mod@tech

Businessman Adrian Portelli brought one of the 75 production McLaren Senna GTR models to new heights when he purchased the supercar for $2 million and hired a team to hoist it up to the 57^th floor of his luxury penthouse apartment.

According to 9 News, a crew with a crane carefully guided Portelli’s McLaren Senna GTR up to the 57th floor of the Sapphire by the Gardens building in Melbourne, Australia. “It’s just a race car, so you can’t register on the street,” Portelli said, also noting, “It was just sitting in a factory anyway, so I might as well, you know, give it the title it deserves.” The video shows a significant crowd gathering to see the spectacle unfold. Fortunately, all went smoothly.

The penthouse, which happens to be the most expensive penthouse in Melbourne with a price tag of $39 million, was a spontaneous purchase for 34-year-old Portelli, mostly to be used on weekends. The apartment is still under construction inside, and the exterior will need repairs after the ordeal. The side of the building required removal for the car to be parked inside. The building is scheduled to be finished within 12 to 18 months. The For now, the Senna is staged on the concrete floor.

“The car is going to sit in the lounge room, it will be the centerpiece,” Portelli told 9 News.

Crane lifts McLaren up 57 floors into $39m penthouse in Melbourne | 9 News Australia

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Always the underdog, American Motors didn’t have the advertising budget to go toe-to-toe with Ford, General Motors, and Chrysler. What it did have was a ton of chutzpah, and a belief that putting its products on the track and the strip was a cost-conscious way of proving to buyers that it could build something besides the fuel-stingy sedans it was known for. In 1969 alone, the automaker participated in no fewer than seven racing programs.

For 1970, the Independent pulled off one of the most storied coups in American motorsports, luring team owner Roger Penske and his star driver, Mark Donohue, away from Chevrolet to run its Javelin Trans-Am efforts. Introduced for 1968, the Javelin was AMC’s entry into the pony car field, offering a variety of six- and eight-cylinder engines, handsome styling by Dick Teague, capable handling, and an affordable price tag. Like its rivals, AMC saved costs by basing its pony car on a production compact, in its case the Rambler American.

Donohue, recognizing the Javelin’s potential for development, turned his attention to its aerodynamics. The holder of a bachelor’s degree in engineering, he had designed a decklid spoiler for the Trans-Am Camaros that he felt hadn’t been tall enough to be effective. Applying those lessons to the AMC, he created a tall ducktail spoiler that would help keep the Javelin’s back end planted at speed.

Needing to homologate the spoiler for competition, AMC announced a special Mark Donohue edition, taking out full-page ads that focused as much on the new alliance as on the coupe itself. “Mark Donohue and Roger Penske, the most successful driver-manager team in road racing, recently signed a three-year contract with American Motors,” the ads announced. “Together they’ve won two straight Trans-Am championships. They’ll go for a third with the Javelin.”

Under SCCA rules, AMC needed to produce 2,500 Javelins with Donohue’s spoiler. A special edition SST was created, loaded up with dual exhausts; power front disc brakes; E70 x 14 white-letter, wide-profile tires; 14 x 6 wheels; a handling package; and an AMX hood with a functional ram-air induction system. Buyers were given a choice of two four-barrel V-8s, a 360 and a 390, as well as a Borg-Warner three-speed automatic or a Hurst-shifted Borg-Warner T10 four-speed. The Donohue package added about $1,100 to a base V-8 SST, pushing sticker prices over the $4,000 line. By April 1970, AMC reported that precisely 2,501 examples had emerged from its Kenosha, Wisconsin, factory.

The 360-cu.in. engine was new for AMC in 1970. Essentially a stroked version of the 343, it incorporated a cast crankshaft and a pair of cylinder heads that incorporated dogleg exhaust ports designed to help exhaust flow. With 10.0:1 compression and a ram-air system feeding the four-barrel Autolite 4300 carburetor, it was rated at 290 hp at 4,800 rpm, and 395 lb-ft of torque at a low 3,200 rpm.

The 390, introduced in 1968, was fortified with a forged crankshaft, forged connecting rods, and meaty 2.250-inch rod bearings. It, too, had a 10.0:1 compression ratio, and belted out 325 hp at 5,000 rpm and 420 lb-ft of torque at 3,200 rpm. Today, the Mark Donohue Edition is a highly prized collectable from AMC’s performance years. Unfortunately, documenting an original Donohue car is difficult, because there’s no way to confirm its authenticity other than the window sticker and other dealer paperwork. Some AMC experts claim that a number 4 typed in the “ASC” (Automatic Speed Control) box on the build sheet is a sure sign of the Donohue package, because the 1970 Javelin wasn’t offered with ASC, but that has never been verified. The signed Donohue spoiler was offered as a $58.30 option on the SST, and was available over the counter, too, with dealers encouraged to create their own special editions. That can confuse matters.

Prices for documented Donohue Edition cars, which had been running around $20,000 as recently as 2015, seem to have taken a swing upwards recently. The example shown on this page, equipped with the 390 and four-speed, sold for $82,500 at Mecum’s Kissimmee, Florida, auction in January, while another traded hands for $77,000 at Barrett-Jackson’s Scottsdale auction the same month. Classic.com puts the average value at $23,900, but that’s for all SSTs, not just the genuine Donohue cars. Over the past three years, 16 ads for 1970 Javelins have appeared on Hemmings.com, with an average asking price of $52,446.

Specifications

Engine: OHV V-8, 360-cu.in., Autolite four-barrel carburetor, 290 hp at 4,800 rpm, 395 lb-ft at 3,200 rpm / OHV V-8, 390-cu.in., Autolite four-barrel carburetor, 325 hp at 5,000 rpm, 420 lb-ft at 3,200 rpm

Transmission: Four-speed manual / three-speed automatic

Suspension: Front, independent, twin ball joint design with coil springs, anti-sway bar; Rear, live axle, semi-elliptical leaf springs

Brakes: Front, 11-inch discs; Rear, 10-inch drums

Wheelbase: 109.0 inches

Shipping weight: 3,340 pounds

Price new: $2,848 (for Javelin SST)

Value today: $25,000 to $85,000

Cristin Elliott’s story has a happy ending, but it began with heartbreak and led to a 13-year-long rollercoaster of emotions while she tracked down her stolen 1971 Nova SS and struggled through a seemingly flawed system to rightfully reclaim what was hers.

Oregon Live outlined the story on May 10, 2023. Elliott parked the car at a friend’s house before leaving for a treatment facility back in September 2010. The car disappeared two months later. She immediately began her search for the Nova when she got home. Her scouring of car listings continued until 2019, when she finally found her Nova listed in an ad. She notified the police, but it would take another four years before she and the Nova would be reunited.

Cristin Elliot’s Facebook post pleading for her stolen car’s return.Oregon Live

The Chevy Nova was in the hands of a dealer who reportedly thought he bought the car legally, free and clear. He did admit that the seller claimed to have lost the car’s title while it was in storage for 10 years, but when the dealer and presumed car thief went to the DMV together, a new title was issued without hassle. How is that possible? The Oregon DMV apparently purges its stolen car database every few years. Elliot’s Nova hadn’t been in the system since at least 2015, so registering the muscle car’s VIN number threw no red flags.

There is a safeguard in place, but it’s not all that effective. The Police are alerted when the state is planning to purge its stolen car database so any vehicles that are still missing can be left in the system. In Elliot’s case, the Nova was never mentioned as missing, so it was removed from the list of stolen vehicles.

Dana MacDonald, Northwest regional director of the National Insurance Crime Bureau, told Oregon Live that the lack of record keeping allows thieves to easily steal cars, and store them until they are undetectable. “The records are purged, and it’s a problem and it’s not being addressed,” she said.

According to a DMV employee, that office was also partially at fault. “If the transaction had come to me for review, I would have required a new possessory lien form because it was not dated at the bottom,” the anonymous employee told a detective. But there’s more: The DMV reportedly didn’t review the records that were required from the previous owner, like how he obtained the car, and basically all the other documents you’re supposed to have before you can get a new title.

During a final court appearance, Elliott showed the actual vehicle’s title with the Nova SS obviously registered in her name. The court ruled in her favor, and she and the Nova are finally reunited. The original seller was arrested, but because a public defender wasn’t available, the judge dismissed the charges, and he was released a month later. Charges couldn’t be refiled as the statute of limitations had already passed.

This is the short version of Elliott’s story. The full version is still available on Oregonlive.com.

Described as “like new” apart from minor wear on interior components, this fully restored 1967 Amphicar 770 Convertible is one of 3,878 produced during the model’s seven-year run. When it made its splash in the ‘60s, the amphibious drop-top filled a unique void in the automotive market by combining road going capabilities with water crossings. It’s one vehicle that allows its owners to live the boat life while also experiencing classic car nostalgia.

Instead of the more common crossover built for road driving and off-road capabilities, the Amphicar is arguably the ultimate crossover vehicle, providing transportation across roads and water without requiring the driver or occupants to leave their seats. Anyone who has ridden in or driven an Amphicar will relish in the “oohs” and “ahhs” echoing from passersby, especially at the boat launch.

With a top speed of 70 mph on land and 7 knots in water, the Amphicar was never built to be fast and furious. It’s best fitted to the relaxed driver looking for the best scenic route, whether on lake or pavement. This example, fittingly finished in Lagoon Blue, is powered by what is believed to be the factory original 1,147-cc inline-four engine, rated at a whopping 43-horsepower when new. The rear-mounted engine is matched with a four-speed transmission. According to the seller, the car has been restored, and the restoration included new propellers. The car is said to start and run well, and there are no reported issues.

Photos show what appears to be an exceptional amphibious vehicle that is ready for the road, lake, or classic car and boat shows. The auction is estimated to end just eight days from this writing. Cruise to the auction listing for more information and over a hundred photos.

Ford debuted the U.S.-spec 2024 Ford Ranger lineup on Wednesday, May 10, and it includes a much-anticipated Ranger Raptor model. The lineup also includes the XL, XLT, and Lariat trim levels, all only available in crew cab configuration with a five-foot bed. The Tremor is reportedly on hold for now but may return later, which means the Raptor is king for 2024 when it comes to off-road pickup prowess.

The Ranger Raptor adopted the Bronco Raptor’s turbocharged 3.0-liter V-6 rated at 405 hp and 430 lb.-ft. of torque. The proven anti-lag system from the Bronco Raptor is used to keep the turbo spooling when its needed most. Every Ranger offering for 2024, even the Raptor, receives a 10-speed automatic transmission. The Raptor automatically comes with with four-wheel drive, while rear-wheel drive is standard on remaining Rangers with four-wheel drive as an option.

According to Ford, the max payload for the Ranger lineup is 1,805 pounds. The standard tow rating is 3,000 or up to 7,500 pounds with the Max Tow package and a Class IV receiver, however the Raptors max out at 5,510-pound tow rating due to its extra off-road gear and softer suspension.

The 2024 Ranger models are based on a fully boxed high-strength steel frame. The front wheels are stretched forward by 1.9 inches when compared to the prior crew cab, though the truck’s overall length remains the same. The 2024 Ranger’s track is widened by 2.4 inches and the rear shock mounts are now mounted outside of the frame rails, much like the Bronco Raptor.

The Ranger Raptor models are even wider with a 3.5-inch extended track. Instead of the Ranger’s standard rear leaf springs and struts, the Raptor uses a Watts-link rear suspension with coil springs. All four corners are cushioned by Fox 2.5-inch reservoir Live Valve shocks. Raptor models also increase suspension travel with added upper and lower front control arms, plus raised front shock towers.

Ford refers to the Bronco Raptor as the rock crawler while the Ranger Raptor is built toward high-speed desert driving. That said, the Ranger will not have the disconnecting front sway bar but will still feature locking front and rear differentials.

The four-wheel drive Ranger Raptor will ride with 10.7 inches of ground clearance, almost 1.5-inches more than rear-wheel drive Ranger models. The Ranger Raptor is equipped with 33-inch BFGoodrich KO3 off-road tires from the factory. According to Motor Authority, Carl Widmann, Chief Engineer of Ford Performance, said 35s might fit, but also might rub and could cut into suspension travel.

For the exterior, Ranger Raptor models receive wider fender flares and a functional hood and fender vents to optimize heat extraction. Front and rear hooks are included for off-road recoveries. The dual exhaust gives the Raptor two shiny silver exhaust tips that exit out the lower rear bumper. For protection from rough terrain, every Ranger Raptor is shielded with high-strength steel skid plates that guard the engine, transfer case, and fuel tank.

For the exterior, Ranger Raptor models receive wider fender flares and a functional hood and fender vents to optimize heat extraction. Front and rear hooks are included for off-road recoveries. The dual exhaust gives the Raptor two shiny silver exhaust tips that exit out the lower rear bumper. For protection from rough terrain, every Ranger Raptor is shielded with high-strength steel skid plates that guard the engine, transfer case, and fuel tank.

For the exterior, Ranger Raptor models receive wider fender flares and a functional hood and fender vents to optimize heat extraction. Front and rear hooks are included for off-road recoveries. The dual exhaust gives the Raptor two shiny silver exhaust tips that exit out the lower rear bumper. For protection from rough terrain, every Ranger Raptor is shielded with high-strength steel skid plates that guard the engine, transfer case, and fuel tank.

For the exterior, Ranger Raptor models receive wider fender flares and a functional hood and fender vents to optimize heat extraction. Front and rear hooks are included for off-road recoveries. The dual exhaust gives the Raptor two shiny silver exhaust tips that exit out the lower rear bumper. For protection from rough terrain, every Ranger Raptor is shielded with high-strength steel skid plates that guard the engine, transfer case, and fuel tank.

For the exterior, Ranger Raptor models receive wider fender flares and a functional hood and fender vents to optimize heat extraction. Front and rear hooks are included for off-road recoveries. The dual exhaust gives the Raptor two shiny silver exhaust tips that exit out the lower rear bumper. For protection from rough terrain, every Ranger Raptor is shielded with high-strength steel skid plates that guard the engine, transfer case, and fuel tank.

For the exterior, Ranger Raptor models receive wider fender flares and a functional hood and fender vents to optimize heat extraction. Front and rear hooks are included for off-road recoveries. The dual exhaust gives the Raptor two shiny silver exhaust tips that exit out the lower rear bumper. For protection from rough terrain, every Ranger Raptor is shielded with high-strength steel skid plates that guard the engine, transfer case, and fuel tank.

For the exterior, Ranger Raptor models receive wider fender flares and a functional hood and fender vents to optimize heat extraction. Front and rear hooks are included for off-road recoveries. The dual exhaust gives the Raptor two shiny silver exhaust tips that exit out the lower rear bumper. For protection from rough terrain, every Ranger Raptor is shielded with high-strength steel skid plates that guard the engine, transfer case, and fuel tank.

For the exterior, Ranger Raptor models receive wider fender flares and a functional hood and fender vents to optimize heat extraction. Front and rear hooks are included for off-road recoveries. The dual exhaust gives the Raptor two shiny silver exhaust tips that exit out the lower rear bumper. For protection from rough terrain, every Ranger Raptor is shielded with high-strength steel skid plates that guard the engine, transfer case, and fuel tank.

Inside, the Raptor models invite occupants into orange-accented, thick-bolstered sport seats. Magnesium paddle shifters are mounted to the steering wheel, and an orange stripe at the top of the wheel marks the center position. The Raptor comes standard with a 12.4-inch digital cluster, 12-inch touch screen, Wireless Apple CarPlay and Android Auto.

Inside, the Raptor models invite occupants into orange-accented, thick-bolstered sport seats. Magnesium paddle shifters are mounted to the steering wheel, and an orange stripe at the top of the wheel marks the center position. The Raptor comes standard with a 12.4-inch digital cluster, 12-inch touch screen, Wireless Apple CarPlay and Android Auto.

Inside, the Raptor models invite occupants into orange-accented, thick-bolstered sport seats. Magnesium paddle shifters are mounted to the steering wheel, and an orange stripe at the top of the wheel marks the center position. The Raptor comes standard with a 12.4-inch digital cluster, 12-inch touch screen, Wireless Apple CarPlay and Android Auto.

Inside, the Raptor models invite occupants into orange-accented, thick-bolstered sport seats. Magnesium paddle shifters are mounted to the steering wheel, and an orange stripe at the top of the wheel marks the center position. The Raptor comes standard with a 12.4-inch digital cluster, 12-inch touch screen, Wireless Apple CarPlay and Android Auto.

Inside, the Raptor models invite occupants into orange-accented, thick-bolstered sport seats. Magnesium paddle shifters are mounted to the steering wheel, and an orange stripe at the top of the wheel marks the center position. The Raptor comes standard with a 12.4-inch digital cluster, 12-inch touch screen, Wireless Apple CarPlay and Android Auto.

The U.S.-spec Rangers will be built in Ford’s Michigan plant and are expected to arrive later this summer. The base models begin at $34,160 and Ranger Raptors are expected to cost $56,960, including a $1,595 destination charge.