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Aston Martin V8 Vantage, Ferrari 512 BBi and Porsche Turbo

Hans-Dieter Seufert
Aston Martin, Ferrari and Porsche
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A ston Martin V8 Vantage

Ferrari 512 BBi

Porsche Turbo 3.3

An exciting day. The trip with three dream cars from the 70s and early 80s brought a flood of impressions and an overdose of happy moments. It's just far more exciting to drive a car than to just marvel at it. But who could afford a Porsche Turbo 30 years ago for 102,000 marks? Or loosen up 165,400 marks for a Ferrari 512 BBi? The BB was more than three times as expensive as a Mercedes 280 SE.

Buyers of an Aston Martin V8 Vantage even had to ease their bank account by an exorbitant 209,380 marks - and that for a car from a British brand that only a few in this country do was common. By contrast, almost everyone knew the most famous Aston driver: James Bond.

But let's stick with the Vantage, and in the 80s - to put it more discreetly - it was a good example of a typically English characteristic: maintaining tradition. Among other things, this affected the body. Because their original form, once designed by William Towns, went into series production as DBS as early as 1967. After all, the front of the AM V8 model that followed five years later was modified, which was then retained in the V8 Saloon built from 1974.

Hans-Dieter Seufert
The Aston Martin V8 Vantage is a motor vehicle par excellence.

The massive, fortress-like appearance of the Vantage is reinforced by the large front spoiler. This counts gently next to theThe tear-off edge of the rear drawn above and the closed cooling air opening on the front are the features of this exclusive model. With these modifications it was possible to optimize the not exactly intoxicating aerodynamics of the imposing British.

Even from the driver's point of view, when looking over the huge front end with the impressive elevation in the middle of the hood, the impression is retained, in a solid one Sit produce. The 1.8 tonnes empty weight confirm this effect.

Handcraft, leather and burl wood

The noble origin of this Aston, which was created by hand, is reflected in the fact that its aluminum body with is coated over 20 layers of primer and paint. The noble leather smell that rises in the nose comes from over eleven square meters of finely crafted cowhide, and the shiny root wood creates an incomparably luxurious ambience in the interior.

Neither was saved in the choice of the drive. A 5.3 liter V-eight-cylinder, based on the design by Tadek Marek, provides a bassy rumble, and if you stimulate it, goosebumps. That was intentional, because the Vantage presented in 1977 was supposed to be a real monster compared to the V8 Saloon - strong and fast. The operation was successful.

Carburettor V8 with a good 380 hp

Even when idling, the huge V8 with its mighty carburetor system enthroned above the cylinder heads causes the body to be slightly uneasy. The driver initially stays cool and engages the first gear of the ZF five-speed transmission by first moving the gearshift lever to the left and then backwards. A brave step on the accelerator and the massive automobile bursts off with a roar. There is no doubt: pure violence is at work here. At first Aston did not announce the performance data, later they spoke of a good 380 hp, and with the special 580-X-Pack machine even well over 400. The Vantage was good for superlatives, including the top speed: At around 270 km /h At that time, it became the fastest four-seater in the world.

However, it should not be viewed as a pure sports car. He cannot cover up his many pounds in curves, he leans significantly to the side and demands a lot of effort from the driver in the limit area. But it is a speeding locomotive for long journeys beyond tiny country roads.

Another world: Ferrari 512 BBi

The Ferrari takes you into a completely different world. It is 20 centimeters lower and is full of a sparkling racing atmosphere. From the driver's point of view, the front of the car looks downright massless. Hardly anything can be seen from the front building, the large inclined windshield allows a direct view of the slope. Clearly, this is about being able to direct a car with pinpoint accuracy.

Hans-Dieter Seufert
The Ferrari 512 BBi conveys a sparkling racing atmosphere.

Pininfarina got the BB in the early 70s Years created from style elements of the Dino Berlinetta Speciale and the Ferrari P6. Ferrari finally had a twelve-cylinder mid-engined sports car for the road in its program, which Lamborghini had already demonstrated with the Miura in 1966.

The engine of the BB was developed under the direction of the engineer Giuliano de Angelis, a V-engine with 180 Degree of cylinder angle, but the Italians didn't take it that seriously and named the flounder Berlinetta Boxer. In 1976, the displacement of the longitudinally mounted engine grew from 4.4 to five liters and in 1981 the engine version with the code F 110 A followed, with gasoline injection from Bosch.

But back to the two-seater cockpit, that was surprising looks wide and airy. The black leather seats with the red horizontal stripes could, however, provide a little more lateral support. But we'd rather devote ourselves to the more fascinating property of this car - the wonderful drive.

The injection engine, trained to improve emissions behavior, no longer roars as uninhibitedly as its ancestors, but its mixture of exhaust sound and mechanical noises is still a pleasure.

The first few meters in city traffic make it clear that the pleasure of driving a BB does not come from a lap around the church. Clutch and gearshift are difficult, the steering seems stiff and the car is unwieldy. But when the orange-colored needles on the instruments for rev and speed advance into higher regions, then the BB is in its element and much more effortless to use.

The BBi runs 288 km /h

When accelerating, the front lifts out of the springs, from 4000 rpm the engine noise swells up significantly, then more and more resemble a racing car. The fuel injection BB accelerates a bit slower than its predecessor, but is faster at 288 km /h. And above all, he beats her in the elasticity rating. With its easily achievable high cornering speeds and a certain degree of comfort, it represents a civilized racing car for the road.

Stormy 911 Turbo

Hans-Dieter Seufert
The Porsche Turbo is willing to compromise and is suitable for city and Racing rides. The rear spoiler of the Porsche Turbo 3.3 has a large rubber lip all around.

The most unspectacular thing in this trio is the Porsche Turbo, whose timeless shape appears so familiar and attractive. The Turbo celebrated its premiere in 1974 as an over-911 and was intended as a base car for racing.

Anyone who takes a seat in the Turbo will initially be spared palpitations. Sobriety and objectivity prevail. The two fenders slide into the front field of vision on the left and right, and when you look into the exterior mirror you can see a bit of the wide rear cheeks and a piece of the rear spoiler, which quickly became an image symbol.

Charge air cooling brings 300 PS

The shape of the spoiler identifies this turbo as the 3.3 liter version that was introduced in 1977. Compared to the original version, this turbo had charge air cooling and its six-cylinder in the rear developed 300 instead of 260 hp.

The steering is sluggish and sensitive to knocks, as in the Ferrari, but not nearly as stiff. The turbo has no problems with chugging around. Neither does the driver, but he asks himself where the differences to a normal 911 are. After all, the then Porsche boss Ernst Fuhrmann described the turbo as “a technical miracle”.

All of a sudden performance

To understand this, the accelerator only needs to be depressed a little further and one A leisurely shopping tour through the town is followed by an adrenaline-filled, rapid cross-country trip of undreamt-of adventure value. All of a sudden and with brute force, it tears the turbo from its place with courageous acceleration.

A wow effect that is fun, but if you want to move the turbo quickly over a longer distance, you will not get a higher pulse rate around. But that is not due to the acceleration or the powerfully gripping four-piston brakes derived from the Porsche 917, but to the heavy onset of turbo boost, which turns cornering into an adventure.

Although we stayed away from such borderline situations, one thing has happenedshown: dream cars are exciting - each in his own way

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