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It takes The Benz Patent Motorwagen More Than 1 Hour To Go Around The Nürburgring In Assetto Corsa

Mercedes-Benz is no stranger to wild lap times at the Nurburgring, but has it always been so? In a sense, yes.

YouTube sim racer and IRL race car driver Jimmy Broadbent recently decided to take the automaker’s first car and, indeed, the first gas-powered vehicle ever, the 1886 Benz Patent Motorwagen, around the fearsome track to see exactly how deep in its DNA hot laps go.

The test is possible thanks to the Assetto Corsa modding community. User SATLAB is responsible for the project, which took place over the course of nearly 10 months. The car has been faithfully recreated for the racing sim, though SATLAB says that the nature of the endeavor led to some “bugs, or extra features…”

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The car cannot be played by the AI because it’s so slow that the computer stops immediately after the start of the race. The original car only made two-thirds of a hp (0.69 PS/0.4 kW), but it actually has 1 hp (1.01 PS/0.7 kW) in the game because any less and it wouldn’t have moved at all.

The result is a top speed of just 13 km/h (8 mph), which probably felt like a lot from the tiller, but does not look good when you consider that the Nurburgring is nearly 21 km (13 miles) long. The Motorwagen does have a secret weapon up its sleeve: neutral.

On downhill sections, Broadbent says that the car can just be popped into neutral and gravity can be allowed to help the car reach speeds Karl Benz could have only dreamed of. Early in the run, he’s able to more than quintuple the Motorwagen’s supposed top speed and hit 70 km/h (43 mph).

At those speeds, the dynamics are less than ideal.

“It actually turns very sharply, given that it has three wheels,” says Broadbent. “But it’s got a sort of, like, a Robin Reliant-style situation where you just go whoa! And you just go over. And that’s it.”

What goes down must come up, though, and the good work that gravity does helping the car down hills slows it to a crawl going up them. On the steeper inclines, the Motorwagen is stopped completely and Broadbent has to zigzag up, lengthening his lap time considerably.

In the end, it takes the car more than 80 minutes to do what it takes the fastest current Mercedes-Benz (the AMG GT Black Series) just 6:43 to do. That’s more than 100 years of progress for you, I guess.

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There’s Nothing Redneck About Jay Leno’s Rare OHC Pontiac Firebird Sprint

There are tons of reasons to love Pontiac’s Firebird, but for some people, the redneck image of the 1970s Trans Am versions can make the entire model line hard to love, even if some other Firebirds were nothing like as brash or crude.

Jay Leno’s 1968 Firebird Sprint is one such car. Here was a Pontiac pony car that had a closer kinship to fancy European sports car like the Jaguar E-type than machines like its F-body sister, the Chevrolet Camaro.

And the major reason for that was the surprisingly sophisticated engine under the hood. A 265 cu-in. (4.1-liter) straight-six with its valves driven by an overhead cam connected to the crankshaft by a toothed rubber belt, it was a world away from the pushrod V8s and sixes that powered most American cars of the time.

The OHC-6 was intended to be the star of Pontiac’s two-seat Banshee sports car, and although GM brass killed that project for fear that it might cannibalize Corvette sales, the six did find its way into the Tempest, Le Mans and, later, the Firebird.

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In base form for 1968, it displaced 4.1-liters, sucked through a puny one-barrel carb and made 175 hp. But stepping up to the Sprint-6 added free-flow exhausts, a high-lift cam, a higher compression ratio and a four-barrel carb, lifting power to 215 hp.

Unfortunately it also added a load of extra cost, making a Sprint-6 a Firebird that cost as much as an entry level V8 model, but still didn’t make as much power. You had to really want the more refined engine, and most people didn’t, or at least not enough.

And many Sprints have lost their engines in the years since, though fortunately these days they’re rather more appreciated. Leno added this one to his collection in 2019 after a long search, gave it a light restoration, and added some modern upgrades, including a five-speed transmission, to make it more enjoyable to drive in modern traffic.

The first generation Firebirds don’t get anywhere near as much exposure as their later brothers, and while the ’69’s pug nose is hard to love, the ’67-68 cars with their full width chrome grille surrounds are great looking cars.

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A Brief Look Back At The History Of The Mercedes-Benz SL

Good news: there’s a new SL around the corner. Although we’re yet to see just how the new roadster will look, we’ve been treated to an official reveal of the SL’s cabin, resplendent (or sullied, dependent on how you look at it) with a massive, adjustable, touchscreen. We’ve also had a look at the innards of the SL, as well as some spy shots which reveal a return to the less-complex fabric roof.

The SL has almost been a byword for the luxury roadster lifestyle. And now, ahead of an imminent unveiling, Mercedes has decided to look back at over 65 years of the nameplate.

Mercedes-Benz 300 SL Coupe (W198) — 1954 to 1957

Inspired by the racing 300 SL that was championed in 1952, Mercedes recognized the demand for a production version. Two years later, the W198 was launched at the International Motor Sport Show in New York. It features those iconic gullwing doors, which became a trademark of this SL Class. The M198 engine it sported was designed for the 1953 racing prototype and was capable of producing an impressive 215 hp (219 PS / 163 kW) allowing the 300 SL to reach a peak speed of 161 mph (258 km/h).

Mercedes-Benz 190 SL (W121) —1955 to 1963

The smaller 190 SL offered a more affordable alternative to the exclusive 300 SL, with similar styling, engineering, and fully independent suspension. This two-seater roadster was assigned to the W121 model series and was closely related to the W121/W120 “Ponton” model. Under the hood was a revised 1.9-liter four-cylinder engine that squeezed out 105 hp (107 PS / 77 kW), which translate into a 0–62 mph (0–100 km/h) time of 14.5 seconds on the way to a top speed of 106 mph (170 km/h).

Mercedes-Benz 300 SL (W198) —1957 to 1963

Replacing the gullwing generation was the W198 300 SL roadster. Launched in 1957, it had conventional doors thanks to a modified frame, which reduced the sill height. It also saw an improved rear suspension and, for the first time, a compensating spring. During its production period, it was also kitted with Dunlop disk brakes and an alloy engine block.

See: Take A Look At The 2022 Mercedes-AMG SL Roadster’s Cabin

Mercedes-Benz SL (W113) — 1963 to 1971

Replacing both the 190 SL (W121) and 300 SL Roadster (W198), the new 230 SL (W113) was unveiled at the 1963 Geneva Motor Show. The distinctive concave roofline of the car quickly earned the 230 SL the nickname “Pagoda”. The chassis of the 230 SL was improved and its 2.3-liter inline-six pushed out 150 hp (150 PS/110 kW). The 250 SL, which replaced the 230 SL, was introduced in 1967 and had a 2.5-liter engine with 10 percent greater torque. After a year the 280 SL was offered with an engine that was further enlarged to 2.8 liters with an output of 170 hp (172 PS / 125 kW).

Mercedes-Benz SL R107 — 1971 to 1989

The R107 model series made history by being the first to introduce an eight-cylinder engine to the SL Class, with the SL 350 debuting in 1971, followed by the SL 450 in 1973 and the SL 280 in 1974. These models received a wide range of six and eight-cylinder engines. The crash performance features in these cars were not only carefully designed but were well ahead of their time.

Mercedes-Benz SL R129 — 1989 to 2001

In 1989 Mercedes unveiled the R129 model series, which gained stylish improvements and new safety standards. The more powerful 600 SL (later SL 600) debuted in 1992 and topped the series with a 12-cylinder engine which put out 394 hp (388 PS / 290 kW). It saw several facelifts over the years and a modified engine range with V6s instead of in-line sixes. In 1999, the SL 73 AMG with a 7.3-liter V12 engine that pushed the limits of the time with 525 hp (517 PS / 386 kW) replaced the SL 600.

Mercedes-Benz SL R230 — 2001 to 2012

The R230 model series landed in 2001 with innovative technology, improved safety equipment and a new design with callbacks to classic models. Range-topping models of the series include the SL 55 AMG, SL 600, and SL 65 AMG, which had 476, 500 and 612 hp respectively. The 7G-TRONIC seven-speed automatic transmission was made standard from 2006. The SL 63 AMG and SL 65 AMG Black Series were the 2008 facelift’s standout models.

See: Mercedes Says New SL Will Be An AMG GT Roadster Replacement

Mercedes-Benz SL R231 — 2012 to 2020

The most recent Mercedes SL, for the 60th anniversary of the SL Class, the R231 series was introduced in 2012 at the Northern American International Auto Show. The SL 500, SL 63 AMG and SL 65 AMG were some of the first models to be launched and were more powerful than their predecessors.

What Do We Know About The New One?

The next SL will not only continue the SL line but effectively replace the AMG GT Roadster, being developed on the same platform as the next-generation AMG GT Coupe. We’ve already seen the first few images of the new SL’s interior, with plenty of design influences present from the new S-Class and AMG GT. Mercedes claims its designers created a “mix of analog geometry and a digital world – called hyperanalog” with inspiration coming from the original 300 SL Roadster of the 1950s.

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Engine options for the 2022 SL Roadster remain under wraps at this stage, but reports suggest that it will be offered with a range of four and eight-cylinder engines. One possibility being touted is for the SL range to be topped out by a plug-in hybrid model with the same powertrain as the upcoming Mercedes-AMG GT 73e PHEV. If that’s the case, it could have as much as 804 hp and 738 lb-ft (1,000 Nm) of torque, no doubt resulting in some incredible performance figures.

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Backdated 1989 Porsche 911 Carrera 3.8L Is Here To Reverse Your Piggy Bank’s Fortunes

If you’re in the market for a beautifully-restored classic Porsche 911 but don’t have $500,000 to splash on a car from Singer, this delicious 1989 Carrera 3.8L might do the trick. This particular build is what enthusiasts call a ‘backdated’ Porsche, which entails making a newer model look like an older generation car.

The car is up for sale on Bring A Trailer in California and has undergone a plethora of modifications to bring its key mechanical components into the modern age while at the same time, using styling elements from prior generation 911s. The listing notes that the current owner, who runs Zurlinden Restorations & Developments, has transformed the car into a 911 ST-style tribute.

For starters, the exterior of the classic 911 is clad in a custom shade of gray with matte surfacing on the hood, bonnet and door panels. It also features a new steel hood alongside new steel front fenders, wheel arches, and bumpers. Also fitted are 356 sloped-glass headlights, power-adjustable 964 mirrors, an orange bar hood badge, satin black grilles, and new door handles. Complementing the bodywork perfectly are a set of 15-inch Fifteen52 Outlaw 003 wheels measuring 8-inches at the front and 10-inches at the rear and wrapped in Michelin TB15 tires.

Adorning much of the interior is dark blue Nappa leather and Sport S bucket seats. Also found within is Alcantara across the dashboard and an aftermarket shifter and three-spoke Mono steering wheel.

Power is provided by a modified flat-six from a Porsche 964 that has been bored to 3.8-liters and has a GT3 rotating assembly with titanium connecting rods, 993 Motorsport cylinder heads and oversized valves, aftermarket throttle bodies, and a new ECU. Mated to the engine is a five-speed manual transaxle that has also been upgraded with new ring and pinion bearings, synchros, and a Wavetrac limited-slip differential.

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Some See Art, Others See Crime In This 1989 Porsche 911 Carrera Art Car

All Porsche 911s are special but the exterior paint finish of this particular 1989 Carrera makes it even more so.

This 911 art car was created as part of the Art Cars Project run by the Musée National des Beaux-Arts du Québec in Canada and is being offered from a dealership in California with an accident-free Carfax report and an Arizona title. Responsible for the unique paint scheme were artist Dominic Besner and collaborator Yves Thibeault.

The front of the 911 depicts a bull with a nose ring with its horns extending over the front fenders and onto the doors. The rest of the paintwork combines elements of orange, red, yellow, brown, blue, white, black, and turquoise. Completing the striking exterior look are black 16-inch Fuchs-style wheels with custom-painted center caps complete with Porsche crests shod in 205/50 front and 225/50 rear Pirelli Cinturato tires.

Found in the interior are seats clad in tan-colored upholstery complete with matching floor mats and carpets. Key features include air conditioning and a Kenwood CD player.

Powering this 911 Carrera is a 3.2-liter naturally aspirated flat-six pumping out 217 hp and 195 lb-ft of torque, and the Bring A Trailer listing adds that the oil and battery was replaced in May 2020.

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Someone Scored A Bargain With This ’99 Oldsmobile Silhouette OSV Concept

Six Recaro bucket seats? Check. Brembo brakes with beefy drilled rotors? Check. Candy apple red paint? Check. The Cadillac of minivans (see movie reference below)? Somebody get Danny Devito the keys!

Recently, someone scooped up a piece of GM history: the Oldsmobile Silhouette OSV concept that somehow found its way to Empire Motors in Kelowna, B.C. Canada.

According to the Autotrader listing that has now been removed, just a few days after we discovered it, the concept was priced at just $8,588.

The Dustbuster days

Besides a minor role in the 1995 mafioso comedy ‘Get Shorty’, the Oldsmobile Silhouette was never known for its cool factor. First introduced as one of GMs “Dustbuster” vans back in 1990, the Silhouette was more likely to be found in an airport rental parking lot than a kids bedroom poster.

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The Silhouette (and its GM siblings) received a total redesign for 1997, with Oldsmobile discontinuing short-wheelbase models after 1999. This didn’t earn the van any street cred, but it helped to distance the Silhouette from its badge-engineered brothers.

Olds going out with a bang

By 1999 the folks at Oldsmobile could see the writing on the wall; the 102-year-old carmaker would announce its demise by the following December. Somehow the GM bean counters let this one slip through the cracks as Oldsmobile readied a line of concepts for the annual SEMA show in Las Vegas. It was one last hurrah before the brand officially closed shop in 2004.

The 1999 Oldsmobile Silhouette OSV concept as seen in GM’s promotional press material

Oldsmobile Specialty Vehicles (OSV) readied three concepts based on the Alero coupe, Intrigue Sedan and, surprisingly, the Silhouette minivan. The Alero and Intrigue were fairly attractive cars in their day, made even more so by all the OSV enhanced visuals cues. Blown motors and raspy exhausts made sure there was no confusing the OSVs with your father’s Oldsmobile.

The Silhouette received all the visual cues like its stablemates, but sadly no blower – all the 3.4 liter V6 got was an upgraded intake and exhaust system with the same semi-oval tips as the Alero and Intrigue. It also featured chrome wheels wrapped in sticky rubber with big Brembo brakes, which meant there would be functional improvements as well; after all, they had to make sure it could handle all 215 ponies. Show-stopping paint, ground effects, and a two-tone Recaro laden interior helped bring it all together.

Like most concept cars, the OSV cars went away into storage, never to see the light of day, save for a couple of future events and shows. Nevertheless, the OSV cars have popped up for sale from time to time, but this Silhouette is actually road legal.

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Jay Leno Explains How The 1930s Chrysler Airflow Was Ahead Of Its Time

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With electric vehicles becoming ever more prevalent and automakers looking to eke out as much range as possible, car manufacturers are increasingly looking to make their cars as aerodynamically efficient as possible. However, modern EVs are far from the first vehicles designed with aerodynamics at the forefront.

As Jay Leno discusses in his most recent YouTube video, Chrysler was experimenting with the most streamlined shape for a car back in the late 1920s and early 1930s. It ultimately launched the Chrysler Airflow in 1934 offering it through 1937, and while it didn’t sell all that well, it did bring about a dramatic change in the design of automobiles back in the day.

Watch Also: Jay Leno’s Shelby GT500-Powered ’68 Ford Bronco Restomod Will Eat 2021 Broncos For Breakfast

In determining the ideal shape for a car, Chrysler engineers conducted wind tunnel tests with the help of Orville Wright, one of the famous Wright brothers credited with inventing, building, and flying the first motor-operated airplane. The engineers ultimately discovered that the common two-box automobile design of vehicles at the time was aerodynamically inefficient and that most vehicles would actually be more efficient if they were driven backwards.

They then came up with the Chrysler Airflow, a vehicle that had a radically different design and a unibody construction. As Leno notes in this video, the vehicle’s engine was pushed well forward to maximize legroom. The car also has a truly gargantuan chrome grille, one that dwarfs even the largest grilles found on some modern cars.

We highly recommend watching the whole video, especially if you’re a fan of classics and want to see some very cool features of the Airflow, including its innovative side windows.

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Looking For A Blue Unicorn? Here’s A 1996 Audi S6 Plus, The One With The V8

Back in 1997, Audi retired the C4 generation of the A6, after only four years of production, but not before releasing the hottest model of the series, the S6 Plus.

Made in the final two years of production, 952 units saw the light of day, including 855 Avants (estate) and 97 sedans. The limited production number made it a true automotive unicorn, especially in the four-door body style, but this wasn’t the only highlight.

In fact, you had to pop the hood in order to see the icing on the cake, the 4.2-liter DOHC V8, with 32 valves, which replaced the 2.2-liter five-pot powering the standard S6. The engine produced 322 HP (326 PS / 240 kW), 95 HP (96 PS / 71 kW) more than the smaller lump, for a 0-62 mph (0-100 km/h) of 5.6 seconds (5.7 seconds for the Avant).

Watch Also: If You Like Audi’s New-Gen A6, Then You’ll Love The 2020 S6

Other highlights included the upgraded six-speed manual transmission, re-tuned suspension and bigger brakes, joined by the leather and Alcantara upholstery, electrically adjustable front seats with memory, electric sunroof and integrated phone.

This 24-year old S6 Plus was apparently gifted to Spanish newspaper El Mundo, in return for advertising space, and was used by the former CEO, before being sold to the Marquees of Antella. In the possession of its new owner, the car was repainted in Nogaro Blue, the original color, and the engine was rebuilt.

You already know where this is going, so we’ll cut to the chase by telling you that RMSothebys estimates that it will fetch between €40,000 and €60,000 ($43,853-$65,779). It will be offered without reserve at an online auction that kicks off on June 3 at 1:00 p.m. CET (7:00 a.m. EST) in Essen, Germany.

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