What's So Special About These Cars

[Carbon82]

What is the unique things about this Lancia Thema? What does '8.32' stands for? FYI, only a total of 3,971 units were built between 1986 - 1992.

Well there are actually 2 features worth special mentioning. First hint below.

The Lancia Thema 8·32 ("8" stands for the number of cylinders and "32" for the number of valves) used a 2,927 cc V8 engine from Ferrari. The engine was based on the same unit used in the Ferrari 308 and Mondial Quattrovalvole.

The engine was different from other V8 Ferrari engine during that period as it was equipped with a cross-plane type crankshaft rather than the usual flat-plane crankshaft, smaller valves and different firing order. All these make the engine suitable in a 4 door luxury saloon.

In non catalysed form, the engine produced 215ps @6,750rpm, and the car can reach 0–100 km/h in 6.8 seconds, with a top speed of 240 km/h. Catalysed versions were slightly detuned to 205ps, 0–100 km/h timing of 7.2 seconds, and a top speed of 235 km/h.

It also has a unique retractable spoiler, which is very different from say a Porsche 911.

 

[Jamesc]

On 6/6/2020 at 2:48 PM, Carbon82 said:

What is the unique things about this Lancia Thema? What does '8.32' stands for? FYI, only a total of 3,971 units were built between 1986 - 1992.

Well there are actually 2 features worth special mentioning. First hint below.

The Lancia Thema 8·32 ("8" stands for the number of cylinders and "32" for the number of valves) used a 2,927 cc V8 engine from Ferrari. The engine was based on the same unit used in the Ferrari 308 and Mondial Quattrovalvole.

The engine was different from other V8 Ferrari engine during that period as it was equipped with a cross-plane type crankshaft rather than the usual flat-plane crankshaft, smaller valves and different firing order. All these make the engine suitable in a 4 door luxury saloon.

In non catalysed form, the engine produced 215ps @6,750rpm, and the car can reach 0–100 km/h in 6.8 seconds, with a top speed of 240 km/h. Catalysed versions were slightly detuned to 205ps, 0–100 km/h timing of 7.2 seconds, and a top speed of 235 km/h.

It also has a unique retractable spoiler, which is very different from say a Porsche 911.

 

Its a Type Four car.

Same platform as the Fiat Croma, the Saab 9000 and the Alfa Romeo 164. 

[Carbon82]

OK, a disclaimer here: The 1st generation Nissan March (K10) was sold in Singapore in the 80s,

but not this particular variant I am going to talk about, which has a 1.0 turbo-charged unit under its bonnet.

Beside having sports seats at the front, sportier bumpers and side skirt, it has a rather unique feature in the cockpit:

Saw that? Who would have thought of imprinting the Horsepower and Torque curve / chart, as well as the engine type (MA10E-T) on the steering wheel?!

This seems to serve as a reminder to the person behind the wheel that he/she is not driving a normal entry level Nissan, but something more powerful and can be put to good use, when necessary.

If you thinks that 85ps is a laughable figure to be displayed so boldly, I would like to suggest that you do more read up from now. Getting 85ps horsepower from this sub 1.0 engine is an absolute triumph, especially back in the early to mid ’80s. The standard Nissan March (what we got in Singapore), without the turbo and other magic, and has just 50ps or slightly lesser in comparison. Now, isn't that impressive?

That little power band graph is absolutely what this car is all about—a tiny little hot hatch with all kinds of potential for fun and punching well above its featherweight.

[Tohto]

14 hours ago, Carbon82 said:

OK, a disclaimer here: The 1st generation Nissan March (K10) was sold in Singapore in the 80s,

but not this particular variant I am going to talk about, which has a 1.0 turbo-charged unit under its bonnet.

Beside having sports seats at the front, sportier bumpers and side skirt, it has a rather unique feature in the cockpit:

Saw that? Who would have thought of imprinting the Horsepower and Torque curve / chart, as well as the engine type (MA10E-T) on the steering wheel?!

This seems to serve as a reminder to the person behind the wheel that he/she is not driving a normal entry level Nissan, but something more powerful and can be put to good use, when necessary.

If you thinks that 85ps is a laughable figure to be displayed so boldly, I would like to suggest that you do more read up from now. Getting 85ps horsepower from this sub 1.0 engine is an absolute triumph, especially back in the early to mid ’80s. The standard Nissan March (what we got in Singapore), without the turbo and other magic, and has just 50ps or slightly lesser in comparison. Now, isn't that impressive?

That little power band graph is absolutely what this car is all about—a tiny little hot hatch with all kinds of potential for fun and punching well above its featherweight.

This is similar to the popular pocket rocket.

Daihatsu Charade GTti.

@Typhoon125 are you still around and driving this car?

 

 

Edited September 10, 2020 by Tohto

[Volvobrick]

On 6/6/2020 at 2:48 PM, Carbon82 said:

What is the unique things about this Lancia Thema? What does '8.32' stands for? FYI, only a total of 3,971 units were built between 1986 - 1992.

Well there are actually 2 features worth special mentioning. First hint below.

The Lancia Thema 8·32 ("8" stands for the number of cylinders and "32" for the number of valves) used a 2,927 cc V8 engine from Ferrari. The engine was based on the same unit used in the Ferrari 308 and Mondial Quattrovalvole.

The engine was different from other V8 Ferrari engine during that period as it was equipped with a cross-plane type crankshaft rather than the usual flat-plane crankshaft, smaller valves and different firing order. All these make the engine suitable in a 4 door luxury saloon.

In non catalysed form, the engine produced 215ps @6,750rpm, and the car can reach 0–100 km/h in 6.8 seconds, with a top speed of 240 km/h. Catalysed versions were slightly detuned to 205ps, 0–100 km/h timing of 7.2 seconds, and a top speed of 235 km/h.

It also has a unique retractable spoiler, which is very different from say a Porsche 911.

 

Had the 2.0 Thema before. Great, reliable car. Probably becos it's not 100% Italian. 

[Toeknee_33]

18 hours ago, Carbon82 said:

OK, a disclaimer here: The 1st generation Nissan March (K10) was sold in Singapore in the 80s,

 

Another little fact was that the body design (i can't seem to find who designed the shape) was originally intended to be used by Fiat to replace the 127, but Fiat chose the Giugiaro design for its spectacularly successful Uno. 

[Fitvip]

19 hours ago, Carbon82 said:

OK, a disclaimer here: The 1st generation Nissan March (K10) was sold in Singapore in the 80s,

but not this particular variant I am going to talk about, which has a 1.0 turbo-charged unit under its bonnet.

Beside having sports seats at the front, sportier bumpers and side skirt, it has a rather unique feature in the cockpit:

Saw that? Who would have thought of imprinting the Horsepower and Torque curve / chart, as well as the engine type (MA10E-T) on the steering wheel?!

This seems to serve as a reminder to the person behind the wheel that he/she is not driving a normal entry level Nissan, but something more powerful and can be put to good use, when necessary.

If you thinks that 85ps is a laughable figure to be displayed so boldly, I would like to suggest that you do more read up from now. Getting 85ps horsepower from this sub 1.0 engine is an absolute triumph, especially back in the early to mid ’80s. The standard Nissan March (what we got in Singapore), without the turbo and other magic, and has just 50ps or slightly lesser in comparison. Now, isn't that impressive?

That little power band graph is absolutely what this car is all about—a tiny little hot hatch with all kinds of potential for fun and punching well above its featherweight.

I remember the first ones brought in were the 3-door model (not the sports trim). 5-doors came in later!

[Carbon82]

What is one common thing between these cars? 

@SiLangKia @Toeknee_33 you should know right?

 

 

 

... 

 

 

 

Yes, these models are all equipped with a Twin-charged engine, i.e. Super Charger + Turbo Charger. 

Both forms of forced induction are naturally flawed in some respects. A supercharger is great for producing immediate power and torque in lower operating ranges by deriving its energy directly off of the belt, commonly being done in a positive-displacement system by utilizing a belt that the crankshaft drives in order for the screws in the compressor to spin and compress the air to increase the pressure and/or density of the air entering the engine, but it generally means that fuel economy won’t be as great as the engine’s efficiency could be (if it were naturally aspirated) and that at higher operating ranges, the supercharger begins to draw more power from the engine to produce more power, with the compressor leeching off of the potential power supply in order to function.

If this isn’t a suitable option, a turbocharger’s promises of much more power and torque, higher efficiency and fuel economy due to running off of the exhaust gases, having less reciprocating and rotational mass (in smaller engines), and greater quantities of power being produced regardless of engine size also seem attractive. The exhaust gases from its respective manifold propel the turbine’s blades (which are connected to a turbine that drives the compressor that pressurizes the air in the air filter and manifold with a shaft that shoves more air into the system) increase the fuel-air ratio, but they need to accumulate in order for the compressor to spin, with this process waiting being labelled “turbo lag.” On larger turbochargers, this boost can come on suddenly and powerfully, and it occurs when the boost threshold is reached, with this form of forced induction creating power higher in the operating range due to relying on exhaust gases.

For performance applications, there’s one solution to both systems’ shortcomings. By using both forms of forced induction in one engine, the supercharger is able to make its power in the lower operating range as the turbocharger spools up, and when the turbocharger comes on boost and creates its power, it takes over for the supercharger as it begins to leech off of the power supply. Along with this, compounding allows for the air compression to be much greater than just adding the amount of boost that the supercharger and turbocharger individually produce, with large amounts of boost possibly being created by (relatively) low-cost components.

[Toeknee_33]

3 hours ago, Carbon82 said:

What is one common thing between these cars? 

@SiLangKia @Toeknee_33 you should know right?

 

 

 

... 

 

 

 

Yes, these models are all equipped with a Twin-charged engine, i.e. Super Charger + Turbo Charger. 

Both forms of forced induction are naturally flawed in some respects. A supercharger is great for producing immediate power and torque in lower operating ranges by deriving its energy directly off of the belt, commonly being done in a positive-displacement system by utilizing a belt that the crankshaft drives in order for the screws in the compressor to spin and compress the air to increase the pressure and/or density of the air entering the engine, but it generally means that fuel economy won’t be as great as the engine’s efficiency could be (if it were naturally aspirated) and that at higher operating ranges, the supercharger begins to draw more power from the engine to produce more power, with the compressor leeching off of the potential power supply in order to function.

If this isn’t a suitable option, a turbocharger’s promises of much more power and torque, higher efficiency and fuel economy due to running off of the exhaust gases, having less reciprocating and rotational mass (in smaller engines), and greater quantities of power being produced regardless of engine size also seem attractive. The exhaust gases from its respective manifold propel the turbine’s blades (which are connected to a turbine that drives the compressor that pressurizes the air in the air filter and manifold with a shaft that shoves more air into the system) increase the fuel-air ratio, but they need to accumulate in order for the compressor to spin, with this process waiting being labelled “turbo lag.” On larger turbochargers, this boost can come on suddenly and powerfully, and it occurs when the boost threshold is reached, with this form of forced induction creating power higher in the operating range due to relying on exhaust gases.

For performance applications, there’s one solution to both systems’ shortcomings. By using both forms of forced induction in one engine, the supercharger is able to make its power in the lower operating range as the turbocharger spools up, and when the turbocharger comes on boost and creates its power, it takes over for the supercharger as it begins to leech off of the power supply. Along with this, compounding allows for the air compression to be much greater than just adding the amount of boost that the supercharger and turbocharger individually produce, with large amounts of boost possibly being created by (relatively) low-cost components.

You flatter me leh, but i will pretend i know 😜

What I do know is that the 1st car was designed to replace the popular 127 of Fiat, who also owns the marque of the 2nd car. Thats where the link ended....

[inlinesix]

Supercharge + turbocharge had became passe with twin-scroll turbo.

Twin-scroll turbo will become passe with electric turbo.