TO PRESENT MOTION TO HOMOLOGATE PROPOSAL UNDER THE BANKRUPTCY AND INSOLVENCY ACT (CANADA) * QUEST RARE MINERALS - PROPOSAL PROVIDES, AMONG OTHERS , REORGANIZATION OF CO'S SHARE CAPITAL, WHEREBY ALL ISSUED, OUTSTANDING SHARES TO BE CANCELLED Source text for Eikon: Further company coverage:
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As a result of their successful work on the racing version of the engine, Cosworth was awarded the contract to build the 400 copies of the engine required to homologate the Ascona 400, and later another 400 copies to homologate the Manta 400. Cosworth also consulted on the fuel injection system that replaced the carburettors on the road-going version. The detuned 16 valve engine was rated at at 5200 rpm and at 3800 rpm.
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The company's plan to homologate it for the FIA's Group 4 regulations was, however, never completed, and only a few M6GT prototypes were finished by McLaren and Trojan. Two M6GTs were later converted to road cars, one of which became Bruce McLaren's personal transport.
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Since it was a standard factory part it did not have to be homologated under T/A rules, and was not used in the 2501 "Mark Donohue" Javelins built to homologate the "duck tail" spoiler. Those received standard 360 or 390 engines, buyers choice.
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The Fiat Dino (Type 135) was a front-engine, rear-wheel-drive sports car produced by Fiat from 1966 to 1973. The Dino name refers to the Ferrari Dino V6 engine, produced by Fiat and installed on the cars to achieve the production numbers sufficient for Ferrari to homologate the engine for Formula 2 racing.
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About 100 390SEs were built. Owing to the United Kingdom 'Type Approval' rules, it was not economical for TVR to homologate the small-volume 390SE as a separate model from their more common '350i' so the customer was invoiced for the car and engine work separately. Therefore most 390SEs are officially registered as 3.5 litre cars.
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The SP stands for Sport Production and this version was made as a homologation special for the Superbike World Championship. Only 150 motorcycles, the minimum requirement to homologate the model for Superbike World Championship, were manufactured in 1999. It uses a special short-stroke version of the 60-degree V-twin engine, developed in collaboration with Cosworth.
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Only 500 were sold which was all that were needed to homologate the bike to race in the World Superbike Championship. This bike won the World Superbike Championship in 2001 with rider Troy Bayliss. Michael Rutter won the Macau Grand Prix in 2002 and 2003. A 2001 Ducati 996, in dark green, was featured in the 2003 movie The Matrix Reloaded.
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The road version was produced to homologate the race version. One requirement for participation in the FIA GT is the production of at least 25 road cars. Three GT1 race cars were entered into the FIA GT with great success. Maserati began racing the MC12 in the FIA GT toward the end of the 2004 season, winning the race held at the Zhuhai International Circuit.
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The new car made its debut at the Hockenheimring, in Germany, in October 2015. Chevrolet Division of General Motors granted exclusive authorization to construct, homologate and sell Corvette C7 GT3-R's worldwide, except North America where Cadillac Racing campaigned in GT3. For the 2018 racing season, Chevrolet expanded their exclusive authorization to include North America, as the Cadillac Racing program was terminated. The first three Z06.
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The road-legal version of the Pajero Evolution was produced between 1997 and 1999. It was based on the second generation Pajero but had many features unique to the model. Approximately 2500 units were produced in order to homologate the type for the Dakar Rally's production-based T2 class. It was equipped with a 3.5-litre 24-valve DOHC V6 6G74 engine with MIVEC and a dual plenum variable intake.
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The SS V6 was a 1992 limited production model which had all the features of the regular Commodore SS but utilized the 3.8L V6 engine in place of the 5.0L V8. It was produced to homologate a suitable model for the Group 3E Series Production Cars motor racing category, which required a small minimum run of cars to be built. The SS V6's main rival was the Ford EB2 Falcon XR6.
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In October 1950, the replaced the . The slightly lower displacement was obtained by slightly reducing the size of the bore from , while the stroke remained unchanged. This change was decided by the leaders of Renault in order to be able to use the engine in competitions where it was necessary to stay below to homologate the car in its category. This new displacement offered six power levels, from SAE, all of 4 Fiscal Hp.
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Winter: The mature Kentucky coffeetrees cut back a few years earlier, in front of the Lafontaine house are cut down, their roots pulled up. Spring: Several big-name celebrated Canadians from across the country ask for something to be done about the Lafontaine house. They suggest turning the house into a museum. June: Fish asks Mayor Gérald Tremblay to step in and at least to homologate the property around the Lafontaine House immediately.
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The original carbon-ceramic brakes have been swapped out with steel rotor varieties. The ride height was also raised, and the aerodynamics have been changed to comply with GT3 regulations. Testing for homologation began in the same year, in the Circuit Paul Ricard track. The promoter of the GT Tour racing organization and founder and team principal of the Oreca racing team, Hugues de Chaunac, agreed to homologate the car after testing.
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The launch Tornado Tre base model, also called the "biposto", was quickly followed by 150 units of the Tornado Novocento LE, to homologate a suitable base model for the Superbike World Championship. Similar to the base bisposto, it additionally featured carbon fibre bodywork and tank, light weight magnesium wheels and Ohlins suspension. In 2004, Benelli stroked the engine to create the new Benelli Tornado Tre 1130, which now developing challenged to the established Italian superbike hierarchy of Ducati.
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100 cars minimum were needed to homologate a car in FIA regulations. While there were some all-aluminium cars produced, the majority of these cars had steel bodies with aluminium doors, engine bonnet and boot lid. Also first cars were equipped with Weber 40 DCO3 carburettors, later changed to 40 DCOE2. The drag coefficient of the Sprint Speciale is 0.28, the same as a Chevrolet Corvette (C6), and was not surpassed for more than twenty years.
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The Mitsubishi Pajero Evolution is an off-road competition car based on the Mitsubishi Pajero. It was specially designed to take part in the rally raids with the main objective of winning the Dakar Rally. In addition to those produced for competition use only, a road-legal version was manufactured by Mitsubishi from 1997 to 1999 in order to homologate the Pajero Evolution for the Dakar Rally's T2 class. Approximately 2500 road-legal examples were produced.
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M3 GTR road car (scale model) M3 GTR from Need for Speed: Most Wanted In order to homologate the M3 GTR for racing, a road version was produced in 2001. BMW claimed to offer 10 cars for sale to the general public, at the very high price of . However, only 6 cars were produced, of which 3 were development prototypes. The road cars were built alongside the GTR race cars in the special vehicles department of BMW's Regensburg Plant.
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In 1995, to enter in the JGTC racing in Japan, Japan Lamborghini Owners Club (JLOC) ordered Lamborghini to develop two competition cars with one road-going car in order to homologate the cars for racing. The cars were developed with technical support of Lamborghini Engineering and were allowed to be named Jota. All three cars exist in Japan. The first car, the Jota PO.01, actually competed in JGTC series racing in 1995 and 1996 seasons.
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Proton Satria Neo CUSCO Edition. Proton made its presence felt for the very first time in Japan when renowned Japanese automotive parts manufacturer Carrosser Co., Ltd. (CUSCO) officially unveiled at the Tokyo Auto Salon, a specially-developed Satria Neo rally car that will be sold in Japan. In January 2011, Proton announced that Japanese auto parts company CUSCO would be buying standard road-going Satria Neo body shells to engineer and homologate according to FIA Group N regulation competition use.
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Porsche 997 GT3 Porsche 997 GT3 RS Porsche 997 GT3 RSR The GT3 variant debuted at the 2006 Geneva Motor Show alongside the 997 Turbo. Like previous GT3 models, it is a way for Porsche to homologate aerodynamic features for racing, as well as to offer race cars for customer teams. The 997 GT3 was priced at US$106,000. The engine has the same displacement as the Turbo, but does away with the turbochargers and uses a new variable intake system.
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Many experts think this may have been done in order to get the bodywork of the Talladega officially homologated at the beginning of the 1969 race season, as the Boss 429 was not yet in production in sufficient numbers to homologate it. All production Talladegas were actually equipped with the new 428 Cobra Jet, which, while very powerful and reliable, was intended as a street engine for Ford's muscle cars, as it developed high torque at low RPMs, rather than being a high-revving race engine.
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The owner of one 275 GTB/C Speciale (chassis 6885) estimated the curb weight as approximately . The Fédération Internationale de l'Automobile (FIA) at first refused to homologate the model for the GT class but settled on a compromise when Enzo Ferrari threatened to abandon competing in the GT class. Due to this delay, only one 275 GTB/C Speciale (chassis 6885) raced during the 1965 season. This car competed at the 1965 Targa Florio, where was driven by Bruno Deserti and Giampiero Biscaldi but failed to finish.
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In 1983 the 650SL was produced to homologate the TT1 750 racer’s 61.5 mm stroke. Instead of producing a production 750, the 650SL was born with 82 mm bore and the required 61.5 mm stroke. bodywork is virtually identical to the 600 but was painted red and yellow, had a different instrument layout and some other minor changes, but it had more torque, and that was a big improvement and was considered by many as THE pantah. The 650SL produced 63 hp at 8,500 rpm.
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Superbike racing motorcycles are derived from standard production models, so for a bike to be eligible, the manufacturer must first homologate the model and manufacture the required number of roadgoing machines. While rules vary from series to series, in general the motorcycles must maintain the same profile as their roadgoing counterparts, with the same overall appearance as seen from the front, rear and sides. In addition, the frame cannot be modified. Teams may modify some elements of the bike, including the suspensions, brakes, swingarm, and the diameter and size of the wheels.
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Homologation (Greek homologeo, ὁμολογέω, "to agree") is the granting of approval by an official authority. This may be a court of law, a government department, or an academic or professional body, any of which would normally work from a set of strict rules or standards to determine whether such approval should be given. The word may be considered very roughly synonymous with accreditation, and in fact in French and Spanish may be used with regard to academic degrees (see apostille). Certification is another possible synonym, while to homologate is the infinitive verb form.
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Both the L and H models were produced in a very limited "Sport Production" series, allowing Kawasaki to homologate a higher specification to make them more competitive in the Formula 3 race series, and were only available in Japan. The H1 Sport Production model was known as ZX400J1, and the H2 equivalent was ZX400J2.The L model dropped the "Sport Production" decals and instead had "400R" on the number board, and was simply known as ZX400M.These models are identified through the VIN, which begins with the digit 3.
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Four of the newly updated cars competed in the Alpine rally of July 1965, and Vic Elford's car led outright, all the way. Well, until less than an hour from finishing, when a piece of the distributor fell out and delayed the car 26 minutes. All four cars retired from that year's RAC rally, which was severely snow-affected. The first works victory came in December 1965, when Roger Clark and Graham Robson won the Welsh International. In 1966, Ford managed to homologate the car for Group 1, which requires 5000 cars to be built.
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Starting in 1969, to aid sales and continue the winning formula of the Mustang, a variety of new performance and decorative options became available, including functional (and non-functional) air scoops, cable and pin hood tie downs, and both wing and chin spoilers. Additionally, a variety of performance packages were introduced that included the Mach 1, the Boss 302, and Boss 429. The two Boss models were to homologate the engines for racing. The 1969 Mustang was the last year for the GT option (although it did return on the 3rd Generation Mustang for the 1982 Model Year).
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The 1977 Hardie-Ferodo 1000 winning Ford XC Falcon GS500 Hardtop of Allan Moffat and Jacky Ickx on display at the National Motor Racing Museum The GS 500 Hardtop formed the basis for the Ford Falcon Cobra and a customer racing program, with a special "Evolution" (and later Evo II) package to homologate parts. At the 1977 Hardie-Ferodo 1000, Allan Moffat and Colin Bond drove Group C specification Hardtops to a "1, 2" formation finish. Moffat later went on to win the 1977 Australian Touring Car Championship driving both an XB Falcon GT Hardtop and XC Falcon GS 500 Hardtop.
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Peugeot 205 Turbo 16 road car version Peugeot 205 Turbo 16 Evo 2 To homologate the 205 T16 ("Turbo 16" in France) Group B rally car, Peugeot had to produce 200 road-going examples. According to the Group B regulations, these had to be based on a current production road car. Peugeot decided to base the Group B rally car on the two door version of the 205. The engine was based on the cast iron block of the diesel version of the then new XU engine family, albeit with a specially developed 16-valve head.
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1965 250 LM The mid-engined 250 Le Mans looked very much the prototype racer but was intended for production as a road-going GT. Descended from the 250 P, the Le Mans also appeared in 1963 and sported Pininfarina bodywork. Ferrari was unable to persuade the FIA that he would build the 100 examples required to homologate the car for GT racing. Eventually, 32 LMs were built up to 1965. As a result, Ferrari withdrew from factory participation in the GT class of the 1965 World Sportscar Championship, allowing the Shelby Cobra team to dominate.
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The event was marked by the absence of Scuderia Ferrari: FIA refused to homologate the brand new 250 LM as a GT-class racer, and Ferrari boycotted the race in protest. The Ferraris that took part in the race were all driven by privateers. The prototype-class Porsche 718 RS Spyder driven by Jo Bonnier and Graham Hill took the lead, but had to retire during the second lap. Then the leading Porsche 904/8 of Edgar Barth and Umberto Maglioli suffered some time-wasting issue and was overtaken by the Ferrari 250 GTO '64 of Carlo Facetti and Jean Guichet, which had to retire during lap 6 for gearbox issues.
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A total of 2,501 were built to homologate the Donohue- designed rear ducktail spoiler and were emblazoned with his signature on the right hand side. Designed for Trans Am racing, the rules required factory production of 2,500 spoiler equipped cars. The original plan was to have all Donohue Javelins built in SST trim with the special spoiler, as well as the "Go Package" with Ram Air hood, a choice of a four-speed or automatic transmission on the floor, and a engine with thicker webbing that allowed it to have four-bolt mains. In the end, the cars were simply fitted with the standard 360 or 390 engines.
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In 1997, both the Mercedes-Benz CLK GTR and the Porsche 911 GT1 were dominant cars in their class that exploited loopholes in the rules in place at the time. Each car was a custom built super car of which only a small handful of production cars were built to homologate it. TTE realized that they would actually only need to build a single production car in order to meet homologation regulations, thus allowing TTE to have a car that would never truly be sold to a customer, meaning that any driver luxuries could be left out. Second, Toyota learned about a loophole which Mercedes-Benz had exploited.
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Ferrari 250 LM (chassis 5893), the last Ferrari to win the 24 Hours of Le Mans, on display at Amelia Island in 2013 At the November 1963 Paris Auto Show, Ferrari introduced the 250 LM (Le Mans). It was developed as a coupé version of the 250 P and was ostensibly a new production car intended to meet FIA homologation requirements for the Group 3 GT class. The intention was for the 250 LM to replace the 250 GTO as Ferrari's premier GT-class racer. However, in April 1964 the FIA refused to homologate the model, as Ferrari had built considerably fewer than the required 100 units.
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In 1978, laminated windscreens became a standard fitment and in 1980, to comply with UK legislation, twin rear fog lamps were also standard. As with many other British Leyland cars of the period, a number of "special tuning" options were available for the Dolomite Sprint, offering dealer fitted upgrades to the car that included larger carburettors, freer flowing exhaust systems, and competition camshafts. These upgrades were designed by the factory race team and offered in order to homologate the tuning parts for competition purposes. In 1977, a number (probably 62) of Triumph TR7s with the same Sprint engine were manufactured as pre-production cars at Speke, Liverpool.
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A functional "shaker" hood scoop - which visibly vibrated by being attached directly to the air cleaner through a hole in the hood - was available, as were tail-mounted wing and chin spoilers and rear window louvered blackout shade. The Mach 1 featured a deluxe interior with simulated wood trim, high backed seats, extra sound deadening, remote sports mirrors, and other features. The Mach 1 proved popular with buyers as 72,458 cars were sold through 1969. The Boss 302 was created to meet Trans Am rules and featured distinctive hockey-stick stripes, while the understated Boss 429 was created to homologate the Boss 429 engine (based on the new Ford 385 series engine) for NASCAR use.
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In order to homologate their WRC car, Peugeot needed to sell road going versions of the 206 that were at least 4.0 metres long (the minimum length stipulated by the FIA for WRC cars). The WRC car was homologated with the 206 Grand Tourisme, similar to the standard 206 but with front and rear body extensions to bring the car from the standard road car's 3.83 meters to the rally car's 4 metre length. 4000 cars in total were produced, each with a unique number on a plaque on the door pillar both sides. 600 right-hand drive cars were produced for the UK. The mechanicals fitted to the Grand Tourisme were what was fitted to the upcoming 206 GTI, not yet released.
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Triple Eight finished 8th in the teams' and manufacturers' (as Vauxhall) championships. 1998 would be a much more competitive season, Triple Eight changed the aerodynamic package and the Vauxhall Vectra became a much more competitive car, after the FIA Touring Car Bureau agreed that Vauxhall could homologate a differing aerodynamic package to Opel's. Triple Eight's first BTCC win came at round 5 at Donington Park after John Cleland achieved a great start and never lost the lead. This would also be John Cleland's first victory since his championship year in 1995, and Vauxhall's first since James Thompson at Snetterton 1996. John Cleland would win again at Donington Park at round 12 in one of the best BTCC races ever witnessed.
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From 1964 to 1966, Ferrari developed competition versions of the 275 GTB for use in Grand Touring-class sports car racing. Initial development of a 275 GTB-based racing car was motivated by a specific set of circumstances around Ferrari's racing activities during 1964. The 1962–1963 250 GTO was extremely successful in GT-class racing but was nearing obsolescence in 1964. The 250 GTO's planned successor, the 250 LM, was introduced to the public in November 1963, but the Fédération Internationale de l'Automobile (FIA) refused to homologate it for GT-class racing. In response, Ferrari decided to prepare for the 1964 season by developing in parallel both an updated 250 GTO (called the series II or GTO64) and a competition version of the 275 GTB.
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Many experts think this may have been done in order to get the bodywork of the Mercury Cyclone Spoiler II officially homologated at the beginning of the 1969 race season, as the Boss 429 was not yet in production in sufficient numbers to homologate it. A prototype of the Cyclone Spoiler II had exposed headlights where the front nose resembled the one based on the Datsun 240Z. The Mercury Cyclone Spoiler II was very successful on the racing circuit: winning 8 Grand National races during the 1969 and 1970 NASCAR seasons - matching the total number of wins recorded by the 1970 Plymouth Superbird. One important footnote: 1969 was Ford's last year of factory involvement, and/or support, in racing of any kind for several years.
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It existed to homologate a number of changes related to performance, aerodynamics, weight-saving and reliability for Group A racing. Those rules required a production run of 500 units, under the "Evolution" special regulations, but an additional 60 were produced and held by Nissan to turn into race cars, rising the production total to 560 units. Aerodynamic changes include: two additional ducts in the front bumper and removal of the protective honeycomb mesh to improve airflow to the intercooler, a bonnet lip spoiler to direct more air into the engine bay, deeper rear spats, and an additional boot lip spoiler to provide more downforce. The Nismo specification deletes ABS, which is not legal in Group A, and the rear wiper to save weight.
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Amilcare Ballestrieri won the 1972 Rallye Sanremo in a Lancia-Marlboro Fulvia Coupé HF 1.6 It was with the Fulvia that Lancia went officially back into racing after its withdrawal from Formula 1 in 1955; this time the effort was focused on rallying. In 1965 the company absorbed the HF Squadra Corse, a privateer racing team founded by Lancia enthusiasts which previously received some factory support, which became the works team under the direction of Cesare Fiorio. The same year the Fulvia Coupé made its racing debut at the Tour de Corse, placing 8th overall. Starting with the lightened and more powerful 1965 Rallye HF, special HF version were put on sale to the general public to homologate improvements for the rally cars.
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In 1985, David Jolliffe, Lamborghini's official British importer, attempted to run the Lamborghini Countach LP5000S in Group B sports car racing, but was prohibited as the car's production run was insufficient to homologate the car. After the failure of this effort, he instead acquired a 5.7-litre V12 engine based on that used in the Countach QV and commissioned Luigi Marmiroli to develop the engine for Group C racing. Using lessons learned from Lamborghini's successful marine engines, the Lamborghini factory were able to extract between 650 and 700 horsepower from the engine, which was then coupled to a Hewland VG-C transmission. Jolliffe commissioned Spice Engineering to build and design the chassis, which then had the modified Countach engine fitted.
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Non-religious people vastly support laicism and argue that no church should receive state funding. Neo-Pentecostals on the other hand fiercely oppose laicism as the homologate secular state with state atheism and consider that the current status of confessional state also protects the Evangelical Churches. Historical protestants on the other hand tend to understand better the difference between laicism and atheism and some support the secular state, however a large number of this non-Neo-Pentecostal Protestants argue that all churches should receive state funding and that Costa Rica's official religion should be Christianity and not Catholicism in particular. Finally religious minorities like Muslims, Baháʼís, Zen, Tibetan and Nichiren Buddhists, Taoists, New Agers and Hindus vastly support the secular state and laicism, and consider that no religion should receive state funding.
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In reality, no deception was required, as the production of the 250 GTO was covered by the homologation of the earlier 250 GT Berlinetta SWB model. These homologation papers were issued in 1960, but extensions were applied for and accepted multiple times between 1961 to 1964, allowing Ferrari to add modifications not covered under the original specification, including changes to the engine, transmission, and suspension. Additionally, since more than 100 bodies had been built according to the earlier 250 GT SWB specification, FIA regulations allowed a new body to be designed, leading to the development of the new 250 GTO body style. This method of homologation was not unique to Ferrari, as similar methods were used to homologate the Aston Martin DB4 GT Zagato and the Jaguar E-Type Lightweight.
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The Mustang became Ford's main challenger in the early years of Group A touring car racing in Europe and Australia. The Mustang, using the 4.9 L V8 engine, only saw a limited life as a contender in the various European championships, being replaced by 1985 by the turbocharged Ford Sierra XR4Ti. Australian Dick Johnson purchased two Mustangs built by the German Zakspeed team in mid-1984 for use through 1985 and 1986 Australian Touring Car seasons as Ford Australia did not homologate either the Australian built Ford XE Falcon or its replacement, the XF Falcon, for racing. Johnson had a race win in the Group A support race for the 1985 Australian Grand Prix, as well as several placings in the 1985 and 1986 Australian Touring Car Championships.
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Enthusiasts soon found the final gearing too tall, and the intake and exhaust restrictive. If you changed those, you had a fast bike. In 1981 Ducati Bipantah engine was derived by Pantah 500SL: it remained at prototype stage. In 1981 the silver 600SL became available with fairing and hydraulic clutch activation. It had an 80 mm bore and the 58 mm stroke giving 583 cc (TT2 racer used 81 mm) By 1984 the last of the 600SL bikes had MHR paint. In 1982 the 600TL was released, and the styling was promptly panned. They lasted till 1983. In 1983 the 650SL came about because of the need to homologate the TT1 750 racer's 61.5 mm stroke. Instead of producing a production 750, the 650SL was born with 82 mm bore and the 61.5 mm stroke.
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The Dino road cars came to be because of Enzo Ferrari's need to homologate a V6 engine for Formula 2 racing cars. In 1965 the Commission Sportive Internationale de la FIA had drawn up new rules, to be enacted for the 1967 season. F2 engines were required to have no more than six cylinders, and to be derived from a production engine, from a road car homologated in the GT class and produced in at least 500 examples within 12 months. Since a small manufacturer like Ferrari was in the mid 60s did not possess the production capacity to reach such quotas, an agreement was signed with Fiat and made public on 1 March 1965: Fiat would produce the 500 engines needed for the homologation, to be installed in a GT car which remained to be specified.
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The 450SLC 5.0 was produced in order to homologate the SLC for the 1978 World Rally Championship. Starting in 1980, the 350, 450 and 450 SLC 5.0 models (like the 350 and 450 SL) were discontinued in 1980 with the introduction of the 380 and 500 SLC in March 1980. At the same time, the cars received a very mild makeover; the 3-speed automatic was replaced by a four-speed unit, returning to where the R107 started in 1971 with the optional 4 speed automatic 350SL (3.5lt). The 280, 380 and 500 SLC were discontinued in 1981 with the introduction of the W126 series 380 and 500 SEC coupes. A total of 62,888 SLCs had been manufactured over a ten-year period of which just 1,636 were the 450 SLC-5.0 and 1,133 were the 500 SLC.
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In April 1988 after working with Melbourne-based Harrop Engineering (run by former racer / engineer Ron Harrop), DJR successfully homologated a modified version of the Ford 9-inch differential for the RS500 Sierra. Although the Sierra was a European car, the near bullet proof differential was seen as vital to Sierra runners in Australia due to the standing starts used in Australian racing rather than the rolling starts used overseas. Later in 1988, Ford also released their own official, lighter version of the 9-inch diff, but the DJR unit would prove to be popular due to its lower cost. During 1988 Johnson also managed to homologate the Australian designed and built Hollinger gearbox for the cars which proved more reliable than the German built Getrag gearboxes that were common in most Group A cars at the time.
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It may also be noted that production of the TR7 Sprints began almost immediately after the homologation of the 5-speed TR7 for group 3 (in January 1977), when the specification of the 16-valve cars needed to re-homologate the head would have become clear, and that production basically stopped soon after 50 cars had been produced around the end of June 1977 (only 3 cars produced after that, probably all for specific purposes). It may also be noted that in mid November 1977 (9th to 23rd), just after the homologation pictures had been taken, the 30 SJW cars, supposed to have gone to the press garage, were transferred out of the keeping Sales and Marketing Longbridge, into that of the Power Train Division, which is identified in the process of the disposal of similar cars.
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The Scottish Privy Council attempted to end the dissent in the form of the First Indulgence of 1669, followed by a Second in 1672. These allowed ministers to return to their churches on condition that they remained silent on the issues dividing the Kirk. The English writer Daniel Defoe, who studied the period, listed the reasons why the more intransigent clergy refused to countenance the offer: # They would not accept of our Indulgence for worshipping God by the licence of the bishops; because they said they had abjured Prelacy in the Covenant, and had declared the bishops to be anti-scriptural and anti-Christian; and to take licence from them was to homologate their authority as legal, which they detested and abhorred. # They would not take the Oath of Supremacy because they could not in conscience allow any king or head of the Church but Jesus Christ.
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The applicants, whose children totalled more than 800, asserted that the law of the Dutch-speaking regions where they lived did not include adequate provisions for French-language education. They also complained that the Belgian state withheld grants from institutions in these regions that did not comply with the linguistic provisions set out in the legislation for schools and refused to homologate certificates issued by these institutions. Further, the state did not allow the applicants’ children to attend French classes in certain places, forcing applicants to enrol their children in local schools, contrary to their aspirations, or send them further afield, which entailed risks and hardships. The Government argued that the right to education in one's own language was not included in the Convention and the Protocol, and that the applicants did not belong to a national minority within the meaning of Article 14.
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Chinetti founded the privateer North American Racing Team (N.A.R.T.) with financial support from George Arents and Jan de Vroom. Chinetti's reputation and existing relationship with Ferrari guaranteed a supply of former works cars and support for many years. The team ran very successful endurance racing programs both at Sebring and Le Mans right into the 1970s. Ferrari's F1 158s raced in N.A.R.T. blue and white for two races at the end of the 1964 season. When the FIA refused to homologate the Ferrari 250 LM for international sports car racing, Enzo Ferrari returned his competition license and vowed to never race in Ferrari Red again. With the championship on the line, Ferrari's cars appeared in N.A.R.T. colors for the 1964 United States Grand Prix at Watkins Glen, and again at the 1964 Mexican Grand Prix. By the start of the 1965 season the dispute was resolved, and the cars were painted red once again.
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In 2016, the 900 was superseded by two 270° 1200cc water-cooled similarly-styled café racers, the Triumph Thruxton and Triumph Thruxton R. The standard 1200 Thruxton has conventional cartridge forks and fixed discs, while the "R" has upgraded Öhlins rear suspension with Showa USD "big piston" forks and Brembo front radial calipers with floating discs.Triumph Bonneville procure - April 2016 Both 1200 Thruxtons have traction control, ABS, and ride by wire throttles featuring three modes, sport, road, and rain. Being of similar weight to the 900 but with 42% more power, the 1200 has a much improved power-to-weight ratio; but at over 200kg (dry), neither bike should be considered a lightweight. Both Thruxton 900 & 1200 models are produced at John Bloor's Chonburi plant, but the original Thruxton was a special based on the Triumph Bonneville from the factory at Meriden Works, where, from May 1965, Triumph produced 52 tuned Thruxton Bonnies to homologate the type for production racing.
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To homologate the car for Group 2 Touring Car racing, 1000 were required to be built in 1963, and the car was duly homologated in September 1963. In the same month, in the car's first outing, in the Oulton Park Gold Cup, the car finished 3rd and 4th behind two Ford Galaxies, but beat the 3.8-litre Jaguars which had been dominant in saloon car racing for so long. Soon Ford were running cars in Britain, Europe, and the USA, with Team Lotus running cars in Britain for Ford, and Alan Mann Racing running cars in Europe, also on behalf of Ford. The Cortina Lotus was able to beat almost anything except the 7-litre V8 Ford Galaxies, and later, Ford Mustangs. In 1964, a Cortina Lotus leading around a bend with its inside front wheel in fresh air became a familiar sight, as the cars were set up with soft rear suspension and a hard front end.
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However, the event was cancelled because the local promoter and organisers, who are responsible to the project of track construction, have failed to meet the requisite completion deadlines and the track is not yet able to homologate by the FIA before 6–8 February 2009. The track was used for some local racing events during the early-2010s, but has since fallen out of use and defunct as of 2012. The pits and the track sign remained to this day, and most portions of the track currently accommodates the parking lot for Pelita Harapan University. As of 2016, the track's layout remained intact, but most of the track's features had been removed, including the pit lane border and starting lights; the pit lane itself is now demolished and other parts of the track has undergone several modifications to accommodate an additional parking area for MaxxBox Mall, another shopping mall across Supermal Karawaci.
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Honda VF1000RF, 1984 In March 1984, Honda introduced the VF1000R in Europe. Its styling was a celebration of the V4's racing heritage and the VF1000R was a showcase for the technology Honda had developed on the track with the FWS1000 race bike which was designed for competition in the Daytona 200 and AMA F1 class. The original concept Honda had in designing the VF1000R was that it would showcase and, more importantly, homologate all of the innovative and groundbreaking technology that had been used in the F1 class, for use in the production based classes of the time. This was not to be the case, though, as the finished bike weighed in at nearly 600 pounds with half a tank of fuel, roughly 85 pounds heavier than the VF1000F model, and for this reason was rarely used in competition, and struggled to be competitive when it was used. Many modifications were made to the VF1000F in its transformation into the "R" version including major engine reworking, major front suspension revision, bodywork revision, and rider ergonomics.
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At the final round of the year at Zhuhai, the FIA finally agreed to homologate the MC12s and allow them to score points towards the championship. With this, the MC12 again took victory, allowing it to score enough points to finish 7th in the teams championship. The Scuderia Playteam car entered in the FIA GT Championship In 2005 Maserati won the FIA GT Manufacturers Cup with 239 points: almost double the score of next competitor (Ferrari with 125 points). The two teams that entered MC12s into the FIA GT, Vitaphone Racing and JMB Racing, finished first and second respectively in the Team Cup, with Vitaphone winning by a considerable margin. Four of the MC12 drivers were in the running to win the FIA GT Drivers' Title at the Bahrain International Circuit at the start of the final race of 2005: Karl Wendlinger and Andrea Bertolini each on 71 points and Timo Scheider and Michael Bartels on 70. Gabriele Gardel of Ferrari was also on 70 points, however, and in the crucial race he placed ahead of all of the Maseratis, driving an older Ferrari 550 Maranello.
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Mazda had turned the tables on BMW, who had beaten Mazda's Familia Rotary to the podium eleven years earlier at the same event. TWR's prepared RX-7s also won the British Touring Car Championship in 1980 and 1981, driven by Win Percy. A Mazda RX-7 Group B rally car which competed in the 1979 alt= Canadian born Australian touring car driver Allan Moffat was instrumental in bringing Mazda into the Australian touring car scene which ran to Group C regulations unique to Australia. Over a four-year span beginning in 1981, Moffat took the Mazda RX-7 to victory in the 1983 Australian Touring Car Championship, as well as a trio of Bathurst 1000 podiums, in 1981 (3rd with Derek Bell), 1983 (second with Yoshimi Katayama) and 1984 (third with former motorcycle champion Gregg Hansford). Privateer racer Peter McLeod drove his RX-7 to win the 1983 Australian Endurance Championship, while Moffat won the Endurance title in 1982 and 1984. Australia's adoption of international Group A regulations, combined with Mazda's reluctance to homologate a Group A RX-7 (meaning that a base number of 5,000 had to be built, plus another 500 "evolution" models), ended Mazda's active participation in Australian touring car racing at the end of the 1984 season.
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