Garrett Turbo

Robert Polzin asked:




BMW has been creating impressive model improvements for the past couple of years, and now they have completely outdone themselves with the second-generation 2011 Alpina B7 performance/luxury sedan. The Alpina is based on the BMW 7 Series platform and the first generation of the BMW Alpina B7 which was offered as a limited edition for the 2007 and 2008 model years. The B7 is said to be a huge step above the previous B7 model, all other NJ BMW 1-Series models and have technology, performance, and refinement that we have yet to see in other models. The B7 has extra horsepower, refined handling and a unique new look that makes you forget all about luxury sedans that came before it.

The previous Alpina B7 model had a supercharged 4.4 liter V8 engine that was good for 500 horsepower and 516 pound-feet of torque. Now the new BMW Alpina B7 achieves exactly the same result with a tuned version of the current 7 Series twin-turbocharged and direct-injected, 4.4-liter V8. The torque curve is flatter in the new B7 with all 516 lb-ft available from 3,000-4,750 rpm with allows the car to be able to accelerate without any problems at any speed.The B7 can go from 0-60 mph in 4.5 seconds.

The new Alpina has swapped in different turbochargers and upsized the intercoolers used on the previous Alpina B7 versus the stock 750i, which makes 400 hp. The new turbos are modified units from Honeywell-Garrett and have a different turbine geometry to flow more air. The ECU has been remapped and turbo boost has been increased to a 1″ bar versus a 0.7″ bar on the stock engine. Just looking at the Alpina B7 the changes are quite obvious, first the front and rear spoilers have been redesigned to be more functional than the previous BMW models and at the same time enhance the car’s overall appearance like never before. The spoilers reduce lift at the front by 30 percent and rear by 15 percent. The B7 has fitted shorter springs, which drop the ride height by 0.6 inches up front and 0.4 inches in back. Also, adding to the new look of the B7 is an updated version of the traditional 20-spoke 21″ Alpina classic wheels.

Also, the 2011 BMW Alpina B7 has the Dynamic Damping Control and Active Roll Stabilization that is featured on previous BMW models, but they have been recalibrated to give the car a sportier feel. The stability control on the 2011 Alpina is also said to allow more wheel slip as well. What also remains on this model is the stock six-speed automatic transmission, but the tailored Alpina steering wheel has buttons on the back of it that evidently will allow for easier gear changes.

The Alpina B7 made its first North American appearance last month at the Chicago International Auto Show and will go on sale at NJ BMW dealerships and all other BMW dealers in the spring. The B7 will hit the market at $122,875 for the standard wheelbase and $126,775 for the extended wheelbase. Both prices include the $875 destination and handling fee.



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Daniel Legal asked:




A Saleen S7 for sale is a rare sight. It’s just not every day one spots a supercar at the dealership or parked on the neighbor’s lawn with a “For Sale” sign. Compounding the issue is the hand-built nature of the vehicle and its limited run, which spanned six brief years from 2000 to 2006. If you have a dream of finding a Saleen S7 for sale and purchasing it, then hold on tight.

A supercar with street cred possesses that magic balance, a blend of exorbitant power, sleek and **** aesthetics, and a genuine racing heritage. That heritage is difficult to come by, and perhaps only Lamborghini has found any real success without the requisite racing resume. That didn’t stop Steve Saleen, widely regarded as the premier Mustang tuner.

The Saleen S7 team began with Steve Saleen, who provided the concept, the focus, and the direction. Hidden Creek Industries, now Hidden Creek Partners, a private industrial management firm for truck and car suppliers, provided the resources and the initial funding. Phil Frank Design provided the design and development of the body and the interior. Finally, the RML Group, an engineering and motorsports racing team, performed the chassis engineering.

When Saleen introduced the S7 on August 19, 2000 at the Monterey Historic Races, the S7 was the first Saleen vehicle not based on an existing chassis. Comprised of steel and aluminum, the space frame design employed on the S7 weighed a mere 2750 pounds. They had comprised the body entirely of carbon fiber, and the interior combined all the mandatory racing functionality with a level of luxury found only in the world’s most exclusive vehicles.

Under the hood, it had a naturally aspirated V8 engine that purred a ferocious 550 mph, and provided acceleration from 0-60 mph in approximately 3.2 seconds. That initial S7 accelerated from 0-100 mph in approximately 8 seconds, and it could complete a standing quarter mile in less than 12 seconds with a top speed of approximately 225 mph. The run of the initial Saleen S7 lasted just four years before it had to move aside for the all-new Saleen S7 Twin Turbo.

The Twin Turbo Saleen S7 for sale was an updated version of the supercar that had been relatively successful for the previous four years. The primary change was the addition of the twin-turbochargers as reflected in the cars name. However, using twin-turbochargers wasn’t a new idea. It had actually been part of the original concept, but it never made it to the production phase due to some technical limitations.

Saleen introduced the Twin Turbo S7 at just several hairs beneath $600,000. Under the hood, the S7 engine was essentially the same except for the addition of the two Garrett turbochargers, which increased maximum output to 750 horsepower at 6300 rpm. In addition, the design team made changes to the rear spoiler and the front and rear diffusers that allowed for a 60% increase in downforce.

The following year Saleen added a competition package that increased output by 33% for a total maximum output of 1000 jaw-dropping horsepower. After test-driving this all-new, more-competition-ready S7, Car and Driver magazine referred to the supercar as the fastest production vehicle that they had ever driven. Let that sink in for a moment, and then get back to dreaming of finding a Saleen S7 for sale and actually buying it.



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William Perschke asked:


If you pay any attention to the major collector car auctions held every year, you probably think you cannot afford a collector car anymore. The prices seem to have shot through the roof to the point of being ridiculous.

Let me assure you that unless you are looking for a museum piece that you would not want to drive on any road today, there is clearly hope.

I have friends that have bought and sold many collector cars and trucks over the years and I have certainly bought and sold my share of them.

In the last couple of days I found some examples of great buys that collectors such as you and I would be pleased to own. These cars are not showroom pieces, but who cares? They are nice rides that you and I could enjoy for very reasonable cost.

Take this 1971 Chevy El Camino, found on “craigslist”. The car shows very clean and straight. It has a 350 V8 engine with a Turbo 350 automatic transmission, power steering,  power disc brakes, and custom wheels. They are asking $2800 OBO.

OBO means “or best offer”.

Any time someone advertises OBO, you know they will take less. It is up to your negotiation skills to determine just how much less they will take. Now this has a lot to do with just where the seller is at in their efforts to sell. If you catch them when they really want to unload the burden they have of owning that vehicle (for all kinds of reasons), you can usually get a substantial savings when you buy.

Here is a 1970 Mustang coupe, also found on “craigslist”. It shows a straight no rust body, has a 302 V8 engine, automatic transmission, power steering, power brakes, and chrome wheels. They are asking $2200 OBO. Here we go again with the OBO, although I would not expect to get too much off on this one, for it is pretty cheap already.

These are just a couple examples of what might interest you. I find an incredible variety of collector cars and trucks like these almost every day, using a number of sources I have accumulated over the years. This is a passion of mine so I am looking for them all the time.

Now these may not be your cup of tea but there are many more where these came from.

Keep in mind what I am telling you about here are very low cost vehicles that would get you into the collector car arena. There is almost an exponential increase in the number of cars you can buy with every $500 you add to your buying power.

You can buy a collector car today for a reasonable cost; all kinds of them. This is just the tip of the iceberg. In future articles I will share my years of experience and passion about these historical pieces of iron. We will cover topics such as where you can find them (there are many places), how to know what you are buying, tricks for when you do buy them, buying them long distance, etc.

Jo Alexander asked:


The first Lotus Esprit burst into life in 1976, and with its stunning wedge shaped looks it really stood out from the humdrum Rovers and Fords that were on the road at the time. Colin Chapman was so proud of his new sports car that he arranged to have it parked outside Pinewood studios in the hope that it would be used in the latest James Bond film. The plan worked, and Roger Moore drove a white Lotus Esprit, that could convert into a submarine, in the Spy Who Loved Me.

The early Esprit cars came with a four cylinder 160 bhp engine, however through turbo charging and various other engine modifications the final four cylinder sport models were able to produce 300bhp. However, what the Lotus Esprit really needed was a super car engine to match its looks and that finally arrived in the shape of a V8 engine back in 1996.

The V8 Lotus Esprits are highly regarded and are normally well looked after by enthusiastic owners, who have normally ensured that no expense has been spared on servicing. Buying a good used V8 Esprit should cost no more than a brand new saloon, however whilst the exterior has been constantly modernised once you climb in you are soon reminded of the cars original 1970′s roots.

The interior is hardly the last word in driver ergonomics, even getting in and out can prove to be a chore, and once inside any driver over six foot is going to feel cramped. The transmission tunnel sits very close to the driver and anyone with larger than average feet may want to make sure that they can feel the pedals correctly, as space in the footwell is extremely tight.

Once you have settled into the Esprit you will soon find yourself surrounded by switches, buttons and stalks from old Vauxhalls, Peugeot and Citroens. Whilst there is little you can do to modernise the interior, you can replace the standard halogen headlight bulbs with the latest modern xenon bulbs, so you can see the road more clearly when pushing on late at night.

There is however no doubting the performance and handling, and once you have fired up the V8, heard the twin Garret turbos spooling up behind and despatched 0-60 in just over 4 seconds, you are bound to be instantly smitten. When it comes to the cornering the V8 has precise and direct steering, which is full of feedback, whilst the grip and body control just seem to urge you to driver harder.

Unfortunately despite its fabulous looks the Lotus Esprit has always been dogged by reliability worries, leading to the infamous statement that Lotus stood for Lots of Trouble Usually Serious. Never forget that although the Lotus Esprit now costs hot hatch money, it still is a super car and will sometimes demand super sized bills to match.

There is no doubting the beguiling looks and performance of the Lotus Esprit, however before you make the purchase, make sure you buy one with full service history that has been well cared for, and put aside a decent sized annual budget for repairs and servicing. Once that is done you can become the newest member of the supercar set.



Sue Watts