1960年代を象徴する魅力的な自動車広告の数々

米自動車雑誌『Car and Driver』が、1960年代の自動車広告の特集をウェブサイトで公開している。
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米自動車雑誌『Car and Driver』は、どうやら最近アーカイブの鍵を再発見し、それを有効に使っているようだ。先月公開した豪華な1950年代の自動車広告の特集に続き、現在は1960年3月から1969年12月までのクルマをカバーした特集をウェブサイトで公開している。この特集は、60年代を象徴するクルマが多数登場する魅力的なコレクションとなっている。

アメリカのレース界では伝説的な存在として知られるキャロル・シェルビー氏のファンで、特に彼の手掛けた「マスタング」が好きであるなら、きっと気に入るに違いない2つの広告がある。1つは、1965年7月の「GT350」の広告。 こちらは大量の文字に写真が1枚となっており、米ドラマ『マッドメン』に登場するドン・ドレイパーたちのような広告チームが間に合わせで仕上げた作品を採用したのかもしれない。しかし、1965年12月の広告ではコピーライター・チームも問題解決に至ったようで、大胆な太字で堂々と「Shelby GT350 is 'Son of Cobra'(シェルビーGT350はコブラの息子だ)」と謳っている。また、シェルビー・アメリカンは魅力的なグッズも販売している

ヨーロッパのクルマがお好みなら、レースカーとファミリーカーの両方の魅力をアピールしたユーモア溢れるアルファロメオ「ジュリア スーパー」の広告に目が行くかもしれない。トヨタもまた、数々の記録を打ち立てた「2000GT」について誇らしげに語っている。これらの宣伝文の中でも最高なのは、BMWによる次のようなフレーズだろう。「BMWに何があるのかって? 市販車の中で最先端をいく100mph(約161km/h)で巡航できる高性能エンジンだ」 。そして、フォルクスワーゲンによる有名な「ビートル」の広告「Lemon(不良品)」も当然このコレクションに含まれている。

これら1つひとつの広告はそれぞれに魅力があるのは間違いないが、全体として見ると60年代という自動車の素晴らしい時代について物語っているように思える。今回もまた、ページの最後まで是非じっくりとご覧いただきたい

翻訳:日本映像翻訳アカデミー

(2015年9月24日「Autoblog日本版」より転載)

1970年代のスーパーカー
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ランボルギーニ・カウンタック(02 of207)
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ランボルギーニ・カウンタック(03 of207)
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ランボルギーニ・カウンタック(04 of207)
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ランボルギーニ・カウンタック(05 of207)
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ランボルギーニ・カウンタック(06 of207)
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ランボルギーニ・カウンタック(07 of207)
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ランボルギーニ・カウンタック(08 of207)
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ランボルギーニ・ミウラ(09 of207)
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Monaco Motor Legend 2011 (credit:jfhweb/Flickr)
ランボルギーニ・ミウラ(10 of207)
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ランボルギーニ・ミウラ(11 of207)
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V12-Motor mit 4 Liter Hubraum, 370 PS, 285 km/h, Baujahr 1969 (credit:pilot_micha/Flickr)
ランボルギーニ・ミウラ(12 of207)
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Photo by Him Clark (credit:Jack Snell - USA/Flickr)
ランボルギーニ・ミウラ(13 of207)
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www.246g.com/ (credit:246-You/Flickr)
ランボルギーニ・ミウラ(14 of207)
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ランボルギーニ・ミウラ(15 of207)
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ランボルギーニ・ミウラ(16 of207)
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ランボルギーニ・ウラッコ(17 of207)
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ランボルギーニ・ウラッコ(18 of207)
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Lamborghini Urraco (1976) (credit:Biscuit in Pursuit/Flickr)
ランボルギーニ・ウラッコ(19 of207)
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ランボルギーニ・ウラッコ(20 of207)
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ランボルギーニ・ウラッコ(21 of207)
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ランボルギーニ・ウラッコ(22 of207)
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www.grand-est-supercars.com (credit:Alexandre Prévot/Flickr)
ランボルギーニ・ウラッコ(23 of207)
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15-YB-65\nClassic Park Boxtel\nwww.classicpark.nl/nederlands/collectie/voorraad/lamborgh... (credit:NielsdeWit/Flickr)
ランボルギーニ・ハラマ(24 of207)
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Lamborghini Jarama is a sports coupé which was built by Lamborghini between 1970 and 1976. It was designed by Bertone designer Marcello Gandini. Feruccio Lamborghini was concerned the car would be thought to be named after the Jarama racing circuit near Madrid, while he meant the car to be named for the Jarama bullfighting region in Spain. In this way it carries a special double meaning.\n\nIn 1970, Lamborghini had to redesign the Islero to meet new United States safety and emissions regulations. So instead of just redesigning the Islero Lamborghini made the Jarama, a mark 2 Islero. Lamborghini made the Jarama with a shorter chassis to meet U.S. standards. The Jarama\'s chassis was shortened only by 10.7 inches. The Jarama was now built on a shortened version of the same platform as the Espada. Even though the Jarama was heavier than the Islero, it had the same top speed. Two different models were made, the original GT (1970â1973) model having 350 bhp (260 kW) V12, and the GTS (also known as Jarama S) (1973â1976) with its output upped to 365 bhp (272 kW). Also, with the GTS there were a few minor body modifications and power assisted steering, removable roof panels, and an automatic transmission became available as options. A total of 328 Jaramas were built.\n\n(Wikipedia)\n\n- - -\n\nDer Lamborghini Jarama war der Nachfolger des Lamborghini Islero und somit das dritte Modell eines GT-2+2-Sportwagens von Lamborghini, dessen Geschichte mit dem 350 GT begann.\n\nDer Jarama benutzt das verkürzte Chassis des Espada, ist aber trotzdem schwerer geraten. Der kurze Radstand machte den Jarama sehr wendig, die Fahreigenschaften waren für damalige Verhältnisse überragend und sind auch heute noch überdurchschnittlich: Höchstgeschwindigkeit 250 km/h, von 0 auf 100 km/h in 6,9 Sekunden. Der Jarama bot zwei Personen viel Platz in einem luxuriösen Innenraum und einen groÃen Kofferraum für viel Gepäck. Das Fahrzeug war ein Handschalter, doch wurde ebenso ein einziges Automatikfahrzeug gefertigt.\n\nDer Jarama war der letzte Lamborghini mit Frontmotor und galt als Lieblingswagen Ferruccio Lamborghinis.\n\nNach nur 177 gebauten Exemplaren wurde das Modell 1972 in einigen Details verändert und als Jarama S weitergebaut. Die Unterschiede waren im Wesentlichen Verbesserungen der Mängel des ersten Modells: eine Servolenkung für mehr Komfort, Lufteintritte und -auslässe im Motorraum für eine bessere Kühlung, ein anderes Armaturenbrett ersetzte die designbetonte und zu Verwechslungen führende sogenannte "Klaviertastatur", eine andere Auspuffanlage erhöhte die Motorleistung um 15 PS. AuÃerdem erhielt das Fahrzeug neue Felgen ohne Zentralverschluss. Nach 155 Exemplaren wurde die Produktion 1976 eingestellt.\n\n(Wikipedia) (credit:Georg Sander/Flickr)
ランボルギーニ・ハラマ(25 of207)
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ランボルギーニ・ハラマ(26 of207)
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Châssis n°10266\nMoteur : V12 3929 cm3 350 ch\nAlésage x course : 82 x 62 mm\nBoîte : manuelle 5 rapports\nFreins : disques ventilés\nAlimentation : 6 carburateurs Weber\nProduction : 177 exemplaires\nAnnées de production : de 1970 à 1973\nTrain avant : roues indépendantes:\nTrain arrière : roues indépendantes\nVitesse maxi : 240 km/h environ\nPoids : 1625 kg\nEmpattement : 2.38 m\nDimensions (L x l x h) : 4.48 x 1.82 x 1.19 m (credit:tautaudu02/Flickr)
ランボルギーニ・ハラマ(27 of207)
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Châssis n°10266\nMoteur : V12 3929 cm3 350 ch\nAlésage x course : 82 x 62 mm\nBoîte : manuelle 5 rapports\nFreins : disques ventilés\nAlimentation : 6 carburateurs Weber\nProduction : 177 exemplaires\nAnnées de production : de 1970 à 1973\nTrain avant : roues indépendantes:\nTrain arrière : roues indépendantes\nVitesse maxi : 240 km/h environ\nPoids : 1625 kg\nEmpattement : 2.38 m\nDimensions (L x l x h) : 4.48 x 1.82 x 1.19 m (credit:tautaudu02/Flickr)
ランボルギーニ・ハラマ(28 of207)
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2013 Auto Moto D\'Italia - Rosmalen (credit:André Ritzinger/Flickr)
ランボルギーニ・ハラマ(29 of207)
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ランボルギーニ・ハラマ(30 of207)
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Lamborghini Jarama is a sports coupé which was built by Lamborghini between 1970 and 1976. It was designed by Bertone designer Marcello Gandini. Feruccio Lamborghini was concerned the car would be thought to be named after the Jarama racing circuit near Madrid, while he meant the car to be named for the Jarama bullfighting region in Spain. In this way it carries a special double meaning.\n\nIn 1970, Lamborghini had to redesign the Islero to meet new United States safety and emissions regulations. So instead of just redesigning the Islero Lamborghini made the Jarama, a mark 2 Islero. Lamborghini made the Jarama with a shorter chassis to meet U.S. standards. The Jarama\'s chassis was shortened only by 10.7 inches. The Jarama was now built on a shortened version of the same platform as the Espada. Even though the Jarama was heavier than the Islero, it had the same top speed. Two different models were made, the original GT (1970â1973) model having 350 bhp (260 kW) V12, and the GTS (also known as Jarama S) (1973â1976) with its output upped to 365 bhp (272 kW). Also, with the GTS there were a few minor body modifications and power assisted steering, removable roof panels, and an automatic transmission became available as options. A total of 328 Jaramas were built.\n\n(Wikipedia)\n\n- - -\n\nDer Lamborghini Jarama war der Nachfolger des Lamborghini Islero und somit das dritte Modell eines GT-2+2-Sportwagens von Lamborghini, dessen Geschichte mit dem 350 GT begann.\n\nDer Jarama benutzt das verkürzte Chassis des Espada, ist aber trotzdem schwerer geraten. Der kurze Radstand machte den Jarama sehr wendig, die Fahreigenschaften waren für damalige Verhältnisse überragend und sind auch heute noch überdurchschnittlich: Höchstgeschwindigkeit 250 km/h, von 0 auf 100 km/h in 6,9 Sekunden. Der Jarama bot zwei Personen viel Platz in einem luxuriösen Innenraum und einen groÃen Kofferraum für viel Gepäck. Das Fahrzeug war ein Handschalter, doch wurde ebenso ein einziges Automatikfahrzeug gefertigt.\n\nDer Jarama war der letzte Lamborghini mit Frontmotor und galt als Lieblingswagen Ferruccio Lamborghinis.\n\nNach nur 177 gebauten Exemplaren wurde das Modell 1972 in einigen Details verändert und als Jarama S weitergebaut. Die Unterschiede waren im Wesentlichen Verbesserungen der Mängel des ersten Modells: eine Servolenkung für mehr Komfort, Lufteintritte und -auslässe im Motorraum für eine bessere Kühlung, ein anderes Armaturenbrett ersetzte die designbetonte und zu Verwechslungen führende sogenannte "Klaviertastatur", eine andere Auspuffanlage erhöhte die Motorleistung um 15 PS. AuÃerdem erhielt das Fahrzeug neue Felgen ohne Zentralverschluss. Nach 155 Exemplaren wurde die Produktion 1976 eingestellt.\n\n(Wikipedia) (credit:Georg Sander/Flickr)
ランボルギーニ・ハラマ(31 of207)
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Lamborghini Jarama is a sports coupé which was built by Lamborghini between 1970 and 1976. It was designed by Bertone designer Marcello Gandini. Feruccio Lamborghini was concerned the car would be thought to be named after the Jarama racing circuit near Madrid, while he meant the car to be named for the Jarama bullfighting region in Spain. In this way it carries a special double meaning.\n\nIn 1970, Lamborghini had to redesign the Islero to meet new United States safety and emissions regulations. So instead of just redesigning the Islero Lamborghini made the Jarama, a mark 2 Islero. Lamborghini made the Jarama with a shorter chassis to meet U.S. standards. The Jarama\'s chassis was shortened only by 10.7 inches. The Jarama was now built on a shortened version of the same platform as the Espada. Even though the Jarama was heavier than the Islero, it had the same top speed. Two different models were made, the original GT (1970â1973) model having 350 bhp (260 kW) V12, and the GTS (also known as Jarama S) (1973â1976) with its output upped to 365 bhp (272 kW). Also, with the GTS there were a few minor body modifications and power assisted steering, removable roof panels, and an automatic transmission became available as options. A total of 328 Jaramas were built.\n\n(Wikipedia)\n\n- - -\n\nDer Lamborghini Jarama war der Nachfolger des Lamborghini Islero und somit das dritte Modell eines GT-2+2-Sportwagens von Lamborghini, dessen Geschichte mit dem 350 GT begann.\n\nDer Jarama benutzt das verkürzte Chassis des Espada, ist aber trotzdem schwerer geraten. Der kurze Radstand machte den Jarama sehr wendig, die Fahreigenschaften waren für damalige Verhältnisse überragend und sind auch heute noch überdurchschnittlich: Höchstgeschwindigkeit 250 km/h, von 0 auf 100 km/h in 6,9 Sekunden. Der Jarama bot zwei Personen viel Platz in einem luxuriösen Innenraum und einen groÃen Kofferraum für viel Gepäck. Das Fahrzeug war ein Handschalter, doch wurde ebenso ein einziges Automatikfahrzeug gefertigt.\n\nDer Jarama war der letzte Lamborghini mit Frontmotor und galt als Lieblingswagen Ferruccio Lamborghinis.\n\nNach nur 177 gebauten Exemplaren wurde das Modell 1972 in einigen Details verändert und als Jarama S weitergebaut. Die Unterschiede waren im Wesentlichen Verbesserungen der Mängel des ersten Modells: eine Servolenkung für mehr Komfort, Lufteintritte und -auslässe im Motorraum für eine bessere Kühlung, ein anderes Armaturenbrett ersetzte die designbetonte und zu Verwechslungen führende sogenannte "Klaviertastatur", eine andere Auspuffanlage erhöhte die Motorleistung um 15 PS. AuÃerdem erhielt das Fahrzeug neue Felgen ohne Zentralverschluss. Nach 155 Exemplaren wurde die Produktion 1976 eingestellt.\n\n(Wikipedia) (credit:Georg Sander/Flickr)
ランボルギーニ・ハラマ(32 of207)
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Lamborghini Jarama is a sports coupé which was built by Lamborghini between 1970 and 1976. It was designed by Bertone designer Marcello Gandini. Feruccio Lamborghini was concerned the car would be thought to be named after the Jarama racing circuit near Madrid, while he meant the car to be named for the Jarama bullfighting region in Spain. In this way it carries a special double meaning.\n\nIn 1970, Lamborghini had to redesign the Islero to meet new United States safety and emissions regulations. So instead of just redesigning the Islero Lamborghini made the Jarama, a mark 2 Islero. Lamborghini made the Jarama with a shorter chassis to meet U.S. standards. The Jarama\'s chassis was shortened only by 10.7 inches. The Jarama was now built on a shortened version of the same platform as the Espada. Even though the Jarama was heavier than the Islero, it had the same top speed. Two different models were made, the original GT (1970â1973) model having 350 bhp (260 kW) V12, and the GTS (also known as Jarama S) (1973â1976) with its output upped to 365 bhp (272 kW). Also, with the GTS there were a few minor body modifications and power assisted steering, removable roof panels, and an automatic transmission became available as options. A total of 328 Jaramas were built.\n\n(Wikipedia)\n\n- - -\n\nDer Lamborghini Jarama war der Nachfolger des Lamborghini Islero und somit das dritte Modell eines GT-2+2-Sportwagens von Lamborghini, dessen Geschichte mit dem 350 GT begann.\n\nDer Jarama benutzt das verkürzte Chassis des Espada, ist aber trotzdem schwerer geraten. Der kurze Radstand machte den Jarama sehr wendig, die Fahreigenschaften waren für damalige Verhältnisse überragend und sind auch heute noch überdurchschnittlich: Höchstgeschwindigkeit 250 km/h, von 0 auf 100 km/h in 6,9 Sekunden. Der Jarama bot zwei Personen viel Platz in einem luxuriösen Innenraum und einen groÃen Kofferraum für viel Gepäck. Das Fahrzeug war ein Handschalter, doch wurde ebenso ein einziges Automatikfahrzeug gefertigt.\n\nDer Jarama war der letzte Lamborghini mit Frontmotor und galt als Lieblingswagen Ferruccio Lamborghinis.\n\nNach nur 177 gebauten Exemplaren wurde das Modell 1972 in einigen Details verändert und als Jarama S weitergebaut. Die Unterschiede waren im Wesentlichen Verbesserungen der Mängel des ersten Modells: eine Servolenkung für mehr Komfort, Lufteintritte und -auslässe im Motorraum für eine bessere Kühlung, ein anderes Armaturenbrett ersetzte die designbetonte und zu Verwechslungen führende sogenannte "Klaviertastatur", eine andere Auspuffanlage erhöhte die Motorleistung um 15 PS. AuÃerdem erhielt das Fahrzeug neue Felgen ohne Zentralverschluss. Nach 155 Exemplaren wurde die Produktion 1976 eingestellt.\n\n(Wikipedia) (credit:Georg Sander/Flickr)
ランボルギーニ・エスパーダ(33 of207)
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Visit my Facebook page!\n\n- - -\n\nThe Lamborghini Espada is a grand tourer which was built by Italian car manufacturer Lamborghini between 1968 and 1978.\n\nBased on the Marzal show car, displayed at the 1967 Geneva Auto Show, and the Bertone Pirana, a radically rebodied Jaguar E-type, it was to fill the spot of a true four seat car in Lamborghini\'s lineup, which already included the 400GT and Miura. 1217 cars were made, making it the most successful Lamborghini model at the time.\n\n(Wikipedia)\n\n- - -\n\nDer Lamborghini Espada ist ein viersitziges Coupé. Es wurde von 1968 bis 1978 von Lamborghini in Italien gebaut. Das Wort Espada ist spanisch und bezeichnet den Degen, den der Matador beim Stierkampf benutzt.\n\nDer Espada wurde 1968 auf dem Genfer Automobilsalon als Tipo 108 Espada vorgestellt. Er füllte die Lücke eines echten Viersitzers in Lamborghinis Modellprogramm, das bereits Modelle wie den Lamborghini 400GT und den Lamborghini Miura umfasste. 1217 Fahrzeuge wurden gebaut, dies machte den Espada zum erfolgreichsten Lamborghini seiner Zeit.\n\n(Wikipedia) (credit:Georg Sander/Flickr)
ランボルギーニ・エスパーダ(34 of207)
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The Lamborghini Espada is a grand tourer which was built by Italian car manufacturer Lamborghini between 1968 and 1978.\n\nBased on the Marzal show car, displayed at the 1967 Geneva Auto Show, and the Bertone Pirana, a radically rebodied Jaguar E-type, it was to fill the spot of a true four seat car in Lamborghini\'s lineup, which already included the 400GT and Miura. 1217 cars were made, making it the most successful Lamborghini model at the time.\n\n(Wikipedia)\n\n- - -\n\nDer Lamborghini Espada ist ein viersitziges Coupé. Es wurde von 1968 bis 1978 von Lamborghini in Italien gebaut. Das Wort Espada ist spanisch und bezeichnet den Degen, den der Matador beim Stierkampf benutzt.\n\nDer Espada wurde 1968 auf dem Genfer Automobilsalon als Tipo 108 Espada vorgestellt. Er füllte die Lücke eines echten Viersitzers in Lamborghinis Modellprogramm, das bereits Modelle wie den Lamborghini 400GT und den Lamborghini Miura umfasste. 1217 Fahrzeuge wurden gebaut, dies machte den Espada zum erfolgreichsten Lamborghini seiner Zeit.\n\n(Wikipedia) (credit:Georg Sander/Flickr)
ランボルギーニ・エスパーダ(35 of207)
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ランボルギーニ・エスパーダ(36 of207)
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Also look here (credit:Damors/Flickr)
ランボルギーニ・エスパーダ(37 of207)
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(credit:Georg Sander/Flickr)
ランボルギーニ・エスパーダ(38 of207)
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The Lamborghini Miura was a sports car produced by Italian automaker Lamborghini between 1966 and 1972. The car is widely considered to have begun the trend of high performance, two-seater, mid-engined sports cars.[3] At launch, it was the fastest production road car available.\n\nThe Miura Roadster (actually more of a targa-model, but without any removable roof) was built by Bertone as a show car. Based on a P400, it was first shown at the 1968 Brussels Auto Show. After having been exhibited at several auto salons the car was sold to the International Lead Zinc Research Organization (ILZRO) who turned it into a display-vehicle showcasing the possibilities of using zinc alloys in cars. The car was named the ZN75. A few other Miuras have had their tops removed, but this Bertone Miura Roadster was the only factory open-top Miura.\n\nIn 2006 the ZN75 was purchased by New York City real estate developer Adam Gordon. Gordon had Bobilff Motorcars in San Diego, California return the car to its original Bertone Roadster form. The restored car was first shown in August 2008 at the Pebble Beach Concours d\'Elegance.\n\n(Wikipedia)\n\n- - -\n\nDer Lamborghini Miura ist ein Sportwagen des italienischen Automobilherstellers Automobili Lamborghini S.p.A.\n\nDer Lamborghini Miura war, nach dem 350 GT, dem 400 GT, dem Islero / Islero S, dem Espada und dem Jarama / Jarama S der sechste PKW von Lamborghini. Er wurde von 1966 bis 1973 in SantâAgata Bolognese produziert. Nachfolger war der Lamborghini Countach.\n\nEin Einzelstück blieb der Lamborghini Miura Roadster. Er wurde 1968 präsentiert, Probleme mit der Stabilität verhinderten jedoch eine Serienfertigung. Das Fahrzeug wurde später zu Forschungszwecken an ein Unternehmen aus der Metallindustrie verkauft.\n\n(Wikipedia) (credit:Georg Sander/Flickr)
ランボルギーニ・エスパーダ(39 of207)
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ランボルギーニ・シルエット(40 of207)
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Looks good on the outside, but the inside is a mess of non-standardized, shoddily designed parts that don\'t last long. (credit:Ben Hutchison/Flickr)
ランボルギーニ・シルエット(41 of207)
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A rare and oddball Lambo. (credit:Ben Hutchison/Flickr)
ランボルギーニ・シルエット(42 of207)
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Really looks like a Countach here. (credit:Ben Hutchison/Flickr)
ランボルギーニ・シルエット(43 of207)
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ランボルギーニ・シルエット(44 of207)
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No two Silhouettes are alike, because each one was put together from whatever parts were lying around the factory in Italy. (credit:Ben Hutchison/Flickr)
ランボルギーニ・イオタ(45 of207)
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Lamborghini miura svj spider 4808 (credit:Wikimedia)
フェラーリ512BB(46 of207)
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フェラーリ512BB(47 of207)
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Taken at the Thatcham classic car show in October 2010. (credit:FurLined/Flickr)
フェラーリ512BB(48 of207)
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フェラーリ512BB(49 of207)
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フェラーリ512BB(50 of207)
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1984 Ferrari 512 BBi at Auto Salon Singen, Germany. (credit:stephenhanafin/Flickr)
フェラーリ512BB(51 of207)
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フェラーリ・308GTB(52 of207)
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フェラーリ・308GTB(53 of207)
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フェラーリ・308GTB(54 of207)
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Taken at the Thatcham classic car show in October 2010. (credit:FurLined/Flickr)
フェラーリ・308GTB(55 of207)
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フェラーリ・308GTB(56 of207)
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Powered by the "classic" central rear transversal V8 engine of 2927cc delivering 255HP at 7700 rpm and a max speed of 255 km/h. Of the whole series of 3392 cars in production from 1975 up to 1982, only a few samples were produced with this setup.\n\nStraight from raw file, only EV adjust, and processed to remove the plate id. (credit:indianadinos/Flickr)
フェラーリ・308GTB(57 of207)
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フェラーリ・308GTB(58 of207)
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Ferrari 308s @ Redmond Town Center (credit:wileynorwichphoto/Flickr)
フェラーリ308GTB(59 of207)
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The Ferrari 308 GTB (and similar 208 and later 328) are mid-engined sports cars manufactured by the Italian company Ferrari in the 1970s-1980s. The targa topped 308 GTS was introduced in 1977 and was made famous on the television series Magnum, P.I.. Several cars were used, a new one for each season, most being auctioned off after filming. (credit:Markusnl/Flickr)
フェラーリ・308GTB(60 of207)
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Ferrari 308 with black wheels that are nice touch (credit:dave_7/Flickr)
フェラーリ・308GTS(61 of207)
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Injection 1980 V8 214cv.\nAvant 1980 255cv (carburateur)\n\nCôte 2013 : Entre 25 et 40 000e (credit:Falcon_33/Flickr)
フェラーリ・308GTS(62 of207)
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(credit:Hammerhead27/Flickr)
フェラーリ308GTB(63 of207)
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Ferrari 308GTB (credit:613NN/Flickr)
フェラーリ・308GTS(64 of207)
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(credit:Garret Voight/Flickr)
フェラーリ・デイトナ(65 of207)
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Ferrari Daytona 365 GTB/4 (credit:fklv (Obsolete hipster)/Flickr)
フェラーリ・デイトナ(66 of207)
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Washington Square, San Francisco (credit:Telstar Logistics/Flickr)
フェラーリ・デイトナ(67 of207)
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One of the most expensive Ferraris you can buy (if you can get one). (credit:Keith@Fibonacci/Flickr)
フェラーリ・デイトナ(68 of207)
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(credit:Rex Gray/Flickr)
フェラーリ・デイトナ(69 of207)
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A period advertisement for the 365 GTS/4 Spider (convertible), as built by Pininfarina. From the 1970 Automobile Revue yearbook, released for the Geneva Motor Show. (credit:vetaturfumare - thanks for 1 MILLION views!!!/Flickr)
フェラーリ・デイトナ(70 of207)
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(credit:Rex Gray/Flickr)
フェラーリ・デイトナ(71 of207)
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(credit:Rex Gray/Flickr)
フェラーリ・ディーノ246(72 of207)
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See more car pics on my facebook page!\n\n- - -\n\nDino was a marque for mid-engined, rear-drive sports cars produced by Ferrari from 1968 to 1976. Used for models with engines with fewer than 12 cylinders, it was an attempt by the company to offer a relatively low-cost sports car. The Ferrari name remained reserved for its premium V-12 and flat 12 models until 1976, when "Dino" was retired in favour of full Ferrari branding.\n\nNamed to honour Ferrari founder Enzo Ferrari\'s son and heir Dino Ferrari, the Dino models used Ferrari racing naming designation of displacement and cylinder count with two digits for the size of the engine in deciliters and the third digit to represent the number of cylinders, i.e. 246 being a 2.4-litre 6-cylinder and 308 being a 3.0-litre 8-cylinder. Ferrari street models of the time used a three-digit representation of the displacement in cubic centimeters of one of the 12 cylinders, which would have been meaningless in a brand with differing numbers of cylinders.\n\nThe Dino 246 was the first Ferrari model produced in high numbers. It is lauded by many for its intrinsic driving qualities and groundbreaking design. In 2004, Sports Car International placed the car at number six on its list of Top Sports Cars of the 1970s. Motor Trend Classic placed the 206/246 at number seven in their list of the 10 "Greatest Ferraris of all time".\n\nDino 246 GT and GTS\n\nCalls for more power were answered with the 2.4 L (2418 cc) Dino 246. The motor was a 65-degree, dual-overhead-camshaft, 9.0:1 compression ratio, iron block with alloy heads. The European motor produced 195 bhp (at 7,600 rpm), and was available as a fixed-top GT coupe or, after 1971, an open Spyder GTS. The American version had an exhaust air-pump, and timing changes which created 175 hp (130 kW). The GT had 3 Weber 40 DCNF/6 or 40 DCNF/7 carburetors. For the 246 a new version of the Dinoplex ignition was deployed, the more compact Magneti Marelli AEC103A system. \n\nDino 246 production numbered 2,295 GTs and 1,274 Spyders, the latter being built from 1972 to 1974 only, for a total production run of 3,569. Three series of the Dino were built, with differences in wheels, windshield wiper coverage, and engine ventilation. The Series I cars, 357 of which were built until the summer of 1970, used the same center-bolt wheels as did the 206. Series II cars (built until July 1971 in 507 examples) received five-bolt Cromodora alloys and "clap-hands" wipers. The Series III cars had minor differences to gearing and fuel supply, and were built at a much higher rate as sales in the United States commenced with this version. 1,431 Series III coupés and 1,274 GTS cars were built.[6]\n\nThe 246 had a claimed top speed of 146 mph (235 km/h), although in July 1971 a road test by Britain\'s Motormagazine reported a top speed of 148 mph (238 km/h), which compared favourably with the 136 mph (219 km/h) achieved by a recently tested (though by now replaced) Porsche 911S. With a 0 â 50 mph (80/km/h) acceleration time of 5.5 seconds the Dino narrowly outperformed the Porsche again, although the Porsche was narrowly the winner on fuel economy. The manufacturer\'s recommended UK retail price of £5,485 was higher than the £5,211 asked for the Porsche. For comparison, both cars were retailing for more than the equally brazen though in other respects very different Citroën SM, at £4,700. \n\nThe Dino\'s 2.4 L V6 found its way into a number of other Italian performance cars after its application in the 246, most notably the Lancia Stratos rally car.\n\nThere were some minor differences in trim for various markets, the most obvious being different marker lights on US market Dinos. Group 4-style flared wheelarches were optional, as were seats from the 365 GTB/4 Daytona, the pair often ordered in conjunction with wide, sand-cast Campagnolo alloys.\n\n(Wikipedia) (credit:Georg Sander/Flickr)
フェラーリ・ディーノ246(73 of207)
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See more car pics on my facebook page!\n\n- - -\n\nDino was a marque for mid-engined, rear-drive sports cars produced by Ferrari from 1968 to 1976. Used for models with engines with fewer than 12 cylinders, it was an attempt by the company to offer a relatively low-cost sports car. The Ferrari name remained reserved for its premium V-12 and flat 12 models until 1976, when "Dino" was retired in favour of full Ferrari branding.\n\nNamed to honour Ferrari founder Enzo Ferrari\'s son and heir Dino Ferrari, the Dino models used Ferrari racing naming designation of displacement and cylinder count with two digits for the size of the engine in deciliters and the third digit to represent the number of cylinders, i.e. 246 being a 2.4-litre 6-cylinder and 308 being a 3.0-litre 8-cylinder. Ferrari street models of the time used a three-digit representation of the displacement in cubic centimeters of one of the 12 cylinders, which would have been meaningless in a brand with differing numbers of cylinders.\n\nThe Dino 246 was the first Ferrari model produced in high numbers. It is lauded by many for its intrinsic driving qualities and groundbreaking design. In 2004, Sports Car International placed the car at number six on its list of Top Sports Cars of the 1970s. Motor Trend Classic placed the 206/246 at number seven in their list of the 10 "Greatest Ferraris of all time".\n\nDino 246 GT and GTS\n\nCalls for more power were answered with the 2.4 L (2418 cc) Dino 246. The motor was a 65-degree, dual-overhead-camshaft, 9.0:1 compression ratio, iron block with alloy heads. The European motor produced 195 bhp (at 7,600 rpm), and was available as a fixed-top GT coupe or, after 1971, an open Spyder GTS. The American version had an exhaust air-pump, and timing changes which created 175 hp (130 kW). The GT had 3 Weber 40 DCNF/6 or 40 DCNF/7 carburetors. For the 246 a new version of the Dinoplex ignition was deployed, the more compact Magneti Marelli AEC103A system. \n\nDino 246 production numbered 2,295 GTs and 1,274 Spyders, the latter being built from 1972 to 1974 only, for a total production run of 3,569. Three series of the Dino were built, with differences in wheels, windshield wiper coverage, and engine ventilation. The Series I cars, 357 of which were built until the summer of 1970, used the same center-bolt wheels as did the 206. Series II cars (built until July 1971 in 507 examples) received five-bolt Cromodora alloys and "clap-hands" wipers. The Series III cars had minor differences to gearing and fuel supply, and were built at a much higher rate as sales in the United States commenced with this version. 1,431 Series III coupés and 1,274 GTS cars were built.[6]\n\nThe 246 had a claimed top speed of 146 mph (235 km/h), although in July 1971 a road test by Britain\'s Motormagazine reported a top speed of 148 mph (238 km/h), which compared favourably with the 136 mph (219 km/h) achieved by a recently tested (though by now replaced) Porsche 911S. With a 0 â 50 mph (80/km/h) acceleration time of 5.5 seconds the Dino narrowly outperformed the Porsche again, although the Porsche was narrowly the winner on fuel economy. The manufacturer\'s recommended UK retail price of £5,485 was higher than the £5,211 asked for the Porsche. For comparison, both cars were retailing for more than the equally brazen though in other respects very different Citroën SM, at £4,700. \n\nThe Dino\'s 2.4 L V6 found its way into a number of other Italian performance cars after its application in the 246, most notably the Lancia Stratos rally car.\n\nThere were some minor differences in trim for various markets, the most obvious being different marker lights on US market Dinos. Group 4-style flared wheelarches were optional, as were seats from the 365 GTB/4 Daytona, the pair often ordered in conjunction with wide, sand-cast Campagnolo alloys.\n\n(Wikipedia) (credit:Georg Sander/Flickr)
フェラーリ・ディーノ246(74 of207)
Open Image Modal
See more car pics on my facebook page!\n\n- - -\n\nDino was a marque for mid-engined, rear-drive sports cars produced by Ferrari from 1968 to 1976. Used for models with engines with fewer than 12 cylinders, it was an attempt by the company to offer a relatively low-cost sports car. The Ferrari name remained reserved for its premium V-12 and flat 12 models until 1976, when "Dino" was retired in favour of full Ferrari branding.\n\nNamed to honour Ferrari founder Enzo Ferrari\'s son and heir Dino Ferrari, the Dino models used Ferrari racing naming designation of displacement and cylinder count with two digits for the size of the engine in deciliters and the third digit to represent the number of cylinders, i.e. 246 being a 2.4-litre 6-cylinder and 308 being a 3.0-litre 8-cylinder. Ferrari street models of the time used a three-digit representation of the displacement in cubic centimeters of one of the 12 cylinders, which would have been meaningless in a brand with differing numbers of cylinders.\n\nThe Dino 246 was the first Ferrari model produced in high numbers. It is lauded by many for its intrinsic driving qualities and groundbreaking design. In 2004, Sports Car International placed the car at number six on its list of Top Sports Cars of the 1970s. Motor Trend Classic placed the 206/246 at number seven in their list of the 10 "Greatest Ferraris of all time".\n\nDino 246 GT and GTS\n\nCalls for more power were answered with the 2.4 L (2418 cc) Dino 246. The motor was a 65-degree, dual-overhead-camshaft, 9.0:1 compression ratio, iron block with alloy heads. The European motor produced 195 bhp (at 7,600 rpm), and was available as a fixed-top GT coupe or, after 1971, an open Spyder GTS. The American version had an exhaust air-pump, and timing changes which created 175 hp (130 kW). The GT had 3 Weber 40 DCNF/6 or 40 DCNF/7 carburetors. For the 246 a new version of the Dinoplex ignition was deployed, the more compact Magneti Marelli AEC103A system. \n\nDino 246 production numbered 2,295 GTs and 1,274 Spyders, the latter being built from 1972 to 1974 only, for a total production run of 3,569. Three series of the Dino were built, with differences in wheels, windshield wiper coverage, and engine ventilation. The Series I cars, 357 of which were built until the summer of 1970, used the same center-bolt wheels as did the 206. Series II cars (built until July 1971 in 507 examples) received five-bolt Cromodora alloys and "clap-hands" wipers. The Series III cars had minor differences to gearing and fuel supply, and were built at a much higher rate as sales in the United States commenced with this version. 1,431 Series III coupés and 1,274 GTS cars were built.[6]\n\nThe 246 had a claimed top speed of 146 mph (235 km/h), although in July 1971 a road test by Britain\'s Motormagazine reported a top speed of 148 mph (238 km/h), which compared favourably with the 136 mph (219 km/h) achieved by a recently tested (though by now replaced) Porsche 911S. With a 0 â 50 mph (80/km/h) acceleration time of 5.5 seconds the Dino narrowly outperformed the Porsche again, although the Porsche was narrowly the winner on fuel economy. The manufacturer\'s recommended UK retail price of £5,485 was higher than the £5,211 asked for the Porsche. For comparison, both cars were retailing for more than the equally brazen though in other respects very different Citroën SM, at £4,700. \n\nThe Dino\'s 2.4 L V6 found its way into a number of other Italian performance cars after its application in the 246, most notably the Lancia Stratos rally car.\n\nThere were some minor differences in trim for various markets, the most obvious being different marker lights on US market Dinos. Group 4-style flared wheelarches were optional, as were seats from the 365 GTB/4 Daytona, the pair often ordered in conjunction with wide, sand-cast Campagnolo alloys.\n\n(Wikipedia) (credit:Georg Sander/Flickr)
フェラーリ・ディーノ246(75 of207)
Open Image Modal
See more car pics on my facebook page!\n\n- - -\n\nDino was a marque for mid-engined, rear-drive sports cars produced by Ferrari from 1968 to 1976. Used for models with engines with fewer than 12 cylinders, it was an attempt by the company to offer a relatively low-cost sports car. The Ferrari name remained reserved for its premium V-12 and flat 12 models until 1976, when "Dino" was retired in favour of full Ferrari branding.\n\nNamed to honour Ferrari founder Enzo Ferrari\'s son and heir Dino Ferrari, the Dino models used Ferrari racing naming designation of displacement and cylinder count with two digits for the size of the engine in deciliters and the third digit to represent the number of cylinders, i.e. 246 being a 2.4-litre 6-cylinder and 308 being a 3.0-litre 8-cylinder. Ferrari street models of the time used a three-digit representation of the displacement in cubic centimeters of one of the 12 cylinders, which would have been meaningless in a brand with differing numbers of cylinders.\n\nThe Dino 246 was the first Ferrari model produced in high numbers. It is lauded by many for its intrinsic driving qualities and groundbreaking design. In 2004, Sports Car International placed the car at number six on its list of Top Sports Cars of the 1970s. Motor Trend Classic placed the 206/246 at number seven in their list of the 10 "Greatest Ferraris of all time".\n\nDino 246 GT and GTS\n\nCalls for more power were answered with the 2.4 L (2418 cc) Dino 246. The motor was a 65-degree, dual-overhead-camshaft, 9.0:1 compression ratio, iron block with alloy heads. The European motor produced 195 bhp (at 7,600 rpm), and was available as a fixed-top GT coupe or, after 1971, an open Spyder GTS. The American version had an exhaust air-pump, and timing changes which created 175 hp (130 kW). The GT had 3 Weber 40 DCNF/6 or 40 DCNF/7 carburetors. For the 246 a new version of the Dinoplex ignition was deployed, the more compact Magneti Marelli AEC103A system. \n\nDino 246 production numbered 2,295 GTs and 1,274 Spyders, the latter being built from 1972 to 1974 only, for a total production run of 3,569. Three series of the Dino were built, with differences in wheels, windshield wiper coverage, and engine ventilation. The Series I cars, 357 of which were built until the summer of 1970, used the same center-bolt wheels as did the 206. Series II cars (built until July 1971 in 507 examples) received five-bolt Cromodora alloys and "clap-hands" wipers. The Series III cars had minor differences to gearing and fuel supply, and were built at a much higher rate as sales in the United States commenced with this version. 1,431 Series III coupés and 1,274 GTS cars were built.[6]\n\nThe 246 had a claimed top speed of 146 mph (235 km/h), although in July 1971 a road test by Britain\'s Motormagazine reported a top speed of 148 mph (238 km/h), which compared favourably with the 136 mph (219 km/h) achieved by a recently tested (though by now replaced) Porsche 911S. With a 0 â 50 mph (80/km/h) acceleration time of 5.5 seconds the Dino narrowly outperformed the Porsche again, although the Porsche was narrowly the winner on fuel economy. The manufacturer\'s recommended UK retail price of £5,485 was higher than the £5,211 asked for the Porsche. For comparison, both cars were retailing for more than the equally brazen though in other respects very different Citroën SM, at £4,700. \n\nThe Dino\'s 2.4 L V6 found its way into a number of other Italian performance cars after its application in the 246, most notably the Lancia Stratos rally car.\n\nThere were some minor differences in trim for various markets, the most obvious being different marker lights on US market Dinos. Group 4-style flared wheelarches were optional, as were seats from the 365 GTB/4 Daytona, the pair often ordered in conjunction with wide, sand-cast Campagnolo alloys.\n\n(Wikipedia) (credit:Georg Sander/Flickr)
フェラーリ・ディーノ308 GT4(76 of207)
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(credit:nakhon100/Flickr)
フェラーリ・ディーノ308 GT4(77 of207)
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A neighbor of mine had a band playing in his back yard for a small party which drew me outside to see what was going on, when I noticed a second neighbor had bought a Ferrari. It sounds really sweet - and looks great too. (credit:Gamma Man/Flickr)
フェラーリ・ディーノ308 GT4(78 of207)
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A neighbor of mine had a band playing in his back yard for a small party which drew me outside to see what was going on, when I noticed a second neighbor had bought a Ferrari. It sounds really sweet - and looks great too. (credit:Gamma Man/Flickr)
フェラーリ・ディーノ308 GT4(79 of207)
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A neighbor of mine had a band playing in his back yard for a small party which drew me outside to see what was going on, when I noticed a second neighbor had bought a Ferrari. It sounds really sweet - and looks great too. (credit:Gamma Man/Flickr)
フェラーリ・ディーノ308 GT4(80 of207)
Open Image Modal
A neighbor of mine had a band playing in his back yard for a small party which drew me outside to see what was going on, when I noticed a second neighbor had bought a Ferrari. It sounds really sweet - and looks great too. (credit:Gamma Man/Flickr)
フェラーリ・ディーノ308 GT4(81 of207)
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A neighbor of mine had a band playing in his back yard for a small party which drew me outside to see what was going on, when I noticed a second neighbor had bought a Ferrari. It sounds really sweet - and looks great too. (credit:Gamma Man/Flickr)
フェラーリ・400(82 of207)
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(credit:Florian track/Flickr)
ランチア・ストラトス(83 of207)
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(credit:Stephen Hennessey/Flickr)
ランチア・ストラトス(84 of207)
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(credit:ArminFlickr/Flickr)
ランチア・ストラトス(85 of207)
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(credit:contri/Flickr)
ランチア・ストラトス(86 of207)
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(credit:contri/Flickr)
ランチア・ストラトス(87 of207)
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(credit:contri/Flickr)
ランチア・ストラトス(88 of207)
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Taken at the 2004 Goodwood Festival of Speed (credit:JonRB/Flickr)
ランチア・ストラトス(89 of207)
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A Lancia Stratos rallye car from the 1980ies stands on the fairgrounds as preparations are under way for the Bremen Classic vintage car motor show on January 31, 2013 in Bremen, nothern Germany. The fair running from February 1 to 3, 2013 is themed \'Racing and Rallye: The Wild Years!\'. AFP PHOTO / INGO WAGNER GERMANY OUT (Photo credit should read INGO WAGNER/AFP/Getty Images) (credit:INGO WAGNER via Getty Images)
ランチア・ストラトス(90 of207)
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(credit:gordonplant/Flickr)
マセラティ・ボーラ(91 of207)
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The Maserati Bora is a Maserati two-seater coupe powered by a V8 engine mounted amidships. Produced from 1971 to 1978, it had a top speed of 174â177 miles per hour (280â285 km/h).\n\n(Wikipedia)\n\n- - -\n\nDer Maserati Bora war ein zweisitziges Sportwagenmodell des italienischen Automobilherstellers Maserati mit hauseigenem V8-Zylinder-Mittelmotor .\n\n(Wikipedia) (credit:Georg Sander/Flickr)
マセラティ・ボーラ(92 of207)
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One my all-time favorites. (credit:Rocket House Studio/Flickr)
マセラティ・ボーラ(93 of207)
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Maserati Bora (credit:Marco 56/Flickr)
マセラティ・ボーラ(94 of207)
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Photographed at the California Automotive Museum, Sacramento, CA\n\nThis photo may not be used for commercial purposes.\n\nwww.toweautomuseum.org/ (credit:Jack Snell - USA/Flickr)
マセラティ・ボーラ(95 of207)
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Photographed at the California Automotive Museum, Sacramento, CA\n\nThis photo may not be used for commercial purposes.\n\nwww.toweautomuseum.org/ (credit:Jack Snell - USA/Flickr)
マセラティ・ボーラ(96 of207)
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Photographed at the California Automotive Museum, Sacramento, CA\n\nThis photo may not be used for commercial purposes.\n\nwww.toweautomuseum.org/ (credit:Jack Snell - USA/Flickr)
マセラティ・ボーラ(97 of207)
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The Maserati Bora is a Maserati two-seater coupe powered by a V8 engine mounted amidships. Produced from 1971 to 1978, it had a top speed of 174â177 miles per hour (280â285 km/h).\n\n(Wikipedia)\n\n- - -\n\nDer Maserati Bora war ein zweisitziges Sportwagenmodell des italienischen Automobilherstellers Maserati mit hauseigenem V8-Zylinder-Mittelmotor .\n\n(Wikipedia) (credit:Georg Sander/Flickr)
マセラティ・ギブリ(98 of207)
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What a lovely car. Looks simply amazing in black, with white leather. At the Greenwich Concours. (credit:vetaturfumare - thanks for 1 MILLION views!!!/Flickr)
マセラティ・ギブリ(99 of207)
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Maserati Ghibli 1969 1970 (credit:Marco 56/Flickr)
マセラティ・ギブリ(100 of207)
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(credit:no/Flickr)
マセラティ・ギブリ(101 of207)
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Dass ich das Auto noch von hinten fotografierte, lag am Nummernschild... (credit:Markus Studer/Flickr)
マセラティ・ギブリ(102 of207)
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(credit:HenryFigueroa/Flickr)
マセラティ・ギブリ(103 of207)
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(credit:HenryFigueroa/Flickr)
マセラティ・メラク(104 of207)
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(credit:free photos & art/Flickr)
マセラティ・メラク(105 of207)
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The Maserati Merak was an Italian sports car introduced in 1972, essentially a junior version of the Maserati Bora. It substituted an all new Maserati designed quad-cam V-6 motor (also shared with the Citroen SM) for the Bora\'s larger V-8, resulting not only in a lower cost, but room for a small backseat and better handling due to lower weight and a better front/rear weight distribution.\n\nAesthetically, the Merak differed from the otherwise very similar Bora mainly in sporting open flying buttresses instead of the Bora\'s fully glassed rear, and the use of the Citroen SM dashboard on models produced before 1976.\n\nThe Merak went out of production in 1982.\n\n(Wikipedia)\n\n- - -\n\nDer Maserati Merak war ein vom italienischen Sportwagenhersteller Maserati von 1973 bis 1982 produzierter Sportwagen mit Mittelmotor. Der nach dem Stern Merak im Sternbild des GroÃen Bären benannte Wagen stellte eine leicht veränderte Variante des Maserati Bora dar, jedoch war der Merak nur mit hubraumschwächeren Motoren erhältlich.\n\n(Wikipedia) (credit:Georg Sander/Flickr)
マセラティ・メラク(106 of207)
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(credit:exfordy/Flickr)
マセラティ・メラク(107 of207)
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(credit:Amelien (Fr)/Flickr)
マセラティ・メラク(108 of207)
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maserati merak Taken at the Auto Italia day Stanford Hall\nJune 2006 (credit:tonylanciabeta/Flickr)
マセラティ・メラク(109 of207)
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Taken at the Auto Italia day Stanford Hall\nJune 2006 (credit:tonylanciabeta/Flickr)
マセラティ・メラク(110 of207)
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Der Maserati Merak war ein vom italienischen Sportwagenhersteller Maserati von 1973 bis 1982 produzierter Sportwagen mit Mittelmotor. Der nach dem Stern Merak im Sternbild des GroÃen Bären benannte Wagen stellte eine leicht veränderte Variante des Maserati Bora dar, jedoch war der Merak nur mit hubraumschwächeren Motoren erhältlich. (credit:Andy_BB/Flickr)
マセラティ・メラク(111 of207)
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1974 Merak seen from above (credit:sak_1957/Flickr)
マセラティ・カムシン(112 of207)
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Moteur V8 4930 cm3 4 ACT\nPuissance : 280 ch\nVitesse : Plus de 270 km/h\n\nLa Khamsin est présentée pour la toute première fois lors du salon de Turin 1972.\n\nCôté carrosserie, après Giugiaro (Ghibli) et Vignale (Indy), c\'est Marcello Gandini de chez Bertone qui a la rude tache de faire aussi bien que ses prédécesseurs !\nCôté mécanique, elle conserve le concept du moteur avant au contraire de l\'autre sportive de la marque, la Bora.\n\nCe coupé 2+2 aux lignes épurées sera malheureusement victime des crises pétrolières et ne sera produite qu\'à un peu plus de 400 exemplaires jusqu\'en 1982.\n\nsouthcarphotography.fr/avignon-motor-festival-2014/ (credit:tautaudu02/Flickr)
マセラティ・カムシン(113 of207)
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(credit:exfordy/Flickr)
マセラティ・カムシン(114 of207)
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Moteur V8 4930 cm3 4 ACT\nPuissance : 280 ch\nVitesse : Plus de 270 km/h\n\nLa Khamsin est présentée pour la toute première fois lors du salon de Turin 1972.\n\nCôté carrosserie, après Giugiaro (Ghibli) et Vignale (Indy), c\'est Marcello Gandini de chez Bertone qui a la rude tache de faire aussi bien que ses prédécesseurs !\nCôté mécanique, elle conserve le concept du moteur avant au contraire de l\'autre sportive de la marque, la Bora.\n\nCe coupé 2+2 aux lignes épurées sera malheureusement victime des crises pétrolières et ne sera produite qu\'à un peu plus de 400 exemplaires jusqu\'en 1982.\n\nsouthcarphotography.fr/avignon-motor-festival-2014/ (credit:tautaudu02/Flickr)
マセラティ・カムシン(115 of207)
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he Maserati Khamsin (named after the Khamsin, a hot, violent wind in the Egyptian desert) was a sports car introduced as a Bertone prototype in 1972 at the Turin Auto Show. In 1973 it was put on display at the Paris Motor Show, where it was badged as a Maserati. Production of the vehicle started in 1974. The car had a front mounted 4.9 litre V-8 delivering 320 hp.The engine however was pushed back as far as possible so it can fit a spare tire for more room in the trunk. The Khamsin now had housed in bodywork that resembled a lower, flatter Ghibli, designed by Bertone. Production of the Khamsin ended in 1982, with only 430 vehicles produced. 155 were brought to the United States.\n\n(Wikipedia) (credit:Georg Sander/Flickr)
マセラティ・カムシン(116 of207)
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The Maserati Khamsin (named after the Khamsin, a hot, violent wind in the Egyptian desert) was a sports car introduced as a Bertone prototype in 1972 at the Turin Auto Show. In 1973 it was put on display at the Paris Motor Show, where it was badged as a Maserati. Production of the vehicle started in 1974. The car had a front mounted 4.9 litre V-8 delivering 320 hp.The engine however was pushed back as far as possible so it can fit a spare tire for more room in the trunk. The Khamsin now had housed in bodywork that resembled a lower, flatter Ghibli, designed by Bertone. Production of the Khamsin ended in 1982, with only 430 vehicles produced. 155 were brought to the United States.\n\n(Wikipedia) (credit:Georg Sander/Flickr)
マセラティ・カムシン(117 of207)
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The Maserati Khamsin (named after the Khamsin, a hot, violent wind in the Egyptian desert) was a sports car introduced as a Bertone prototype in 1972 at the Turin Auto Show. In 1973 it was put on display at the Paris Motor Show, where it was badged as a Maserati. Production of the vehicle started in 1974. The car had a front mounted 4.9 litre V-8 delivering 320 hp.The engine however was pushed back as far as possible so it can fit a spare tire for more room in the trunk. The Khamsin now had housed in bodywork that resembled a lower, flatter Ghibli, designed by Bertone. Production of the Khamsin ended in 1982, with only 430 vehicles produced. 155 were brought to the United States.\n\n(Wikipedia) (credit:Georg Sander/Flickr)
マセラティ・カムシン(118 of207)
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The Maserati Khamsin (named after the Khamsin, a hot, violent wind in the Egyptian desert) was a sports car introduced as a Bertone prototype in 1972 at the Turin Auto Show. In 1973 it was put on display at the Paris Motor Show, where it was badged as a Maserati. Production of the vehicle started in 1974. The car had a front mounted 4.9 litre V-8 delivering 320 hp.The engine however was pushed back as far as possible so it can fit a spare tire for more room in the trunk. The Khamsin now had housed in bodywork that resembled a lower, flatter Ghibli, designed by Bertone. Production of the Khamsin ended in 1982, with only 430 vehicles produced. 155 were brought to the United States.\n\n(Wikipedia) (credit:Georg Sander/Flickr)
マセラティ・カムシン(119 of207)
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(credit:exfordy/Flickr)
マセラティ・カムシン(120 of207)
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2014 Antwerp Classic Salon - Antwerpen (credit:André Ritzinger/Flickr)
デ・トマソ・パンテーラ(121 of207)
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(credit:exfordy/Flickr)
デ・トマソ・パンテーラ(122 of207)
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(credit:exfordy/Flickr)
デ・トマソ・パンテーラ(123 of207)
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(credit:exfordy/Flickr)
デ・トマソ・パンテーラ(124 of207)
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Taken at Auto Italia 2012 at Brooklands. (credit:FurLined/Flickr)
デ・トマソ・パンテーラ(125 of207)
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(credit:nakhon100/Flickr)
デ・トマソ・パンテーラ(126 of207)
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(credit:Spanish Coches/Flickr)
デ・トマソ・パンテーラ(127 of207)
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(credit:Andy_BB/Flickr)
デ・トマソ・パンテーラ(128 of207)
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(credit:tautaudu02/Flickr)
デ・トマソ・マングスタ(129 of207)
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Auto Italia,Brooklands,May 2013 (credit:allenthepostman/Flickr)
デ・トマソ・マングスタ(130 of207)
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Thanks to Jalopnik. (credit:Chris Wevers/Flickr)
デ・トマソ・マングスタ(131 of207)
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Photographed at the Palo Alto Concours d\' Elegance - 2010 (credit:Jack Snell - USA/Flickr)
デ・トマソ・マングスタ(132 of207)
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Fun Ford Sunday, Solano County Fairgrounds, Vallejo, CA (credit:Brain Toad/Flickr)
デ・トマソ・マングスタ(133 of207)
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Photographed at the Marin Sonoma Concours d\' Elegance - 2010 (credit:Jack Snell - USA/Flickr)
デ・トマソ・マングスタ(134 of207)
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Photographed at the Marin Sonoma Concours d\' Elegance - 2010 (credit:Jack Snell - USA/Flickr)
アルファロメオ・モントリオール(135 of207)
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I love this car. Uncommonly nice in blue. (credit:vetaturfumare - thanks for 1 MILLION views!!!/Flickr)
アルファロメオ・モントリオール(136 of207)
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At the "Cars and Croissants" meet in New Jersey, June 2013. The Montreal should be one of the most fantastic cars ever, but it somehow leaves me rather cold. (credit:vetaturfumare - thanks for 1 MILLION views!!!/Flickr)
アルファロメオ・モントリオール(137 of207)
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(credit:pyntofmyld/Flickr)
アルファロメオ・モントリオール(138 of207)
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See more car pics on my facebook page!\n\nThe first production car, Tipo 105.64, was shown at the 1970 Geneva Motor Show and was quite different from the original, using a 2593 cc 90° dry-sump lubricated V8 engine with SPICA (Società Pompe Iniezione Cassani & Affini) fuel injection that produced around 200 PS (147 kW; 197 hp), coupled to a five-speed ZF manual gearbox and a limited-slip differential. This engine was derived from the 2-litre V8 used in the 33 Stradale and in the Tipo 33 sports prototype racer; its redline was set at 7000 rpm, unheard of for a V8 at that time. The chassis and running gear of the production Montreal were taken from the Giulia GTV coupé and comprised double wishbone suspension with coil springs and dampers at the front and a live axle with limited slip differential at the rear.\n\nSince the concept car was already unofficially known as The Montreal, Alfa Romeo kept the model name in production.\n\nStylistically, the most eye catching feature is the car\'s front end with four headlamps partly covered by unusual "grilles", that retract when the lights are switched on. Another stylistic element is the NACA duct on the bonnet. The duct is actually blocked off since its purpose is not to draw air into the engine, but to optically hide the power bulge. The slats behind the doors contain the cabin vents, but apart from that only serve cosmetic purposes. Paolo Martin is credited for the prototype instrument cluster.\n\nThe Montreal was more expensive to buy than the Jaguar E-Type or the Porsche 911.\n- - -\n\n(Wikipedia) (credit:Georg Sander/Flickr)
アルファロメオ・モントリオール(139 of207)
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Taken at Auto Italia at Brooklands in 2012. (credit:FurLined/Flickr)
アルファロメオ・モントリオール(140 of207)
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(credit:Andy_BB/Flickr)
アルファロメオ・モントリオール(141 of207)
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10000 tours du Castellet - circuit Paul Ricard (credit:jfhweb/Flickr)
ロータス・ヨーロッパ(142 of207)
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2013 Great British - Zandvoort (credit:André Ritzinger/Flickr)
ロータス・ヨーロッパ(143 of207)
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Lotus Europa\n\nTaken at Wings & Wheels 2009 (credit:JonRB/Flickr)
ロータス・ヨーロッパ(144 of207)
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Nicest one I\'ve ever seen. I haven\'t seen many for a long time. In the seventies, when I was in college, there were a few around that had cracks in the fiberglass. (credit:Hugo90/Flickr)
ロータス・ヨーロッパ(145 of207)
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This photo was taken at the Oporto Grand Prix 2011. \n\nFor more info on this model, please check this car profile: www.autoviva.com/lotus_europa/model/1451 (credit:Autoviva.com/Flickr)
ロータス・ヨーロッパ(146 of207)
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At the Pistonheads Sunday Service at Silverstone in September 2014. (credit:FurLined/Flickr)
ロータス・ヨーロッパ(147 of207)
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(credit:nakhon100/Flickr)
ロータス・ヨーロッパ(148 of207)
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Lotus Europa S2 coupe. Taken at Shannon\'s Eastern Creek Classic 2011, held at Eastern Creek Raceway Sydney. (credit:sv1ambo/Flickr)
ロータス・エスプリ(149 of207)
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LONDON - NOVEMBER 13: Staff from Bonhams auctioneers dressed as characters from a James Bond film pose with the white 1976 Lotus Esprit car from the 1977 film \' The Spy Who Loved Me \' on November 13, 2008 in London, England. The classic car is set to be auctioned in Bonhams\' annual motoring sale at Olympia, West London on December 1, 2008 and is expected to fetch up to £120,000. (Photo by Oli Scarff/Getty Images) (credit:Oli Scarff via Getty Images)
ロータス・エスプリ(150 of207)
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LONDON - NOVEMBER 13: Charlotte Wood from Bonhams auctioneers dressed as a character from a James Bond film poses with a white 1976 Lotus Esprit car from the 1977 film \' The Spy Who Loved Me \' on November 13, 2008 in London, England. The classic car is set to be auctioned in Bonhams\' annual motoring sale at Olympia, West London on December 1, 2008 and is expected to fetch up to £120,000. (Photo by Oli Scarff/Getty Images) (credit:Oli Scarff via Getty Images)
ロータス・エスプリ(151 of207)
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The 1976 Lotus Esprit Coupe used in the James Bond film \'The Spy Who Loved Me\' is shown in the Bonham\'s auction room in London, ahead of a Sale of Important Collectors??? Motor Cars, Pioneer and Vintage Motorcycles and Fine Automobilia, on December 1, 2008. The vehicle is one of two Lotus cars driven in the film by Roger Moore???s James Bond character. It turns into an amphibious car for the movie, driven both on land and underwater. The car is expected to fetch between ??100,000-120,000 (euro 121,208-145,500 or dollars 154,000-184,000) when it is auctioned on Monday. AFP PHOTO/Leon Neal (Photo credit should read Leon Neal/AFP/Getty Images) (credit:LEON NEAL via Getty Images)
ロータス・エスプリ(152 of207)
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The 1976 Lotus Esprit Coupe used in the James Bond film \'The Spy Who Loved Me\' is shown in the Bonham\'s auction room in London, ahead of a Sale of Important Collectors??? Motor Cars, Pioneer and Vintage Motorcycles and Fine Automobilia, on December 1, 2008. The vehicle is one of two Lotus cars driven in the film by Roger Moore???s James Bond character. It turns into an amphibious car for the movie, driven both on land and underwater. The car is expected to fetch between ??100,000-120,000 (euro 121,208-145,500 or dollars 154,000-184,000) when it is auctioned on Monday. AFP PHOTO/Leon Neal (Photo credit should read Leon Neal/AFP/Getty Images) (credit:LEON NEAL via Getty Images)
ロータス・エスプリ(153 of207)
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LONDON, ENGLAND - JULY 08: A Lotus Turbo Esprit car from the 1981 James Bond film \'For Your Eyes Only\' is displayed for sale on July 8, 2009 in London. An auction of collectors items including The 007 Collection will be offered for sale at Coys 2009 at Blenheim Palace on July 18, 2009. The car is expected to fetch GPB90,000 - GPB100,000. (Photo by Peter Macdiarmid/Getty Images) (credit:Peter Macdiarmid via Getty Images)
ロータス・エスプリ(154 of207)
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A woman stands next to the 1980 Lotus Turbo Esprit from the James Bond film \'For Your Eyes Only\' holding a limited edition replica pistol from \'The Man with the Golden Gun\' in central London on July 8 2009. An auction of 007 memorabilia and classic ars is to take place at Blenheim Palace on July 18. AFP PHOTO/Leon Neal (Photo credit should read Leon Neal/AFP/Getty Images) (credit:LEON NEAL via Getty Images)
ロータス・エスプリ(155 of207)
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LONDON, ENGLAND - JULY 08: Models pose with a Lotus Turbo Esprit car form the 1981 James Bond film For Your Eyes Only is displayed for sale on July 8, 2009 in London. This Lotus Esprit is estimated at £90,000 - £100,000. An auction of collectors items including The 007 Collection will be offered for sale at Coys 2009 at Blenheim Palace on July 18, 2009. (Photo by Peter Macdiarmid/Getty Images) (credit:Peter Macdiarmid via Getty Images)
ロータス・エスプリ(156 of207)
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LONDON, ENGLAND - JULY 08: A Lotus Turbo Esprit car from the 1981 James Bond film \'For Your Eyes Only\' is displayed for sale on July 8, 2009 in London. An auction of collectors items including The 007 Collection will be offered for sale at Coys 2009 at Blenheim Palace on July 18, 2009. The car is expected to fetch GPB90,000 - GPB100,000. (Photo by Peter Macdiarmid/Getty Images) (credit:Peter Macdiarmid via Getty Images)
ロータス・エラン(157 of207)
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1970 Lotus Elan coupe. Taken at Shannon\'s Eastern Creek Classic 2011, held at Eastern Creek Raceway Sydney. (credit:sv1ambo/Flickr)
ロータス・エラン(158 of207)
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OK this looks like the front end of a mk1 Elan but don\'t recognise the estate-like body at the back!? What is this?\n\nedit: indeed, here\'s some info.. Wow, only *two* ever made! (credit:cosmic_spanner/Flickr)
ロータス・エラン(159 of207)
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Old an new in yellow. (credit:Xmansti/Flickr)
ロータス・エラン(160 of207)
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Taken at Brooklands on 12th August 2012. (credit:FurLined/Flickr)
ロータス・エラン(161 of207)
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Taken at the Elvetham Heath car show in 2013. (credit:FurLined/Flickr)
アストンマーチン・V8(162 of207)
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This seems to be resting for good in this driveway in Long Island, still on wistful California plates. Chassis number V8-11243/LCA is a Series 3, Weber carburetted car which appears to have been built late in 1974, not long before Aston Martin\'s bankruptcy. It looks to be one of the very few federalized V8s built before production was mothballed for a year. Sad state, though! (credit:vetaturfumare - thanks for 1 MILLION views!!!/Flickr)
アストンマーチン・V8(163 of207)
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(credit:Spanish Coches/Flickr)
アストンマーチン・V8(164 of207)
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This seems to be resting for good in this driveway in Long Island, still on wistful California plates. Chassis number V8-11243/LCA is a Series 3, Weber carburetted car which appears to have been built late in 1974, not long before Aston Martin\'s bankruptcy. It looks to be one of the very few federalized V8s built before production was mothballed for a year. Sad state, though! (credit:vetaturfumare - thanks for 1 MILLION views!!!/Flickr)
アストンマーチン・V8(165 of207)
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(credit:jeremyg3030/Flickr)
アストンマーチン・V8(166 of207)
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(credit:jeremyg3030/Flickr)
アストンマーチン・V8(167 of207)
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(credit:jeremyg3030/Flickr)
ポルシェ・911カレラRS(168 of207)
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MINE, JAPAN: Japanese driver Junichi Yamano drives his 1973 Porsche 911 Carrera RS (L) leading a 1971 Porsche 911T (R) during the second round class 3 and 4 race of the Le Mans Classic Japan 2005 at the Mine circuit in Mine, Yamaguchi prefecture, 30 October 2005. Yamano won the class 4 category. AFP PHOTO / TOSHIFUMI KITAMURA (Photo credit should read TOSHIFUMI KITAMURA/AFP/Getty Images) (credit:TOSHIFUMI KITAMURA via Getty Images)
ポルシェ・911カレラRS(169 of207)
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PORSCHE 911 Carrera RS 2.7 1973 (credit:Stephane Rossignol/Flickr)
ポルシェ・911カレラRS(170 of207)
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(credit:order_242/Flickr)
ポルシェ・911カレラRS(171 of207)
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(credit:nakhon100/Flickr)
ポルシェ・911カレラRS(172 of207)
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(credit:cosmic_spanner/Flickr)
ポルシェ・911カレラRS(173 of207)
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(credit:tautaudu02/Flickr)
ポルシェ・911カレラRS(174 of207)
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(credit:Brian Gaid/Flickr)
ポルシェ・928(175 of207)
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(credit:TheCarSpy/Flickr)
ポルシェ・928(176 of207)
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(credit:friskierisky/Flickr)
ポルシェ・928(177 of207)
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(credit:order_242/Flickr)
ポルシェ・928(178 of207)
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(credit:TheCarSpy/Flickr)
ポルシェ・928(179 of207)
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(credit:Basic Transporter/Flickr)
ポルシェ・928(180 of207)
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(credit:TheCarSpy/Flickr)
ポルシェ・928(181 of207)
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Awful picture I know, it doesn\'t do it justice but it looked so nice! (credit:Spanish Coches/Flickr)
ポルシェ・928(182 of207)
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(credit:TheCarSpy/Flickr)
ポルシェ・930ターボ(183 of207)
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Erster und bislang erfolgreichster Supersportwagen mit Abgas-Turbolader, 6-Zylinder Boxermotor, 3299 ccm, 300 PS bei 5500/min, 260 km/h, Baujahr 1982 (credit:pilot_micha/Flickr)
ポルシェ・930ターボ(184 of207)
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(credit:jeremyg3030/Flickr)
ポルシェ・930ターボ(185 of207)
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Oettinger Sportwagen Service, Hamburg (credit:nakhon100/Flickr)
ポルシェ・930ターボ(186 of207)
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This was just randomly parked in my street (at the time) one day. (credit:FotoSleuth/Flickr)
ポルシェ・930ターボ(187 of207)
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Després del èxit del rendiment dels motors turbo que estava aconseguint Porsche en competició, el següent pas natural semblava ser equipar aquest element en el motor del 911.\n\nDes de feia alguns anys, la casa havia desenvolupat profuns coneixements del turbo i quan aconseguà les primeres victòries en carreres de resistència amb el 911 equipat amb aquest dispositiu, pensà que estava en disposició de crear una escala nova dins del 911. Una versió que seria lâalta gamma, la més luxosa, potent i rà pida del catà leg.\n\nEl 911 turbo implicava tal quantitat de canvis sobre el model original que es creà una nova denominació interna per poder distingir quan es tractava del 911 atmosfèric o del 911 turbo: el tipus 930.\n\nNomés sâesperava fer una tirada de 500 unitats, però lâèxit fou impressionant i es superaren totes les previsions, des dâaquell dia sâhan construït 911 Turbo sense treva acumulant més de 40.000 unitats fabricades a la data dâavui.\n\nInicialment amb 360cv i 3000cc (240 alguns prototips) i després amb 300cv i 3300cc el 930 era potent fins parà metres fora de mida en la seva època i pocs conductors tenien la capacitat per conduir-lo amb tot el seu potencia.No esta a lâabast de massa gent extraure tot el que hi ha dins dâun mite com aquest.\n\n\nImatge publicada a: "Auto Retro 08 - Porsche creà el 911 per enamorar-nos" (credit:cotxe87.com/Flickr)
ポルシェ・930ターボ(188 of207)
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At the 2014 Woodward Dream Cruise. (credit:n0hav0cyet94/Flickr)
ポルシェ・930ターボ(189 of207)
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(credit:jeremyg3030/Flickr)
BMW・M1(190 of207)
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Extremely rare modern BMW - less than 500 built. (credit:Duncan H/Flickr)
BMW・M1(191 of207)
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It was a treat to see this M1! I overheard lots of comments of "is that an Esprit?" as people approached it, before they saw the badge :)\n\nTaken at the Pistonheads Saturday Service at Wilton House in August 2010. (credit:FurLined/Flickr)
BMW・M1(192 of207)
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BMW M1 (credit:Pittou2/Flickr)
BMW・M1(193 of207)
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(credit:nakhon100/Flickr)
BMW・M1(194 of207)
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(credit:drs1ump/Flickr)
BMW・M1(195 of207)
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BMW M1 roadcar - Kop Hill Climb 2014 (credit:PSParrot/Flickr)
BMW・M1(196 of207)
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(credit:Nick_Payne/Flickr)
BMW・M1(197 of207)
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(credit:alekhinen/Flickr)
モンテヴェルディ・ハイ(198 of207)
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(credit:Simon Davison/Flickr)
モンテヴェルディ・ハイ(199 of207)
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(credit:tautaudu02/Flickr)
モンテヴェルディ・ハイ(200 of207)
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(credit:Wikimedia)
モンテヴェルディ・ハイ(201 of207)
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(credit:Wikimedia)
トヨタ2000GT(202 of207)
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Toyota Mega Web History Garage, Odaiba (credit:Mike Turner/Flickr)
トヨタ2000GT(203 of207)
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2014 Louwman Museum - some personal favorites from the collection (credit:André Ritzinger/Flickr)
コスモスポーツ(204 of207)
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My latest with Petrolicious, click the link for more!\n\nwww.petrolicious.com/japanese-spies-found-in-the-united-s... (credit:DryHeatPanzer/Flickr)
トヨタ2000GT(205 of207)
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(credit:Moto@Club4AG/Flickr)
トヨタ2000GT(206 of207)
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(credit:Moto@Club4AG/Flickr)
トヨタ2000GT(207 of207)
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(credit:Moto@Club4AG/Flickr)