it had a more powerful motor. Brütsch was a German car designer and automaker based in Stuttgart, the company had been founded by Egon Brütsch to design and build microcars, which in the…

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vividracing · 3 years ago

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New Post has been published on https://www.vividracing.com/blog/top-5-best-exhausts-for-the-bmw-f80-m3-and-f82-m4/

Top 5 Best Exhausts for the BMW F80 M3 and F82 M4

Back in 2014, at the North American International Auto Show (NAIAS), the new BMW M3 officially premiered. At the same time, the first BMW M4 hit the spotlight with the German marque separating the Coupe and Convertible from the Sedan. Technically, there was a further innovation in the BMW F80 M3 and F82 M4: for the first time in the series’ history, there was a turbocharger under the muscular hood with the inline six-cylinder engine (S55B30). The goal was to combine the benefits of a high-performance, naturally aspirated motor with the strengths associated with modern turbo technology.

Even with an impressive factory output of 431 horsepower and 406 pound-feet of torque, many owners itch to squeeze out even more power from the engine. After all, factory exhaust systems are designed to maximize horsepower while keeping engine noise to a tolerable level. While this is acceptable for the average consumer, it leaves much to be desired in the hands of the automotive enthusiast. For those dedicated to unlocking the potential performance and excitement in their BMW, a powerful and loud aftermarket exhaust system can make all the difference. The following is a list of the top 5 best exhaust options for the BMW F80 M3 and F82 M4 based on their power gains, exhaust notes, aesthetics, and overall construction.

1. VR Performance Titanium Exhaust System

The VR Performance Titanium Exhaust for the BMW F80 M3 and F82 M4 was born from precision structural and sound engineering. It was built specifically for these models to deliver increased sound and performance that will get you noticed as you zip by. Crafted from authentic high-quality titanium, this pie-cut system with mandrel-bent tubing combines the best of enhanced performance, unmatched exhaust tone, and a solid overall construction that is made to last.

This exhaust has been tuned to perfection and designed to elevate your BMW M3 or M4 to the next level with incredible sound and styling. The VR Performance exhaust produces a refined sound output that encompasses the sporty note of the S55B30 engine that can be found under the hood. Thanks to the Valvetronic design, you can change your M3 or M4 exhaust note with just the push of a button to switch between mild and wild modes. Best of all, this is a complete bolt-on exhaust that directly fits in place of the factory one without any cutting or welding needed.

The VR Performance system features a true dual 2.5-inch diameter and 0.4mm thick piping to ensure optimal airflow without sacrificing weight. The mandrel-bent and pie-cut titanium construction of this system allows for a “best of both worlds” situation for any BMW enthusiast as you reap the benefits of the advanced build without having to worry about any excess stress or weight to the vehicle. In fact, this system weighs in at just 51 pounds – that’s super lightweight compared to stock! At the rear, this exhaust features quad 3-inch burnt titanium tips to give the back end a more customized and sporty appeal that shows you mean business.

Features:

Total weight is 51.05 pounds

Super lightweight compared to stock

Delivers a fantastic exhaust note

Increases horsepower and torque

Features Valvetronic functionality

2.5-inch Diameter, 0.4mm thick piping

Made using high-quality titanium

3-inch Burnt titanium exhaust tips

Direct-fit, bolt-on installation

2. Eisenmann Axleback Exhaust w/ Signature Tips

Eisenmann’s Stuttgart-based engineers are responsible for designing the OEM systems found on Porsche and AMG cars. They use this exact experience to design some of the greatest performance exhaust systems in the world. Eisenmann exhausts are built by hand from start to finish to create old-world craftsmanship that is simply unmatched on the automotive aftermarket. That being said, the Eisenmann Axleback Exhaust with Signature Tips will not only add attractive styling to your M-powered vehicle, but also deliver unparalleled performance, power gains, and overall premium construction that other competitors simply cannot match up to.

The construction of nearly all Eisenmann exhaust systems, both externally and internally, is made up of 100 percent lightweight, high-grade T304/T306 stainless steel throughout. Not only that, but its engineers paid specific attention to factors like wall thickness to create the best balance of reduced weight and an amazing sound. The canisters are machine-pressed into a shape specifically designed for the F8X M cars using a series of deep draw dies, which results in extremely high rigidity and contributes to that iconic Eisenmann tone. The canister shape was strategically created to completely eliminate the canisters from the rear view of the car, drastically improving the appearance of the BMW F80 M3 and F82 M4 models.

If you are looking for a premier exhaust manufactured by a brand that has leveraged over 30 years of heritage, Eisenmann is the brand for you. The design of each system from the tube configuration and the size of the muffler and box dimensions are meticulously calculated and optimized to provide maximum performance across the entire rev range, drawing on Eisenmann’s vast Motorsport experience. Multiple internal flow paths work together with BMW’s Sport, Comfort, and Sports Plus ECU programming, and enable Eisenmann’s valve control to have a variable and drastic effect on the exhaust’s personality. This works to yield a quiet tone during cruising with in-cabin comfort, as well as a full-on growl when you truly step on the gas.

Features:

Lightweight, high-strength construction

Signature exhaust tips for added styling

Quad 90mm round exhaust tips (4x90mm)

Max horsepower and torque gains in all driving conditions

Laser CNC machining and sheet-metal processing

3. Armytrix Valvetronic Cat-Back Exhaust System

With the Armytrix Valvetronic Cat-Back Exhaust, you can access the extra power left behind by the factory exhaust from a beautifully constructed and highly capable system without committing to a grimacing exhaust tone all the time. Simply use their exclusive OBDII dongle to pair with your smartphone and flip the valves open for all the glorious sound and power you want, or close the valves for a subtle stealth mode when you need it. This cat-back system offers the best of both worlds in terms of power and sound, allowing you to control your driving experience right from behind the wheel of your BMW with ease. Armytrix is well for designing one of the best high-flowing exhaust systems on the market, so give your BMW M3 or M4 the vocal upgrade it deserves while maintaining distinct styling with this beautifully crafted Armytrix Valvetronic system.

To harvest the full potential of your F80/F82 BMW engine, Armytrix uses high-quality T304 stainless steel, forged with the most advanced technologies and by the highest standard, to build its highly popular Valvetronic exhaust. Meticulously engineered, this system handles increased volume with enhanced efficiency to squeeze out extra horsepower and torque via a high-flow design that appeals to all of your senses when you step on the gas. If you are looking for a system to provide you with more freedom than ever and an auditory sensation throughout the entire rev range, this is the product to get your adrenaline going.

The exclusive ARMYTRIX OBDII dongle system reduces the installation time by 50 percent! With clear displays and user-friendly controls, navigate through the brand’s app to gain an insightful look into your car’s real-time operational status and enjoy complete control over the valve settings. Armytrix has tailored each exhaust to carry the maximum payload to be delivered to thunderous effect. The result is a lighter, more streamlined system that is rid of the OE deadweight and offers an unrestrictive flow to improve overall efficiency and deliver power gains across the RPM band.

Features:

Power Gains (HP): 22.5

Torque Gains (Nm): 30.3

Weight Savings (-Kg): 3.5

Precision-crafted T304 steel construction

Straight pipes let out a vicious scream and ferocious power

Valve-controlled OBD2 module for quick and easy installation

4. Fabspeed Valvetronic Exhaust w/ Black Tips

The Fabspeed Valvetronic Exhaust is the ultimate cat-back system for the Ultimate Driving Machine. This package includes Fabspeed’s high-performance Valvetronic rear muffler and exclusive “Double-X” mid-pipe for the perfect combination of sound and power. Fabspeed Motorsport elevates the exotic car experience through personalized performance and an impressive line of product options and configurations that are unmatched on the aftermarket. After all, Fabspeed has been engineering and manufacturing the world’s finest stainless-steel high-performance exhausts for over 20 years. Its dyno-proven performance products provide a driving experience unlike any other out there and all systems come backed by a Limited Lifetime Warranty.

Fabspeed strives to be a force of innovation within the industry, showing an unwavering commitment to maximum performance, impeccable products, and excellent service. The company’s goal is to offer quality exhausts that not only provide enhanced performance and higher power figures, but also reduced weight, added styling, and a head-turning sound. The Valvetronic Exhaust for the M3 and M4 weighs in at just 62 pounds (rear section is 33 pounds and mid-pipes are 29 pounds) compared to the factory BMW system that weighs 69 pounds. Maximum gains are measured at 19 whp and 31 lb.-ft. of torque at 3300 RPM.

The Fabspeed Valvetronic Cat-Back features the world’s first and only “Double X” mid-pipe design which includes two “x” sections for increased exhaust scavenging. This, consequently, results in the smoothest possible exhaust tone with the least amount of rasp and drone. The exhaust is expertly crafted in-house at Fabspeed from 16-gauge .065-inch thick CNC-mandrel bent T304L stainless steel in 2.75-inch diameters for the highest strength and durability. The integrated muffler valves include machined mounts for the factory actuators, allowing for the retention of BMW’s stock valve functionality. What’s more, this system comes with deluxe quad-style tips for the ultimate in styling that matches the natural DNA of the M3 and M4.

Features:

World’s first and only “Double-X” mid-pipe

Weighs 62 lbs total compared to stock 69 lbs

Increased exhaust scavenging with smooth exhaust note

Includes deluxe quad-style tips (black chrome tailpipes)

Constructed 16-gause/.065″ thick T304L stainless steel

CNC mandrel-bent tubing for ultimate durability

Integrated muffler valves include machined mounts

Allows for the retention of factory valve functionality

Adds 19 whp and 31 ft/lbs of torque at 3300 RPM

5. Akrapovic Slip-On Line Titanium Exhaust

The latest addition to the BMW M-Series is the awe-inspiring M3/M4, an exquisite high-performance car that can be made even better by adding an Akrapovic Slip-On exhaust system. The Akrapovic Slip-On Line Titanium Exhaust System for the F80 M3 and F82 M4 is the first step in exhaust tuning. Crafted from high-grade titanium, which considerably reduces the weight in comparison to the stock BMW system, this exhaust been perfectly designed to fit directly onto the existing link pipes. The system increases power and torque across the rev range, provides better throttle response, and enhances the look and sound of your car. The Slip-On Line system has four valves, designed for the first pair to operate in four-cylinder mode and the second set to come into action according to the driver’s specifications. The system was specifically developed to be compatible with the car’s drive mode selector

This titanium exhaust system is designed to handle the rigors of high-performance engines such as the one found in BMW’s renowned M3 and M4 models. It was also built to deliver better resonate sound and faster acceleration to take your driving experience to the next level. This system has bigger pipes than the stock exhaust, yielding lower backpressure and more power, especially at lower RPMs. This system boasts a completely new design, and will reduce overall vehicle weight and deliver extra power and a sporty sound, which has been tailored to highlight lower frequencies and increase the listening enjoyment. Improvements in both power and torque add to the sensory experience, combined with improved agility to transform the way you drive your BMW. The look of the Slip-On system can also be further enhanced by adding titanium or carbon tailpipes and the stunning carbon-rear diffuser. An optional Akrapovic Sound Kit is available to control the different sound settings.

Features:

Made from high-quality titanium

Bigger pipes than stock exhaust

Lower backpressure and more power

Increases both horsepower and torque

Homologated version available

Max Power: 389.1 hp to 394.5 hp at 6050 RRPM

Max Torque: 416 lb.-ft. at 2600 RPM

#akrapovic #Armytrix #BMW #catback exhaust #Exhausts #F80 #F82 #M2 #M4 #VR Performance

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itcars · 6 years ago

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Porsche Classic Builds Classic 911 Using Genuine Parts

Porsche Classic has built a highly desirable collector’s item: the last 911 Turbo with an air-cooled engine - 20 years after the end of series production. The design of the 993-generation 911 Turbo is based on an original bodyshell, and the vehicle’s appearance is just as unique as its history.

Painted in Golden Yellow Metallic, it references the 2018 911 Turbo S Exclusive Series. The black wheels are highlighted by Golden Yellow design accents, while the seats and interior trim are finished in black with Golden Yellow details. The bodyshell features the characteristic side air intakes of the 993 Turbo S that were also available as an option for the regular 911 Turbo in 1998. Developing 450 horsepower, the classic sports car will celebrate its world premiere at the Porsche Rennsport Reunion in Laguna Seca (USA) on September 27, 2018. The collector’s item, which is limited to use on private tracks, will then be auctioned off by RM Sotheby’s at the Porsche Experience Center in Atlanta on October 27, 2018. The proceeds will be donated to the Ferry Porsche Foundation, a non-profit organization established this year to mark the “70 years of Porsche sports cars” celebrations.

“Project Gold” showcases the comprehensive skill of Porsche Classic in fascinating fashion”, says Detlev von Platen, Member of the Executive Board responsible for Sales and Marketing at Porsche AG. “This project clearly demonstrates our strategic approach. Although we are starting a new chapter in our sports car history with the Porsche Taycan, the story of how the company evolved is no less significant. On the contrary, this Golden Yellow 993 demonstrates how incredibly passionate we are about the tradition of our brand.”

“Project Gold” represents Porsche Classic’s spectacular contribution to the “70 years of Porsche sports cars” celebrations: With this anniversary in mind as well as the forthcoming market launch of the Taycan as the first purely electric Porsche sports car, the experts at Porsche Classic came up with the idea of constructing a completely new vehicle based on an existing genuine type 993 bodyshell, showcasing both tradition and innovation. The experts were able to rely on a selection of over 6,500 genuine parts that Porsche Classic offers exclusively for 993 generation models. Overall, the Classic division currently stocks some 52,000 parts, which can be sourced via Porsche Classic Partners and Porsche Centers around the globe to repair and restore classic Porsche cars.

Construction of the unique vehicle took approximately one and a half years. The bodyshell was first put through the corrosion protection and painting process applied to today’s series-production vehicles. The collector’s item was then assembled and tuned by Porsche Classic specialists at the Porsche restoration workshop in Stuttgart. A brand new 3.6-liter twin-turbo flat-six engine developing 450 hp was installed, delivering the performance the vehicle originally had when it was in production. The manual transmission and all-wheel drive were also sourced from the Porsche Classic range of genuine parts. The hand-stamped chassis number follows the last series-production model of the 993 Turbo which rolled off the production line in 1998.

The exterior and interior elements were coordinated with the workshop’s dedicated Porsche Exclusive Manufaktur experts who were responsible for creating the 2018 911 Turbo S Exclusive series, which was limited to 500 units worldwide. To complement these elements, the designers at Style Porsche worked on the color gradients and positioning of badges as well as other interior details.

The 993 remains a sought-after collector’s item to this day, and is considered a particularly sophisticated and reliable vehicle. It was the first 911 to feature a redesigned aluminium chassis, giving it exceptional agility at the time. The 911 Turbo version of the 993 was also the first to have a twin-turbo engine, making it the lowest-emission standard automotive powertrain in the world in 1995. The front section is lower-slung than on the earlier 911 models, thanks to a switch from round to poly ellipsoidal headlights. Hollow-spoke aluminum wheels, a first for any car with aluminum wheels, were another innovation of the all-wheel drive 911 Turbo version. Only 345 units of the 911 Turbo S with its 450-hp performance-enhanced engine were built.

#cars #porsche #porsche 911 #911 #classic cars #porsche classic #news #porsche 911 Turbo #911 Turbo #993 #german #germany #supercars #featured

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newscheckz · 3 years ago

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Is it worth buying a diesel Land Rover?

New Post has been published on https://newscheckz.com/is-it-worth-buying-a-diesel-land-rover/

Is it worth buying a diesel Land Rover?

SHOULD I BUY A DIESEL LAND ROVER? There’s a lot of confusion surrounding diesel, so Newscheckz is here to answer your questions and find the right car for you.

If you’re asking “should I buy a diesel Land Rover?” you have to think about the type of journey you usually do.

If you’re a regular commuter, racking up big miles on the motorway, or towing a caravan or horsebox, then a diesel Land Rover is probably the best choice for you.

If you mainly drive short distances you should consider petrol, electric or hybrid Land Rovers. Making the right choice will mean it’s cheaper for you. A new Euro 6 diesel engine could be better for you if you do more than 12,000 miles (19,000km) a year because, depending on the types of journeys you make, it may be more economical and environmentally friendly than a petrol car.

A car is not ideal on short journeys because it might not be fully efficient. The diesel particulate filter (DPF) doesn’t get hot enough, which means it can’t clean the particles it’s collected. This means the filter can clog up and reduce the car’s power. Read more about DPF filters.

The newest Euro 6 diesel engines are the cleanest ever and all of ours comply with the very latest Euro 6 standards which means you can drive our cars anywhere in Europe. Read more about Euro 6 emissions standards.

Can I drive my diesel into a low-emission zone?

You can drive any diesel built after 1 September 2015 into any low-emission zone without being charged.

However, older diesel cars may be charged and even banned altogether from some city centres.

There are more than 200 low-emission zones in cities across Europe. Here’s what you need to know about the two most significant ones:

LONDON: Petrol or diesel cars registered before 2006 that meet the Euro 4 NOx standards have to pay a Toxicity Charge, also known as T-Charge in London.

This means an additional £10 fee each time you enter the current Congestion Charge zone. On 1 April 2019, the Ultra Low Emission Zone (ULEZ) replaced the T-Charge with stricter rules, meaning those not driving a Euro 6 diesel car or a Euro 4 petrol car will have to pay an extra £12.50 to travel through parts of London.

There are plans by the Mayor of London to extend this zone as far as the North and South Circular roads in 2020

PARIS: If your petrol or diesel car was registered before 1997, you won’t be allowed to drive it into the city between 8am and 8pm on weekdays.

Newer vehicles are rated on their emissions and given one of six coloured windscreen stickers that grant access to the city.

The lower the emissions, the more rewards you gain including access to better parking spaces.

Other UK cities are planning to introduce their own low emission zones, with Birmingham, Leeds, Southampton, Manchester and Bristol proposing to have similar zones in place in the next couple of years.

Will diesel Land Rovers be banned?

In Europe, the authorities in Paris, Madrid, Rome and Athens plan to ban diesel cars and vans by 2025.

A landmark ruling in Germany empowered Düsseldorf and Stuttgart to ban the heaviest polluting vehicles without needing approval from central government.

So is diesel on the way out? Not for the time being, but it will be phased out. For example the UK government is aiming to end the sale of new diesel and petrol cars by 2040.

Will I get taxed more for having a diesel Land Rover?

In the UK, the amount of Vehicle Excise Duty (VED) depends on the carbon dioxide emissions produced by the car.

In the first year it ranges from £10 for 1-50g/km to £2,000 for those emitting more than 255g/km.

From the second year onwards, every owner will pay an annual flat rate of £140 on cars costing less than £40,000 and £310 on cars over £40,000.

Older cars will still be taxed according to the previous tax bands, which means older diesel cars with carbon dioxide emissions of 99g/km still won’t pay any VED. New diesel cars emit 15% less CO2 than petrol.

In the UK there is also a diesel ‘supplement’ of 4 per cent for Company Car Tax for vehicles not yet meeting the RDE2 (2020 regulation), or a one tax band increase for VED. Vehicles which meet RDE2 early are exempt from this.

Vehicle tax in Europe varies. Germany taxes at €2 per gram of carbon dioxide over 95g/km, plus an additional €2 for petrol or €9.50 for diesel based on the car’s engine capacity per 100cc.

In France, any car that emits more than 120g/km of carbon dioxide is taxed. Owners purchasing a car that produces 120g/km charged €50 up to those producing 185g/km or more charged €10,500.

Italy bases its vehicle tax on power of the engine plus the Euro emission standard, with each region able to adjust the rate independently.

For cars over 185kW of power, each kilowatt over will incur an additional €20 charge – this rate is reduced at 5, 10 and 15-year intervals.

What other costs are there with diesel Land Rovers?

When it comes to running a new diesel car, it’s worth noting the relatively small cost of topping up the AdBlue, which is also known as Diesel Exhaust Fluid (DEF) in your car.

AdBlue/DEF is a liquid injected into the exhaust gas to reduce nitrogen oxide (NOx) emissions.

When the AdBlue/DEF is blended with the hot gas, it provides the right chemistry for a final catalytic converter to turn NOx into nitrogen and water (both naturally present in the air), which is more environmentally friendly.

If you own a Land Rover, your car will automatically tell you when you need a top-up of AdBlue.

On the car’s display it will say the DEF is at a level where a top-up is advised. After this, a second message will appear with an amber icon and it will advise you to refill the DEF tank, and how many litres to add.

The third message starts a countdown of the distance remaining until the DEF tank is empty. Once it’s empty, the vehicle won’t start.

Depending on your service plan, you might be able to get a free top-up of DEF/AdBlue from your retailer.

If you’re not on a service plan, you can either pay £29.99 at your local retailer or buy it from a car parts retailer and refill it yourself.

How polluting are diesel cars?

New Euro 6 diesel cars are much cleaner than ever before because of the Euro standards. Since 1992 the European Union has been tightening up vehicle emissions to reduce carbon monoxide, nitrogen oxides, hydrocarbons and particulate matter.

From Euro 1 through to the current Euro 6 (EU6d), targets have continually lowered, with each car manufactured and sold today prohibited to exceed 0.08g/km of nitrogen oxide, compared to the maximum limits of 0.18g/km in 2011 (a reduction of 56 per cent) and 0.97g/km in 1993.

All Land rover cars are fitted with a diesel particulate filter which captures 99 per cent of all particulates.

This means emissions from new diesel Land Rovers are comparable to petrol for emissions, but with around 15 per cent lower CO2 emissions and about 25 per cent better fuel consumption than their petrol equivalents, making them cheaper to run.

The new diesel cars will also, for example, be able to drive through London’s Ultra-Low Emission Zone, due in April 2019.

What’s going to happen to diesel Land Rovers?

Now that new diesel technology is so advanced it has about 25% better fuel consumption and around 15 per cent less CO2 compared to petrol, it can be argued new Euro 6 diesel has the same life expectancy as petrol.

Land Rover’s latest Euro 6 engines are amongst the cleanest in the world and meet the new regulated laboratory and real world tests (WLTP and RDE).

New diesel and petrol will be the most cost-effective choices for some time while the electric infrastructure is being built around the world.

Jaguar Land Rover’s future is electric. From 2020, every new Land Rover will have the option of electrification.

Alongside our plans for electrification, we continue to invest to refine and improve our new diesel and petrol engines.

This is because in the medium term, petrol or new diesel will remain the right choice for many people, and these engines are needed for a smooth transition to an electrified future.

There are also further improvements to traditional petrol and new diesel engines with the introduction of mild hybrid (MHEV) technology. You can read more about MHEV in the new Range Rover Evoque here.

There is also an option of a plug-in hybrid (PHEV) for the Range Rover and Range Rover Sport.

A PHEV combines a conventional engine with an electric motor and a battery. A PHEV is charged from an external power supply and, using regenerative braking, selects and blends the engine and electric motor to deliver optimum performance and efficiency.

Is it worth buying a diesel Land Rover?

To answer the question ‘is it worth buying a diesel car?’ you need to think about what kind of journeys you do.

If you do more than 12,000 miles a year, it’s worth thinking about diesel. It could be more cost effective and less polluting than getting a petrol car.

Will diesel have a life over the next few years?

Yes. Although we are committed to an electric future, new diesel and petrol are necessary for many motorists around the world until the infrastructure is there to support electrification.

When it comes to pollution, every new diesel Land Rover meets or exceeds EU6 requirements.

Jaguar Land Rover will continue to make new diesels even more technologically advanced and even cleaner.

#2021cars #carmodels #cars #diesel #dieselland #diesellandrover #euro6diesel #highendcars #landrover #luxuryvehicles #newcars

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latestarticle · 4 years ago

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Hydrogen Fuel Cell Vehicle (HFCV) Market Product by Demands, Size, Share and Growth 2026 | By Industry Growth

Global Hydrogen Fuel Cell Vehicle (HFCV) Market: Trending in 2021

New York, NY 27 May 2021: The global hydrogen fuel cell vehicle (HFCV) market size is expected to reach USD 28.82 billion by 2026 according to a new study by Polaris Market Research. The report “Hydrogen Fuel Cell Vehicle Market Share, Size, Trends, Industry Analysis Report By Technology (Proton Exchange Membrane Fuel Cell, Alkaline Fuel cell, Solid Oxide Fuel Cell); By Vehicle Type (Commercial Vehicle, Passenger Car); By Regions, Segments & Forecast, 2020 – 2026” gives a detailed insight into current market dynamics and provides analysis on future market growth.

In contrast to conventional gasoline, petrol or diesel vehicles, a hydrogen fuel cell incorporates oxygen and hydrogen, which in turn produce energy for the car. There are numerous factors affecting the forward momentum of the market. Developing varied technologies in the automotive industry generates new opportunities for growth. Furthermore, a hydrogen fuel cell vehicle’s enhanced cargo capacity and longer range contribute to its growth. Since hydrogen fuel cell cars can generate their own energy, many eco-conscious clients opt for fuel cell vehicles over domestic electric cars. Growing environmental awareness is expected to increase the global HFCV market during the forecast period. This is because of decreased carbon emissions from HFCVs, unlike conventional vehicles operating on petrol, diesel or petrol.

Many government organizations and concerned authorities and industry partners have initiated plans to such advanced infrastructure networks to spur the market at a global level. The leading automakers such as Toyota, Audi, and Honda have developed a range of hydrogen cell-based fuel cars for the global market. Owing to an increase in electric vehicles, there is a large number of such fueling stations being established in the parts of North America, Europe, and Asia-Pacific. In 2017, there were over 330 hydrogen fueling stations operating across the globe, with over 50 each in California, Germany, and Japan. There is around 35 retail hydrogen fueling station being built in California and nearly 15 hydrogen-fueling stations are operating in the UK in 2017. Moreover, the government authorities such as the US Department of Energy (DOE) are investing public funds for the rollout of hydrogen fueling stations, is further augmenting the growth of the global market.

Request For Sample Copy @ https://www.polarismarketresearch.com/industry-analysis/hydrogen-fuel-cell-vehicle-market/request-for-sample

Furthermore, according to the International Energy Agency, Germany has around 23 operating hydrogen fueling stations in 2017. These numbers are to be outnumbered by more than 50 as the country is constructing 25 more such stations, and at the end of 2017 around 60 stations are estimated to be operational. The National Organization Hydrogen and Fuel Cell Technology (NOW) coordinated Germany’s National Innovation Programme (NIP) to establish 50 stations with $134 million. Public and private stakeholders are convened by the Clean Energy Partnership to create this initial network. H2Mobility, a consortium of Air Liquide, Daimler, Linde, OMV, Shell, and Total, is planning and constructing this network. The consortium plans to have 100 stations by 2019, with around 10 stations each in Hamburg, Berlin, Rhine-Ruhr, Frankfurt, Stuttgart, and Munich metropolitan areas, and the remaining 40 as connectors and destination stations. This infrastructure backbone supports both light-duty and light commercial fuel cell vehicles, with the additional stations expected to grow with the rising growth of the global market.

Since January 2016, the Research Centre for Gas Innovation (RCGI) has been working to offer technology for obtaining fuel cells in 5 years. The center has the mission to investigate the use of the resource in terms of increasing their partnership in the Brazilian energy matrix. It is also making a contribution to the mitigation of greenhouse gas emissions. They have also emphasized that Brazil along with the US, Japan, and Germany, advanced programs to produce hydrogen-operated buses. Hence, this project will support the development of such vehicles.

Polaris Market research has segmented the HFCV market report on the basis of:

Hydrogen Fuel Cell Vehicles Technology Outlook (Revenue, USD Billion, 2015 – 2026)

Proton Exchange Membrane Fuel Cell

Alkaline Fuel cell

Solid Oxide Fuel Cell

Hydrogen Fuel Cell Vehicles Vehicle Type Outlook (Revenue, USD Billion, 2015 – 2026)

Commercial Vehicle

Passenger Car

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About Polaris Market Research

Polaris Market Research is a global market research and consulting company. The company specializes in providing exceptional market intelligence and in-depth business research services for our clientele spread across different enterprises.

Polaris Market Research

Phone: 1–646–568–9980

Email: [email protected]

Web: http://www.polarismarketresearch.com

#Hydrogen Fuel Cell Vehicle (HFCV) Hydrogen Fuel Cell Vehicle (HFCV) Insight Hydrogen Fuel Cell Vehicle (HFCV) Growth Hydrogen Fuel Cell Vehi

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newsbulletin · 4 years ago

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Global Market of Hydrogen Fuel Cell Vehicle (HFCV): Research Report till 2026

New York, NY 14 May 2021: The global hydrogen fuel cell vehicle (HFCV) market size is expected to reach USD 28.82 billion by 2026 according to a new study by Polaris Market Research. The report “Hydrogen Fuel Cell Vehicle Market Share, Size, Trends, Industry Analysis Report By Technology (Proton Exchange Membrane Fuel Cell, Alkaline Fuel cell, Solid Oxide Fuel Cell); By Vehicle Type (Commercial Vehicle, Passenger Car); By Regions, Segments & Forecast, 2020 – 2026” gives a detailed insight into current market dynamics and provides analysis on future market growth.

Request For Sample Copy @ https://www.polarismarketresearch.com/industry-analysis/hydrogen-fuel-cell-vehicle-market/request-for-sample

To get Incredible Discounts on this Premium Report, Click At: https://www.polarismarketresearch.com/industry-analysis/hydrogen-fuel-cell-vehicle-market/request-for-discount-pricing

Polaris Market research has segmented the HFCV market report on the basis of:

Hydrogen Fuel Cell Vehicles Technology Outlook (Revenue, USD Billion, 2015 – 2026)

Proton Exchange Membrane Fuel Cell

Alkaline Fuel cell

Solid Oxide Fuel Cell

Hydrogen Fuel Cell Vehicles Vehicle Type Outlook (Revenue, USD Billion, 2015 – 2026)

Commercial Vehicle

Passenger Car

Hydrogen Fuel Cell Vehicles Regional Outlook (Revenue, USD Million, 2015 – 2026)

North America

Europe

Asia Pacific

Latin America

Middle East & Africa

U.S.

Canada

Germany

France

Italy

Japan

China

South Korea

Have Any Query or Specific Requirement? Request for customization: https://www.polarismarketresearch.com/industry-analysis/hydrogen-fuel-cell-vehicle-market/request-for-customization

About Polaris Market Research

Polaris Market Research

Phone: 1–646–568–9980

Email: [email protected]

Web: http://www.polarismarketresearch.com

#Hydrogen Fuel Cell Vehicle (HFCV) market Hydrogen Fuel Cell Vehicle (HFCV) Insight Hydrogen Fuel Cell Vehicle (HFCV) Growth

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motorbuzz · 4 years ago

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London Concours announces cars on display in 2021

Once again, the prestigious event assembles the finest collection of cars ever, in the heart of the City of London

- London Concours 2021 reveals the full list of nearly 100 spectacular historic and performance cars at London’s HAC from the 8-10 June - Carefully curated classes include ‘Great marques’, ‘Italian Berlinettas, ‘Lost Marques’ and ‘Iconic British Designs’ – filled with exotic cars from the Ferrari 250 GT SWB to the Bugatti Chiron and beyond - E-Type celebration feature gathers eleven Jaguar E-Types, including the stunning low drag and lightweight cars as well as a Group 44 race car - The 200mph Club brings together the most eclectic mix of cars that have broken the 200mph barrier from the Ferrari F40 to the McLaren Senna - Pop-up boutiques from watchmaker Breguet, and automotive partners Argent, Bell Sport & Classic, Everrati, Thornley Kelham Nicholas Mee & Co, Rodin and JIA among many more - Tickets are still available from www.londonconcours.co.uk The London Concours 2021 once again gathers together the most incredible collection of vehicles ever witnessed in the City of London, across three days, when proceedings begin at the Honourable Artillery Company from 8-10 June. Nearly 100 performance icons, past and present, will park up on the five-acre oasis of manicured lawn, hidden just off City Road – a mere stone’s throw from iconic London landmarks such as the Barbican and the Gherkin – from 8-10 June 2021. The main concours line-up of judged vehicles is split into classes which have been carefully curated to provide one of the most eclectic London Concours events so far – visitors can expect classes such as ‘Italian Berlinettas’, ‘Great Marques’, the ‘Lost Marques’ and ‘Iconic British Designs’ among many more. The Italian Berlinettas class is a celebration of the golden era of sports car design from the country that was simply untouchable for creating masterpieces, this class is a collection of the finest Italian coupé designs of the ‘60s. The class will feature everything from a Ferrari 250 GTE, through the Ferrari 275 GTB 6/C to the De Tomaso Mangusta and the Alfa Romeo Sprint Speciale – this class features 11 of the most beautiful and iconic Italian cars ever made. The Great Marques class this year celebrates Porsche and Lotus. From 356 to 911, there’s no shortage of automotive legends in the Porsche line-up. The challenge was whittling them down to just 10 of the rarest and most spectacular for this ode to Stuttgart’s finest. And for Lotus, with a long lineage of motorsport heroics and a model line-up of some of the most thrilling cars ever created, Lotus rightly takes its place in the spotlight at the London Concours this year – as the pursuit of lightness, visualised. In an industry that is fast-moving, heavily regulated and often financially ruinous, manufacturers that may have deserved to stay, are often forced to disappear. The Lost Marques class is a celebration of some of the best marques that are no longer in business. This class will feature ten cars, from some of the finest manufacturers that no longer grace modern showrooms. The cars on display encompass everything from the Austin Healey Frogeye Sprite to the Iso Rivolta, and from the Sunbeam Tiger all the way through to the unusual Unipower GT. The Iconic British Designs class features some of the finest British automotive designs of all time celebrated alongside their designers. Think Spen King and the Range Rover, Peter Stevens and the XJR15 or Frank Stephenson and the McLaren 12C. 10 of the most celebrated of British designs will feature in what is possibly the most eclectic classes in the show with designs ranging from the ultra-compact original Mini to the elegant lines of the Aston Martin One-77. When it comes to British designs, however, there is one that people cite more than any other. At this years’ London Concours there is a display dedicated to the Jaguar E-Type. This year marks the 60th anniversary of the unveiling of the E-Type, the start of a transformation from automotive icon to cultural phenomenon. Its popularity has never faltered, and the car is celebrated at London Concours this year with 11 of the finest examples. Ranging all the way from the early series one cars, through to series three and not forgetting the stunning low drag and lightweight coupes as well as the inimitable Group 44 race car. Bringing the London Concours a touch more speed, the 200mph Club will celebrate the early pioneers and recent contenders from the world’s most famous manufacturers – that have broken the 200mph barrier. Once the holy grail of performance, the 200mph-mark still remains out of reach to all but the most exotic of vehicles. In this class we celebrate 10 legendary vehicles that have achieved the feat, from the Ferrari F40, F50, F60 and LaFerrari, through Lamborghinis and Bugattis old and new, as well as more modern metal such as the McLaren Senna. The event this year is spilt over three days, extended from two in 2020. The first day will be a VIP preview day for car owners, VIP guests and media. The second day is style day, where the event shines a spotlight on the worlds of design, fashion and luxury. While the third day is supercar day where the event will welcome a collection of the latest performance innovators into the HAC. These will include the latest offerings from Bugatti, Ferrari, Lamborghini and many more, with these cars joining the collection of 70 vehicles already on display. Supercar day sees the London Concours turn its attention to the very latest marvels of high-performance automotive endeavour: the Supercars. On Supercar Thursday, selected owners of up to 60 of the finest road cars will drive them into the private, hallowed grounds of the Honourable Artillery Company, and form a world-class display of supercars for London Concours visitors to marvel over. Outside of the car displays, London Concours will also feature a number of pop-up luxury boutiques, including most notably that of Breguet as the Presenting Partner of the event. The company will bring to London Concours, a collection of its most rare vintage timepieces, freshly serviced and restored. Argent, Bell Sport & Classic, Everrati, Thornley Kelham, Nicholas Mee & Co, Rodin and JIA will also be showcasing their latest offerings at the event. Billed as the ultimate luxury automotive garden party in the heart of the City, London Concours features a number of premium food and drink options, including cocktails and champagne by Veuve Cliquot. There are also a number of lunch and evening food options with cocktails for entertaining, from catering partner Searcys – for more information click here. Tickets to the London Concours are available from londonconcours.co.uk, with a full day adult admission ticket costing £40, and concessions from £20. Highlight cars include: Ferrari F50 Featuring in the ‘200mph class’, the F50 is part of an illustrious list of Ferrari’s flagship cars, including the F40, the Enzo and – most recently – the LaFerrari. The 4.7-litre V12 engine was developed from Ferrari’s Formula One engine of the time, helping the car to reach a top speed of 202mph – and thoroughly earning its place in this elite club. Ferrari 250 GT SWB A true example of 1960s elegance, the 250 GT SWB is a stunning mix of gorgeous form and racing function. Powered by the much-revered small-capacity ‘Colombo’ V12 engine, the SWB is as captivating to drive as it is to look at. You’ll find it this year in the ‘Italian Berlinettas’ class along with 10 of the most beautiful Italian exotics ever created. Aston Martin One-77 The One-77 is one of the rarest Aston Martins ever produced, with just 77 built. Priced when new from just over £1m, the One-77 is powered by a 7.3-litre V12 engine and can hit 220mph. The car is celebrated in 2021 alongside designer Marek Reichman in the Iconic British Designs class. Jaguar XJR-15 Mechanically based on the Le Mans-winning Jaguar XJR-9, the XJR-15 was produced by JaguarSport a subsidiary of Jaguar and Tom Walkinshaw Racing. Powered by a 450bhp, 5.9-litre mid-rear mounted all-alloy Group C-spec V12 engine, inside a carbon-fibre tub, this XJR-15 is One of only 27 road going examples produced – and will be celebrated alongside its designer Peter Stevens in the Iconic British Designs class. Porsche 911 2.7 RS Built as a homologation special, only 500 of the early ‘thin-gauge’ lightweight 2.7 RS models were ever built. The first model to wear the ‘RS’ moniker, the 2.7 represented, for many, the pinnacle of the 911’s career. Sporting wide wheel arches and the iconic duck-tail spoiler, the car’s distinctive profile is immediately recognisable. It will be part of the ‘Great Marques – Porsche’ display. Porsche 959 Another road-going homologation car, the legendary Porsche 959 was originally designed to compete in the infamous ‘Group B’ rally class. Only 292 cars were ever produced. When it was launched, the 959 was ‘the fastest road-legal car in the world’ serving as a testbed for Porsche for both turbocharged power and all-wheel drive – technologies which have made their way into many modern Porsches. Again, this car will feature in the ‘Great Marques – Porsche’ display. Lotus Elite ‘Type 14’ Another example of 1960s elegance, an ultra-lightweight two-seater coupé, the Elite or ‘Type 14’ was produced from 1958 to 1963. The car’s most distinctive feature was its fibreglass monocoque construction, which was used for the entire load-bearing structure of the car save a steel sub-frame which supports the engine and front suspension. Only 1,030 Elites were built. There will be one in the ‘Great Marques – Lotus’ display. Main London Concours Display 200MPH CLUB - Bugatti Chiron - Bugatti EB110 SS - Bugatti Veyron - Ferrari Enzo - Ferrari F40 - Ferrari F50 - Ferrari LaFerrari - Lamborghini Aventador SVJ - Lamborghini Diablo GT - McLaren Senna ITALIAN BERLINETTAS - Alfa Romeo Sprint Speciale - Alfa Romeo Giulia - De Tomaso Mangusta - Ferrari 250 GTE - Ferrari 250GT SWB Berlinetta 'Comp '61 Sefac Hot Rod' - Ferrari 275 GTB 6/C - Iso Grifo GL 365 - Lamborghini Islero - Lancia Flaminia - Maserati 3500 GTi - Maserati Ghibli SS GREAT MARQUES – PORSCHE - Porsche 356 Pre-A Speedster - Porsche 356 T1A GS Carrera Coupe - Porsche 911 2.7 RS - Porsche 911 930 Turbo - Porsche 914/6 - Porsche 924 Carrera GT - Porsche 928 - Porsche 959 - Porsche 997 GT3 RS 4 Litre - Porsche Carrera GT - Porsche Targa No. 1 GREAT MARQUES – LOTUS - Lotus Seven - Lotus Eleven - Lotus Type 14 Elite S2 - Lotus Elan Drophead Elan Sprint - Lotus Europa - Lotus Turbo Esprit S3 - Lotus Elite Riviera - Lotus Elan M100 - Lotus Elise - Lotus Exige - Lotus Evora LOST MARQUES - AC Ace Ruddspeed, ex Adrian Hamilton - Austin Healey Frogeye Sprite - Bristol Fighter - Iso Rivolta - Jensen C-V8 MKIII - Packard 426 Boat Tail - Sunbeam Tiger - Tornado Talisman - Triumph TR3A - Unipower GT KUSTOM CLASS - 1941 Ford Coupe - 1948 Pontiac Fastback - 1950 Ford Coupe - 1950 Mercury ‘Planet Voodoo’ Kustom - 1951 Mercury Coupe - 1959 Chevrolet El Camino - 1962 Ford Thunderbird YOUNG TIMERS - Alpina B10 V8 S Touring - Audi RS2 Avant - Audi Sport Quattro - BMW E30 M3 Roberto Ravaglia Edition - E38 Alpina B12 5.7 - Hartge H5 - Mercedes 190E 2.5-16 Evo II - Mercedes 300CE widebody by Brabus - Mercedes 560SEC widebody by Koenig E-TYPE CELEBRATION - Jaguar E-Type Series 1 FHC - Jaguar E-Type Series 1 DHC - Jaguar E-Type Series 2 FHC - Jaguar E-Type Series 2 DHC - Jaguar E-Type Series 3 FHC - Jaguar E-Type Series 3 DHC - Jaguar E-Type Series 3 2+2 - Jaguar E-Type Lightweight - Jaguar E-Type Low Drag - Jaguar Lindner-Nocker Low-Drag Lightweight E-Type - Jaguar E-type Group 44 race car ICONIC BRITISH DESIGNS - Aston Martin One-77 (Marek Reichman) - Aston Martin Vanquish (Ian Callum) - Austin Mini (Alec Issigonis) - Jaguar E-Type Series 1 FHC (Malcolm Sayer) - Jaguar XJR15 (Peter Stevens) - LCC Rocket (Gordon Murray) - McLaren 12C (Frank Stephenson) - Morgan Aeromax (Matthew Humphries) - Range Rover (Charles Spencer-King) - Rolls Royce Phantom Coupe (Ian Cameron) THE COLLECTOR - Ferrari Testarossa 'Monodado' - Fiat 500 - Jaguar Project 7 - Jaguar Project 8 - Jaguar XJC V12 - Lamborghini Countach QV - Lamborghini Espada - Lotus Elan Sprint - 1979-1998 Dakar Winning Bike Collection - Honda CBX - Kawasaki H2 750 Triple BEST IN SHOW 2020 - Ferrari 330 GTS Read the full article

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shysongnightmare · 4 years ago

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Dmg Automotive

Get directions, reviews and information for DMG Automotive, Inc in Commerce City, CO. DMG Automotive, Inc 4920 Oneida St Commerce City CO 80022. Reviews (303) 717-3724 Website. Menu & Reservations Make Reservations. Order Online Tickets Tickets See Availability Directions.

DMG Automotive is a full-service auto repair shop. We service almost any make and model, foreign or domestic. We service check engine lights, brakes, suspension and steering systems, electrical systems, complete engine repairs and rebuilds, transmission replacements and repairs, complete tune ups, timing belt replacements or if you just need factory scheduled maintenance performed, we can help.

As a global full-liner to comprehensive competence partnership Integral portfolio in milling and turning – DMG MORI offers optimum solutions for flexible and efficient production in the.

May 16, 2017 With its acquisition of DMG meccanica, a leading machinery and plant manufacturer for electric motors, GROB strengthens its research and development work in electro mobility, expanding its portfolio, particularly in the automotive industry.

Eric's Auto Service

Dmg Automotive Repairs

Daimler-Motoren-Gesellschaft (DMG)IndustryAutomotiveFateMerged with Benz & CieSuccessorDaimler Benz (in 1926)Founded1890FounderGottlieb DaimlerHeadquartersCannstatt, Stuttgart, GermanyProductsAutomobiles

logo used by DMG since 1901

DMG Automotive Inc Auto Repair Engine Repair and Rebuild, Machine shop in premises, Fleet services, Air Conditioning Service and Repair, Brakes, Clutches, Cooling System S.

Daimler Motoren Gesellschaft Poster for a Mercedes Double Phaeton (1908)

Daimler-Motoren-Gesellschaft (DMG) (Daimler Motors Corporation) was a German engineering company and later automobile manufacturer, in operation from 1890 until 1926. Founded by Gottlieb Daimler and Wilhelm Maybach, it was based first in Cannstatt (today Bad Cannstatt, a city district of Stuttgart). Daimler died in 1900, and their business moved in 1903 to Stuttgart-Untertürkheim after the original factory was destroyed by fire, and again to Berlin in 1922. Other factories were located in Marienfelde (near Berlin) and Sindelfingen (next to Stuttgart).

The enterprise began to produce petrol engines but after the success of a small number of race cars built on contract by Wilhelm Maybach for Emil Jellinek, it began to produce the Mercedes model of 1902. After this automobile production expanded to become DMG's main product, and it built several models.

️ DMG PARTS produtos automotivos ⬅️ Entre em contato. 👉96👈 DMG PARTS produtos automotivos @dmgparts www.dmgparts.com.br #carro #carros #cardetailing #dmgparts #dmg #cuidadoscomocarro #ceras #esteticaautomotiva #produtosautomotivos #polimento #polidor #auto #automotivo #automotive #vacaria #carazinho #saomarcos #caxiasdosul #antonioprado. Cox Automotive is the only company in the world that offers a complete set of solutions for the automotive dealer. We go further to connect pillars of our industry to drive results for our full universe of clients, including dealers, lenders, OEMs and consumers.

Because of the post World War One German economic crisis, DMG merged in 1926 with Benz & Cie., becoming Daimler-Benz and adopting Mercedes-Benz as its automobile trademark. A further merger occurred in 1998 with Chrysler to become DaimlerChrysler. The name was finally changed to just Daimler AG in 2007 when Chrysler was sold.

2Expansion (1902 to 1920)

4Automobiles

6International licences

7Airships and fixed-wing aircraft

Daimler, Maybach, and DMG at Seelberg[edit]

DMG employees in 1890

By 1882 both Daimler and Maybach had left Nikolaus Otto's Deutz AG Gasmotorenfabrik. In 1890 they founded their own engine business, Daimler Motoren Gesellschaft (DMG). Its purpose was the construction of small, high speed engines they had developed based on the same stationary engine technology.

DMG thus grew out of an extension of the independent businesses of Daimler and Maybach, who would revolutionize the world with their inventions for the automobile of a four-stroke petrol engine, carburetor, and so on. They would manufacture small internal combustion engines suitable for use on land, sea, and in the air (the basis for a symbol Daimler devised of a three pointed star, with each point indicating a different way).

On July 5, 1887, Daimler purchased a property in Seelberg Hill (Cannstatt) previously owned by Zeitler & Missel who had used it as a precious metal foundry. The site covered 2,903 square meters, cost 30,200 Goldmark, and from it they produced engines for their successful Neckar motorboat. They also sold licences for others to make their engine products and Seelberg became a centre of the rapidly growing automobile industry.

Daimler ran into financial problems because sales were not high enough and the licences didn't yield significant profit. An agreement was reached with the financiers Max Von Duttenhofer and William Lorenz, both of whom were also munitions manufacturers, along with the influential banker Kilian von Steiner, who owned an investment bank, to convert the private business to a public corporation in 1890. (This agreement is regarded by some historians as a 'devil's pact',[1] as the inventors never got along with the new status.)

Not really believing in automobile production the financiers expanded the stationary engine business, as they were selling well, and even considered a merger with Otto's Deutz-AG. (During 1882, Gottflieb Daimler had serious personal problems with Nicholas Otto, when Daimler and Maybach worked for Otto.) Daimler and Maybach continued to advocate car manufacturing and as a result even left DMG for a short period. Daimler's friend, Frederick Simms, persuaded the financiers to take Gottflieb Daimler and Wilhelm Maybach back into faltering DMG in early 1896. Their business was re-merged with DMG's. Daimler was appointed General Inspector, Maybach chief Technical Director and Simms a director of DMG.[2]

In 1892, Maybach designed the Phönix, an inline two-cylinder engine fitted with a new carburetor.[3] Following the withdrawal of Gottlieb Daimler and Maybach to their own business to concentrate on cars,[2] the enterprise had been close to a crisis but stabilised itself, selling mobile and stationary engines through a number of retailers around the world, from New York City to Moscow.

The first Daimler car, a singularly inelegant model, appeared in 1892,[4] followed in 1895 by a two-cylinder vis á vis and, in 1897, DMG's first front-engined model, a Phönix-engined four-seat open tourer.[5]

In 1900, Gottlieb Daimler died. Later DMG's successful Mercedes models based upon race cars designed by Wilhelm Maybach to the specifications of Emil Jellinek (who wanted a more modern and safer car, following the death of Willhelm Bauer in a Daimler racer)[6] changed the board's outlook in favour of the automobile. Maybach continued as designer for a while, but quit in 1909 and was replaced by Gottlieb's son, Paul.

Expansion (1902 to 1920)[edit]

DMG's automobile sales took off, particularly with the first Daimler-Mercedes engine designed by Maybach placed into several race cars of 1900 built for Emil Jellinek. That race car was later referred to as the Mercedes 35 hp. Production capacity was extended to Untertürkheim. In 1902, DMG produce the first Mercedes models, led by the 60, the most famous early model, and officially adopted Mercedes as its automobile trademark; capable of 120 km/h (75 mph), the 60 combined touring and racing capacity, and was the top-status car to own (or for other makers, among them Berliet, Rochet-Schneier, Martini, Ariel, Star and FIAT, to copy; in the U.S., Daimler Manufacturing Company {Long Island, New York} may have built one under licence in association with Steinway).[7] In part due to the model 60's success, the number of DMG employees went from 821 (1903) to 2,200 (1904).

1906 to 1913 were further expansion years, with the creation of new capacity reducing the number of external suppliers. Increased mechanization took the annual productivity from 0.7 cars per worker, to 10. In 1911, shares of DMG were listed on the Stuttgart stock exchange.

Berlin-Marienfelde[edit]

On October 2, 1902, DMG opened a new works in the mountainous region to the south of Berlin. Its scope was initially limited to motorboat and marine engines. Later, it expanded into making trucks (1905) and fire trucks (1907). The region became a centre of the automobile industry, and other businesses moved in.

Untertürkheim[edit]

Untertürkheim was an ideal location to site a large factory as it was close to both the Neckar river and the Stuttgart–Ulm railway. The local Mayor Eduard Fiechtner sold the land (185,000 square meters) at a low price and also arranged for a railroad extension with its own station and energy from the Neckar's hydro-electric plant which had been built in 1900.

DMG had planned to open the facility in 1905 but the total destruction of Cannstatt's factory by fire in 1903 hastened the work and the new Art-Nouveau building, with a jagged-roof, was brought forward to start production in December 1903. The work force continued to grow.

On May 17, 1904, Unterturkheim became DMG's headquarters with the rest of the administration staff moving in on 29 May. In 1913, an additional 220,000 square meters were acquired and between 1915 and 1918 it was extended further. By the 1920s, Untertürkheim had almost all the production processes on one site from foundries to final car assembly. In 1925 the DMG design department also moved in.

The Cannstatt Fire (1903)[edit]

On the night of June 10, 1903, the original Seelberg-Cannstatt plant suffered a great fire. All the machinery and 93 finished Mercedes cars, a quarter of the annual production, were destroyed, together with a small museum with historical items like Daimler-Maybach's first ever motorcycle, the Reitwagen.

The displaced workers received haven-salaries and additional bread rations. Neighboring businesses lent workshops, allowing production to continue. DMG created a Relief Fund (one of the first worker insurance schemes) and began building separator blocks in all its plants.

The following year, 1904, the whole operation moved to Untertürkheim. The last unit produced in Seelberg rolled out in the first weeks of 1905.

Sindelfingen[edit]

At the outbreak of the First World War, in 1914, there was a rush to produce war supplies. In the autumn of 1915, DMG opened the Sindelfingen factory for military vehicles, aircraft engines, and even entire aircraft. After the war, limited by the Versailles Treaty, it produced only automobile bodies.

Motorboats[edit]

The production of motorboats by Daimler and Maybach began early, in 1886, with the Neckar (4.5 meters long with a speed of 11 km/h (6 knots)), the first in the world, and tested on the local Neckar river. That boat became DMG's first commercial hit, helped by the poor state of Germany's roads. Once the public corporation was formed, motorboat production became one of the new financiers' main interests and lead in 1902 to the building of the Berlin-Marienfelde factory specifically for their manufacture.

Automobiles[edit]

DMG truck (1898) with Phoenix engine

1912 Mercedes Knight 4.0 50Hp at Technikmuseum Sinsheim

Daimler had sold automobile-engine licences all over the world including to France, Austria, the UK, and the United States through an agreement with the piano-maker Steinway, in New York.

The first DMG automobile sale took place in August 1892 (its registration still survives) to the Sultan of Morocco.

Commercial vehicles had also been made mainly using a Phoenix engine, but up to 1900, when Daimler died, the bodies had not been standardised.

In 1902, the Mercedes car was built, compact and modern, with many improved features, a move which sparked the board's interest in automobile production. Mercedes then became DMG's main car brand name. There were some small exceptions: the Mercedes Simplex of 1902–1909, (the name indicating it being 'easy to drive') and the Mercedes Knight of 1910–1924, featuring Coventry Daimler's development of Charles Yale Knight's sleeve-valve engine. All models were priced by their hp-rating.

The first truck, of 1.5 tons payload, was sold to London's British Motor Syndicate Ltd on October 1, 1896. Its rear-mounted Phoenix engine produced 4 hp (3 kW) at 700 rpm.

In 1897, the production of light commercial vehicles began. At that time they were popularly called business vehicles, and were very successful in the United Kingdom.

At the first Paris Motor Show, in 1898, a 5-ton truck was displayed, with a front-mounted engine.

Phoenix (1894)[edit]

In 1894, while working from temporary premises in the unused Hermann Hotel in Cannstatt, Gottlieb Daimler, his son Paul, and Wilhelm Maybach designed the Phoenix engine. It amazed the automobile world with:

four cylinders placed vertical and parallel (a first for an automobile engine)

camshaft-operated exhaust valves

spray-nozzlecarburetor (patented by Maybach in 1893)

improvements in the belt-drive system.

Production of this engine which was put into cars, trucks, and boats became DMG's main product until the Mercedes car of 1902.

Mercedes (1900)[edit]

In 1902 an automobile that would later be called the Mercedes 35 hp was created by Maybach to the order of the successful Austrian merchant Emil Jellinek who became fascinated by both the Phoenix engine and race cars. The name was derived from an engine Maybach built to the specifications of Jellinek in 1900 that could achieve 35 hp (26 kW). Jellinek had stipulated that the engine be called Daimler-Mercedes and when it was successful, he stipulated a new model in an edition of vehicles that he would market and use personally. Later this was referred to as the Mercedes 35 hp (26 kW) model. It was never marketed by DMG until its success was seen to be substantial.

Jellinek competed as a driver, painting 'Mercedes' (Spanish for godsend), on the automobiles he raced after his 10-year-old daughter. Jellinek's pursuit of higher speed brought him to Stuttgart personally, to Wilhelm Maybach's office where he also met with Paul Daimler, son of Gottlieb. Together they designed a new kind of automobile that would be 'larger, wider, and with a lower center of gravity'. A small number would be produced for Jellinek under contract. This was the first true automobile designed by DMG, as opposed to a coach with an engine fitted into it.

Blending the technical refinements of Maybach's new 4-cylinder engine, with a new chassis the automobile stunned the motorsport world of 1901. Jellinek had promised to purchase a large number of the race cars, (36 units for 550,000 Goldmark), if he could also be the sole concessionaire in Austria-Hungary, France, Belgium, and the USA, using the name Daimler-Mercedes for the engine, and also become a member of the Board of Management.

In June 1902, after DMG realized that they had already conceded their Daimler trademark to Panhard & Levassor for the whole of France, they decided to name all their cars Mercedes after the engine and began to produce the Mercedes series. The great demand for the car soon had DMG operating at full-capacity.

Racing[edit]

In these early years, car races were used as advertising for their makers. Therefore, both DMG and Benz & Cie., their great rival, put the best of their cars on the track. Daimler cars were able to beat Benz until 1908, when a Benz achieved the land speed record, but in the following years, both brands were equal.

First automobile multinational[edit]

DMG expanded with a subsidiary company in Austria

Austro Daimler 's Imperial trademark

International licences[edit]

French licences[edit]

Edouard Sarazin began early negotiations to license Gottlieb Daimler's engines in France. After his death, his wife finally succeeded, helped by Émile Levassor and René Panhard (then a timber-machinery manufacturers) selling their first engine in 1887.

Armand Peugeot, one of their clients, began fitting vehicles with Panhard & Levassor engines, and acquired Daimler's licence from them. Peugeot focused, successfully, on the German market.

Panhard & Levassor designed a complete automobile. Levassor mounted an engine (Daimler's) over the front axle, giving better balance and turning. Marketed in October 1891, it featured rear wheel drive by two side chains, pedal clutch, front radiator, and steering by lever.

Historians consider that the automobile was 'a German invention, while France expanded it commercially', mainly by publicity from car-racing since in January 1886 Karl Benz was granted the first patent for an automobile he designed and built in 1885.

American licences[edit]

In 1888, Gottlieb Daimler established a cooperation with the German-born piano maker William Steinway in Astoria, Queens, later New York City, to build stationary and marine engines for gas and petroleum, and later on, 1892, also to build cars as full copies of the German design. The engines and cars were produced in Steinway's premises of the 'Rikers plant' opposite of Rikers Island which is in use for piano production until nowadays. This business was sold after William Steinway died in 1896.

British licences, The Daimler Motor Company Limited[edit]

A Coventry Daimler: The DS420

Daimler Double-Six 50 alloy V12 150 bhp (110 kW) Corsica drophead coupé body designed by Reid Railton (1931)

In 1890 Hamburg-born Frederick Simms, a consulting engineer and a good personal friend of Gottlieb Daimler returned to the United Kingdom with the Phoenix engine for launches (though expressing thoughts for cars) having obtained from him British (and British Empire) rights to the Daimler patents. In 1893 Simms formed The Daimler Motor Syndicate Limited (DMS).[2]

At the end of 1895 Simms received an offer from a London company promoter called Lawson of, at first, £35,000 to purchase all the Daimler rights. As part of the necessary arrangements, Maybach and Daimler having parted from DMG, Simms arranged to pay the now drifting DMG £17,100 on the condition that DMG took back Gottlieb Daimler. A 'contract of reassociation' was signed on November 1, 1895. The result was the divided Daimler-Maybach and DMG businesses then merged and were rejuvenated. In early 1896, having agreed with Daimler Motor Syndicate it would buy the Daimler rights, Lawson floated The Daimler Motor Company Limited (DMC) in London (with Gottlieb Daimler a director), the works to be in a disused cotton mill in Coventry. Simms became a director of DMG (Cannstatt) but not DMC (London).[2]

In 1910 Daimler Motor Company while retaining a separate identity, merged ownership with that of BSA (munitions), and began producing military vehicles. It also dropped the word motor from its name.[2]

For over 65 years, The Daimler Company Limited produced a wide variety of premium quality vehicles including very many buses, ambulances, fire engines and some trucks but in particular medium-sized and large cars which were often very expensive. Their vehicles were distinguished by their finned exposed radiators, later by scalloped radiator shells.[citation needed] Until the early 1950s it was often said 'the aristocracy buy Daimlers, the nouveau riche buy Rolls-Royce'.[2]

In 1960, the business was sold to Jaguar, which soon engaged in badge-engineering and often Jaguar and Daimler cars could only be distinguished by the grille and name badge. In 2005 the only Daimler models being produced were luxury models, such as the Daimler Super Eight.

The Daimler name moved with Jaguar into British Leyland, back to an independent Jaguar, and then into Ford.[citation needed][8] In July 2008 Tata Group, the current owners of Jaguar and Daimler, announced they were considering transforming Daimler into 'a super-luxury marque to compete directly with Bentley and Rolls-Royce'.[9]

Airships and fixed-wing aircraft[edit]

Daimler built the engine for the first airship fuelled by petrol in 1888. From 1899 to 1907 DMG provided Maybach designed engines to Zeppelin. Wilhelm Maybach quit DMG in 1909. After 1909 Maybach and his son Karl founded their own enterprise in Württemberg and took over supplying the engines.

During the First World War, from 1915 the Sindelfingen factory produced large numbers of winged aircraft and aircraft engines. Production was prohibited after the conflict under conditions laid down by the Treaty of Versailles.

Aircraft[edit]

Three-pointed star: land, water and air[edit]

In the 1870s, while working for Otto at Deutz AG Gasmotorenfabrik in Cologne, Daimler sent his wife Emma Kunz a postcard, marking his residence with a three-pointed star and writing: 'one day this star will shine over our triumphant factories'. Since then, this line has inspired both Daimler and Maybach when developing light and powerful engines for 'land, water, and air'.

In the 1900s, after the Mercedes' success, DMG was still lacking a trademark. Paul and Adolf Daimler, the sons of Gottlieb (who had died in early March 1900), suggested using that symbol. Daimler Motoren Gesellschaft's board accepted the proposal in June 1909, also registering a four-pointed one. The four-pointed star became the emblem of Deutsche Aerospace AG (DASA) in the 1980s and then the logo of the European Aeronautic Defence and Space Company (EADS).

The three-pointed star debuted in 1910. In 1916, it was surrounded by a circle with four additional stars, with either the name Mercedes or of the respective factory (Untertürkheim or Berlin-Marienfelde). In 1937, the familiar symbol was registered by Daimler-Benz, a three-dimensional three-pointed star, contained in a circle.

German crisis (1920s)[edit]

DMG was one of the most important German businesses at the time of the German crisis; tripling its capital to 100 million shares in 1920, and moving its headquarters to Berlin in 1922.

After the war the German automobile industry stagnated because of insufficient demand and because automobiles were taxed by the government as luxury items. The country also was hit by a petrol shortage.

In 1923, DMG production fell to 1,020 units, compared to Benz & Cie. making 1,382 in Mannheim. The average cost of a car was 25 million marks. Strike action and inflation pushed DMG to the limit. To survive DMG produced Mercedes bicycles and typewriters, and it even issued its own emergency money.

Daimler-Benz and the Mercedes-Benz brand (1926)[edit]

For the two separate businesses to survive the financial problems of the day, in 1919, Benz & Cie. proposed a merger, but DMG formally rejected it in December. Then, as the German crisis worsened, the struggling firms met again in 1924 and signed an Agreement of Mutual Interest, valid until the year 2000. They standardized design, production, purchasing, sales, and advertising—marketing their car models jointly—although keeping their respective brands.

On June 28, 1926, DMG and Benz & Cie. merged into Daimler-Benz AG, establishing its headquarters in the Untertürkheim factory.

Their automobiles were named Mercedes Benz, in honour of DMG's most important car model and the last name of Karl Benz. Its new trademark consisted of a three-pointed star surrounded by the traditional laurels of Karl Benz's logo and labelled Mercedes Benz. The next year, 1927, the number of units sold tripled to 7,918, and diesel truck production was launched.

Trivia[edit]

In 1890, DMG was delivering stationary and marine engines to Russia. In 1910, it opened its first dealership in Moscow. From 1912, it was a purveyor to the Russian Royal Court. Even after the war and the socialist revolution, the Mercedes won most of the great show competitions it entered in Russia.

In 1892, DMG designated Otto Speidel as its Munich representative.

In 1896, Bavarian Engine & Automobile also began to sell their products, naming Karl Moll as representative in 1898.

In 1910, it opened a shop for trucks, buses and motorboats in Hiltenspergerstrasse 21.

In 1914, in Paris, one of the greatest races in history took place, with 37 cars of six manufacturers from six countries. To beat the favorite Peugeot team, DMG used an aircraft engine designed by Paul Daimler and Fritz Nallinger. It was built by the automobile department but tested by the airship department. The cars produced 105 hp (78 kW) at 3100 rpm (no Mercedes had exceeded 1500 rpm before then). It had four steel cylinders (M93654), and sixteen valves, an aluminum crankcase, crankshafts of special Austrian steel, a single camshaft, and displaced 4483 cc.

In 1921, DMG presented the superchargedMercedes Kompressormotor, successful in both the private market and on the race track.