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تخطي حماية جوجل بعد الفورمات بدون الحاجه الى كيبل Reset FRP New Security ) OTG

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التخلص من اثبات ملكية الحساب فى اجهزة هواوى How to Skip Google Account in Hwawi Mobile

باذن الله الطريقة ناجحة ومجربة على اكتر من جهاز 
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اذن الله الطريقة ناجحة ومجربة على اكتر من جهاز 
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والسلام عليكم

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الان شرح بالفيديو كيفية تخطى هذة المشكلة بشرح 12 دقيقة ان شاء الله

نأتى للفيديو 

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اذا استفدت كلمة شكر تكفى واشتراك ف القناه من فضلك والسلام عليكم

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Touring displays Ferraris old and new at Villa d'Este

Touring displays Ferraris old and new at Villa d'EsteImage Credit: Carrozzeria Touring SuperleggeraImage Credit: Carrozzeria Touring SuperleggeraImage Credit: Carrozzeria Touring SuperleggeraImage Credit: Carrozzeria Touring SuperleggeraImage Credit: Carrozzeria Touring SuperleggeraMore PhotosHottest Cars and Trucks in AmericaMost Popular Cars By StateOur Picks For The Best $5,000 Used CarsCars That Depreciate FastestHistory's 10 Best Selling Cars Of All TimeWard's 10 Best Engines of 2015Noah Joseph

Arguably more than any other, Carrozzeria Touring Superleggera has long been a mainstay of the Concorso d'Eleganza Villa d'Este, and this year the coachbuilder chose to highlight its long history by showcasing two Ferraris: the first one it ever did and the most recent.

The latter is the Berlinetta Lusso which Touring showcased at this year's Geneva Motor Show. A more subtle and elegant take on the visually aggressive Ferrari F12 Berlinetta, the Berlinetta Lusso is rebodied in handcrafted aluminum and carbon fiber and will be offered in a strictly limited run of five examples.

The former, however, dates back a lot long than this past March. It's the 1948 Ferrari 166 MM Barchetta, one of the earliest Ferraris and the first (discounting the Auto Avio Costruzioni 815) that Touring was called on to clothe. The 166 Mille Miglia was the first car which Enzo Ferrari made in any serious numbers, but this particular show car wasn't just any example: this one was owned by Fiat chairman Gianni Agnelli.

It's a fitting display from the carrozzeria that won the Design Award with the Disco Volante just two years ago, displayed the Mini Superleggera concept last year and has been part of the Concorso since 1931. Sadly for the Milanese outfit, though, the Berlinetta Lusso didn't win the coveted prize this year: that went to the Bentley EXP 10 Speed Six, which also beat out the SCG 003C, Magna Mila Plus, Aston Martin DBX, Lamborghini Asterion and Zagato Mostro.


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#fivemin-widget-blogsmith-image-70049{display:none;} .cke_show_borders #fivemin-widget-blogsmith-image-70049, #postcontentcontainer #fivemin-widget-blogsmith-image-70049{width:100%;display:block;}Show full PR textTHE FIRST AND LATEST FERRARI DRESSED BY TOURING PARADE AT CONCORSO D'ELEGANZA
VILLA D'ESTE 2015

- A rare opportunity to see on stage the acclaimed Touring Berlinetta Lusso and Gianni Agnelli's Ferrari 166MM Barchetta Touring.
- Touring Berlinetta Lusso competes for the Concept Cars and Prototypes Design Award.
- The magnificent Barchetta owned by l'Avvocato enters the "Gentlemen's racers" class after regaining its authentic shape at Touring Superleggera restoration atelier.

Touring Superleggera is embedded in the Concorso since the early editions, having debuted in 1931. The hall of fame includes, among many, the prizes assigned to Isotta Fraschini 8ASS spider, Alfa Romeo 6C 1750 Gran Sport Spider as well as Alfa Romeo 8C 2300 Spider Coupe, Pegaso Z102 Berlinetta "Thrill" and recently Alfa Romeo Disco Volante by Touring.

Touring believes the Concorso is the ideal stage to showcase innovative prototypes, give rise to new stylistic trends, surprise and amaze the selected attendance".

This year the Milanese coachbuilder celebrates with the Touring Berlinetta Lusso the legacy born in 1948 with the iconic Ferrari 166 MM Touring. Sharing the Villa d'Este lawns with Superleggera's latest F12-based fuoriserie is the first series-produced, Touring designed Ferrari, and not just anyone's. The 166 MM entering the Gentlemen's Racers class had Gianni Agnelli as first owner.

An evident red thread links the two Touring cars. Essentiality, elegance, polite power, the unmistakeable waistline edge springing from the front wheel arch: the uncountable qualities of the Ferrari 166MM Barchetta were source of inspiration for the Berlinetta Lusso.

The Berlinetta Lusso is a street legal two-seater coupe, hand-built in a limited series of five units. In the wake of its world premiere at 85th Geneva International Motor Show and the unconditioned appreciation of the audience the plant is starting production of the second unit.

Meanwhile, a subtle evolution appears on the first car. Its owner commissioned a new grille with embodied front lamps as a hint to another famous Lusso, the 250 GT. Head of Design Louis de Fabribeckers comments: «This is what bespoke really means at Touring. I worked on the customer's input and realized his idea was witty.»

Touring Berlinetta Lusso

The Touring Berlinetta Lusso is a street legal 2-seater coupe, fulfilment of the desire of a passionate Ferrari collector to have his own F12 dressed up. The tailor-made, lavish coupe in the purest spirit of Italian carrozzeria features a three-box architecture, a statement of luxury in itself. The Touring Berlinetta Lusso takes inspiration from the golden era of Italian fuoriserie with proportions we are not anymore used to.

The opulence is expressed by the apparent separation of volumes: a long bonnet evoking the powerful V12 engine, a cockpit resolutely designed for two, till its muscular rear hosting a discrete trunk for precious luggage.

There are evident Touring traits in the surface treatment, like the waistline edge springing from the front wheel arch and embracing the body till its muscular rear. This shape can only be reproduced through manual hand beating of aluminium sheets.

Chassis, engineering and production process

The Touring Berlinetta Lusso shares the F12berlinetta rolling chassis, whose outstanding mechanical, electrical and electronic equipment and powertrain are untouched.

Before any action in the building phase is taken Touring performs accurate investigations aimed at respecting or improving the original car's performance and quality and obtaining homologation.

A typical research involves FEM of the structural subsystems, while aerodynamics is assessed through Computational Fluid Dynamics with special attention paid to maintain the rear train downforce.

In addition, every single part including connections between chassis and body is CAD designed to guarantee quality and lack of vibrations.

Like any car manufacturer, a bill of materials and a detailed manufacturing cycle are filed together with parameters that indicate quality standards. Accurate surfacing and digitally controlled assembly tools are used for three-dimensional positioning of body parts, symmetry and gap measurement. This process allows matching surfaces and ensure less than 2mm tolerance in each single surface point of the finished car.

Aluminium and carbon fibre

Although Touring Superleggera gained recognition for mastering hand beaten aluminium, the bodywork combines aluminium and carbon fibre panels to save weight.

In the preliminary study, early consideration is devoted to the analysis of the ultimate materials in terms of weight reduction, stiffness, quality of surface and ease of repair in the event of damage.

Touring Superleggera chose carbon for the bonnet, front bumper, skirts, tailgate, front splitters and rear diffuser. The structure of the fibres is investigated to optimize the weight/stiffness ratio. For the best accuracy and quality, every element of CFRP is autoclave cured at 120° C, while the bonnet features special pre-preg and treatment to resist high temperature.

Aluminium panels are hand-beaten at Touring Superleggera using a 1:1 manufacturing buck made of epoxy replicating the zero-surface with offset equal to the panels' thickness.

Touring's engineers and artisans devote to each manufactured unit 5000+ hours of highly skilled work. The human touch and painstaking care of each detail will always mark the difference from series production.

The whole process is run in the Touring Superleggera atelier nearby Milan.

The Touring Berlinetta Lusso has received EU type-approval under the EU-Directive 2007/46 EC for small series.

TECHNICAL SPECIFICATIONS

Dimensions
Length: 4692 mm
Width: 2080 mm
Height: 1288 mm
Wheelbase: 2715 mm
Curb weight: 1645 kg Boot volume: 187 litres
Fuel tank capacity: 92 litres

Engine
Cylinders/ type: V12, 65°
Cubic capacity: 6262 cc
Nominal output: 545 Kw (740hp) 8250 rpm
Maximum torque: 690 Nm
Emission level: Euro 5

Fuel consumption, EU drive cycle
Urban: 22,5 l/ 100 km
Extra-urban: 11 l/ 100 km
Combinated: 15 l/ 100 km
CO2 emissions (combinated): 350 g/ km

Driveline
Rear wheel drive, 7-speed, electroactuated sequential gearbox with paddle-shift control and automatic mode.

Wheels
Tyres: Michelin Super Pilot front 255/35 ZR20 ; rear 315/35 ZR20
Wheel type: Aluminium forged wheels

Performance
Top speed (est.): 340 km/h
Acceleration (est.) 0-100 km/h: 3,1 sec


L'Avvocato and his Ferrari 166MM Barchetta Touring

Ferrari 166MM barchetta with VIN 0064M has a notable first owner in its history. It was delivered in August 1950 to Gianni Agnelli, also known as "L'Avvocato".

Enzo Ferrari approached Felice Bianchi Anderloni in March 1948 in search of a striking design for his first model destined to the street. He was already familiar with Touring's elegant pre-war bodies and had used a Touring coachwork on the AAC 815. Now Ferrari wanted to address customers who desired a luxurious and sporting car rather than a pure racing car.

The result was a masterpiece that left its mark on the history of automobile design, to the extent that a new name had to be forged to define it: barchetta, Italian for "tiny boat".

Already a fashion icon, Gianni Agnelli could not escape the halo of the newly introduced Touring design. In the purest spirit of tailor made he personally participated with his exquisite taste to the creation of his barchetta, dictating the graceful two-tone paint and the teardrop rear lamps that make this car one-of-a-kind.

This very special barchetta was later acquired by the Swaters family and guarded as a treasure for 46 years. After a rewarding racing career it was restored, but the then available techniques could not provide enough accuracy in the reconstruction of the front end.

Touring Superleggera was called to put in place a significant intervention to reshape the whole front and grille. It required an accurate research of historical images, access to original blueprints and 3-D scan of the car. The study led to CAD recreation of the authentic shapes and CNC milling of a purposely built model for validation and hand beating of the new body panels.

The car is now dressed up in the authentic lines and volumes that made Gianni Agnelli fall in love.

Coachbuilder in 2015

Touring Superleggera's credo to respond to an increasing need of distinctiveness, customization and exclusiveness coming from all over the world is "tailor made, hand made". Today, creativity is not enough to design and coach build beautiful body shapes: Touring Superleggera grants immediate feasibility beyond the limits of the large scale series-production allowing the design department to be free, obeying only to what the customers desire.

In order to be produced, even a fuoriserie needs to meet the standards for quality, safety and functionality of every other mass produced car. Actually, it shall exceed these terms aiming at excellence in every single detail, exuding quality in design, execution and materials.

This is nowadays possible thanks to state-of-the-art engineering techniques allowing accelerated design and test on parts, accessories and systems. Even the most skilled hands cannot perform at the level we require if not supported by computer technology, tooling and modern processes.

Touring Superleggera stands out in the industry landscape for its unique capability of completing the whole cycle from the initial sketches till the delivery of exclusive cars under the same roof. Exposed to the vibrant atmosphere of Milan, it epitomizes the design and luxury values of Made in Italy.

Touring Superleggera believes that coachbuilding adds great value to nowadays' automotive industry if it respects its rigorous needs and requirements.

The History of Touring Superleggera

Touring Superleggera is recognized worldwide as one of the iconic names in Italian car design and coachbuilding. Founded by Felice Bianchi Anderloni and Gaetano Ponzoni in 1926, the company started to produce custom built automotive bodywork with two distinctive features from the very beginning: sporting elegance and lightness.

Early customers were reputed car makers as Isotta Fraschini and Alfa Romeo. It would mark the start of a flamboyant period, also culminating in the "Flying Star" period with several spectacular spider coachworks

Touring Superleggera also gradually researched the streamlining process. The marriage between this, and their Superleggera construction system using aluminium body panels over a light but rigid tubular steel frame, resulted in some extremely elegant masterpieces such as the 1938 Alfa Romeo 8C2900 Touring spider, which today have become icons of automotive design and body construction.

In 1945, the excellent Carlo Felice Bianchi Anderloni joined his father at the company, which soon started to receive its first orders from Enzo Ferrari. The Ferrari Tipo 166 Touring Barchetta of 1948 formed a new milestone for light, elegant and effective design on a competition chassis.

Under Carlo Felice, Touring saw its industrial customer basis grow in the mainstream of the expanding automotive industry in Italy and Europe. A number of niche models were designed and built on Alfa Romeo 1900, Lancia Flaminia and Maserati 3500. Another new inspired car manufacturer from the Bologna area relied on Touring's skills: Lamborghini, that commissioned its first GT, the 350. In the same period Touring created another iconic automobile: the Aston Martin DB4, followed by the DB5 and 6, manufactured in Newport Pagnell with a license for the Superleggera bodywork system.

Since 2008, Carrozzeria Touring is an all-round supplier of automotive design, engineering and body manufacturing.

Design services range from style features body engineering, CAD feasibility studies, FEM/FES analysis, CFD/aerodynamic analysis, virtual crash test.

The manufacturing department provides style models, show cars, rolling concepts, street legal one-offs and limited production series. Recent models include the Bellagio Fastback based on Maserati Quattroporte and the concept two-seater A8GCS Berlinetta winner of the "Best Supercar of the Year" award in 2009.

They were followed by the acclaimed Bentley Continental Flying Star (2010), manufactured in limited run with the endorsement of Bentley Motors, and the Gumpert Tornante by Touring (2011), a superfast Grand Tourer commissioned by the excellent German sports car manufacturer.

In 2012 Touring celebrated a masterpiece from its rich heritage, taking inspiration from the Alfa C52 Disco Volante of sixty years before. The innovative, breathtaking Alfa Romeo Disco Volante, built by hand in a limited run of up to eight units, won the coveted Design Award at Concorso d'Eleganza Villa d'Este 2013.

In 2014 in collaboration with MINI, Touring Superleggera designed and built an elaborately crafted, unique concept car to explore new design languages for the iconic British brand. Exhibited at Villa d'Este as the BMW Group's annual design statement, the MINI Superleggera™ Vision blends the tradition of classic coachwork construction with the MINI's authentic British styling to create timeless aesthetic appeal.

This year the Touring Berlinetta Lusso won the public appreciation at the Geneva Motor Show.

The company aims at perpetuating the core values of Touring design: purity, integrity, proportions, simplicity, resulting in timeless sporty elegance.

Design, manufacturing and restoration activities are run in the company premises nearby Milan.Featured GalleryFerrari 166 MM Barchetta and Berniletta Lusso by Touring

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Toyota ups Prius incentives to $3,000 for some Californians

Toyota ups Prius incentives to $3,000 for some CaliforniansMore PhotosHottest Cars and Trucks in AmericaMost Popular Cars By StateOur Picks For The Best $5,000 Used CarsCars That Depreciate FastestHistory's 10 Best Selling Cars Of All TimeWard's 10 Best Engines of 2015Danny King

So, Southern Californians, here's a little math question for you. If Toyota is offering about $3,000 in incentives on the Prius in San Francisco and just $2,500 in perks in Los Angeles, is it worth it to take the trip up? Yes, but barely.

Looking to goose sales in by far its largest US market, Toyota is continuing many of the incentives it started in April to reverse the trend of falling year-over-year Prius sales, according to Green Car Reports.

Specifically, Toyota is offering discounts worth about $3,000 in San Francisco, though many of those incentives expire May 26, Green Car Reports says, citing Cars Direct. Down in LA, those incentives are worth about $2,500, though they do extend until June 1.

While US Prius sales fell last year, they did rise two percent in California. Through April, the four Prius variants combined for sales of 15,235 units, down 15 percent from a year earlier.

And for those looking to do a little comparison shopping, a one-way flight from Los Angeles to San Francisco is running about $200, while that drive down will cost about $30 in gas (it is a Prius, after all). Factoring in the rides to and from the airports, though, we'll call it a wash.Featured Gallery2012 Toyota Prius

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We Drive the MMD by Foose 810-HP 2015 Ford Mustang GT

Chip Foose and Modern Muscle Design (MMD) have collaborated to design and build unique styling pieces for the redesigned 2015 Ford Mustang. In order to showcase the new parts, Foose Design and MMD teamed up with AmericanMuscle to build an 810-hp 2015 Ford Mustang GT, which will be given away later this year at the AmericanMuscle Mustang Show to benefit the Make-A-Wish Foundation. After the reveal at Foose Design’s headquarters in Southern California, we got a chance to take the supercharged muscle car for a quick drive around the block. More on Motortrend.com:2016 Ford Shelby GT350 Mustang Chassis First Look MMD by Foose styling bits include a new chin spoiler, dual ram-air style hood scoop, side rocker panels, quarter-panel and quarter-window scoops, and a rear deck lid spoiler. Twenty-inch Foose Design Stallion alloy wheels by MHT complete the look. These wheels are powder coated dark gray with an orange stripe to match the custom exterior paint and pin striping. The 2015 Mustang GT’s stock brake calipers are powder coated orange to match the striping. Inside, there are unique door sills and headrests, while the dashboard is adorned with a special MMD by Foose plaque and Chip Foose’s signature. “When it came to designing the aftermarket parts, I wanted to continue with what I call design language,” Foose said at the reveal. “It’s the language and the style that the designers at Ford used when they were designing [the 2015 Ford Mustang]. When we want to produce an aftermarket part, I want it to look like it came from the factory.” More on Automobilemag.com:2015 Shelby American GT Review

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Graham Rahal, Honda make positive strides at Indy 500

Rahal finishes fifth, Marco Andretti sixth to lead Honda at the Brickyard

Based on the prevailing opinion during the weeks leading up to this year's race, Honda didn’t have the horsepower or aerodynamic package necessary to win the Indianapolis 500.

And yet, in the closing stages of the race, there were Graham Rahal and Marco Andretti, the second- and third-generation stars who represented the best hope for the manufacturer, battling Team Penske and Chip Ganassi Racing for positions inside the top five.

And while Chevrolet and Juan Pablo Montoya won the race, Honda drivers feel as though they’ve bridged the oval gap to their rivals -- at least compared to where they started three weeks ago. Rahal credited his pit crew for the track position, but said he had to drive as hard as he’s ever driven just to finish fifth and become the highest-finishing Honda driver.

"Our pit stops were really good and we just kept fighting and we were pushing to get by Marco, (J.R.) Hildebrand and Helio (Castroneves)," Rahal said. "It was just hard because the Chevrolets can just drive by you, but we had to time our passes perfectly to get around someone, and luckily we were able to do that."

Marco Andretti finished sixth overall and second among Honda pilots in Sunday's Indy 500. Photo by LAT PHOTOGRAPHIC

Andretti took a less-pleased approach, stating that he "didn’t come to Indianapolis to finish sixth," regardless of his manufacturer.

"It would be nice to be the top Honda, but Graham drove a good race and was in the right place at the right time," Andretti said. "We had that thing pretty much wrung out, so I think the car was a little bit better than we finished, and we lost some ground in the pits, and I lose some more on the track due to some bad circumstances."

Takuma Sato is the poster boy for Honda Japan and believes the entire month provided the manufacturer a good notebook for both the remainder of the season and the 2016 Indianapolis 500. The veteran for A.J. Foyt Racing was involved in the lap one incident with Sage Karam and lost three laps on pit road as a result.

But his car was so fast that he made each of the laps up and finished 13th and on the lead lap.

"Honda and HPD did an incredible job this month," Sato said. "It's been difficult, but they kept working and trying things. And while there was some shame in getting beat by them, I think we are getting stronger with time and are almost ready to win."

Rahal echoed those sentiments but also urged both Honda and IndyCar for an increase in horsepower moving forward.

"There's always room for improvement," Rahal said. "With that said, I think we need some help here pretty soon. We need horsepower badly and I think that was obvious today."

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Carl Edwards, Toyota race into NASCAR posteason with Coca-Cola 600 win

Fuel strategy key as Edwards wins his first race for Joe Gibbs Racing

Will the mystery winner of Sunday night’s Coca-Cola 600 enter and sign in please?

Hint: It’s the guy who does back flips every time he takes the checkered flag.

But for the first 370 of 400 laps at Charlotte Motor Speedway, no one would have picked Carl Edwards or his No. 19 Joe Gibbs Racing Toyota as the likely winner of the season’s 12th NASCAR Sprint Cup Series race.

Martin Truex Jr., Kurt Busch and Denny Hamlin had spent the lion’s share of time at the head of the field, but none of that mattered when Edwards got 62 laps out of his last tank of fuel and took the checkered flag 4.785 seconds ahead of Greg Biffle, who also was on a fuel-saving strategy.

In fact, the top-four finishers all stretched their gas mileage after pit stops under caution on lap 337. Dale Earnhardt Jr. ran third, followed by pole sitter Matt Kenseth and Truex, who led a race-high 131 laps.

Ryan Newman, Brad Keselowski, Hamlin (53 laps led), Kevin Harvick and Kurt Busch (118 laps led) completed the top 10. Kyle Busch came home 11th in his first NASCAR Sprint Cup Series points race of the season, after missing the first 11 races of the season because of injuries sustained Feb. 21 at Daytona.

Carl Edwards won by nearly five seconds ahead of Greg Biffle. Photo by LAT PHOTOGRAPHIC

The victory was Edwards first of the season, his first for Joe Gibbs Racing, his first at Charlotte and the 24th of his career.

But after the very early stages of the race, Edwards wasn’t a factor until fuel strategy came into play in the closing laps.

Soon after Jimmie Johnson spun off turn four on lap 90 to cause the second caution of the afternoon, the race evolved into a two-car contest between the Chevrolets of Kurt Busch and Truex.

Within two laps of a restart on lap 95, Busch drove from ninth to the lead, passing Joey Logano for the top spot on lap 97. From that point, Busch and Truex swapped stints at the head of the field, and by the time Johnson spun off turn four and smacked the inside wall on lap 273 to bring out the caution flag for the fifth time, Busch had racked up 118 laps led and Truex 59.

But another quick yellow flag on lap 282 for Ryan Blaney’s blown engine created the opportunity for divergent strategies and scrambled the running order. Truex was one of nine drivers who stayed out under the caution, but both Harvick and Kurt Busch came to pit road for fresh rubber and restarted 10th and 11th, respectively, on lap 292.

Gradually, methodically, Harvick and Kurt Busch drove back toward the front, but the contrarian strategies introduced another major player into the mix. Denny Hamlin surged to the front of the field and led 53 laps before pitting with a loose wheel on lap 363 and giving up the lead.

That put Truex back in front, with Harvick chasing, and both drivers needing one more pit stop to get to the end of the race.

Edwards, Biffle, Earnhardt and Kenseth, on the other hand, stopped with 62 laps left, and the decision to come to pit road and gamble on fuel proved decisive -- and stole a victory from Truex’s dominant car.

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Three race car drivers who succeeded without fitness routines

Some of the best drivers in history eschewed daily workout regimens

Modern science tells us that a critical factoring in maintaining fitness levels while driving in a race is proper hydration. Jules Goux, one of the Peugeot team’s star drivers pre-World War I, could have told you this more than a century ago, when Goux and his mechanic won the 1913 Indy 500 fueled by champagne. Early post-race reports indicated they had a bottle at each of their six pit stops, but this proved unfounded. It was only four bottles, and they were small ones at that, they said.

Sure.

Big or small, afterward Goux was quoted as saying, “Without the good wine, we wouldn’t have won.”

The next year’s rules included a no-alcohol regulation.

We all know being physically fit is good for you and that exercise science has developed any number of programs to make you even more fit.

Pick a sport—any sport, except possibly horseshoes—and you run into a wealth of material covering both the mental and physical aspects of paths to improvement, nutritional advice, everything right up to the address of your local purveyor of “Better Living Through Chemistry.”

Mario Andretti in the lead at the 1978 Belgian Grand Prix

Today’s major-league racing teams—in Formula One, NASCAR, IndyCar, whatever—have enough fitness equipment to stock a retail outlet; trainers, physical therapists, psychologists and nutrition gurus are almost as common as mechanics.

Roger Penske, who seldom runs second to anyone when it comes to adding a new wrinkle, installed the first fitness program for his IndyCar team 23 years ago. The stock-car facility was installed in the late 1990s.

Today, with both single-seat and stock-car teams headquartered in the same North Carolina building, Penske’s full-time staff includes an athletic director and a trainer.

“Our drivers and crew members are all on some type of fitness program,” says Penske spokesman David Hovis.

Despite all the obvious evidence of benefits, three men you can find in any hall of fame that includes racing drivers say they never had an exercise program. They are Mario Andretti, Sir Stirling Moss and Dan Gurney.

Too busy, they all said.

Sir Stirling Moss chatting with Colin Chapman while clutching the 1961 Silver City Trophy at Brand Hatchs.

Sir Stirling, the great British pilot of the 1950s and early ’60s, and a leading candidate for the best sports-car driver of any era, told Autoweek, “I never trained because I was racing every week of the year. This adds up to 156 days in a racing car, plus two or three days a week testing.”

Moss is primarily known for not winning the world driving title. He won almost everything else, but it was his performances in long-distance events that were truly remarkable.

When he won the 1955 Mille Miglia, he covered the 1,000 miles of Italian roads in 10 hours, 7 minutes.

He drove 42 of the 44 laps when he won the Nürburgring 1,000 Kilometers in 1958 and all but six of the 84 laps when he won the 1955 Tourist Trophy on Ireland’s dangerous 7.4-mile Dundrod Circuit.

He did it all in front-engined cars without power steering.

Andretti, someone observed, might not be the world’s best driver ever, but you cannot discuss the “best” driver without having his name on the list. 

Mario Andretti offering a few pointers to grandson, Marco Andretti

One of America’s two world champions, a Sebring winner, an Indianapolis winner and winner of most anything else you might care to name, Andretti says he didn’t have a formal training program because he was too busy doing what he was doing.

Andretti’s grandson Marco, Mario says, “doesn’t drive nearly as much,” since the design features of Indy cars are fixed, leading to less development time.

“So when he is home, he works out every day, and runs 5, sometimes 8, miles,” he said.

Andretti’s endurance reputation goes back a long way—to 1963, the year before he got his first ride in a USAC Championship car. 

He won the feature event at a New Jersey track, loaded up his dirt car, towed it 110 miles west to a Pennsylvania oval and won two feature events there the same night.

Gurney, who spent at least as much time building cars as he did driving them, says playing table tennis was a favorite method of maintaining hand-eye coordination.

In general, however, he was careful not to work up to too fine an edge, because, as he put it, “I might get too aggressive.”

None of the three, it should be noted, included champagne.

This article first appeared in the May 25, 2015 issue of Autoweek.

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2015 Toyota Avalon Hybrid review notes

Toyota’s full-size sedan straddles the line between Lexus LS and Camry

DIGITAL EDITOR ANDREW STOY: The Avalon is part of a dying breed -- the full-size sedan; it's kind of a shame, because some of the best mass-market examples of this traditional body style are on sale today, including the Avalon XLE Hybrid.

Setting aside what already makes the Avalon one of my favorite full-sizers -- interior refinement, space and build quality -- this may also be the first hybrid I've driven that made me wonder why anyone would buy the straight gasoline version. This powertrain is absolutely seamless, uses barely any fuel and, when needed, can deliver gobs of electric torque for a push the V6 Avalon can only dream of. Yes, the regenerative brakes take a bit of mental recalibration, but once you've got a feel for them the car is remarkably satisfying to drive.

This generation of Avalon is blessed with one of Toyota's best interior designs ever -- it's big, bright and airy, and manages to feel as though it belongs in a more expensive car. The touch-sensitive switchgear lives on a corrugated panel that doesn't show fingerprints, and little cutouts demarcate "buttons" to help guide your finger. The effect manages to look just as elegant as Cadillac's CUE or the previous upper trim ranges of MyFord Touch, but it's more intuitive.

Big, comfortable front thrones appear built for 'Murican butts and offer tons of adjustability; limo-like legroom exists for rear passengers even with a 6-foot-plus driver, and the trunk will undoubtedly swallow some focus-group-determined quantity of golf clubs. Basically, whatever you'd expect to be able to use a full-size sedan for, the Avalon will meet your needs and then some.

It's the poor man's Lexus LS, this Avalon XLE Premium. Though, given its luxury amenities, 40-mpg capability and under-$40K price tag, the Avalon hybrid might actually be the smart man's Lexus LS too.

The cabin of the Avalon displays luxury with the leather seats and three spoke wheel. Photo by Toyota

EXECUTIVE CREATIVE DIRECTOR KEN ROSS: The Avalon is amazingly … OK. I don’t mean that in a bad way because there are lots of cars that aren’t good at anything. The exterior is what you would draw if you were asked to pen a semi-upscale midsized sedan. Everything is proportioned properly and there are a few hints of sport in the front fascia. That sharp line behind the running lights gives an impression of motion. It fades out and picks up again behind the front tire, continuing just above the door handles and ending at the point of the wrap-around taillights. On the other hand, my explanation of the line is probably more interesting than the line itself.

The interior continues to be adequate, with a hint of wood-like material along the bottom of the dashboard and a good mix of well-done leather. All of these materials look good together and make a great placeholder for the Toyota. Once again, there are no surprises or disappointments, just business as usual.

I walked away from this car thinking that the discussion in Toyota design was something like, “We can’t make it too upscale or they won’t buy Lexus; OK but we need to make it better than a Camry.”

That’s what the company did and it’s … OK. 

The Avalon Hybrid has a 2.5-liter I4 with permanent magnet AC synchronous motor. Photo by Toyota

Options: Entune premium audio with navigation and app suite includes Entune multimedia bundle including 7-inch high resolution touchscreen with split screen display, AM/FM CD player with MP3/WMA playback capability, nine speakers including amplifier, auxiliary audio jack, USB 2.0 port with iPod connectivity and control, advanced voice recognition, hands-free phone capability, phone book access and music streaming via Bluetooth wireless technology, Entune app suite, HD radio, HD predictive traffic and Doppler weather overlay, AM/FM cache radio, SiriusXM radio with three month trial and integrated backup and camera display with projected path ($935); carpeted floor mats/trunk mat ($225)

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Project Car Hell, Lord Humungus Motor Pool Edition: Thiokol 601 or GMC Mystery Box Truck?

What would the Warrior of the Wasteland, the Ayatollah of Rock-n-Rollah drive?

Inspired by the Mountain Miscreants, winners of our Mad Max: Fury Road Most Apocalyptic Vehicle Contest, the Hell Garage Demons have opted to make today's Project Car Hell episode one of wasteland survival, crossbow bolts, and hats made out of animal skulls. Yes, apocalyptic vehicles, as driven by The Lord Humungus and Immortan Joe!

We've picked out a pair that, with endless a bit of work, might be suitable for use by bands of heavily-armed scavengers feasting upon the long-expired carcass of civilization.

Top speed isn't so great, but it will go anywhere.

Multiple supercharged V8s are great for speeding across great expanses of desert in search of loot, radioactive rats to eat, and so forth, but what do you need when your crew of apocalyptic warlords runs into swampy or snow-covered land? That's right, tracks!

We couldn't find any T-34 tanks on Craigslist (and all that heavy armor means poor fuel economy, anyway), but we did find this 1965 Thiokol 601 Snowcat in Colorado (go here if the listing disappears). Imagine the terrified screams of your soon-to-be-vanquished opponents as they hear those treads approaching their food stockpile! Now, we'll be the first to admit that this fine machine needs a little bit of work to get in operating condition, because the seller (who adheres to the Craigslist tradition of Arbitrary Capitalization of Descriptive Terms) ran the engine completely out low on oil and grenaded damaged the engine. Don't worry, though, because that engine is a plain old available-in-any-junkyard Ford 240-cubic-inch straight-six.

It seats ten, has "Grab Bars Galore," and boasts a snowplow that just needs some spikes welded on for genuine Warrior of the Wasteland style.

We're a little skeptical about this truck being ex-military, but who cares?

That Thiokol would be a welcome addition to any properly apocalyptic vehicle collection, but suppose you and your War Boys want something with a bit more style, speed, and load-carrying capacity? A box truck provides plenty of exterior surface for attaching sirens, menacing symbols, and armor plate, and the roof offers real estate suitable for ring-mount antiaircraft cannons.

A true wasteland leader doesn't want any old boring Grumman bread truck, though— you need to make a statement with your box truck. Say, this 1939 GMC COE box truck, complete with fender skirts and cool-looking circular windows (go here if the link disappears). The seller doesn't offer much information about this vehicle, other than "complete but needs full restoration," so you can start shopping for appropriately crazy drivetrain parts for it right now.

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7 classic cars to watch at Bonhams' Greenwich auction

Rare European machinery set for another cozy sale in Connecticut

Auction house Bonhams is gearing up for another annual sale held concurrently with the Greenwich Concours d'Elegance held in the tiny Connecticut town which has ten times as many hedge funds as fast food joints, with the sale once again set to take place on the tiny peninsula of Roger Sherman Baldwin park. 

Last year's sales topped $8 million, with 93 out of 100 lots finding new homes. The top sale in 2014 was a stunning blue 1975 Lamborghini Countach periscopica that brought $1.21 million, though the biggest surprise of the sale was perhaps the $92,400 realized by the 1973 Volvo 1800ES shooting brake with just 13,000 miles on the clock. Perhaps the most emotional sale of 2014 was the Fitch Phoenix designed, built, owned and driven until very recently by the late John Fitch, who was a frequent visitor to the concours and to Lime Rock Park. The Phoenix brought $253,000, selling to a local car collector, with the sale drawing cheers from bidders who were glad to learn that the car would be staying in the area.

Bonhams' Greenwich sale will take place next Sunday, May 31, with a preview day scheduled for Saturday May 30.

Here are a few lots we'll be keeping an eye on that Sunday:

This Jalpa shows a claimed 500 kilometers on the odometer. Photo by Bonhams

The days of semi-affordable Lamborghini Jalpas offered for sale in the back of car magazines are quickly coming to a close as collectors take note of this oft-overlooked Lambo. Bonhams will offer this 1988 example at the upcoming sale. Powered by a 3,485 cc V8 engine fed by four 2-barrel Weber DCNF carburetors, this particular Jalpa is said to be one of the last examples built out of a total production of just 410 cars. A rarity even in the heyday of Countaches, this Jalpa shows under 500 claimed kilometers on the clock, and is estimated to bring between $70,000 and $100,000 on auction day. Sorted examples are tough to find, and the Jalpa remains a gap in many large collections.

This DeSoto Fireflite Indianapolis Pacesetter is one of about 30 remaining examples. Photo by Bonhams

A rare convertible, the DeSoto Fireflite Indianapolis Pacesetter is a car that we see at auctions -- they just don't change hands that often. This 1956 example is stated to have been in single-family ownership since new, and is powered by a Hemi V8 engine connected to a three-speed Powerflite pushbutton automatic transmission. Said to be one of just 400 Indianapolis Pacesetters built and 30 remaining, it's pegged to bring between $60,000 and $80,000. The modest estimate is partially a reflection of the limited market for this model, as the people who want one have to be in the room, on the phone, or on a yacht watching the bidding on an iPad. But this will be the right crowd for this car, even though Arizona in January would have brought it greater publicity.

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A 1975 Lamborghini Countach LP400 "Periscopica" sold for $1.21 million at the Bonhams auction held in conjunction with the Greenwich Concours d'Elegance on Sunday, June 1, setting a record for the ...

The interior of this 1963 BMC Technical Support Vehicle features an open floor plan, to use a realty term. Photo by Bonhams

This is a 1963 BMC Technical Support Vehicle, used by the company to tour around the U.K. teaching mechanics. Last seen at the 2011 Fairfield County Concours d'Elegance, this BMC bus has also been featured on "Chasing Classic Cars" with Wayne Carini. Around 20 were built and fewer remain, as you would imagine. We had an opportunity to examine this vehicle at length, no pun intended, a few years ago, and were disappointed to find it wasn't configured to hold cars in its interior -- even though the interior is largely empty and can carry at least a couple of Austin Minis. Having said that, it could be be modified to accept a car or two if the "trunk" and rear window were reconfigured to open in a clam-shall manner, which would make it infinitely more useable as a collector vehicle. Bonhams estimates this 6.1-liter Perkins diesel-engined bus to bring between $75,000 and $100,000 at auction. If you own a brace of small British roadsters, this may be the racing support vehicle for you.

This 1957 Pontiac Star Chief Safari Sport Wagon is one of just over a thousand examples made. Photo by Bonhams

Interest in classic American station wagons is showing no signs of abating, and Bonhams will offer this 1957 Pontiac Star Chief Safari Sport Wagon at next weekend's sale. This three-door V8-engined wagon is one of just 1,291 produced (which is why you probably haven't seen one at your local cruise-in) and is stated to have received a complete restoration. Bonhams expects this rare wagon to bring between $35,000 and $45,000, and the top estimate may seem like a bargain in a few years.

Car Life Scottsdale auctions blow through last year's totals

The Scottsdale, Ariz., collector-car auctions have wrapped up a busy week of sales, and as part of producing an up-to-date price guide for classic cars, Hagerty has released the final totals from all ...

This 1968 Mazda 110S Cosmo Sport Coupe is a rare rotary bird in the States. Photo by Bonhams

Japanese classics are attracting more and more interest from North American collectors every year, and Bonhams will offer this 1968 Mazda 110S Cosmo Sport Coupe next weekend. A 982-cc twin-rotor Wankel-engined coupe, the Cosmo looks like something from the Jetsons, and was never been offered in the U.S. even though some examples have found their way here. This example, painted in a very '60s color, is estimated to bring between $150,000 and $200,000 on auction day.

This 1938 Bugatti Type 57C Stelvio convertible by Gangloff is estimated to bring between $900,000 and $1.1 million on auction day. Photo by Bonhams

The top sale of the auction will likely be this 1938 Bugatti Type 57C Stelvio convertible by Gangloff, if it ends up changing hands on auction day. Powered by a supercharged inline-eight engine, this particular example wears original coachwork and remained in France during its early years. This 57C later settled in the collection of Miles Coverdale who kept it for 40 years until his passing in 2002. This car is estimated to bring between $900,000 and $1.1 million on auction day.

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On Saturday, the crowds of the Greenwich Concours Americana almost rendered the field standing-room only. On Sunday, the thousands of car fans who descended upon the small park in the seaside ...

This 911 RS 2.7 M472 Touring may bring between $550,000 and $700,000 on auction day Photo by Bonhams

Porsche 911 Carrera RS values are rocketing upward, and Bonhams will take stock of this model's current value when it offers a 911 RS 2.7 M472 Touring from 1973. Claimed to be a numbers-matching Series 1 RS Touring that was originally delivered to Brazil, of all places, this particular RS is fitted with a number of factory options like a heated rear window and a power antenna, electric sunroof and windows, air conditioning and fog lamps, all which are believed to have been fitted at the factory. Bonhams estimates this restored example to bring between $550,000 and $700,000 on auction day. Yes, it's too late to get in on these -- all that's left to do is watch them jump and touch the rim of the $1 million barrier a couple of years from now.

Visit the auction website to view the full list of lots as well as the schedule for the upcoming sale.

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2015 Ferrari California T Tested: The T Is for Turbo

From the June 2015 issue

Suntanned California has always been a place where people come to experiment with their identity. Thus, the name is perfect for Ferrari’s lowest-priced model, which has been an experiment since it first hit the streets in 2009. It was the first roadgoing Ferrari to put a V-8 in front of its driver and the first with a power-retractable hardtop, and its price and daily practicality took Ferrari on a low pass through the market. It probably should have been a Maserati, as it would have done far more to elevate that brand than it does for Ferrari, but the ball didn’t bounce that way.

Secretive Ferrari won’t say how the ­California sells, but judging by the pletho­ra of low-mileage examples parked on eBay with heavily depreciated prices, the market is perhaps lukewarm. The revamped ­California T—just 14 seconds turns this well-insulated hardtop coupe into a convertible—fixes what may have gone wrong with the old model, including a challenged power-to-weight ratio and styling that evoked a pouting teenager more than the snarling stallions of Maranello.

The T stands for turbo, of course, and in this regard the California, with its twin compressors hanging from a smaller 3.9-liter V-8 with a signature flat-plane crankshaft, is being experimental yet again. This is the first forced-induction street Ferrari since the F40, and so it is the pathfinder for the many turbocharged Ferraris to come, starting with the 488GTB, set to arrive early next year.

The new sheetmetal picks up themes from the F12berlinetta, replacing the soft roundness and elliptical headlights with Ferrari’s newer angular look. That includes more scalloping for ducts and vents, and the droopy black inset panel in back is gone and unlamented, as are the silly stacked pipes that helped heighten the car’s already-tall tush and give it a fake, forced showiness.

The new car’s sleeker form can’t hide the fact that it’s a big machine, being three full inches longer than a Chevy Corvette Stingray, as well as a bit wider, a bit taller, and way heavier at 4064 pounds. Even so, that’s 59 pounds lighter than our last California tester, and there’s 101 more horsepower and 199 more pound-feet of torque to motivate it. Hence, the 60-mph sprint plunges from 3.9 seconds to an astonishing (really, almost unbelievable) 3.3, with a full second knocked off the quarter-mile. And a 0.95-g skidpad perform­ance means there’s more grip to go with the extra kick.

Okay, so it’s finally Ferrari-fast. But a Ferrari has always been less about numbers than about being a crackling Tesla coil spitting lightning bolts. The new direct-injection V-8 barks into combustion, and it sounds every decibel the snarling, pissed-off puma that other Ferraris do. Hidden exhaust flaps somewhere under the car flutter as necessary to uncork and recork the growling on cue.

A Ferrari throttle has always given you precisely what you want, and the California T is, blessedly, no exception. Mat it to elicit the telltale wheeze of the turbos. As the boost builds to its 18.9-psi peak, the revs and power ramp up, but only with the slightest of kinks to the dyno trace. The redheaded V-8 delivers the goods with almost, if not quite, the organic smoothness of the Ferraris in Fangio’s day. It gathers speed in any gear and with haste ­proportionate to the pedal squeeze. The lag is short and glossed over, the V-8 just going when you ask it, exactly at the speed you ask of it. That bodes well for the 488GTB and turbocharged Ferraris yet to be born.

The California also stops with ferocity, but the standard carbon-ceramic brakes proved suppler at city speeds than others we’ve tried, behaving like iron brakes in all the best ways. With 47 percent of its weight on the front axle, the California T is rightly balanced and the steering reflects it, aiming the nose into corners with friction-free lubricity and a thrilling subtlety that matches the other controls.

The $5568 you must spend for Magnaride shocks on top of the California’s $202,723 base price is money well used. With it, the California feels as if it has yards of suspension travel over the bumps, yet restrains body roll and understeer when you’re hunting apexes. Here, again, everything is served in proportion to your demand, from steering angles to ride stiffness. One of the great joys in life is piloting this (or any other) Ferrari up a slithering road, top folded, the cylinders wailing an operatic octet as the red LED lights on the steering rim flicker. Voltage? This car produces it with uranium rods.

When you buy a Ferrari, you buy tradition expressed in aromatic panels of French-stitched leather, flat and rigidly firm bucket seats, and a familiar dashboard of simple circles augmented by a few conventional display screens. It’s definitely old school compared with, say, McLaren’s all-suede architectural cockpits, where the touch screens and buttons seem designed in the Infinite Loop. In the California T, a carbon-fiber arch dividing the center console, part of a $7761 carbon dress-up package, is the riskiest design flourish. The rest, from the large analog tach to the data screen next to it, is Ferrari convention.

It takes time, but eventually you appreciate the California’s practicality. Evoking its many years in the F1 coal mine, the busy steering wheel is where Ferrari puts all the old stalk controls. Using the turn signals is as simple as squeezing your palm, the wiper control reduced to a single multiaction button. The manettino knob gives you the choice of comfort, sport, and Mamma Mia mode, which switches off all the aids. A button marked “pit speed” seems a little precious in this, the Ferrari least likely to see a track. Thoughtfully, Ferrari lets you pick sport for the throttle and transmission settings but retain the softer shock setting if your roads aren’t smooth. Go forth and commute.

Unexpected conveniences: folding rear seats that reveal a tunnel into the large trunk for longer items; plenty of console clutter space; radio buttons on the backside of the steering wheel; a USB port. Typical (for an Italian car) inconveniences: the strange infotainment unit; poor radio reception; and a single 12-volt socket far from the windshield. Next year, Ferrari finally offers keyless operation, but for now you still get the vintage red-plastic-encased key that will suitably impress the valets.

Fanatics in red jackets may look down on it, and the option pricing gets silly (21 of its 28 available colors cost $12,486 extra), but the California T is more enthralling than its direct competitors, namely the Aston Martin DB9 and Bentley Continental GTC, and more passionate than the anodyne Porsche 911 Turbo S. It is your daily dose of Ferrari.

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