My wife found this story and it compelled me to post it here. You have the right not to ware the gear but are you willing to go trough what this little lady did if you drop a bike at a high speed?

Written by Brittany Morrow

Wednesday, 04 October 2006

A while back, the Speedfreak staff was cruising the internet, when we came upon a photograph. A pretty blonde girl in a topless photo. But wait…what’s more? The pretty girl is covered in road rash. Speedfreak went on the search to find out the story of this girl, how it happened, what’s rumors and what’s truth. With some searching of the internet, we were able to track down our girl, and Speedfreak had the chance to sit down and find out the true story of how a strong soul bounces back from near death.

ONE YEAR HAS PASSED

It’s hard to look in the mirror and think that my scars are already anentire year old. Touching my stomach and rib cage, I can’t imagine looking this way and feeling this pain for the rest of my life. I still feel as if at any moment I will wake up from this terrible dream and be comfortable in my own skin once again. Knowing that it’s real, that there is nothing I can do to change it, I am remindedof my mistakes every minute of everyday. I am also reminded how lucky I am to be alive as I close my eyes and remember why I still feel pain after an entire year of healing. Imagining that if I hadnot survived the accident, I wouldn’t have anything to touch at all, I smile when my fingers run over a thick layer of scar tissue in place of my once soft skin. I know my life has a purpose, and I strive everyday to live up to the task that has been placed at my feet.

THE ACCIDENT

It was a beautiful Sunday morning even through my blurred vision. I was on the back of my friend Shaun’s GSXR 750 and was excited to be on a sport bike, even if it was as a passenger, after a long streak of no riding whatsoever. I had shed my prescription glasses for a pair of sunglasses, my cowboy hat for an oversized helmet, and quickly thrown on a pair of capri jeans, tennis shoes, and a sweatshirt over my bikini. I thought nothing of the fact that I had practically no protection against the asphalt if anything were to happen. I figured that we couldn’t get into a wreck, it simply wouldn’t happen to me. It’s amazing how fast life came at me that day.

Approaching mile marker seven on highway 550, I noticed that I had to start fighting the wind to stay behind Shaun without pulling on him too much. I placed my hands on the gas tank and pushed myself into him as much as possible without crowding him. As we came around to the right and went down the hill, we kept accelerating. I was scared, but thought I could handle the force of the wind as it suddenly picked up much more than in the moments before. I started to slide back on the seat and felt the cool air fill the small space between my chest and Shaun’s back.

I felt a rush of wind hit my face like a brick and our bodies separated in an instant; my visor had come completely open. The force pulled on my face and helmet so hard that it sent my head up and backwards, ripping my entire body off the back seat with it. I remember thinking that if I grabbed Sean’s t-shirt I would pull him down with me, but it was already too late to try and grab a hold of him. I was only in the air for a spilt second, but an eternity of thoughts ran through my mind. I had no idea what excessive speed I was about to hit the ground at or the damage it would do to my body, I just thought about how my life had led to that point. I remembered the basics of surviving a fall from a horse without injury, which I had done a few times in the previous year, and simply let myself go. I knew there was nothing else I could do.

When I hit the ground, it was as if every breath I had ever taken rushed out of me in an instant. I could feel every inch of my body hitting the road; tumbling, sliding and grinding into the unforgiving surface. In my helmet, which seemed so small and yet completely empty, I could hear my whimpers as I fought to breath and my prayer to God as I gave into the asphault. In a matter of seconds, I had come to the conclusion that I was going to die, and I was ok with it. I knew this was far worse than anything I had ever gone through and I was convinced I would not live to see the next day. My eyes were closed as I finished my 522 foot tumble down highway 550. I never lost consciousness, but I remember wishing that I had.

At first I couldn’t feel anything. A few moments passed before anyone was at my side, and I had the chance to try and move myself. Immediately, I could tell that I had lost my left shoe as my toes were burning on the hot road. My right foot felt stiff, completely unmovable, and I thought it was probably broken. I noticed that my knees were uncovered when the little pieces of what I thought were gravel scraped against my skin, only to find out later that they were my actual kneecaps grinding against the pavement below them. My right arm was trapped underneath me and my shoulder felt hot. My left pinky was the most noticeable pain in those first few minutes, a throbbing and stabbing pain, as it bled profusely right in front of my face. I could smell my blood as it pooled beneath me on the road.

By the time the ambulance came and rolled me onto my back, removed my helmet, and called the helicopter, I felt as if I had been cooking on the street for hours. Every nerve ending in my body was on fire; tingling, scorching, and burning. I had not gone into shock, and the adrenaline had worn off almost instantly. Not being able to move was the worst of it. I wanted to pull my arm out from underneath me. I wanted to get off that hot road. I wanted the sun to stop shining so brightly on my naked back. I wanted everything to just go away. But it didn’t. The people who sat on that road with me and came to my rescue saved my life. I wanted to die, but they wouldn’t let me give up, they wouldn’t let me close my eyes and go to sleep.

The helicopter ride was fast. The morphine had kicked in just around the time we landed at the hospital, and the rest is somewhat of a blur. I remember hearing a doctor saying I had lost my entire left breast. I remember another asking me if my family had been called. A third doctor asked if she could take pictures of my wounds for documentation. When it came time to clean off my skin, the doctors decided that a surgical debreedment of the dead tissue was necessary, along with invasive repair to my pinky, right big toe, and left side from hip to armpit. I don’t even remember being put under, and the rest is lost in the six hour surgery that followed.

THE HOSPITAL

I woke up wrapped like a mummy. I was on my back in an air bed, in a room I had never seen. Did I dream that Shaun had come and held my hand? Why were my parents here? I didn’t know what was going on, so I tried to sit up. Then I felt the intense pain on my back, my side, my shins, my feet, my thigh, my hip, my forearms, my wrists, my shoulder, my fingertips, my ribcage, my stomach, and my chest. It all came at me in one large rush, and I knew exactly where I was and remembered what had happened. I spent the next three weeks waking up to the exact same confusion, rush of pain, and realization of my surroundings. My condition never seemed to change for the better, no matter how many times I went through the process of attempting to sleep it off. The worst part about the pain was that it never completely subsided unless I was sleeping, and I had nightmares of the accident every time I slept. I couldn’t escape what had happened to me. On the rare good days, my Dad would brush my hair for hours; it was the only thing that helped me forget what I was going through.

My road rash was so severe that my skin was not going to grow back on its own.I had lost too much surface area for the doctors to simply suture me together and send me home. After the blood loss had been controlled, the skin loss needed to be addressed. I was to receive full thickness skin grafts. Literally, the doctors had only 2 places on my body to harvest healthy skin. My thighs were the only two places that had not received any abrasions. In order to help my open wounds heal, the doctors had to cut off a thick layer of healthy skin from my thighs and place it over my burns, surgically stapling the new skin in place. This was the only way to “fix” me, and I didn’t even have enough skin to graft all of my wounds at once. The doctors had to choose which areas to graft first, and which ones would have to wait.

Wound vac: a slang medical term that will give me goose bumps for the rest of my life. When a patient receives a skin graft, a suction cup is placed over the completed surgery in order to increase blood flow from under the new skin. These devices are called wound vacuums, and they ensure that the burn tissue does not die, but rather joins with the new skin to create a layer of dermis where none would have grown without the graft surgery. It feels like a leech, a constant sucking on the most painful abrasion you’ve had in your entire life. Multiply your worst skinned knee as a kid by 50, add it to 55 percent of your body, and then let someone suck on it with a handheld vacuum for 24 hours a day; only then will you know what it is to experience a wound vacuum on a fresh skin graft. Each graft received a dose of the painful sucking and after three weeks I was free from the noisy machines.

The only thing worse than the wound vacuums were the dressing changes. Even thinking about the pain today makes me sick to my stomach. In the areas the doctors were not able to graft within the first three weeks: my back, chest, rib cage, side, and stomach, they did daily dressing changes to make sure the wounds we being kept clean. My bandages acted as my skin where the graft surgery had not yet taken place. Every time the doctors changed my dressings, it was as if they were ripping off my skin. The oxygen hitting the open burns was enough to make me scream. Cleaning the wounds with water would send me into a rage. It is safe to say I would have rather been lying on that road again than go through a daily dressing change. This lasted the entire two months I spent in the hospital.

Physical therapy, as motivating as it was supposed to be, was just as painful as anyone can imagine. Struggling to sit up in bed, hold myself up without help, and lay back down without hurting the open burns on my back proved itself to be a daunting task. Attempting to stretch my skin, which was tough and thick as leather, once the grafts were slightly healed, made me wince and fear that I would lose all motion in my wrists. I remember getting dizzy just from trying to stand up, blacking out and throwing up from a wheelchair ride down the hall, and crying at night because I couldn’t get up to go to the bathroom on my own. All the abilities I took for granted in my everyday life had come back to haunt me, to teach me a lesson on why I should be thankful for every second I am breathing.

Everyday I would dread the moment the doctors came into my room. Whether they were coming to do a conscious sedation for my daily dressing change, whisk me off to another surgery, or put me through physical therapy, my attitude worsened everyday towards the people who were trying to save my skin. It drove me to act bitter towards the people who cared about me the most; my parents were there every day and I know it must have been difficult for them to put up with me. The pain I went through pushed me into a deep depression, but I refused to be put on medication for anything of that nature. I was taking 20 pills with breakfast and dinner every day, I didn’t need to add to that number. I was asked several times if I wanted to talk to a psychologist about the accident, talk about the nightmares my nurses always reported me having at night, but I denied the willing listener. In short, I made sure I paid for my mistakes dearly, not only physically, but emotionally as well, and everyone around me could see the old Brittany fading away.

After my final skin graft surgery on November 16th, I woke up feeling as if my back had been completely replaced. The noticeable difference between the open wound and the grafted burn was enough to lift my spirits. I was able to lay comfortably for the first time in two months. I knew the time had come for me to get out of thehospital and start the real healing: returning to my normal life. I had to beg my doctors to let me go home. I couldn’t stand the thought of returning to a physical rehabilitation hospital. With fresh donor sites on my left thigh and a throbbing pain worse than most I had felt, I walked down the hall on the fifth floor three days after surgery so I could go home. I cried with relief when they signed my release paperwork.

GOING HOME

I walked slowly into my house for the first time in over two months. The smell alone was enough to make me smile, as Thanksgiving dinner was being prepared for the next day. The warm air, the sound of my dog yelping at my return, the softness of my own bed sheets, and the glow of real sunlight pouring in through the bedroom windows gave me the most comfort I had experienced since the accident, and compared to the hospital, it was heaven. I was not on my own by any means; my Mom had to help me shower and give me my blood thinning shots twice a day in my stomach. Walking from my bedroom to the kitchen made me break a sweat, as my muscles had not been used in two months. I still had open wounds, was using a personal walker built for full body support to move around, and couldn’t even dress myself, but I felt a happiness that seemed almost unfamiliar.

Coming home was the best thing that could have happened to me. The doctors gave me a month before I would be walking without the walker, but I threw it in the back of my closet after the third day. I ditched my bandages after a week and started wearing jeans ten days later. I was determined to feel normal again, or at last appear normal to the unknowing passerby. I began driving after only two weeks out of the hospital and started living my life as if I had never fallen off that motorcycle. My friends and family could see how quickly I was becoming myself again. I truly believe being around such wonderful support helped me heal as quickly as I did.

I was still attending physical therapy, but was improving at speeds that amazed even my own doctors. I was walking up stairs without a second thought and riding the stationary bike with ease. It still hurt to do normal things, even bending my knees to sit in a chair would send pain up my legs, but I learned to ignore it all. I was so used to the way my skin ached, including the itching and burning I would feel every second, that it was as if I never really felt it anymore. My mind had blocked it out and unless I stopped to notice it, the sensitivity and uncomfortable nature of the healing skin grafts wasn’t even in my thoughts.

The morning my hair started to fall out I knew something was wrong. I had been out of the hospital for an entire month but the medication I was taking had just started to leave my system. The combination of chemicals that had kept me alive and comfortable in the hospital was now killing the living cells in my scalp and face. After a week of pulling chunks of my own hair out and watching my eyelashes and eyebrows fall to my cheeks, I felt like a cancer patient taking chemotherapy. I cut my long blonde hair short to try and save as much of it as I could, but it never stopped. You could see through the few thin strands left all the way to my scalp and I even had a couple completely bald spots. I finally had had enough and decided to simply shave my head and get it over with. I cried as the rest of my hair hit the bathroom floor that night.

After everything I had suffered as a direct result of the fall: 55 percent body coverage of third degree burns, severed tendons in my left pinky finger, a severely dislocated right big toe, and a large amount of blood loss; what really slowed the healing process was what I experienced in the hospital. Indirect results of the accident due to a prolonged hospital stay: pneumonia, urinary tract infection, pseudomonas infection, blood infection, a blood clot in my left leg, yeast infections, anemia, 3 blood transfusions with 1 adverse reaction, 8 surgeries, 31 conscious sedations, countless skin debreedments, and undiagnosed PTSD and depression. With these things in mind, the loss of my hair seemed minimal at most. My hair would grow back. I was alive, and thankful for that everyday. I knew that what I had gone through would give me the strength to survive anything else God had planned for me in the future. As long as I could walk, talk, and breathe, I was always happy to be on this earth and would never take the blessings in my life for granted again.

RETURNING TO RIDING

My heart felt heaving knowing something I loved so much had almost cost me my life. I knew the mistakes I had made and the consequences I never wanted to face again. I couldn’t imagine not riding because it was one of my few joys. I knew I would never again ride without my gear. Even on a hot day and a short trip, my helmet would always be on my head and I would make sure it was functioning properly. I was back on a motorcycle as a passenger a few times before I was rid of the fear I felt. Once I was able to go highway speeds, I knew I was ready and able to ride again. I wanted to feel the freedom that comes with being alone on the machine and rolling on the throttle, putting the rest of the world on hold.

I bought my 2006 Yamaha R6s on June 22nd from a local dealer. With help from a very close friend, I was reminded of the basics of riding every morning for a couple of weeks in free lessons that were tailored to my needs as a rider. I was taught the importance of knowing that while on a motorcycle, literally anything can happen at any time. Riding prepared for the worst possibilities will always protect you from injury in even the smallest wreck. I know I never want to feel the way I did in the hospital again, and anything I can do to keep that from happening, I will do every time I get on a bike. I learned some new skills in that first month back on the road, but I also learned some important things about myself as well. I learned how strong I really am, especially after returning to the sport that changed my life after almost claiming it.

THE FINAL OUTCOME

My road rash will take several years to completely heal and will never look or feel normal again. I have conquered the only fear that kept me from riding and I will never put myself in the same position to receive such injuries as I have lived through this past year. I stress the importance of wearing full gear to each and every person I ride with, talk to, or even who happens to read my story. I believe that my experiences are a lesson to every type of rider or passenger. I would never wish the pain I felt and still feel today upon anyone in this world. It is completely avoidable with a few extra layers, and I can’t say it enough: it is undeniably worth it to gear up. Everything I have gone through this past year will not be in vain if my testimony is enough to save someone’s skin.

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Wishing everyone a very Merry Christmas!!!!! I hope that your special Santa brought you all that you had wished for and more...
Soupy

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Your boss drives a Mercedes SL500 roadster. It's beautiful. Sexy. And your coworkers fawn over it. Too bad it's so slow.

For about $32,000, you can buy a 2006 Mitsubishi Lancer Evolution IX and smoke that stuffed shirt.

Mitsubishi introduced the Lancer Evolution IX in Japan on March 3, 2005, and exhibited the car at the Geneva Motor Show for the European market the same day. The North American markets saw the model exhibited at the New York International Auto Show the following month. The 2.0 L 4G63 engine has MIVEC technology (variable valve timing), boosting official power output at the crankshaft to 286 hp (213 kW) and torque to 289 ft•lbf (392 N•m). The Evolution VIII first offered in 2003 would produce dynamometer readings of approximately 225 WHP and 225 lb•ft (305 N•m). WTQ with a flywheel power rating of 271/273 respectively. The Evolution IX typically pulls 255 WHP and 250 WTQ on a wheel dynamometer, a difference of 30 hp (22 kW).

The USDM Lancer Evolution IX models (standard; "GSR" in some markets), RS, SE, and MR) varied slightly in their performance capabilities. Subtleties unique to each model accounted for variations in acceleration, handling and top speed. The RS excluded features standard on the standard, SE and MR models (stereo system, power windows and locks, rear wiper, rear wing, trunk lining and sound insulation). The resulting weight savings of over 60 lb (27 kg) gave the RS a subtly sharper handling responsiveness that helped it shave fractions of a second off the lap times of other models on an identical course.[citation needed] However, the top-end MR had a high top speed, since its 6th forward gear allowed it to reach 165 mph (266 km/h) at 7,000 rpm compared to 157 mph (253 km/h) at 7,000 rpm in 5th for the RS and middle-positioned IX models.

The IX MR retained the features of the Evolution VIII MR, like Bilstein shocks, a 6-speed manual transmission, a rooftop vortex generator, BBS forged wheels, HID xenon headlights, foglights, accessory gauge package, "zero lift" kit, special badging and an aluminum roof. All models continued to sport Recaro bucket seats, Brembo brakes and MOMO steering wheels. Additional revisions from 2005 included a closer gear ratio for the 5-speed manual transmission, new lighter Enkei wheels on non-MR models, a redesigned front end with a more efficient air dam (the most noticeable feature are the two small oval ducts to cool the intercooler pipes), and a new rear bumper with a diffuser undersurface to smooth out the airflow coming out of the car for non-US models. In an effort to reduce the price increase on the Evolution IX model,[citation needed] HID headlights were no longer standard equipment on the base IX (nor were they standard on the 2005 VIII), and were available only in the SSL package (Sun, Sound, and Leather), SE (Special Edition) and MR trims.
Three trims were available for Japan, Asia and Europe. Although all models used the same 286 hp (213 kW) engine, the torque differed from one model to another. In Europe, however, the Evolution IX was advertised to have 280 hp (206 kW). The GSR produced 295 ft•lbf (400 N•m) of torque, while the RS and GT produced 300 ft•lbf (407 N•m).
RS - "ralli sport", revised 5-speed, aluminium roof, gauge pack, minimal interior, LSD and a titanium-magnesium turbine, left-hand drive option available.
GT - revised 5-speed, this is basically the RS mechanically, but with some of the GSR's features (mainly interior pieces).
GSR - 6-speed, Bilstein monotube shocks, aluminium roof, gauge pack, SAYC (Super Active Yaw Control), and double-din radio (this is roughly equivalent to the USDM MR).

In the United Kingdom, the Evolution IX used a different model scheme based on the car's horsepower. There were initially three models available: the FQ-300, FQ-320 and FQ-340 each with around 300, 320 and 340 bhp (254 kW) respectively. An FQ-360 model was subsequently released as a successor to the Evolution VIII FQ-400. While the new FQ-360 produced less horsepower than its predecessor, it had more torque at 363 lb•ft (492 N•m) at 3200 rpm - 8 lb•ft (11 N•m) more than the FQ-400. All four models were designed to run on super unleaded petrol only.
FQ-300, 320, 340 - 6-speed, Bilstein monotube shocks, AYC (Active Yaw Control), super unleaded petrol only
FQ-360 - 6-speed, Bilstein monotube shocks, AYC (Active Yaw Control), Ralliart Sports Meter Kit, carbon front splitter, Speedline alloy wheels, super unleaded petrol only

Four models were available in the US. All models used the same 286 hp (213 kW) engine. All models used a front and rear Limited Slip Differential, and an Active Center Differential.
Standard - revised 5-speed, standard model
RS - ralli sport, revised 5-speed, aluminum roof, gauge pack, minimal interior

SE - Special Edition, aluminum roof/hood, and front fenders, split seven-spoke forged aluminum BBS wheels in "diamond black" finish, HID headlights with integrated fog lights, red-stitched Recaro seats
MR - 6-speed, Bilstein monotube shocks, split seven-spoke forged aluminum BBS wheels, aluminum roof, hood, and front fenders, gauge pack, HID headlights with integrated fog lights, vortex generator, and custom MR badging.

All of the American models are the same in power and performance. The only thing that sets them apart is the Evo RS, which is 80 lb (36 kg) lighter than the MR and SE models.

To the standard (or "GSR") model, the Sun, Sound and Leather package added a power sunroof, HID xenon headlamps with integrated fog lights, a slightly different stereo headunit (with no integral amplifier), slightly upgraded speakers in the front doors and parcel shelf, a 4.1-channel amplifier under the driver's seat, a powered, trunk-mounted Infinity subwoofer, black leather seating surfaces, leather-trimmed door panels, slightly revised center armrests in the front and rear, and separate rear side headrests. This model deleted the GSR's headliner-mounted sunglass holder to make room for the sunroof.

A 2,500-piece, limited edition Evolution IX station wagon was released in Japan soon after the sedan's debut. It used the back end of the Lancer Sportback wagon grafted onto the sedan. Two trim models were introduced: the GT with a six-speed manual transmission and the GT-A with a 5-speed automatic. Other than the station wagon rear end, redesigned seats and some chromed trims, the car's interior was the same as the sedan.

Mitsubishi also developed the Evolution MIEV, based on the Evolutions IX's chassis but with four electric motors connected to the wheels as a test bed for the Mitsubishi In-wheel Electric Vehicle (MIEV) next-generation electric vehicle. The in-wheel motors used a hollow doughnut construction to locate the rotor outside the stator, unlike other electric motors where the rotor turns inside the stator. The result of this was a lighter motor which translated into lower unsprung weight than a system with the motors mounted in the wheels. Each in-wheel motor produced a power output of 68 hp (51 kW), thus giving a combined output of 272 hp (203 kW), comparable to that of regular, petrol powered Lancer Evolutions. The car competed in the Shikoku EV (Electric Vehicle) Rally 2005.

The Philippines had the Evolution IX until in August 2008, which was offered in two trims, the entry-level RS offering a 5-speed manual transmission, Brembo 17-in. ventilated discs (4-Pot), Brembo 16-in ventilated drum-in-disc (2-Pot) and almost the same features as to that of the GSR trim in the international version. The MR was the top-of-the-line segment, which offers almost the same feature as to that of the MR trim in the international verision. All of them are powered by a l4 2.0 4G63 turbocharged MIVEC engine.

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These Are some Photo's for all to Enjoy!
There is nothing better than a Fine Automobile w/ a Fine Woman to go along with it!

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MTT Turbine SUPERBIKE, also known as Y2K Turbine SUPERBIKE, is the world's second wheel driven motorcycle powered by a turbine engine, created by Ted McIntyre of Marine Turbine Technologies Inc.

Reports of the MTT Turbine SUPERBIKE appeared as early as 1999 in a May issue of Cafe Racer magazine, but the production model was introduced in 2000.

Powered by a Rolls Royce Allison 250 series turboshaft engine, producing 238 kW (320 hp), this bike has a price tag of US$150,000 (US$185,000 in 2004). It is recognized by Guinness World Records as the "Most powerful production motorcycle" and the "Most expensive production motorcycle." Unlike some earlier jet-powered motorcycles, where a massive jet engine provided thrust to push the motorcycle, the turboshaft engine on this model drives the rear wheel via a two-speed gearbox. Riding the motorcycle is said to be somewhat tricky due to the inherent throttle lag in the engine, acceleration when letting off the throttle, and extreme length.

The engines used in the motorcycles are second-hand, having reached the FAA running time limit, after which they have to be rebuilt, regardless of condition. MTT can buy these engines for a much lower price than new engines and use them on surface vehicles without requiring FAA approval. One of the engine's more usual applications is powering the 1.5 ton Bell 206 JetRanger helicopters. To get around the problem of procuring the kerosene usually used in turbine engines, the engine of the bike has been modified to use diesel fuel.

In addition to the engine, there are other innovations incorporated into this bike, such as radar detector with laser scrambler, rear mounted camera with LCD display, and an optional passenger seat.

Unlike other contemporary motorcycles (such as the Hayabusa), the 2001 and later models of the MTT Turbine SUPERBIKE do not have the 300 km/h speed limiting governors self-imposed by Japanese manufacturers.

In 2008, MTT released the "Streetfighter," another jet-bike with a stronger, 420-horsepower (310 kW) engine

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If you haven't heard yet, we are looking at an Xtreme 2008 start this and are networking with the millions of enthusiasts to get the word out. We are on a conquest to make Xtreme Cars and Stars the #1 resort brand structured around the culture and enthusiasts. Take care and wheels side down.

Dennis


Presenting
XTREME CARS AND STARS RESORT

Xtreme Media Team Contact Info
xtrememedia2008@excite.com

Las Vegas, NV -- The "Car" is a "Common Bond" and "Common Link" for everyone worldwide.

The Xtreme Cars and Stars Resort is a unique car-automotive theme luxury destination resort that offers new exciting "Rev It Up" entertainment venues and "Xtreme Innovative" educational experiences for all ages. This resort is where family, friends and generations to come can share their common bonding car experiences which will create a strong passionate theme about how unique the Xtreme Cars and Stars Resort is by sharing worldwide car experiences and thrilling car stories everyday.

Due to the overwhelming response, Mr. Dennis K. Tacason, President of Development, is negotiating strategic site locations for North America, Europe, Asia and U.A.E. Mr. Tacason has over twenty five years of successful construction experience and is working with pre-qualified vendors that have signed on as an "Xtreme Cars and Stars Licensed" vendor for Build-out Phases I, II, III.

Founder & Visionary, Mr. Mark D. Fleming, has strategically positioned the Xtreme Cars and Stars Resort impact as being the number (#1) one resort brand worldwide in which the due diligence has been completed at all levels. Several celebrities are attached to the luxury master plan resort along with key racecar personalities. Part of the demographic market segments includes: Formula One, NASCAR, Open Wheel, Indy Car, Lemans, Champ Car, Formula BMW, Moto GP, Drag Racing and Carting. The Xtreme Cars and Stars Resort macro economics base is mass market appeal worldwide.

Mrs. Mila P. Fleming, President of Operations - Europe, has placed the Xtreme Cars and Stars Resort "Global Design Green Tech Institute" as being one of the key investment opportunities for Europe offering an array of new educational and career planning programs. As a vital part of Xtreme Team, Mrs. Fleming is well noted with an international business background with European cultures.

The master plan impact factors will create over 3000 new job opportunities increasing tourism and business trade on a mass market scale. Educating future generation youths of green life style choices while stimulating the economy worldwide will assist in the "Global Green" frontier.

Xtreme Cars and Stars Resort is a key investment in our global economy going green now.

For more information register at http://www.Xt...sandStars.com

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Well after complaining a bunch of times and telling the motortopia group they even advertised me why would they discriminate and take my photo off of my bikini shot...they finally put it back on...you have to find it under my red dream....
this was the original link to the news letter with photo...Thanks to Ms Rx who had sent it to me..
I'm back up on photos again with most comments...thank you!

http://www.mo...wsletter.html

hope you check it oout if you have not seen it. Hugs to the girls who supported me in this. and hugs to the guys and ther single guys..an extra hug...lol
Yeah I know we love to flirt when we are not talking cars.. I need a good joke, had a bad one yesterday 1,500.00 to get my hood on my car painted...ouch!!!!!!!!!!!!! donations excepted...I'll be out on a street with a tin cup and pencils....or selling girlscout cookies!!!

hugs to all
Susie

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okay first off,. sadly the main pic is only where i want my SV to head towards. not of mine. not quite there yet. but i have a good start! check out the pics for progression.

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The Wankel engine is a type of internal combustion engine which uses a rotary design to convert pressure into a rotating motion instead of using reciprocating pistons. Its four-stroke cycle is generally generated in a space between the inside of an oval-like epitrochoid-shaped housing and a roughly triangular rotor. This design delivers smooth high-rpm power from a compact, lightweight engine.

The engine was invented by engineer Felix Wankel. He began its development in the early 1950s at NSU Motorenwerke AG (NSU) before completing a working, running prototype in 1957. NSU then subsequently licenced the concept to other companies across the globe, who added more efforts and improvements in the 1950s and 1960s.

Because of their compact, lightweight design, Wankel rotary engines have been installed in a variety of vehicles and devices such as automobiles and racing cars, aircraft, go-karts, personal water craft, and auxiliary power units.


Design

In the Wankel engine, the four strokes of a typical Otto cycle occur in the space between a three-sided symmetric rotor and the inside of a housing. In the basic single-rotor Wankel engine, the oval-like epitrochoid-shaped housing surrounds a rotor which is similar to a Reuleaux triangle, a three-pointed curve of constant width, but with the bulge in the middle of each side a bit more flattened. From a theoretical perspective, the chosen shape of the rotor between the fixed apexes is basically the result of a minimization of the volume of the geometric combustion chamber and a maximization of the compression ratio, respectively. Thus, the symmetric curve connecting two arbitrary apexes of the rotor is maximized in the direction of the inner housing shape with the constraint not to touch the housing at any angle of rotation (an arc is not a solution of this optimization problem).

The central drive shaft, also called an eccentric shaft or E-shaft, passes through the center of the rotor and is supported by bearings. The rotor both rotates around an offset lobe (crank) on the E-shaft and makes orbital revolutions around the central shaft. Seals at the corners of the rotor seal against the periphery of the housing, dividing it into three moving combustion chambers. Fixed gears mounted on each side of the housing engage with ring gears attached to the rotor to ensure the proper orientation as the rotor moves.

The best way to visualize the action of the engine in the animation at left is to look not at the rotor itself, but the cavity created between it and the housing. The Wankel engine is actually a variable-volume progressing-cavity system. Thus there are 3 cavities per housing, all repeating the same cycle. Note as well that points A and B on the rotor and e-shaft turn at different speed, point B moves 3 times faster than point A, so that one full orbit of the rotor equates to 3 turns of the e-shaft.

As the rotor rotates and orbitally revolves, each side of the rotor gets closer and farther from the wall of the housing, compressing and expanding the combustion chamber similarly to the strokes of a piston in a reciprocating engine. The power vector of the combustion stage goes through the center of the offset lobe.

While a four-stroke piston engine makes one combustion stroke per cylinder for every two rotations of the crankshaft (that is, one half power stroke per crankshaft rotation per cylinder), each combustion chamber in the Wankel generates one combustion stroke per each driveshaft rotation, i.e. one power stroke per rotor orbital revolution and three power strokes per rotor rotation. Thus, power output of a Wankel engine is generally higher than that of a four-stroke piston engine of similar engine displacement in a similar state of tune; and higher than that of a four-stroke piston engine of similar physical dimensions and weight.

Wankel engines also generally have a much higher redline than a reciprocating engine of similar power output, mostly because of the gearing from the rotor to the e-shaft; and also because the smoothness inherent in the circular motion, which eliminates dangerous vibration that can occur in reciprocating engines due to the nature of their operation.

National agencies that tax automobiles according to displacement and regulatory bodies in automobile racing variously consider the Wankel engine to be equivalent to a four-stroke engine of 1.5 to 2 times the displacement; some racing sanctioning bodies ban it altogether.



Differences and Challenges

There are several defining characteristics that differentiate a rotary engine from a typical piston engine.

Fewer Moving Parts

The rotary engine has far fewer moving parts than a comparable four-stroke piston engine. A two-rotor rotary engine has three main moving parts: the two rotors and the output shaft. Even the simplest four-cylinder piston engine has at least 40 moving parts, including pistons, connecting rods, camshaft, valves, valve springs, rockers, timing belt, timing gears and crankshaft.

This minimization of moving parts can translate into better reliability from a rotary engine. This is why some aircraft manufacturers (including the maker of Skycar) prefer rotary engines to piston engines.

Smoother

All the parts in a rotary engine spin continuously in one direction, rather than violently changing directions like the pistons in a conventional engine do. Rotary engines are internally balanced with spinning counterweights that are phased to cancel out any vibrations.

The power delivery in a rotary engine is also smoother. Because each combustion event lasts through 90 degrees of the rotor's rotation, and the output shaft spins three revolutions for each revolution of the rotor, each combustion event lasts through 270 degrees of the output shaft's rotation. This means that a single-rotor engine delivers power for three-quarters of each revolution of the output shaft. Compare this to a single-cylinder piston engine, in which combustion occurs during 180 degrees out of every two revolutions, or only a quarter of each revolution of the crankshaft (the output shaft of a piston engine).

Slower

Since the rotors spin at one-third the speed of the output shaft, the main moving parts of the engine move slower than the parts in a piston engine. This also helps with reliability.


Challenges

There are some challenges in designing a rotary engine:
Typically, it is more difficult (but not impossible) to make a rotary engine meet U.S. emissions regulations.

The manufacturing costs can be higher, mostly because the number of these engines produced is not as high as the number of piston engines.

They typically consume more fuel than a piston engine
because the thermodynamic efficiency of the engine is reduced by the long combustion-chamber shape and low compression ratio.


Fuel consumption and emissions

Just as the shape of the Wankel combustion chamber prevents preignition, it also leads to incomplete combustion of the air-fuel charge, with the remaining unburned hydrocarbons released into the exhaust. While manufacturers of piston-engine cars were turning to expensive catalytic converters to completely oxidize the unburned hydrocarbons, Mazda was able to avoid this cost by enriching the air/fuel mixture and increasing the amount of unburned hydrocarbons in the exhaust to actually support complete combustion in a 'thermal reactor' (an enlarged open chamber in the exhaust manifold) without the need for a catalytic converter, thereby producing a clean exhaust at the cost of some extra fuel consumption. World gasoline prices rose sharply at the time Mazda introduced their Wankel engine, making the cleaner exhaust/increased fuel consumption tradeoff an unwelcome one for consumers.

In Mazda's RX-8 with the Renesis engine, fuel consumption is now within normal limits while passing California State emissions requirements. The exhaust ports, which in earlier Mazda rotaries were located in the rotor housings, were moved to the sides of the combustion chamber. This approach allowed Mazda to eliminate overlap between intake and exhaust port openings, while simultaneously increasing exhaust port area. The Renesis engine even meets California's Low Emissions Vehicle or LEV standards.

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The Bajaj Pulsar 220 DTS-Fi is the latest addition to the Pulsar family of motorcycles from Bajaj Auto. Features differentiating this bike from other members of the DTS-i family include oil cooled, fuel injected engine, front and rear disc braking, tubeless tyres, a digital speedometer console (recently introduced in all other Pulsar editions) and parabolic/ellipsoidal projector headlamps.

Features and specifications

With this introduction, Bajaj Auto would achieve a close second in the race to offer a microprocessor-based fuel injected motorcycle to Indian customers, after Hero Honda's 125 cc Glamour FI motorcycle.The new Pulsar has a longer wheelbase than its predecessor, factory-fitted front and rear disc brakes and detailed digital instrumentation. The Pulsar DTS-Fi generates a maximum power of 20 bhp and a maximum torque of 19.12 N·m (14 lb·ft).

Engine technology

DTS-Fi stands for "Digital Twin Spark Fuel Injection", a ‘Bajaj Patented Technology’. In fuel injection the conventional carburettor has been replaced by injector which injects fuel in to the engine in a spray form based on the instructions of the Engine Control Unit (ECU) which is a part of the Engine Management System EMS. The Electronic Control Unit (ECU) is microprocessor based and is the brain of the fuel injection system. It processes information sent by various sensors and instantly determines optimum fueling and spark timing for various engine operating conditions. The ECU contains detailed information of the engine's characteristics from which it picks the necessary data for commanding both fueling & spark timing.

The main advantages of Fuel Injection are: a. Increased power output for same cc. b. Better low end torque. c. Lower fuel delivery & optimisation of spark timing. d. Improved cold start, quick warm-up and excellent response to sudden acceleration. e. Lower emission levels. f. Self detection and communication of fuel system malfunctioning if any.


Engine: 220 cc single, 2 valve, 4 Stroke, EFI, air cooled with oil cooler
Bore x Stroke: 67 mm x 62.4 mm Compression ratio: 12.8:1
Top speed: 145 km/h (90 mph) (estimated)
Power: 20 PS (20 hp/15 kW)
Torque: 19.13 N·m (14 lb·ft)
Transmission: 5 speed manual sequential
Suspension Front: 37 mm telescopic hydraulic type 130 mm (5.1 in) travel
Rear: Ellipitical section swingarm with twin hydraulic gas-charged shock absorbers; 101 mm (4 in) travel
Brakes Front: 260mm disc
Rear: 230 mm disc
Tires Front: 90/90-17 tubeless
Rear: 120/80-17 tubeless
Weight Approx.: 150 kilograms (330 lb)

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LORD OF THE STREETS

In this country’s motorcycle history a new chapter begins. A masterpiece is born. While inheriting the quality of the famous brand, the FZ16 was also born to revolutionize the era and carry out a mission. Its appearance more than any other, overflows with dynamism and originality. The running performance is brimming with thrust that overpowers all others. This quality solely belongs to YAMAHA’s advanced technologies. The FZ16 takes attention away from others on the road as it makes its personality felt. Lord of the Streets -FZ16- You will be drawn to this machine that in the next era will become the king of the streets.

"LORD MAKES NEW RULES"
The rider’s will is spread to the handle, the body and then the engine giving birth to unprecedented torque. This force is truly dynamic. Due to minute calculations and overcoming major challenges, an ultimate body balance has been produced. The agile running performance is extremely exciting. The superior performance brings riding feel, which when you ride provides you an emotional high. Thus this is unique not only for the rider but also a source of great fascination to the onlooker. With the FZ16 you have the sensation of ruling the streets to your heart’s content.

"LORD TAKES OVER"
Each and every part of FZ16 has been designed with a lot of detailed attention and careful thought. This ultimate degree of perfection means even the slightest feature has not been overlooked. Only YAMAHA ensures this kind of craftsmanship. The rider and the machine share a feeling of oneness, and from different angles the impression is different. This is particularly because the finest components have been used in its precise manufacturing. The FZ16 possesses both a rough and brutish expression as well as a certain subtlety. This high quality masterpiece will without doubt become a rage for the next generation.

Engine:

Engine type: Air-cooled, 4-stroke, SOHC, 2-valve
Displacement: 153.0cm3
Bore & Stroke: 58.0 × 57.9mm
Compression ratio: 9.5:1
Maximum output: 14PS / 7500 rpm
Maximum torque: 14 N.m / 6000 rpm
Starting method: Electric starter
Lubrication type: Wet sump
Carburetor type: BS26
Clutch type: Constant mesh wet multiplate
Ignition type: CDI
Primary/secondary reduction ratio: 3.409 / 2.857
Transmission type: Return type 5-speed

Special:-

"Full LCD meter"

The meters on the FZ16 are installed in a Full Liquid Crystal Display. The speedometer, tachometer, trip meter, fuel gauge and other indicators are set in optimum position to keep the field of vision clear. Also, the engine starting signal is an example of the spirit of innovation.

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I Bought my Harley in Oct.2008. It is the first one I`ve ever owned.I have added Rinehart performance mufflers.
A fuel pack,Screamin Eagle High flow intake.A few pieces oF chrome. I plan to install custom P.M wheels and rotors by the summer.21" front 18" rear. chrome front forks.Then I`ll be broke again.LOL

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You sent my videos to Motortopia Most Viewed Videos list.

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The Bajaj Pulsar 220 DTS-Fi is the latest addition to the Pulsar family of motorcycles from Bajaj Auto. Features differentiating this bike from other members of the DTS-i family include oil cooled, fuel injected engine, front and rear disc braking, tubeless tyres, a digital speedometer console (recently introduced in all other Pulsar editions) and parabolic/ellipsoidal projector headlamps.


Features and specifications

With this introduction, Bajaj Auto would achieve a close second in the race to offer a microprocessor-based fuel injected motorcycle to Indian customers, after Hero Honda's 125 cc Glamour FI motorcycle.The new Pulsar has a longer wheelbase than its predecessor, factory-fitted front and rear disc brakes and detailed digital instrumentation. The Pulsar DTS-Fi generates a maximum power of 20 bhp and a maximum torque of 19.12 N·m (14 lb·ft).

Engine technology

DTS-Fi stands for "Digital Twin Spark Fuel Injection", a ‘Bajaj Patented Technology’. In fuel injection the conventional carburettor has been replaced by injector which injects fuel in to the engine in a spray form based on the instructions of the Engine Control Unit (ECU) which is a part of the Engine Management System EMS. The Electronic Control Unit (ECU) is microprocessor based and is the brain of the fuel injection system. It processes information sent by various sensors and instantly determines optimum fueling and spark timing for various engine operating conditions. The ECU contains detailed information of the engine's characteristics from which it picks the necessary data for commanding both fueling & spark timing.

For more info logon to:http://racefo...0-dts-fi.html

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Anybody wanted the cheapest car so here is the the cheapest car of the world "TATA NANO" by TATA motors also having name in the world records of being chepest car of the world. So go ahead and read the full blog about the car of = $2000 only also called "The peoples car"

Manufacturer Tata Motors

Production 2008 — present

Predecessor none

Class City car

Body style(s) 4-door sedan

Layout RR layout

Engine(s) 2 cylinder SOHC petrol | Bosch multi- point fuel | injection(single injector)all aluminium | 623 cc (38 cu in)

Transmission(s) 4speed synchromesh withoverdrive in 4th

Wheelbase 2,230 mm (87.8 in)

Length 3100 mm (122 in)

Width 1500 mm (59.1 in)

Height 1600 mm (63 in)

Kerb weight 580 kg (1,300 lb)-600 kg (1,300 lb)

Fuel capacity 15 L (4 US gal/3 imp gal)

Designer Girish Wagh, Justin Norek of Trilix, | Pierre Castinel


Technical specifications

According to Tata Group's Chairman Ratan Tata, the Nano is a 33 PS (33 hp/24 kW) car with a 623 cc rear engine and rear wheel drive, and has a fuel economy of 4.55 L/100 km (21.97 km/L, 51.7 mpg (US), 62 mpg (UK)) under city road conditions, and 3.85 L/100 km on highways (25.97 km/L, 61.1 mpg (US), 73.3 mpg (UK)). It is the first time a two-cylinder non-opposed petrol engine will be used in a car with a single balancer shaft. Tata Motors has reportedly filed 34 patents related to the innovations in the design of Nano, with powertrain accounting for over half of them. The project head, Girish Wagh has been credited with being one of the brains behind Nano's design.

Much has been made of Tata's patents pending for the Nano. Yet during a news conference at the New Delhi Auto Expo, Ratan Tata pointed out none of these is revolutionary or represents earth-shaking technology. He said most relate to rather mundane items such as the two-cylinder engine’s balancer shaft, and how the gears were cut in the transmission.

Though the car has been appreciated by many sources, including Reuters due to "the way it has tweaked existing technologies to target an as-yet untapped segment of the market", yet it has been stated by the same sources that Nano is not quite "revolutionary in its technology", just low in price. Moreover, technologies which are expected of the new and yet-to-be-released car include a revolutionary compressed-air fuel system and an eco-friendly electric-version, technologies on which Tata is reportedly already working, though no official incorporation-date for these technologies in the new car has been released.

According to Tata, the Nano complies with Bharat Stage-III and Euro-IV emission standards. Ratan Tata also said, 'The car has passed the full-frontal crash and the side impact crash'. Tata Nano passed the required 'homologation’ tests with Pune-based Automotive Research Association of India (ARAI).This means that the car has met all the specified criteria for roadworthiness laid out by the government including emissions or noise & vibration and can now ply on Indian roads. Tata Nano managed to score around 24 km per litre during its ‘homologation’ tests with ARAI. This makes Tata Nano the most fuel efficient car in India. Nano will be the first car in India to display the actual fuel mileage figures it recorded at ARAI’s tests on its windshield. According to ARAI it conforms to Euro IV emission standards which will come into effect in India in 2010.
Rear mounted engine

The use of a rear mounted engine to help maximize interior space makes the Nano similar to the original Fiat 500, another technically innovative "people's car". A concept vehicle similar in styling to the Nano, also with rear engined layout was proposed by the UK Rover Group in the 1990s to succeed the original Mini but was not put into production. The eventual new Mini was much larger and technically conservative. The independent, and now-defunct, MG Rover Group later based their Rover CityRover on the Tata Indica.

Overview

The introduction of the Nano received media attention due to it's targeted low price. The car is expected to boost the Indian Economy, create entrepreneurial-opportunities across India, as well as expand the Indian car market by 65%. The car was envisioned by, Ratan Tata, Chairman of the Tata Group and Tata Motors, who has described it as an eco-friendly "people's car". Nano has been greatly appreciated by many sources and the media for its low-cost and eco-friendly initiatives which include using compressed-air as fuel and an electric-version (E-Nano). Tata Group is expected to mass-manufacture the Nano in large quantities, particularly the electric-version, and, besides selling them in India, to also export them world-wide.

Critics of the car have questioned its safety in India (where reportedly 90,000 people are killed in road-accidents every year), and have also criticised the pollution that it would cause(including criticism by Nobel Peace Prize-winning scientist, Rajendra Pachauri). However, Tata Motors has promised that it would definitely release Nano's eco-friendly variants alongside the gasoline-variant.

Due to opposition to Tata's Singur car-factory by Mamta Banerjee, Tata Motors decided to cease operations in Singur on 2 October 2008 and started manufacturing Tata Nano at its Pantnagar plant. On her protests and the consequent pullout, the media heavily critcised her and The Telegraph even said "India is being raped by those who profess to be her soldiers, the guardians of peace." Financial Times reported: "If ever there were a symbol of India’s ambitions to become a modern nation, it would surely be the Nano, the tiny car with the even tinier price-tag. A triumph of homegrown engineering, the $2,200 (€1,490, £1,186) Nano encapsulates the dream of millions of Indians groping for a shot at urban prosperity. That process has stalled...No big economy has prospered without undergoing a huge, often brutal, shift of labour from the countryside to cities and from farms to factories...There is a yawning gap with China. India’s information technology and service sector, no matter how dynamic, simply cannot absorb enough labour. To truly shine, India will need millions, perhaps tens of millions, more manufacturing jobs. Why has it not created them?"

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My Monte will be Featured in RIDEs Magazine in Dec 2008.
I did a huge burn out for the photographers of Rides Magazine.

It was part of a shoot they where doing for Sinister Autosports, a shop that dues lots of custom work on everything from cars, trucks, motorccles, boats etc.... They hooked me up on some updates in my trunk, and more... (See my photo albums under my Monte for all the info an pics of the work they did for me)

My husbands Stratoliner will also be featured in Rides Magazine with Sinister. His is the all black Stratoliner.
His motorcycle will be in the group shot of all the rides they have worked on.

So keep a look out for it!
Sneek Peak Pic ---> http://www.mo...photos/340219

The cover Pic is a shot I took of the motorcycles getting set up for the shoot, My hubbies motorcycle is in the right corner (all black). And you can see him in the back ground messing around.


Check out my hubbies Motortopia page at http://www.mo...m/bikes/13833

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Subject: [BOG] Powdercoating Feedback - 2 Thumbs Up!
Date: 6/7/2007 10:04:59 P.M. Central Daylight Time
From: harry and the rest is made up to protect his privacy @ xxx dot com
To: BarracudaOwners@yahoogroups.com


Well folks, it looks like I'm number 000001 from the BOG to test out the services of our very own Leanna ~ The CudaChick and her sidekick Billy's new Powdercoating business. I just got back my intake manifold and was impressed with three things:

1 - The quality of the work. Billy personally called me to confirm
it was OK to "clean-up" my manifold before coating it. This service was included in the price quoted. It came out GREAT!

2 - The speed of getting my part in and out of their shop. They got my manifold last Friday and it was back out via UPS this Monday afternoon. Unheard of… Weekend service in today's auto service environment??!!

3 – The reasonable price charged for services rendered. I paid about the same/ a little less, including shipping to and from BFE, as I would have to use a sort-of local shop.

Aside from the quality, the time service was far superior with
Phoenix Specialty Coatings. I really appreciated the speedy and exceptional service I received. They will have me a customer for all my Powdercoating service needs!! I highly recommend them to each and every BOG member. Here's a plug:

Phoenix Specialty Coatings
Greenfield, Tennessee
731-613-9192 (10-9 central)
PhoenixSpecialtyCoatings@yahoo.com

Thanks again to Leanna and Billy and best of luck with your new business venture... You're already #1 in my book!

Harry
2003 Dodge Durango 4x4
1998 Dodge Ram 1500 4x4
1968 Plymouth Barracuda Convertible (Soon to be a 340 Formula S Clone!)

BarracudaOwnersGroup


* * *




From: Tenspeed59@aol.com
Tue 6 Nov 14:03:05 2007

WOWWWWWW!!!....what can be said of the finished product and service except just that????...Now dont go getting an inflated ego Billy.....It was all Leanna......HA!

Thanks again Phoenix Specialty Coatings and "KEEP THOSE ASHES RISING"!!!!!!

Good Luck!
Mark

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Saleen, Incorporated, commonly known as Saleen, is an American manufacturer of high performance sports cars and high performance automotive parts in Troy, Michigan, formerly based in Irvine, California. Saleen is a Delaware corporation owned by Hancock Park Associates.

Saleen manufactures limited edition, high-performance vehicles. Saleen is an automotive original equipment manufacturer (OEM) and the last American small car manufacturer bearing OEM status. Unlike aftermarket "tuner" companies, Saleen is subject to the same federal regulations governing design and testing of their automotive products as larger vehicle manufacturers such as Ford, General Motors, or Toyota. Most of Saleen's vehicles are highly modified versions of existing mass produced sports cars such as the Ford Mustang. Saleen has produced over 8,000 modified Mustangs since its inception. It also produces modified versions of a number of other Ford models. the first saleen made was in 1984.

Saleen's flagship car is the Saleen S7, introduced in 2000. The S7 is a mid-engine, high-performance sports car that was initially priced at just under US$400,000. The S7 won four different GT championships in 2001 and has broken records at the prestigious 24-Hour Le Mans race. The S7 is Saleen's first production car not based on an existing design.

The parts and gear department of the company markets car parts and accessories such as custom wheels, exhaust systems, brakes and other high performance parts. Saleen operated a retail store at the Irvine Spectrum in Irvine, California to sell these car parts and accessories directly to customers and to offer vehicle sales without a need for a sales-lot. However, the store was quietly closed on December 7, 2007.

Saleen operates an assembly plant (Saleen Special Vehicles) in Troy, Michigan where it conducted assembly and painting for the Ford GT for Ford Motor Company and currently offers prototyping and show-car building services to other automotive OEMs.

As of mid-2005, Saleen discontinued manufacture of the "Nitrous-ready" N2O S121 Saleen Focus. The 550 hp (410 kW) naturally-aspirated mid-engine Saleen S7 was discontinued after the 2004 model year with the introduction of the Saleen S7TT although both editions are commonly referred to as the Saleen S7.

History


Early years

The company was founded in 1983 originally as Saleen Autosport by Steve Saleen, a former Formula Atlantic race car driver. In the first year Saleen built 3 cars as the first production run - a white hatchback, a copper glow hatchback, and a black hatchback. In 1984, Saleen Autosport became Saleen Performance, Incorporated. In 1984, Steve Saleen's secretary miscounted the vehicles produced that year, omitting vehicle number 6 as a result of confusing it with 9. Since 1984, Saleen has had the tradition of not issuing the #6 bumper number on any of its vehicles. Sometimes, a Mustang equipped with a Saleen aftermarket bodykit will bear 6 as its bumper number, signifying it as a "fake" Saleen Mustang. Each year up through the eighties, Saleen was able to produce a new record volume of cars. In late 1990, Saleen contracted with Car & Concepts in St. Louis to produce the Saleen Mustang. As the recession of the early 90's hit, so did it a take a toll on production. Cars & Concepts continue production through the 1991 model year when they closed their facility due to their own financial woes. Production was returned in-house to Saleen Performance, Incorporated in 1992. By then, the production of cars had been reduced to 12 for the 1992 model year. Steve Saleen teamed up with comedian Tim Allen in 1993 who helped to promote the Saleen Mustang and received new financial backing through Hidden Creek Industries. With a new financial backing and all-new body style in '94, production numbers began growing again. Beginning in 1995, Saleen-Allen Racing facilitated the start of preparations for the development of a ground-up vehicle project by implementing a 7.0L V8 engine in their track-cars which eventually gave rise to the powerplant utilized in the S7. In 1997, Saleen competed at the 24 Hours of le Mans, ending a 30-year Mustang hiatus from the event. During the development of the Saleen SR, Saleen formed a strategic partnership with BASF that resulted in the development of unique paint color formulations coupled with advertising centered around Saleen products. During this time, the Saleen paint color liztick red, named for Steve's wife, Elizabeth, was developed.

Corporate maturity

In the late 1990s, the company was renamed Saleen, Incorporated. Hancock Park Associates provided an infusion of financial support to allow Saleen to grow. Beginning at the end of 2004, major shifts occurred in the corporate structure of Saleen, moving away from a race-team style hierarchy toward a structure commensurate with an automotive OEM. At the end of July 2006, to much fanfare, Saleen opened a retail store at the Irvine Spectrum in Irvine, California which quietly closed in December 2007. Beginning with the 2007 model year, the Saleen-designed 450 hp (340 kW) supercharger kit in the F-150-based S331 was offered by Ford as a ship-through Ford-endorsed performance option on Harley Davidson Edition F150s. In early 2007, Daniel Reiner was appointed Chairman and CEO of Saleen. At the 2007 New York International Auto Show, Chip Foose unveiled a Ford-endorsed limited edition F150, powered by the Saleen-designed powertrain used on the Saleen S331SC. On May 14, 2007, Steve Saleen and Billy Tally resigned from Saleen after nearly 24 and approximately 9 years with the company, respectively. At the time of his resignation, Steve Saleen was serving in the position of Vice Chairman of the Board of Directors while Billy Tally was the Chief Officer of Technology. John Spruill, having last served as domestic programs manager, resigned from Saleen in early June 2007 after a nine year tenure with the company to continue his career working with Saleen and Tally in a different business venture.

On August 8, 2007, Paul Wilbur was named President and CEO of Saleen to succeed Reiner while Chris Theodore, formerly VP of Product Development at Ford, was appointed to the position of CTO, filling the position vacated by Billy Tally.

In early 2008, Saleen began reducing the non-engineering staff located in Irvine, California and consolidating operations in its Troy, Michigan manufacturing plant, relocating its official headquarters to that location. Chris Theodore, previously in the position of CTO, was promoted to the position of CEO at Saleen on August 8, 2008 when Paul Wilbur vacated the position to pursue business opportunities outside of Saleen.On August 12, 2008 Miedema Auctioneering held a 10 hour auction for Saleen Inc. at 6567 Sterling Drive South, Sterling Heights, MI 48312. During the auction it was possible to obtain everything necessary to assemble a new Saleen Mustang. All factory furniture, tooling, and facilities were for auction. Computers, milling machines, work tables and office equipment hastily piled was listed for sale.

On August 18, 2008 Miedema Auctioneering executed a similar auction at Saleen Inc.


Current range

The current (2008) model range consists of:

Saleen S7R (2005-) - a non-street legal racing-only version of the S7, intended for races such as the 24 Hours of Le Mans sharing the updated body styling of the S7TT

Saleen S281 3V - 360 hp (270 kW) - For the 2008 model year, the naturally aspirated 3-valve possesses an increased power rating in addition to a multitude of refinements to improve the road-handling of the vehicle.

Saleen S281 RF/AF - the Red Flag (RF) and American Flag (AF) are 465 hp (347 kW) surpercharged versions of the S281. These vehicles offer the thrill of supercharged fun at a discount price. Content such as the SC vented hood, SC rear wing, S281 quarter window trim, and standard S281 seating are omitted. The RF is available in black or alloy with standard red decals while the AF is available in torch red, vista blue, and white with red, white, blue exterior decals. Both come standard with chrome wheels.

Saleen S281 SC - a 465 hp (347 kW) supercharged version of the S281

Saleen S302 E - 620 hp (460 kW) - Borrowing from the S302PJ, the S302E utilizes an engine derived from that used on the Limited Edition but equipped with a Saleen Series VI Supercharger to maximize power. This model replaces the S281E for the 2008 model year.

SA-25 - Saleen's 25th anniversary, "Sterling Edition" of the S302E

Saleen S331SC - a supercharged, 450 hp (340 kW) performance sport truck based upon the Ford F-150 FX2 and available in both supercab and supercrew variants

Saleen H302 - 390 hp (290 kW) - A follow-on to the H281, this limited-production edition shares the majority of the bodywork of and possesses a high-compression, 302 CID based on those of the S302 Parnelli Jones Limited Edition. Unlike the H281, this version has the same hood scoop as on the S302PJ but lacks the chrome trim accents and is available in all Ford OEM colors except grabber orange. The body side stripes are identical to those on the H281.

Saleen H302 SC - 580 hp (430 kW) - Equipped with a Saleen forced-induction system, this version is an increased performance version of the H302 with options for some of the features that appeared on the S302PJ such as a Watts Link. Due to the supercharger, this vehicle is unable to be equipped with the hood scoop featured on the S302PJ.

Saleen H281 SC Dan Gurney Limited Edition - 465 hp (347 kW) A 2008 model year special edition run of 300 (100 Blue, 100 Red, 100 White) Mustang-based vehicles sporting styling reminiscent of DG's 1969 Boss 302 Trans-Am racer.

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Check out the profile pic, it's different from this one, I'am armed and dangerous! Having fun in Keystone area of SD. Love the gunfights of the old west. The covered wagons and the 1880 Train and you never get enough of seeing Mt. Rushmore or Crazy Horse. For those looking for a lower cost trip in the great center part of the United States, You can't beat the Black Hills of South Dakota:)
p.s. I paid the extra 4 cents for clean water, want to join me?

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Hot Rod T.V. shows introduction of Burt Reynold's Edition TA from Year One at the end of the Bandit Run. And you can have it for only $129,900!!! I ordered three!!lol Lengthy but cool.
http://www.yo...p=UQTI8xs_c7w

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What do you wish for? Besides world peace, I thought this engine doubling as a table and wine rack was pretty cool :)

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I am not even going to try to explain the sensation one gets while standing on the bridge over the garage exit as the cars go out onto the track. My words just won’t do justice to the feel, sound, and aroma one experiences. The best I can say is that it was pretty awesome!! The rest you will just have to imagine.

I want to say “Thanks” to Motortopia.com and World Class Motorsports Racing Tours (racingtours.com) for allowing my wife and I to experience our first live race. It was a very good weekend, and this is definitely the way to go to a race weekend.

We got to Phoenix Thursday, and did a few things around the hotel which is close to the Scottsdale area. I let my wife go shopping for a little while at Fashion Square (managed to keep her out of Tiffany’s), and took her out to dinner for her birthday. Then we managed to find a few drinks at the Rusty Spur Saloon in Scottsdale. Imagine a place about the size of a double garage with a bar, a band, some tables and packed full of people. It was fun!

Friday and Saturday we were with the Racing Tour. Ron from racingtours.com put together a great package. The hotel was nice, and in a nice part of town. We rode a bus from the hotel to the track, and parked right outside the track. The seats were good, and easy to get to. And most of all it was a great group of people, who were a lot of fun.

We bought pit passed for the weekend, and that was pretty cool to be down there close to everything going on. And like I said before…the atmosphere it just awesome! Just think about the way you feel when you fire up your hotrod with open headers and feel and hear the raw power that is there….now take that times ten. (Okay, for you “Tuners” I don’t know how to explain it to you…it’s just not the same!! ) Both races were very good…although I still don’t know about Gordon’s win?

And as always…it seems like you always find someone who is into cars like you are. It was great talking to some of the people on the trip about restoring old cars and trucks, and the project(s) we each have now.

We rounded off our trip on Sunday with lunch at the “Pink Taco”…it’s a nice famous Mexican restaurant in Scottsdale. (Beware of the $10 margarita) Then after spending some time at one of the casinos, we stayed with some friends at Leisure World (more commonly known as “Seizure World”) I wasn’t allowed on the lawn bowling field in my black shirt!!

But, anyway…that was our trip. Check out my photo album and video. Thanks again to Motortopia.com and World Class Motorsports Racing Tours.

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World’s Fastest Cars:


While most of us can only dream of owning the fastest car in the world, some will do whatever it takes to possess such speed and power.So, how fast are the fastest cars in the world? Here is the 10 fastest cars available on the market measures by top speed.

1.SSC Ultimate Aero: 257 mph+, 0-60 in 2.7 secs. Twin-Turbo V8 Engine with 1183 hp, base price is $654,400. Tested in March 2007 by Guinness world records, The SSC Ultimate Aero takes the lead as the fastest car in the world beating Bugatti Veyron.



2.Bugatti Veyron: 253 mph+, 0-60 in 2.5 secs. Aluminum, Narrow Angle W16 Engine with 1001 hp, base price is $1,444,000. With the highest price tag, no wonder this is rank #2.but it has the highest pickup



3. Koenigsegg CCX: 250 mph+, 0-60 in 3.2 secs. 90 Degree V8 Engine 806 hp, base price is $695,000. Made in Sweden, it is expected to take #1 spot in the future.



4.Saleen S7 Twin-Turbo: 248 mph+, 0-60 in 3.2 secs. Twin Turbo All Aluminum V8 Engine with 750 hp, base price is $555,000. Smooth and bad-ášš, will make you want to show it off non-stop.



5.McLaren F1: 240 mph+, 0-60 in 3.2 secs. BMW S70/2 60 Degree V12 Engine with 627 hp, base price is $970,000. Check out the doors, they looks like bat wings, maybe Batman need to order one and paints it black.


6.Ferrari Enzo: 217 mph+, 0-60 in 3.4 secs. F140 Aluminum V12 Engine with 660 hp, base price is $670,000. Only 399 ever produced, the price goes up every time someone crashes.


7.Jaguar XJ220: 217 mph+, 0-60 in 4.0 secs. Twin Turbo V6 Engine with 542 hp, base price is $345,000. Made in 1992, this car still got what it takes to make the list.



8.Pagani Zonda F: 215 mph+, 0-60 in 3.5 secs. Mercedes Benz M180 V12 Engine with 650 hp, base price is $741,000. With a V12 motor, this baby can do much better.


9.Lamborghini Murcielago LP640: 213 mph+, 0-60 in 3.3 secs. V12 Engine with 640 hp, base price is $430,000. Nice piece of art, the design is very round and smooth.



10. Porsche Carrera GT: 209 mph+, 0-60 in 3.9 secs. Aluminum, 68 Degree, Water Cooled V10 Engine with 612 hp, base price is $440,000. The Porsche most expensive car made the list as #10.

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Hello all...
I am concerned about some of the groups on this site making challenges a total waste of time. Their members select cars to challenge and then all of the members of the club are instructed to vote for the club member's car, even if the car that's been challenged is far superior to some of their rust buckets. This is not why this site was setup. I, along with many others, shouldn't have to tolerate this type of behavior.
I would be interested in hearing from everyone else on this subject...
Soupy

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A little short quiz to see how well you've paid attention in life.

http://www.ol.../thinktst.htm

It's not car related, but pretty interesting... I did 22 out of 25...

Soupy

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Don't forget to add Jay Leno on the Motorotopia car enthusiast profile!

http://www.mo...aylenosgarage

Featured Car: 1927 Harley-Davidson JD

The sidecar makes this JD a TRUE classic!

Photo gallery archive: http://www.ja...s/index.shtml

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Hi All,
I am "Happy" to report that it was another successful weekend here in sunny South Florida with beautiful weather, a great car cruise and two fantastic car shows.
Friday evening started it all off with the usual cruise-in at the Tower Shops in Davie, followed by a bite to eat with a few of the guys at the Falcon Pub.
Saturday morning I was up early to head on over to the S.A.B.A. Car Show on Andrews Avenue in Ft. Lauderdale. S.A.B.A. stands for the South Andrews Business Association and they put on a great show from 9:00 until 4:00 with 142 cars and trucks attending.
Saturday evening was dinner out at Stevie B's in Weston - an awesome place for ribs!!!
Sunday I was up early once again and headed over to the BIG show. The last real car show of the year, and the biggest. I was out of the house at 6:15 and headed over to meet up with a few buddies to drive on over to the show. It is held at the Festival Marketplace Mall in Pompano Beach and was attended by 610 cars and trucks. I was joined by 12 other members of the Got Muscle? Car Club along with my girl Tina from MFI. The day was awesome, although a little tiring, what with all the walking around...
I wrapped up Sunday at a small cruise-in at a Bar & Grille by the name of Zo's and was finally home and in bed at 11:30...
God I hope this week goes slow enough to get caught up at the office, yet quick enough to get to the weekend...

Dave Szczublewski
Weston, FL
www.soupy28.com
www.ban-one.com
www.motortopia.com/soupy/cars

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The Oreilly Auto Parts Hot Rod Supernationals are coming to Lincoln Nebraska May 29th thru 31st. It will be a good time so all of you car enthusiast that like to travel to shows this might be a show for you to attend.
There are alot of things to see here in Lincoln:
Speedway Motors
Speedy Bills Car Museum and many other things Hope to see alot of you here

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Just posted several pictures I took last weekend at the Hotrod and Hillbillies show in Nashville, Indiana on my blog at: www.suedeandchrome.blogspot.com.

Thanks Beetlejuice55 for the invite! My family and I really enjoyed the show!

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Check out the Phoenix Specialty Coatings Business Group on motortopia!

http://Phoeni...tortopia.com/

Be among the first to learn about our specials, discounts, new color arrivals, giveaways, my upcoming show appearances, etc.

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