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Ferrari 250 GTO

The Ferrari 250 GTO is a GT car produced by Ferrari from 1962 to 1964 for homologation into the FIA's Group 3 Grand Touring Car category. It was powered by Ferrari's Tipo 168/62 Colombo V12 engine; the "250" in its name denotes the displacement in cubic centimeters of each of its cylinders. This includes 33 cars with 1962-63 bodywork and three with 1964 bodywork similar to the Ferrari 250 LM. Four of the older 1962-1963 cars were updated in 1964 with Series II bodies; when new, the 250 GTO cost $18,000 in the United States, with buyers approved by Enzo Ferrari and his dealer for North America, Luigi Chinetti. This model has since become desired by automobile collectors and sales have set price records; the current record for world's most expensive car was set in June 2018 when a 1963 250 GTO was sold in a private sale for $70 million. In 2004, Sports Car International placed the 250 GTO eighth on a list of Top Sports Cars of the 1960s, nominated it the top sports car of all time. Motor Trend Classic placed the 250 GTO first on a list of the "Greatest Ferraris of All Time."

Popular Mechanics named it the "Hottest Car of All Time." The 250 GTO was designed to compete in Group 3 GT racing, where its rivals would include the Shelby Cobra, Jaguar E-Type and Aston Martin DP214. The development of the 250 GTO was headed by chief engineer Giotto Bizzarrini. Although Bizzarrini is credited as the designer of the 250 GTO, he and most other Ferrari engineers were fired in 1962 due to a dispute with Enzo Ferrari. Further development of the 250 GTO was overseen by new engineer Mauro Forghieri, who worked with Scaglietti to continue development of the body; the design of the car can not be ascribed to a single person. The mechanical aspects of 250 GTO were conservative at the time of its introduction, using engine and chassis components that were proven in earlier competition cars; the chassis of the car was based on that of the 250 GT SWB, with minor differences in frame structure and geometry to reduce weight and lower the chassis. The car was built around a hand-welded oval tube frame, incorporating A-arm front suspension, rear live-axle with Watt's linkage, disc brakes, Borrani wire wheels.

The engine was the race-proven Tipo 168/62 Comp. 3.0 L V12 as used in the 250 Testa Rossa Le Mans winner. An all-alloy design utilizing a dry sump and six 38DCN Weber carburetors, it produced 300 PS at 7500 rpm and 294 N⋅m; the gearbox was a new 5-speed unit with Porsche-type synchromesh. Bizzarrini focused his design effort on the car's aerodynamics in an attempt to improve top speed and stability; the body design was informed by wind tunnel testing at Pisa University as well as road and track testing with several prototypes. The resulting all-aluminium bodywork had a long, low nose, small radiator inlet, distinctive air intakes on the nose with removable covers. Early testing resulted in the addition of a rear spoiler; the underside of the car was covered by a belly pan and had an additional spoiler underneath formed by the fuel tank cover. The aerodynamic design of the 250 GTO was a major technical innovation compared to previous Ferrari GT cars, in line with contemporary developments by manufacturers such as Lotus.

The bodies were constructed by Scaglietti, with the exception of early prototypes with bodies constructed in-house by Ferrari or by Pininfarina. Cars were produced in many colours, with the most famous being the bright red "Rosso Cina"; the minimalist interior of a 250 GTO reflects the car's racing intentions. There is no speedometer, seats are cloth-upholstered, neither carpeting nor a headliner was installed. Cockpit ventilation is via exterior air inlets; the exposed metal gate defining the shift pattern became a Ferrari tradition maintained in production models until replaced by steering column-mounted paddle shifters in the 2000s. Handbuild production and repairs throughout each car's competition history result in differences both visible and invisible between individual 250 GTOs. Variance in air intake/vent configuration is common among cars. Modifications to the original bodywork were performed by the factory, Scaglietti, or other body shops after crashes or according to a racing team's wishes.

In 1964, Ferrari tasked Mauro Forghieri and Mike Parkes with redesigning the 250 GTO's bodywork, resulting in what became known as the GTO'64. Three new cars were produced to the 1964 specification, four earlier 250 GTOs were retrofitted to it by the factory; this redesign was intended to maintain the GTO's competitiveness for one more year, as the FIA decided to not approve the 250 LM for GT-class racing during the 1964 season. The Ferrari engineers incorporated many of the 250LM's aerodynamic features into the 1964 GTO; this resulted in a visual similarity between the two models though the GTO does not share the 250LM's mid engine rear wheel drive layout. The factory made minor modifications to the engine, chassis and interior. Despite these changes, the overall performance improvement was slight; the GTO'64 still saw some racing success with factory and privateer teams, including an overall win at Daytona in 1964 by Phil Hill and Pedro Rodriguez driving for NART. Three 330 GTO specials were made using the 250 GTO chassis and body fitted with 400 Superamerica 4.0L motors.

Distinguished by a larger bonnet bulge, these cars were used for racing and testing by Scuderia Ferrari before being sold to

Illinois Route 121

Illinois Route 121 is a 109.48-mile-long major state highway in the central part of the U. S. state of Illinois. Although it travels from northwest to southeast, it is marked as a north–south highway, it travels from IL 130 in Greenup to Interstate 55 in Lincoln at the interchange of I-55 and IL 10. IL 121 travels north from Greenup near I-70. While traveling northwest, IL 121 travels through Toledo and has an interchange with I-57 in Mattoon. From there, it travels northwest into the city limits of Decatur but goes around downtown using 22nd Street and Pershing Road. On the northwest side of Decatur, IL 121 intersects with the concurrent I-72 and US 51. IL 121 continues further northwest into Lincoln, where it has a concurrency with IL 10 through Lincoln as Keokuk Street and Woodlawn Road before terminating at I-55 just south of I-155. IL 10 continues west on the same road. State Bond Issue Route 121 traveled from Peoria to the Indiana state line east of Chrisman; when US 36 was established in the late 1920s, IL 121 was dropped east of Decatur.

In March 1937, IL 121 replaced IL 131 and IL 132 south of Decatur to Greenup. In 1993, I-155 north of Lincoln was completed. IL 121 was dropped from this stretch of freeway. IL 121 had a business route through Decatur until about 1980 along Main Water Street; this was replaced by US 51 Business. U. S. Roads portal Illinois portal

Bennett Township, Kingman County, Kansas

Bennett Township is a township in Kingman County, Kansas, USA. As of the 2000 census, its population was 705. Bennett Township covers an area of 36.49 square miles. Norwich Allen Township Erie Township, Sedgwick County Eden Township, Sumner County Township No. 6, Harper County Canton Township Eagle Township The township contains two cemeteries: Stitch and Upchurch. K-2 K-42 Norwich Landing Strip U. S. Board on Geographic Names United States Census Bureau cartographic boundary files City-Data.com