Audi Avus quattro
The Audi Avus quattro was a concept supercar made by the German car manufacturer Audi. It was first introduced at the 1991 Tokyo Motor Show; the Avus quattro had an aluminium space frame, which made it a safe automobile. This second showing of the new aluminium architecture paved the way for the mass-produced aluminium A8 in 1994; the bodywork on the Avus was designed by J Mays and inspired by Auto Union race cars of the 1930s, which featured unpainted aluminum bodies. The panels are made from polished aluminum, hand beaten and are only 1.5 mm thick. The Avus quattro's engine was supposed to be a 6.0 L 60-valve W12 engine producing 509 PS. The car shown at the Tokyo Motor Show, was fitted with a precision painted dummy, crafted from wood and plastic. Reason being, that at the time, its intended powertrain was still in development; the Avus features three lockable differentials, rear-wheel steering and a NACA-style duct mounted on the roof. The Avus quattro is now on display at Audi's museum mobile in Germany.
Audi Corporate website museum mobile, Ingolstadt Audi Avus Quattro Info Page By 21st Century Audi Avus quattro page on Audi Corporate Website
VR6 engines, the VR5 variants, are a family of internal combustion engines, characterised by a narrow-angle V engine configuration. Developed by the Volkswagen Group in the late 1980s, evolutions of these engines are still produced by them; when containing six cylinders, a VR-engine's cylinder block consists of two cylinder banks while there is only a single cylinder head covering both rows of cylinders. The name VR6 comes from a combination of V engine, the German word "Reihenmotor" - and so is described as a "Vee-Inline engine", it shares a common cylinder head for the two offset banks of cylinders. It has a specific sound, unique and different than either inline or "V" engines; the engine is in use in a variety of VW models, such as the Volkswagen Passat NMS. This engine configuration was adopted for the Horex VR6 Motorbike; the Volkswagen VR6 was designed for transverse engine installations in front-wheel drive vehicles. The narrow angle of 15° between the two'rows' in the VR6 engine is a more compact size than a wider angle V6 design.
This made it possible for Volkswagen to install six-cylinder engines in existing four-cylinder cars. The wider configuration of a wider angle V6 engine would have required an extensive redesign of the vehicles to enlarge the engine compartment; the VR6 is able to use the firing order of a straight-six engine. The narrow angle between cylinders allows the use of just one cylinder head - whereas wider angle Vee engines require two separate cylinder heads, one for each cylinder bank; the VR6 arrangement needs two overhead camshafts to drive all the valves, regardless of whether the engine has two valves per cylinder, or four per cylinder. This reduces costs. In early VR6 engines with 12 valves two overhead camshafts were used; the forward camshaft has six cam lobes to control the three intake and three exhaust valves of the front cylinder bank, without using rockers. The rear camshaft controls the rear cylinder bank; the operating principle of this design is comparable to a single overhead camshaft design with intake and exhaust valves of one bank driven by one camshaft.
The VR6 engine designs with 24 valves had two overhead camshafts as well, however with a slight change of operation principle: In the 24 valve engine all intake valves are operated by the front camshaft, while all the exhaust valves are operated by the rear camshaft. This operating principle is more akin to a double overhead camshaft design, with one camshaft for intake valves, one for exhaust valves. There are several different variants of the VR6 engine; the original VR6 engine displaced 2.8 featured a 12 valve design. These engines produced a DIN-rated power output of 128 kW, 240 N⋅m of torque. Volkswagen Group identifies the original VR6 by the chassis "AAA" engine ID code, it operates on the four-stroke cycle, has an engine displacement of 2.8 litres. The 2.8 VR6 cylinder bore diameter is 81.0 millimetres, the piston stroke is 90.0 millimetres, although some European engines had a displacement of 2.9 litres. The 2.9 VR6 bore diameter is 82.0 millimetres, the stroke is 90.0 millimetres. The "Vee" angle is 15°, the compression ratio is 10:1.
The drop-forged steel six-throw crankshaft runs in seven main bearings. The connecting rod bearing journals are offset 22° to one another. Two overhead camshafts operate the automatic hydraulic valve lifters which, in turn and close the 39.0 mm intake and 34.3 mm exhaust valves. Since the two'rows' of pistons and cylinders share a single cylinder head and head gasket, the piston crown is tilted. Intake and exhaust valves need different camshafts to vary valve overlap; because of the cylinder arrangement in the VR6 - with two rows of combustion chambers within the same cylinder head, the intake and exhaust ports between the two rows of cylinders are of varying lengths. Without compensation, these varying port lengths would result in the two rows of cylinders producing different amounts of power at a particular engine RPM. Depending on the specific generation of VR6, the difference in port lengths are compensated for by specific tuning of the intake manifold, the camshaft overlap and lift profile, or a combination thereof.
The fuel injectors, operated by the Bosch Motronic engine control unit system, are mounted behind the bend of the intake manifolds. VR6 engines use an auxiliary electric pump to circulate the engine coolant while the engine is running, during the cooling fan'after-run' cycle, in addition to the belt-driven main water pump; the centerline of the cylinders are offset from the centerline of the crankshaft by 12.5 millimetres. To accommodate the offset cylinder placement and narrow "Vee" design, the connecting rod bearing journals are offset 22° to each other; this allows the use of a 120° firing interval between cylinders. The firing order is: 1, 5, 3, 6, 2, 4; the Volkswagen Group VR6 engine was introduced in Europe by Volkswagen in 1991, in the Passat and Corrado. The Passat, Passat Variant, U. S.-specification Corrado used the original 2.8 litre design.
Tokyo Motor Show
The Tokyo Motor Show is a biennial auto show held in October–November at the Tokyo Big Sight, Japan for cars and commercial vehicles. Hosted by the Japan Automobile Manufacturers Association, it is a recognized international show by the Organisation Internationale des Constructeurs d'Automobiles, sees more concept cars than actual production car introductions, the reason why the auto press see the show as one of the motorshow's big five; the show called All Japan Motor Show was first held in an outdoor venue called Hibiya Park, the show was considered a success with 547,000 visitors over ten days and 254 exhibitors displaying 267 vehicles, but of the number of vehicles only 17 of them were passenger cars as the show was dominated by commercial vehicles. In 1958, due to construction of a subway and underground parking lot near Hibiya Park, the show was shifted to the Korakuen Bicycle Racing Track; the show, as the previous year was marred by heavy rain, in 1959 the event moved indoor to its newly opened Harumi Showplace venue, three times the size of its previous venue.
Onward from 1973, as the organisers decided not to host a show for the following year due to the international energy crisis and the show became a biennial event. The show relocated to its current venue, the convention and exhibition center Tokyo Big Sight in 1989 and due to high public demand for vehicles in everyday use and the fact concept cars dominate the show, the show returned to being an annual event from 2001 to 2005 with a show for passenger cars and motorcycle and another for commercial vehicles for the following year. However, from 2007 onwards the event has once again returned to a biennial schedule which combines both passenger and commercial vehicles, including motorcycles and auto parts; the first Tokyo Motor Show was held in Hibiya Park from April 20 to April 29, 1954. Of the 267 vehicles on display, only seventeen were passenger cars, which reflected the paucity of personal family transport in Japan at the time. Trucks and motorcycles made up most of the exhibits. 547,000 visitors attended the show over the ten days, where the most prominent cars were the Austin A40, Hillman Minx and the newly introduced Renault 4CV, as well as domestic vehicles such as the Prince Sedan AISH, Toyota Toyopet Super RH.
The second Tokyo Motor Show was held over twelve days, beginning on May 7, 1955. 785,000 visitors attended, among them HIH Prince Akihito. The highlights of the passenger cars on display were the new Datsun 110, Toyopet Crown RS and Toyopet Master RR. Passenger cars began to assume the greatest prominence at the third Tokyo Motor Show which opened on April 20, 1956, thanks in great part due to an initiative spearheaded by the Ministry of International Trade and Industry called the "people's car plan". Although its stated target of a four-seat car capable of 100 kilometres per hour and available for ¥150,000 was unrealistic — despite being twice the national average income at the time, it was still only one fifth of what a typical vehicle cost — it was given credit as the spur for domestic automakers to strive to lower their prices. Although only 527,000 people visited the fourth show between May 9 and May 19, 1957, significant vehicles made their debut; the 1959 show opened on October 24. Notable premiers included Mitsubishi's first own passenger car, the Mitsubishi 500.
It was held from April 20 to April 29, 1954. It was held from May 7 to May 18, 1955; the Second All-Japan Motor Show was held in 1955 at Hibiya Park, the same venue as the previous year. The show was extended to 12 days. Exhibitors still focused on commercial vehicles, such as trucks, that year. Notably, in the light-duty truck category, advanced models were displayed, including Toyota's 4-wheel light truck SKB which will be renamed as Toyoace in 1956, Nissan's Datsun 120 Truck and Fuji Seimitsu's 1.5-ton class 4-wheel truck. These models featured both excellent driving performance and handling stability that well outperform conventional 3-wheel light trucks. New passenger cars were presented on the motor show's stages. Toyota unveiled its 1.5-liter engine class small cars such as Toyopet Crown and Toyopet Master, while Nissan's Datsun 110 made its debut. These cars were signs of the start of the motorization of Japanese society with made-in-Japan brands. Meanwhile, the Imperial Prince visited the motor show for the first time.
It was held from April 20 to April 29, 1956. The Third All-Japan Motor Show was held in 1956 at Hibiya Park during a 10-day period. From this year, exhibited products have been grouped by vehicle type - truck, pickup truck, passenger car, 2-wheeler, motorcycle; this measure was taken to provide more merits for visitors because the majority of them were interested in passenger cars. A poster of the motor show carried the slogan "Japanese Automobiles at a Glance!" The Ministry of International Trade and Industry fueled the growing attention to passenger cars among consumers by announcing the "National Car Project" in May of the previous year. The national project included the development of a new 4-seater car, capable of driving at 100km per hour; the Japanese government had planned to release the national car at an affordable price range of around 250,000 yen. At that time, passenger cars were still expensive for the general public in reality. At the same time, they had a premonition that the "passenger cars" they dreamt of
Internal combustion engine
An internal combustion engine is a heat engine where the combustion of a fuel occurs with an oxidizer in a combustion chamber, an integral part of the working fluid flow circuit. In an internal combustion engine, the expansion of the high-temperature and high-pressure gases produced by combustion applies direct force to some component of the engine; the force is applied to pistons, turbine blades, rotor or a nozzle. This force moves the component over a distance, transforming chemical energy into useful mechanical energy; the first commercially successful internal combustion engine was created by Étienne Lenoir around 1859 and the first modern internal combustion engine was created in 1876 by Nikolaus Otto. The term internal combustion engine refers to an engine in which combustion is intermittent, such as the more familiar four-stroke and two-stroke piston engines, along with variants, such as the six-stroke piston engine and the Wankel rotary engine. A second class of internal combustion engines use continuous combustion: gas turbines, jet engines and most rocket engines, each of which are internal combustion engines on the same principle as described.
Firearms are a form of internal combustion engine. In contrast, in external combustion engines, such as steam or Stirling engines, energy is delivered to a working fluid not consisting of, mixed with, or contaminated by combustion products. Working fluids can be air, hot water, pressurized water or liquid sodium, heated in a boiler. ICEs are powered by energy-dense fuels such as gasoline or diesel fuel, liquids derived from fossil fuels. While there are many stationary applications, most ICEs are used in mobile applications and are the dominant power supply for vehicles such as cars and boats. An ICE is fed with fossil fuels like natural gas or petroleum products such as gasoline, diesel fuel or fuel oil. There is a growing usage of renewable fuels like biodiesel for CI engines and bioethanol or methanol for SI engines. Hydrogen is sometimes used, can be obtained from either fossil fuels or renewable energy. Various scientists and engineers contributed to the development of internal combustion engines.
In 1791, John Barber developed the gas turbine. In 1794 Thomas Mead patented a gas engine. In 1794, Robert Street patented an internal combustion engine, the first to use liquid fuel, built an engine around that time. In 1798, John Stevens built the first American internal combustion engine. In 1807, French engineers Nicéphore and Claude Niépce ran a prototype internal combustion engine, using controlled dust explosions, the Pyréolophore; this engine powered a boat on France. The same year, the Swiss engineer François Isaac de Rivaz built an internal combustion engine ignited by an electric spark. In 1823, Samuel Brown patented the first internal combustion engine to be applied industrially. In 1854 in the UK, the Italian inventors Eugenio Barsanti and Felice Matteucci tried to patent "Obtaining motive power by the explosion of gases", although the application did not progress to the granted stage. In 1860, Belgian Jean Joseph Etienne Lenoir produced a gas-fired internal combustion engine. In 1864, Nikolaus Otto patented the first atmospheric gas engine.
In 1872, American George Brayton invented the first commercial liquid-fuelled internal combustion engine. In 1876, Nikolaus Otto, working with Gottlieb Daimler and Wilhelm Maybach, patented the compressed charge, four-cycle engine. In 1879, Karl Benz patented a reliable two-stroke gasoline engine. In 1886, Karl Benz began the first commercial production of motor vehicles with the internal combustion engine. In 1892, Rudolf Diesel developed compression ignition engine. In 1926, Robert Goddard launched the first liquid-fueled rocket. In 1939, the Heinkel He 178 became the world's first jet aircraft. At one time, the word engine meant any piece of machinery—a sense that persists in expressions such as siege engine. A "motor" is any machine. Traditionally, electric motors are not referred to as "engines". In boating an internal combustion engine, installed in the hull is referred to as an engine, but the engines that sit on the transom are referred to as motors. Reciprocating piston engines are by far the most common power source for land and water vehicles, including automobiles, ships and to a lesser extent, locomotives.
Rotary engines of the Wankel design are used in some automobiles and motorcycles. Where high power-to-weight ratios are required, internal combustion engines appear in the form of combustion turbines or Wankel engines. Powered aircraft uses an ICE which may be a reciprocating engine. Airplanes can instead use jet engines and helicopters can instead employ turboshafts. In addition to providing propulsion, airliners may employ a separate ICE as an auxiliary power unit. Wankel engines are fitted to many unmanned aerial vehicles. ICEs drive some of the large electric generators, they are found in the form of combustion turbines in combined cycle power plants with a typical electrical output in the range of 100 MW to 1 GW. The high temperature exhaust is used to superheat water to run a steam turbine. Thus, the efficiency is higher because more energy is extracted from the fuel than what could be extracted by the co
France the French Republic, is a country whose territory consists of metropolitan France in Western Europe and several overseas regions and territories. The metropolitan area of France extends from the Mediterranean Sea to the English Channel and the North Sea, from the Rhine to the Atlantic Ocean, it is bordered by Belgium and Germany to the northeast and Italy to the east, Andorra and Spain to the south. The overseas territories include French Guiana in South America and several islands in the Atlantic and Indian oceans; the country's 18 integral regions span a combined area of 643,801 square kilometres and a total population of 67.3 million. France, a sovereign state, is a unitary semi-presidential republic with its capital in Paris, the country's largest city and main cultural and commercial centre. Other major urban areas include Lyon, Toulouse, Bordeaux and Nice. During the Iron Age, what is now metropolitan France was inhabited by a Celtic people. Rome annexed the area in 51 BC, holding it until the arrival of Germanic Franks in 476, who formed the Kingdom of Francia.
The Treaty of Verdun of 843 partitioned Francia into Middle Francia and West Francia. West Francia which became the Kingdom of France in 987 emerged as a major European power in the Late Middle Ages following its victory in the Hundred Years' War. During the Renaissance, French culture flourished and a global colonial empire was established, which by the 20th century would become the second largest in the world; the 16th century was dominated by religious civil wars between Protestants. France became Europe's dominant cultural and military power in the 17th century under Louis XIV. In the late 18th century, the French Revolution overthrew the absolute monarchy, established one of modern history's earliest republics, saw the drafting of the Declaration of the Rights of Man and of the Citizen, which expresses the nation's ideals to this day. In the 19th century, Napoleon established the First French Empire, his subsequent Napoleonic Wars shaped the course of continental Europe. Following the collapse of the Empire, France endured a tumultuous succession of governments culminating with the establishment of the French Third Republic in 1870.
France was a major participant in World War I, from which it emerged victorious, was one of the Allies in World War II, but came under occupation by the Axis powers in 1940. Following liberation in 1944, a Fourth Republic was established and dissolved in the course of the Algerian War; the Fifth Republic, led by Charles de Gaulle, remains today. Algeria and nearly all the other colonies became independent in the 1960s and retained close economic and military connections with France. France has long been a global centre of art and philosophy, it hosts the world's fourth-largest number of UNESCO World Heritage Sites and is the leading tourist destination, receiving around 83 million foreign visitors annually. France is a developed country with the world's sixth-largest economy by nominal GDP, tenth-largest by purchasing power parity. In terms of aggregate household wealth, it ranks fourth in the world. France performs well in international rankings of education, health care, life expectancy, human development.
France is considered a great power in global affairs, being one of the five permanent members of the United Nations Security Council with the power to veto and an official nuclear-weapon state. It is a leading member state of the European Union and the Eurozone, a member of the Group of 7, North Atlantic Treaty Organization, Organisation for Economic Co-operation and Development, the World Trade Organization, La Francophonie. Applied to the whole Frankish Empire, the name "France" comes from the Latin "Francia", or "country of the Franks". Modern France is still named today "Francia" in Italian and Spanish, "Frankreich" in German and "Frankrijk" in Dutch, all of which have more or less the same historical meaning. There are various theories as to the origin of the name Frank. Following the precedents of Edward Gibbon and Jacob Grimm, the name of the Franks has been linked with the word frank in English, it has been suggested that the meaning of "free" was adopted because, after the conquest of Gaul, only Franks were free of taxation.
Another theory is that it is derived from the Proto-Germanic word frankon, which translates as javelin or lance as the throwing axe of the Franks was known as a francisca. However, it has been determined that these weapons were named because of their use by the Franks, not the other way around; the oldest traces of human life in what is now France date from 1.8 million years ago. Over the ensuing millennia, Humans were confronted by a harsh and variable climate, marked by several glacial eras. Early hominids led a nomadic hunter-gatherer life. France has a large number of decorated caves from the upper Palaeolithic era, including one of the most famous and best preserved, Lascaux. At the end of the last glacial period, the climate became milder. After strong demographic and agricultural development between the 4th and 3rd millennia, metallurgy appeared at the end of the 3rd millennium working gold and bronze, iron. France has numerous megalithic sites from the Neolithic period, including the exceptiona
Sunbeam Motor Car Company
Sunbeam Motor Car Company Limited was a British motor car manufacturer with its works at Moorfields in Blakenhall, a suburb of Wolverhampton in the county of Staffordshire, now West Midlands. Its Sunbeam name had been registered by John Marston in 1888 for his bicycle manufacturing business. Sunbeam motor car manufacture began in 1901; the motor business was sold to a newly incorporated Sunbeam Motor Car Company Limited in 1905 to separate it from Marston's pedal bicycle business. In-house designer Coatalen's enthusiasm for motor racing accumulated expertise with engines. Sunbeam manufactured their own aero engines during the First World War and 647 aircraft to the designs of other manufacturers. Engines drew Sunbeam into Grand Prix racing and participation in the achievement of world land speed records. In spite of its well-regarded cars and aero engines, by 1934 a long period of slow sales had brought continuing losses. Sunbeam was unable to repay money borrowed for ten years in 1924 to fund its Grand Prix racing programme, a receiver was appointed.
There was a forced sale, Sunbeam was picked up by the Rootes brothers. Manufacture of Sunbeam's now old-fashioned cars did not resume under the new owners, but Sunbeam trolleybuses remained in production. Rootes had intended to sell luxury cars under the Sunbeam name, but four years after their purchase, in 1938, the two brothers instead chose to add the name Sunbeam to their Talbot branded range of Rootes designs calling them Sunbeam-Talbots. In 1954 they dropped the word Talbot. Sunbeam continued to appear as a marque name on new cars until 1976, it was used as a model name, firstly for the Chrysler Sunbeam from 1977 to 1979, following the takeover of Chrysler Europe by PSA Group, for the Talbot Sunbeam from 1979 through to its discontinuation in 1981. John Marston, the London-educated son of a sometime mayor of Ludlow and landowner, had been apprenticed to Edward Perry, tinplate-works master and twice mayor of Wolverhampton. In 1859 aged 23 Marston bought two other tinplate manufacturers in Bilston, four miles away, set himself up on his own account.
On Perry's death Marston bought his Jeddo Works in Paul Street Wolverhampton, left Bilston and continued Perry's business. An avid cyclist he established his Sunbeamland Cycle Factory in 1897 in his Paul Street premises manufacturing and assembling pedal bicycles he branded Sunbeam, his Sunbeam trademark was registered in 1893. In 1895 a company, John Marston Limited, was incorporated and took ownership of John Marston's business; the Sunbeam trademark was registered for motor-cars in 1900. Rugby-educated Thomas Cureton 1863–1921 began as his apprentice became Marston's right-hand man in the cycle works and the cautious advocate of a motor-car venture, their board of directors did not favour it but Marston and Cureton continued their project. Between 1899 and 1901 Sunbeam produced a number of experimental cars driven about Wolverhampton but none was offered for sale. In late 1900 they announced the purchase in Blakenhall of "a large area of land in Upper Villiers Street for the erection of works for the manufacture of cars" alongside the premises of Marston's Villiers Engineering business.
The first announcement of their new autocar was in 22 September 1900 issue of The Autocar but no full description was provided to the public until February 1901. It would be supplied with a 2-seater body on a channel steel frame powered by a 4-horsepower horizontal engine with electric ignition intended to run at 700 rpm and have two forward speeds and reverse using belt drive to differential gears on the live axle. Dimensions: weight 10 cwt, overall measurements 84 inches by 57 inches; the first production car branded Sunbeam was not Marston and Cureton's but a car designed and developed by a young architect, Maxwell Mabberly-Smith, powered by a single-cylinder 2¾ horsepower De Dion engine. Described as a "sociable" it carried two passengers sitting close together facing the roadside from above a central belt-drive. To begin with they faced opposite roadsides; this layout provided propinquity while maintaining propriety. Their driver at his tiller sat behind them his body facing the opposite roadside.
Wheels were arranged in a diamond formation. They used a frame like a motorised quadracycle version of Starley's Coventry Rotary and were to be referred to by The Automotor Journal as "the curiously light vehicles with which their name has for some time been associated"; the Sunbeam Mabley was a limited success, several hundred sold in 1901 and 1902 at £130. More stock was still in the Sunbeam catalogue in early 1904 with the following specification: single cylinder 74 x 76 mm. 327 cc engine designed to run at 1,800 rpm, 2-speed gearbox, central wheels driven by belt chain drives from the differential. Weight 4½ cwt. Price £120 At the annual Stanley Cycle Show in November 1902 Sunbeam approved by the magazine's correspondent, displayed beside more Mableys a 12-horsepower four-cylinder car with the engine beneath a bonnet at the front, camshaft within the "crank chamber", a four-speed gearbox and all four artillery wheels of the same size fitted with pneumatic tyres. Price 500 guineas or £525.
Listed in February 1904 its specification was: four cylinders 80 × 120 mm. 1527 cc engine designed to run at 1,000 rpm, four-speed gearbox, rear wheels driven by chain drives from the differential. Weight 16 cwt. Price £512. In February 1904 the 12-horsepower car was given a six-cylinder 16-horsepower stablemate. Like the 12 the new engine was designed to give its full power at what were then considered low engine speeds. Particular note was made that special attention had once more been paid to further controlling the airflow beneath the car's apron and the chassis to reduce t
Miss Britain III
Miss Britain III is a racing power boat designed and built by Hubert Scott-Paine, a British aircraft and boat designer. During 1932 Hubert Scott-Paine, owner of the British Power Boat Company and a noted power boat racer, asked Rolls-Royce for a Rolls-Royce'R' engine which had powered the winning Supermarine S6B entrant in the 1931 Schneider Trophy challenge, he was planning a single-engined challenge to Garfield'Gar' Wood who held the Harmsworth Trophy with his Miss America X speedboat, a monster of 38 ft with 4 engines totalling 7,800 horsepower. No engine was available so there the matter rested. In February 1933, with the success of his Power-Napier engine to which he had exclusive rights, Scott-Paine issued his challenge for the Harmsworth Trophy. Within a period of less than ten weeks he had designed and built Miss Britain III in conditions of great secrecy at his Hythe workshops; the result was revolutionary, with stringers of metal-reinforced wood and aluminium cladding, a single 1,350 horsepower Napier Lion VIID engine, a length of only 24-foot-6-inch The attention to detail is evident in the thousands of duralumin countersunk screws with the slots all in line with the water or air flow.
George Selman, one of the country's leading propellor experts, designed a new propellor after the existing designs proved unsatisfactory. Testing was carried out in great secrecy on Southampton Water in the early dawn; the team sailed for America in August 1933 and the contest was held on the St. Clair River at Algonac, Michigan on 4 September; the David and Goliath contest was closely fought but Gar Wood managed to win by a small margin - average speed 86.937 mph against 85.789. Scott-Paine returned to Britain to a hero's welcome. Following a fire on board, put out and the boat repaired, a record breaking attempt was made on 16 November 1933 on Southampton Water. Scott-Paine and Gordon Thomas became the first men to travel at over 100 mph in a single-engined boat, this record remained for 50 years. Miss Britain III was taken to Venice in 1934 where Scott-Paine won both the Prince of Piedmont's Cup and the Count Volpi Trophy, setting a world record for a single-engined boat of 110.1 mph in salt water.
In 1951 Scott-Paine presented Miss Britain III to the National Maritime Museum where it remains on view. Adrian Rance. Fast Boats and Flying Boats. Southampton, England: Ensign Publications. ISBN 1-85455-026-8. "Cleaning and reinterpretation of Miss Britain III". Collections blog. National Maritime Museum. 21 May 2012. Archived from the original on 24 May 2012