The year 2018 marked 10 years of Smart sales in the US, and the brand offered a limited-edition 10th anniversary edition fortwo coupe electric drive to celebrate. The edition was announced in January 2018, and shown at the 2018 North American International Auto Show. Smart exited the US market after the 2019 model year due to slow sales and the high cost of homologating the Fortwo for the US.
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Multimatic drivers Billy Johnson and Scott Maxwell also won the drivers championship. Multimatic also set up a UK motorsport base, Multimatic Motorsports Europe, to operate Ford Chip Ganassi Racing's FIA WEC LMGTE Pro effort. The operation netted its first win with a 1-2 finish in round 7 at Fuji Speedway in Japan. 2017 – Multimatic Motorsports did not contest the 2017 IMSA Continental Tire SportsCar Challenge. Instead, the company focused on homologating and constructing the new-for-2017 Mustang GT4 for use by customer teams in worldwide GT4 competition.
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The FIA WTCC Race of Argentina is a round of the World Touring Car Championship, which was held for the first time in the 2013 World Touring Car Championship season at the Autódromo Termas de Río Hondo in Termas de Río Hondo, Argentina. An Argentinean race was originally scheduled to take place in 2011 at a circuit in Buenos Aires. The planned event was later cancelled after problems homologating the track for international use. Argentina was added to the provisional 2012 schedule although no circuit was mentioned which would host the event.
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The GT3 RS is a high performance version of the GT3 with a higher engine power output, lower weight and shorter transmission ratios, as well as having upgraded body and suspension components, designed for homologating the race version of the 911 GT3. The engine was rated at at 7,900 rpm and at 6,750 rpm with a maximum engine speed of 8,500 rpm. The "RS" stands for "rennsport", the German word for "racing" (literally, "race sport"). The transmission has shorter ratios than found in the 911 GT3 for improved acceleration.
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Allan Moffat also raced an XD Falcon in the 1980 Bathurst 1000 when delays in approval of his Mazda RX-7 meant he would have to wait until the following season in 1981. Ford Australia had announced that they would not be taking part in racing due to a disagreement with CAMS over homologating the XD, which left AMR with no program and budget. By the end of the ATCC, Moffat still had no vehicle and it eventuated that he might miss the upcoming Bathurst 1000. Six weeks out from the race, Moffat put together a deal to run a yellow XD Falcon.
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The Ford-Ferrari War was ended by new rules for 1968 that eliminated the P4s and Mark IVs from eligibility for the Sports Prototype class with a 3-litre engine capacity limit. The GT40s met the production requirement and 5 litre limit for homologation in the new Group 4 class. Ferrari found the production requirement for homologating the P4 under Group 4 daunting and withdrew from competition in the sport-racer classes. Neither Ford nor Ferrari fielded a factory team for the Manufacturers' Championship that year; however, the John Wyer team running the Group 4 GT40s brought home the title for Ford and in 1969 achieved wins with the GT40 at Sebring and Le Mans.
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The RS500 was successful in Australian touring car racing with Dick Johnson Racing dominating the 1988 and 1989 Australian Touring Car Championships, with Dick Johnson and John Bowe finishing one-two in both years. Early in 1988, the Johnson team also took the step of homologating a modified Ford nine-inch axle for the Sierra, eliminating the car's drivetrain weakness and allowing the cars to be driven harder with less fear of failure. This was also seen as essential in Australia which used standing starts compared to the rolling starts used in Europe. The RS500 won the Bathurst 1000 twice; in 1988 with Tony Longhurst and Tomas Mezera and in 1989 with Johnson and Bowe.
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At next meeting at Stirling, on the 22 December, he again gave in his reasons of dissent from the paragraph in question, which were received, but nothing was done till 3 February 1743, when the Presbytery agreed to withdraw the paragraph from their Act. They, however, gave Mr Nairn to understand that, unless he withdrew his dissent, the Presbytery would hold him homologating the sentiments they repudiated, and would proceed against him according to the rules of the Church. Mr Nairn, in spite of this warning, refused to retract, and a committee was appointed to deal with him. Immediately upon this appointment being made, Mr Nairn handed in a paper, entitled "Protest, Secession, and Appeal," and withdrew.
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The end of main production, in early July 1977, also follows soon after production reaches 50 cars with build records, which appears to be the number required by the FIA for such evolutions. Further, their transfer out of the keeping of sales and marketing follows only 8 days after the TR7 Sprint Homologation pictures were apparently taken, which, presumably coincides with their inspection prior to granting the second approval of the 16-valve head. Hence, the anecdotal references to "production" of the TR7 Sprint may - as the term production is used with several other homologation specials, like the Vauxhall Chevette HSR and Porsche 924 Carrera GTS - refer to the few needed for this process of homologating such a modification.
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The Q4 also incorporated three differential gears (normal at the front, epicyclic at the centre (including a Ferguson viscous coupling) and torsen self-locking at the rear). Both the 2.5 V6 and Q4 models were also available with electronically adjustable suspension with two damper settings (automatic and sport). 155 Silverstone Edition The most notable special edition was the "Silverstone" edition released in the United Kingdom which was known as the "Formula" in Europe: this was intended as a homologation exercise to allow Alfa Romeo to compete in the British Touring Car Championship race series and consequently came with a bolt on aero kit, consisting of an adjustable rear spoiler and extendable front air splitter. The Silverstone was a lighter but no more powerful version of the 1.8 L, even though the race car it was homologating had a 2.0 L engine.
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The result of all the work was a reduction in weight from the of the standard model to for the Grand Sport. Chevrolet Grand Sport 1963 News of the Grand Sport's development reached the board of General Motors, and Duntov was ordered to close the project and destroy all the cars. The board feared that the antimonopoly department would require the company to be broken up. Duntov agreed to stop work, but handed over three cars to Texas tycoon John Mecom and hid the remaining two in a Chevrolet research garage. Before sending the cars with chassis numbers #003 and #004 to Texas, he handed them over for testing to two private racers: Chicago Chevrolet dealer Dick Doane and Grady Davis from Gulf Oil. Homologation papers were filed with the Automobile Competition Committee for the United States (ACCUS), but the sanctioning body balked at homologating a car with only 5 of the required 100 copies having been built.
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Building on the enviable legacy of the Triumph TR2,TR for Triumph, Chris Harvey, 1983, the TR3 enjoyed much success in international motorsport competition. After the events of the 1955 ‘24 Heures du Mans’ , the French government moved to prohibit sports car rallying in that country, rallies then little more than long distance road races. In response, Triumph competition manager Ken Richardson had steel hard tops bolted to 100 TR3's, homologating the new sports car as a "grand touring" coupe, the GT class still permitted to race on French public roadways. A ‘grand touring kit’ was made available to customers as an optional extra (part No. 554313).Original Triumph TR2/3/3A, Vol 1, 1998, Bill Piggott TR3s were campaigned in the RAC, Monte Carlo, Circuit of Ireland, Alpine, Liege-Rome- Liege, International Tulip, Scheveningen-Luxembourg, Tour de France, Douze Heures de Huy, Lyon-Charbonnieres, Acropolis, Chimay National, and Corsica rallies, among others, achieving numerous outright, team, and class victories including six "Coupes des Alpes" awards.
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With no local Ford product suitable following a change to international Group A touring car regulations at the end of 1984 as Ford Australia were not interested in homologating the XE Falcon for Group A racing, Johnson ventured to Germany and purchased a pair of Zakspeed constructed Ford Mustangs for the 1985 and 1986 seasons. While the Mustang years brought limited success, reliability and good-handling in the underpowered cars enabled Johnson to claim runner-up in the 1985 Australian Touring Car Championship, while his one and only victory aboard the Mustang was in the Group A support race at the 1985 Australian Grand Prix in Adelaide. The Mustang, like almost all other cars in the ATCC, was outclassed by the JPS Team BMW 635 CSi of Jim Richards who won seven of the championships ten races. The team had actually entered and qualified one of the Mustangs at Bathurst in 1984 (painted white with #71) in the new Group A category, but it was only there for a shakedown run and insurance should there a repeat of 1983 and was withdrawn after Johnson had put the XE Falcon onto fourth on the grid.
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The 1969–70 Boss 302 (Hi-Po) engine was created in 1968 for the SCCA's 1969 Trans-Am road racing series. Available in the Boss 302 Mustangs of 1969–70, it's a unique Ford small-block engine featuring a thin-wall, high nickel content block casting. It differed substantially from regular 302s, with 4-bolt mains, screw in freeze plugs, and heads using a canted valve design being developed for the planned 351 Cleveland (which debuted the following year). The construction was aided by the two engines sharing a cylinder head bolt pattern, though the Boss 302 heads had to have their coolant passages slightly modified. This optional engine, and indeed the entire vehicle package, including handling and aerodynamic aids, was made available for the express purpose of meeting the homologation guidelines to compete in the SCCA Trans-Am series, which limited engine displacement to 305 C.I.D. (5.0L) in order to compete. The Boss 429 Mustang was born in a similar way, except with the intent of homologating Ford's new "semi-HEMI" 429 C.I.D. (7.0L) engine (to race in NASCAR, instead of Trans Am). The much larger engine in the Boss 429 reflects the less restrictive engine displacement limits of NASCAR at the time. The Boss 302 Mustang was styled by Larry Shinoda, a former GM employee.
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