Historical or useless car facts.
Discussion
Chassis 33 said:
Fer said:
LuS1fer said:
Fer said:
Negative Creep said:
The B11 Nissan Sunny has a stopwatch as standard
The 2CV had a calendar to measure the 0 to 60 times.
Regards
Iain
Really? May well of been, it was back in 2007 when I did race and I found out what the switch with no label did during my first night stint, must of knocked it during the driver change and a few laps in I was misfiring down the back straight and then "lost" Corum in the dark. Headed in a straight line to the pits after that!
Regards
Iain
Regards
Iain
creasede said:
im sure the Honda type r engine was the first N/A engine to acheive 100bhp per litre
This might have been discussed in this thread already, which Honda engine? The 197BHP one in the 2001 Civic typeR ? The 1995 M3 Evo had 320BHP from 3.2L . Probably something earlier than both of those though.Strawman said:
creasede said:
im sure the Honda type r engine was the first N/A engine to acheive 100bhp per litre
This might have been discussed in this thread already, which Honda engine? The 197BHP one in the 2001 Civic typeR ? The 1995 M3 Evo had 320BHP from 3.2L . Probably something earlier than both of those though.i read the whold thread and it wasnt mentioned, (unless i missed it somewhere)
as for the M3 evo, was that n/a? or turbocharged?
creasede said:
nah, im sure it was the B16b as used in the ek9's
i read the whold thread and it wasnt mentioned, (unless i missed it somewhere)
Fair enough, I haven't i read the whold thread and it wasnt mentioned, (unless i missed it somewhere)
creasede said:
as for the M3 evo, was that n/a? or turbocharged?
N/A using a variable valve timing system (VANOS), similar to VTEC I think.Strawman said:
creasede said:
nah, im sure it was the B16b as used in the ek9's
i read the whold thread and it wasnt mentioned, (unless i missed it somewhere)
Fair enough, I haven't i read the whold thread and it wasnt mentioned, (unless i missed it somewhere)
creasede said:
as for the M3 evo, was that n/a? or turbocharged?
N/A using a variable valve timing system (VANOS), similar to VTEC I think.fair enough! B16b made around 185bhp from a 1.6 n/a im sure
vit4 said:
BigBen said:
Futuramic said:
tali1 said:
Nissan Primera was first car in its class with ABS standard across range.
I disagree! Here's why. The Mk3 Granada, introduced somewhere between '86 and '87, I'm sure I've seen rough ones on the D and perhaps C, was the first family car to have ABS as standard across the range. Ford in the mid eighties had a fixation with the system, even going as far as to fit a mechnical setup to top spec Fiestas and Orions which were bereft of engine management computers. The mechanical ABS, if a fault developed, became a Satanic killing machine prone to releasing brake pressure during emergency stops. The Granada though, didn't have it.Edited by tali1 on Friday 26th September 20:52
Edited by tali1 on Monday 6th October 19:38
The Mk3 Granada had a full blown ECU that ran the ABS, as well as injecing fuel into the twin-cam engines and controlling the cat. With the added, tasty, ingredient of the MT75 gearbox the Mk3 was a thoroughly modern car indeed.
The Nissan Primera was designed in about 1988. Prototypes were running by '89 and serious hatchback and saloon production began by the Tyne in 1990-ish. The estates were imported fully made up from Japan. There was some advancement over the older, cheaper and quite possibly superior and better looking Bluebird. 16 valve engines were standardised and both outside and interior were restyled in the definitively bland fashion of the nineties.
Octav Botnar wasn't happy. The Bluebird had an unrivalled reputation for toughness and durability; it may not have handled or performed but it lasted. Good quality steel and ruged drivetrains elevated it into the Volvo class of longevity. These things, loved by customers, were cheap. The much more advanced Primera was far more expensive. Not wishing to lose the Bluebird's audience the Primera was made more cheaply, and not as well.
There was also an absolute poverty specification 1.6 in the initial lineup. This had a carb feeding the 16 valve unit, not catalyst and of course, no ABS.
Ben
) had that mechanical ABS, even down to my mum's 1.3 Popular. 
</anorak attack>Dunno if it's been said, but in 1916 something like 60% of all cars in the world were Ford Model T's
ABS was OPTIONAL afaik and Only on all CVH engined 5 speed Escorts.
Only the RS Turbo had it standard
Cylinder heads of the big block Mopars can be classyfied as either, Open chamber, closed chamber or Max Wedge.
The Max wedge heads have over sized ports and were used in the early 60s racing circuits and wiped the floor with the competition until the Hemi arrived. The casting numbers to look for- for Max Wedge style heads are 286, 209 and 518 (if you can find some).
The closed chamber heads have a small chamber volume of 78 ccs and alot of squish for a fast burn- look for 915 and 516. 915s can have either a small 1.6 inch exhaust valve or a 1.74 inch. 516s only have the small 1.6 inch exhaust valve.
Open chambers are the most common- and a typical example casting number is the 906 cylinder head which has an 88 cc chamber size and flows about as well as a 915 (but not as well as a Max Wedge).
The Max wedge heads have over sized ports and were used in the early 60s racing circuits and wiped the floor with the competition until the Hemi arrived. The casting numbers to look for- for Max Wedge style heads are 286, 209 and 518 (if you can find some).
The closed chamber heads have a small chamber volume of 78 ccs and alot of squish for a fast burn- look for 915 and 516. 915s can have either a small 1.6 inch exhaust valve or a 1.74 inch. 516s only have the small 1.6 inch exhaust valve.
Open chambers are the most common- and a typical example casting number is the 906 cylinder head which has an 88 cc chamber size and flows about as well as a 915 (but not as well as a Max Wedge).
tali1 said:
vit4 said:
BigBen said:
Futuramic said:
tali1 said:
Nissan Primera was first car in its class with ABS standard across range.
I disagree! Here's why. The Mk3 Granada, introduced somewhere between '86 and '87, I'm sure I've seen rough ones on the D and perhaps C, was the first family car to have ABS as standard across the range. Ford in the mid eighties had a fixation with the system, even going as far as to fit a mechnical setup to top spec Fiestas and Orions which were bereft of engine management computers. The mechanical ABS, if a fault developed, became a Satanic killing machine prone to releasing brake pressure during emergency stops. The Granada though, didn't have it.Edited by tali1 on Friday 26th September 20:52
Edited by tali1 on Monday 6th October 19:38
The Mk3 Granada had a full blown ECU that ran the ABS, as well as injecing fuel into the twin-cam engines and controlling the cat. With the added, tasty, ingredient of the MT75 gearbox the Mk3 was a thoroughly modern car indeed.
The Nissan Primera was designed in about 1988. Prototypes were running by '89 and serious hatchback and saloon production began by the Tyne in 1990-ish. The estates were imported fully made up from Japan. There was some advancement over the older, cheaper and quite possibly superior and better looking Bluebird. 16 valve engines were standardised and both outside and interior were restyled in the definitively bland fashion of the nineties.
Octav Botnar wasn't happy. The Bluebird had an unrivalled reputation for toughness and durability; it may not have handled or performed but it lasted. Good quality steel and ruged drivetrains elevated it into the Volvo class of longevity. These things, loved by customers, were cheap. The much more advanced Primera was far more expensive. Not wishing to lose the Bluebird's audience the Primera was made more cheaply, and not as well.
There was also an absolute poverty specification 1.6 in the initial lineup. This had a carb feeding the 16 valve unit, not catalyst and of course, no ABS.
Ben
) had that mechanical ABS, even down to my mum's 1.3 Popular. </anorak attack>Dunno if it's been said, but in 1916 something like 60% of all cars in the world were Ford Model T's
ABS was OPTIONAL afaik and Only on all CVH engined 5 speed Escorts.
Only the RS Turbo had it standard
rawkyjnr said:
The Porsche 928 was originally going to be several inches wider than it is, however they made it thinner due to the fact it wouldn't fit on trains, etc.
I didn't know that. I can say though that they are plenty wide enough as they are! When i drive mine after having been in the MX5 there is a bit of adjustmant to that view over the endless bonnet and wings in front of me!ClaphamGT3 said:
The Mk3 Granada, introduced somewhere between '86 and '87, I'm sure I've seen rough ones on the D and perhaps C, was the first family car to have ABS as standard across the range.
Yes, a great leap forward (despite the views of certain PH heroes).ClaphamGT3 said:
Octav Botnar - there's a name from the past. What happened to him in the end - I seem to remember a big tax fraud allegation but that he was too ill to be extradicted from Switzerland. An amazing man.
Octav the Datsun man. Good question....The cooling blades of the 993 air cooled naturally aspirated 911s are curved for NVH reasons in order to minimise the whine at a slight cost of fan blade cooling efficiency.
However for the 993 Turbo they had to go to straight cut blades again, presumably either to maximise cooling efficiency or because the various other noises sources of the Turbo M64 engine drowned out the whine from the fan.
However for the 993 Turbo they had to go to straight cut blades again, presumably either to maximise cooling efficiency or because the various other noises sources of the Turbo M64 engine drowned out the whine from the fan.
Ozzie Osmond said:
ClaphamGT3 said:
The Mk3 Granada, introduced somewhere between '86 and '87, I'm sure I've seen rough ones on the D and perhaps C, was the first family car to have ABS as standard across the range.
Yes, a great leap forward (despite the views of certain PH heroes).ClaphamGT3 said:
Octav Botnar - there's a name from the past. What happened to him in the end - I seem to remember a big tax fraud allegation but that he was too ill to be extradicted from Switzerland. An amazing man.
Octav the Datsun man. Good question....OCTAV BOTNAR DIES FIGHTING
www.talkingmotors.com/index.php?option=com_cont...
April 6, 2010
4/6/10
Monday, 20 July 1998
OCTAV Botnar's death has denied the former Nissan importer the chance to prove in court a most extraordinary claim.
He claimed the Inland Revenue colluded with the car maker to trump up tax fraud allegations and destroy his business. An extraordinary claim, but little about Botnar was anything short of remarkable.Before retreating to self-imposed exile in Switzerland in 1991 - the Revenue wanted some £250m in taxes and had arrest warrants issued for him following a massive raid on his Nissan UK importership - he had became one of the best-known businessmen in Britain. In 1966 he arrived here from Germany to handle distribution for the ailing NSU, which was later bought by Volkswagen. Left over from the NSU deal was the Nissan importership and in 1971 Botnar secured the rights to what was then Datsun and built the franchise from a handful of units then, to a giant with 6 per cent of the UK market which, in 1989, accounted for 150,000 cars. From today's perspective, Botnar was a motor sales pioneer; the bulk of Nissan sales were made by his own 220-site AFG dealer group, which included about 160 Nissan sites. But by 1990 Botnar and the car maker in Japan had fallen out and a bitter war of words ensued which, the car maker has always claimed, wrecked the launch that year of its Sunderland-built Primera. In January 1991 Nissan terminated NUK's distribution rights and took over a year later. The battle devastated Nissan sales - in 1990 fewer than 107,000 cars were sold and, as supplies to NUK withered, sales in 1991 plummeted to less than 65,000 - and the brand has yet to regain the market share Botnar achieved. The revenue's move on NUK, Botnar claimed and former NUK directors later confirmed, scuppered a similar deal with Fiat. He was also in discussions with Hyundai and Daewoo, the latter subsequently modelling its UK operation on his vertical integration model. Botnar's last years were spent defending his reputation; following the Revenue's withdrawal last year of its arrest warrants he launched a suit for malicious prosecution to clear his name. The case opened in the High Court earlier this month, and Botnar was expected to come to London to testify. But his stomach had been removed in a battle against cancer and the Revenue's claim that it had terminated criminal charges against him because he was too ill to stand trial may, alas, have been accurate. He is survived by his wife, Marcela, and executors of his estate may choose to go on with the action. Comfortable car dealers should also remember Botnar's other lives. He was born in 1913 in what is now western Ukraine. By Botnar's own account he spent time in Romanian jails for Communist activity and escaped to lead a band of fighters to Spain to resist Franco. Denied entry to Spain and facing prison back home, he joined the French army as war broke out and was captured by the Germans but escaped to the French resistance. After the war he returned to Romania to undertake humanitarian reconstruction projects but was later made a political prisoner, was subsequently released and then under Ceausescu forced to leave with his wife and daughter for West Germany where he worked for NSU. Later, in the UK, his daughter died in a road accident and Botnar established the Camelia Botnar Trust to help deprived young people. Great Ormond Street hospital has been a main beneficiary of his generosity.
http://www.am-online.com/forum/tm.asp?m=20322&...
VILLARS, Switzerland (AP) _ Former Nissan UK chief Octav Botnar, a philanthropist and millionaire businessman whose last years were marked by scandal, is dead at age 84.
Botnar died Saturday in Villars, near the Swiss village of Chesieres, where he had lived for six years, his lawyer Mark Spragg said.
Spragg did not know the cause of death, but Botnar had suffered from cancer in recent years.
Botnar secured exclusive rights to distribute Nissan cars in Britain in 1970, building his Nissan UK into an empire worth $3.27 before…
Octav Botnar, the founder of Nissan UK,
is to return to Britain following the Inland Revenue's decision yesterday to withdraw two arrest warrants issued on charges of cheating the authorities out of pounds 300m in tax revenues. Michael Harrison reports on the latest twist in an extraordinary six-year legal wrangle.
Associates of Mr Botnar said yesterday that it was the intention of the 84-year-old millionaire to return to Britain to visit the grave of his daughter Camelia, even though his health is now said to be in a "perilous state". This emerged as Mr Botnar, who has been…
Octav Botnar, the former Nissan car magnate, paid pounds 50m to the Inland Revenue over the weekend in "full and final payment" of a hotly disputed pounds 250m corporation tax bill arising from his lucrative trade in imported Nissan vehicles.
The deal, which caps five years of acrimonious disagreement between Mr Botnar and the Revenue, clears the way for the tycoon's return to Britain from Switzerland, where he has been living since the dispute flared in 1991.
A formal statement will be made today by the Inland Revenue. Mr Botnar is expected to make a hard-hitting statement in…
THE Inland Revenue was yesterday accused in the High Court of "colluding" with Nissan Motor Cars (NMC), the Japanese car maker, in a raid on Nissan UK, the company headed by exiled businessman Octav Botnar.
In the latest stage of a legal saga involving now-withdrawn allegations of fraud against Mr Botnar and his company, Alun Jones QC, acting for Mr Botnar, claimed that a raid by 135 Inland Revenue officers on Nissan UK's headquarters in 1991 "indicated collusion" with the Japanese parent company. The claim is denied by NMC and the Inland Revenue.
Mr Jones told the High Court…
OMC Investments Limited = Octav,Marcella (his wife) Camelia (his daughter) Deal in Property
One Camelia Court
Shellbridge Road
Slindon
West Sussex
BN18 0LT
Edited by tali1 on Tuesday 6th April 20:05
Edited by tali1 on Tuesday 6th April 20:08
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