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DxRK

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  1. any kebabs with garlic yogurt going 

  2. john lennon with cat ears

  3. It's been said that when Grotti perform poorly in F1, they make great road cars but when they make terrible road cars, they do great in F1. During the 2020 season, they finished 6th overall in the standings compared to the previous three years where they were finishing 2nd so the Grotti Itali RSX that was released in 2020 has a lot to live up to now. On paper, the Itali RSX seems to be the perfect car, it seems like it should be up there with all the greats but behind the wheel of one, it's a lot more complicated than that and it's probably the most complicated car we've ever tested. (Grotti Itali RSX, Images Via WildRide Magazine) Hybrid technology will soon become common place in supercars and hypercars, there's no denying it and although a lot of us may not be happy with this change, with the chance of losing the V12 and V10 powerplants both we and our ears have come to love, it is interesting to see what manufacturers will come up with. We already saw what Pfister came up with when they released the Pfister 811 but now Grotti have taken a jab at it, kicking off a new war between manufacturers, that of supercars designed to look pretty on the showroom floor but pack the power of hypercars. Grotti have managed to get a jump on this war, they've taken their 3.9 liter twin turbocharged V8 and re-engineered it for the RSX, they've bored it out so it's now 4 liters and they've altered the intake and exhaust systems on it so that it sits lower in the engine bay, providing a lower center of gravity. They've also taken the cylinder heads and re-designed them so that they now feature improved direct fuel injection which improves the efficiency and combustion. The turbos now also feature wastegates which are electronically controlled so that it would improve emissions. Other improvements that they've built upon can be seen in the transmission, Grotti have developed a smaller flywheel so that the engine can sit lower and have built upon their F1 technology with the gearbox, a dual clutch transmission which is designed without a reverse gear, this makes the transmission lighter and it means it can handle a lot more torque whilst also reducing the time it takes to shift between gears. (Grotti Itali RSX, Images Via WildRide Magazine) With Grotti wanting to bring their cars into the new decade, they've paired the V8 engine with three electric motors, a motor each on the front wheels and a third motor which is positioned between the ICE and transmission. This being Grotti's first plug-in hybrid, the motors produce 217 horsepower at peak, paired with the twin turbo V8, it brings the RSX's power figure to a staggering 987 brake horsepower, this is the most powerful car that Grotti have ever made (Just about beating the Turismo R which produces 950). Starting the car, you'll be left disappointed with the total silence, you don't have that startup sound to build up excitement and you'll be pulling out of your driveway with only tire noise in the background, worst yet is that your Itali RSX is practically front wheel drive at this point. Grotti's reasoning behind having the Itali RSX start up in the EV mode is that they believe customers will enjoy travelling electrically at low speeds and the fact that owners will now be able to drive around in the morning without disturbing the neighbors, absolutely rubbish, no-one is going to buy a Grotti with close to a four figure power figure and restrict it to 217 horsepower and lug around the V8 only as a ballast in the car, especially since purely in electric mode, the car won't go beyond 84MPH and the battery will completely drain itself only after 15 miles, this means after around 10 minutes of driving, you've got two options, stop the car and recharge it, that's if you're close to a charging point or bring the V8 to life and go into hybrid mode. (Grotti Itali RSX, Images Via WildRide Magazine) 15 miles of range is completely useless and although it might make you feel smug the first time, it's still useless, another thing that's completely useless on this car is the luggage compartment, you won't be having any weekends away with your mistress because a suitcase won't fit and if you're going through a midlife crisis, you won't be visiting any golf courses either. Moving past the limited luggage space, sitting yourself down in the car, you've got comfortable seats that wrap around you and if you're the driver, infront of you, you'll have a 16" curved screen which serves as your instrument cluster, being controlled completely from your steering where a control pad on the right of it allows you to change between the driving modes and powertrain modes, this may seem all modern and showcase the technology but it all feels so tacky. Forgetting about the advancements in technology and moving past it, is the Itali RSX still a Grotti? Pushing the car to it's limit with 987 horsepower under your feet, it still feels like a Grotti, it has got point to point pace which is just there at your disposal and this means you've always got the power on tap, with the excess levels of grip and braking (Thanks to Brembo carbon discs along with the a brand new brake-by-wire system which Grotti have developed, these are notorious when it comes to perfecting them but Grotti have gotten closer to doing so than any other manufacturer), you'll be able to enjoy the full 987 horsepower, even if you're not skilled in driving. We however, live for the excitement and the danger, that means turning CT (Traction Control) and ESC (Electronic Stability Control) completely off and pinning the throttle down which brings on the devastating speeds that this rocket ship can reach, it will definitely put your skill and self-control to the test as you'll always be seconds away from death, the performance of this car is just so exploitable, you're all on your own with the electronics off and you best be on your A game because this is a battle which only takes one second to lose and it's all over. It would come as no surprise if hundreds of these end up being totaled and written off by "social media influencers" with more money than sense who are trying to show off, this little party trick will cost them their life. (Grotti Itali RSX, Images Via WildRide Magazine) This being said, if you're not aiming to grasp all the performance, the Itali RSX still has a lot going for it, the handling of the vehicle is just incredible and if you've ever dreamt of having the same precision as a surgeon, the steering of the car is as close as you'll get to that. The driver aids present are so well made and set out than you can have complete faith in them, they'll make you feel like a driving god, even if you turn CT off but keep ESC on, you can bury your foot into the throttle around the corner, let the car swing the rear end out and the electronics will keep it there for you throughout the whole turn without you having to worry about spinning out. (Grotti Itali RSX, Images Via WildRide Magazine) Just like the Itali GTO, the RSX features an excess of aerodynamic elements, the whole body has smooth styling and has been sculpted in a way which allows it to utilize air as much as possible, the numerous intakes and vents which are present allow it to channel air to the areas that require it the most, cooling them down, it also extracts hot air away from the car and guides most of it underneath to maximize downforce and keep drag to a minimum. They have put so much focus on the aerodynamics of the car that even the wheels have been designed with that in mind, the spokes have wing profiles inbetween them which take air in from the front splitter and use that to take air away from the wheelarches and disperse the hot air from the brakes, cooling them down. Another technical highlight which is a massive feature on the Itali RSX, is the rear wing itself, this will go unnoticed by most but there's a surface on it which will open and close when required to generate as much downforce as possible. The chassis features a mix of aluminium construction and carbon fibre on key areas to reduce weight and maximize strength. There's also hollow castings present which save weight and improve the stiffness of the chassis along with improving the torsional rigidity of it. (Grotti Itali RSX (Left) & Grotti Itali GTO (Right), Images Via WildRide Magazine) This is one of the most beautiful supercars ever made, it's absolutely gorgeous and it just makes a statement from appearance alone. The Itali RSX achieves so much on a technical front and gains it's green credentials due to the plug-in hybrid technology but it's clear that Grotti are putting technology ahead of the driver and that's not the future they should be aiming for. Grotti were too focused on making the Itali RSX the newest, the most powerful, the smartest in technology that they completely missed out on making it a great drivers car and with a shortcoming like that, I don't believe this is a great Grotti, especially when it shares the same name as the Itali GTO, a car which did so many things right and showcased what it meant to be a Grotti supercar, what it meant to be a great drivers car, we can't help ourselves but to just sit and wonder what the RSX could've been if they just worked off of what the Itali GTO had already perfected, if they still used the 789 horsepower V12 but modified it and slapped on two turbochargers, it would've still been the fastest Grotti ever made but it would've made the driving experience that much more enjoyable, that much more emotionally charged and extraordinary. Driving the RSX just leaves me questioning what could've been, how it could've been a better car by a longshot if they had just focused on driver enjoyment as much as they did trying to show that they care about the environment with their hybrid technology which also leaves a lot to be desired for those interested in hybrids. Grotti's focus on technology took us further away from where we really want to be when it comes to supercars. Missed the last Issue of WildRide Magazine? Check out: Issue #13 WildRide Magazine - Pegassi Vacca : The Superstar
  4. Picture this, it's the early 2000s and you're in charge of directing a music video for a successful rapper, issue is, you're in need of a car to reflect that so what do you do? You get the only car that's suitable for the job, a Pegassi Vacca, a car that was so influential, you couldn't watch movies or music videos in the 2000s without spotting at least one of these. Rappers such as 50 Cent, T.I, Akon, Rick Ross, T-Pain, Yelawolf and many more used the Vacca either as a reference in their lyrics or as the show piece of their music videos. It appeared on the big screen in The Simpsons, NCIS, Wall Street : Money Never Sleeps, The Interview, etc. This car was just everywhere, it's also the reason the Obey 9F was ever made but what made the Pegassi Vacca so successful that would lead to a whole decade of production, making up for half of the unit sales throughout Pegassi's 50 year history (Pegassi sold 30,000 units across all their models from 1963 to 2013 with 14022 of those unit sales being Vaccas). (Pegassi Vacca, Images Via WildRide Magazine) It all starts off in the '90s where Pegassi were finally seeing a turn of tides after being bought by Obey, they were having successful runs of models such as the Infernus and Infernus Classic and were no longer running into financial troubles like they were during the production of the Torero. Pegassi wanted to broaden their range of cars and wanted to develop what they internally referred to as a "Baby Pegassi" or the younger brother of the Infernus. Infact, the lead designer of the Infernus was given free reign over this project on the condition that it still stayed faithful to the brand's tradition. The lead designer took sketches and concepts that Pegassi had already drawn up in '95 and reimagined them, giving them a modern twist to bring the car into the new millennium, setting the design principles for later supercars to come in the early 2000s. Even now, the car looks absolutely stunning, the angular shape is clear to see, staying true to the design of the Infernus models and the Torero before it with few curves thrown for good measure to make it look like a newer design. The headlights are slopped down along with the front to give it a more aggressive look whilst also providing it with a presence that appears to be lower down than most cars, showing that aerodynamics were a focus on this design especially when paired with the sleek roofline. (Pegassi Vacca, Images Via WildRide Magazine) Due to being the model set for the bottom of the Pegassi lineup, it wasn't able to get the V12 engine treatment that Pegassi were known for, instead, it received a V10 from Obey which was then modified by Pegassi, leading to an output of 493 brake horsepower thanks to it's 5 liter displacement. This was also a supercar that allowed you to have a choice in the transmission that came with it, offering a six speed gated manual or the flappy paddle automatic gearbox alternative depending on what type of driver you are. This was only the early generation of the Vacca and throughout the decade long production cycle, Pegassi would start offering a bigger list of specifications you could pick from, with the second generation introducing a new and improved 5.2 liter V10 along with new brakes and suspension. You even had a choice between two wheel drive and all wheel drive, you could pick between a coupe or spyder body configuration, Pegassi really let you make this car, your own. (Pegassi Vacca, Images Via WildRide Magazine) Even with the slowest configurations, in the early 2000s, you wouldn't be lacking in power or performance, driving one of the early coupe models, rolling the windows down and listening to the engine notes adds a completely different and new dimension when it comes to driving pleasure, this is aided by the fact that all Vaccas will develop peak power at 8000rpm which just lets out that wonderful howl of the engine. When you take a look at the competition that Vacca had during this period, the Vacca definitely seems less exciting than the models Grotti and Progen were coming out with but it was just as charming, infact, the paddle shifter gearbox option on the Vacca is designed by the same outfit that made the ones seen in Grotti models, the same gearbox that takes technology from the Grotti F1 cars and honestly, I think that's the most impressive feature of the car, yes the manual gearbox is for the true driver and that's the model we mainly tested and it's conventional but that's all it has going for it, I love the satisfaction of shifting the car through it's gears and throwing the lever inbetween the metal shiftgate but I'm also impressed by the paddle shifters and how they stand out from the other electro-hydraulically managed gearboxes of the time. The Vaccas gearbox doesn't feel at all slow or clunky, it's all smooth and it's extremely satisfying when it executes a perfect downshift along with never skipping a beat on upshifts. (Pegassi Vacca, Images Via WildRide Magazine) Driving one of these, you wouldn't think it came out all the way in the early 2000s, sure, it doesn't have the technology that modern supercars have but it performs just as well, it has high speed stability which I can't fault and when it comes to going through the corners, there's minimal body roll and overall it just feels controlled. It's astonishing how predictable the drive in this car, it has good mechanical grip but does still have some issues with understeering (Fixed in newer models). The steering really communicates well with the driver and the front end stays nicely put, you won't experience any drive through it and although this isn't a car I'd personally push through it's paces on a racetrack like other Italian supercars, it shines in a completely different department. With the Vacca being all about its tightly drawn lines and comfortable interior, along with the traits of not experiencing bumps and body roll, it leads to a really smooth and practical ride quality, making this car a lot more suited for long distance driving, somewhat GT like. (Pegassi Vacca, Images Via WildRide Magazine) Destined for the bottom of the Pegassi lineup, it rose to the top as the king and took on it's older, bigger brother, the Infernus. Although the Infernus still performed better on the track, the sales of the Vacca speak for itself, making up close to 50% of all the companies sales which is why we had to see what it was all about and why it was the go to car for rappers, actors and football players of the early 2000s, if you were an A-list celebrity and didn't own a Vacca, you were nothing. It may have had its flaws but nothing was over-looked and rather than trying to do everything a supercar should, half arsed, it executes it all perfectly with detail. Not once in the history of Pegassi, did they have more than two models for sale at a time, the Vacca changed all of this and Pegassi ended up having five models in its lineup, they didn't try to push the limits and go crazy with it all, they refined it and although it may not be as affordable as a basic sedan or hatchback, it's every bit the driver's car which is why it was so influential. Missed the last Issue of WildRide Magazine? Check out: Issue #12 WildRide Magazine - Too Fast To Race
  5. What happens when you build cars with absolutely no restrictions and put only the bravest drivers behind the wheel of them to take the cars through the tight corners of hillsides and rocky terrain? This is what the golden era of rally was all about when Group B was first introduced, an era of racing that still remains in the hearts of many fans and is considered the pinnacle of the World Rally Championship. This era brought out the most insane looking cars with over the top aerodynamics and innovative turbocharging technologies, manufacturers used Group B as a way of getting into racing and pushing the boundaries of what was possible when it came to race cars, completely ditching focus on health and safety and going all out on the power and performance. You know a car is fast enough when you wake up in the morning and look it, scared to even unlock it, these were the cars. (WildRide Magazine's Obey Omnis, Images via WildRide Magazine) The '80s were a good time for rally racing and to keep the ball rolling, the FIA decided to completely overhaul the group systems in order to attract more manufacturers, ditching the old Group 1-6 layout, replacing them with Groups N, A, B and S. Groups N and A were focused mainly on production cars where they could rarely differ from the road going variants and were restricted on power. Group B however was where the main action was happening due to the fact there were no restrictions and the manufacturers could go as wild as they wanted with their new race chassis, not having to worry about any power limits or restrictions on the body. (They were also required to make 200 homologation units in order to keep the costs down compared to the 5000 units required in Groups N & A). With manufacturers not being held back by restrictions, not only were they making advancements in the world of motorsports, they were also making advancements when it came to normal commercial vehicles, giving us technology such as the advanced all wheel drive systems, semi-automatic gearboxes and clever ways of modifying the turbochargers. Obey would enter the Omnis into Group B which would later become the poster child of the golden age. This car would end up revolutionizing rally racing and it was the very first rally car which had a reliable and effective all wheel drive system, making it a benchmark for all future cars fitted with a similar drivetrain, the car would also go through a few changes throughout the years building on it's shortcomings such as the relatively large weight but 1984 would be the debut of the Omnis we all know and love, one of the most innovative cars which completely changed the whole playing field. The Obey Omnis featured a unique inline-5 engine with a clever turbocharging system which allowed it to produce anywhere from 450 brake horsepower to 540 brake horsepower. The genius engineers fitted a small valve which would keep the turbo spooled even when it was off throttle, resulting in little to zero turbo lag which would allow the Omnis to be quick out of the tight twisty corners. (WildRide Magazine's Obey Omnis, Images via WildRide Magazine) One of the most noticeable aspects of the car is the very aggressive aero kit which featured a massive front splitter and an even larger rear wing, this was one of the first examples of sophisticated use of aerodynamics and the drivers of the Omnis stated that all this was beneficial, making the car extremely stable at high speeds which is a must when you're driving across loose surfaces. The aerodynamics paired with the semi-automatic gearbox and all wheel drive system put the car at a massive advantage as prior to this, manufacturers were sticking to rear wheel drive layouts as they didn't see any benefits to it, especially when taking the additional weight added to the car because of it into consideration. There's no denying that the Obey Omnis is a very heavy car and the suspension setup on it put you in a position where you'd sit up a lot higher than you normally would in any other rally car so did this big weight disadvantage prevent it from performing well on rally stages? Absolutely not. (WildRide Magazine's Obey Omnis, Images via WildRide Magazine) Despite the weight disadvantage and comprise of dynamics, it all worked. Obey had more power under the hood than the rest of the manufacturers but they were also able to utilize it a lot more efficiently, being able to apply more power on surfaces such as dirt, gravel and even ice, carrying it all the way out through the corners. After the chassis won it's first race, there really wasn't anything stopping it, drivers started shaving off seconds and even minutes on some rally stages, it was clear that the all wheel drive system was a game changer to the sport of rally. All of the engineering behind it paired with an All-Star line up of drivers lead the chassis to winning the 1984 world championship title and paved the way for the drivers to reaching their legendary status. (WildRide Magazine's Obey Omnis, Images via WildRide Magazine) One of the most notable drivers out of this line-up was a French female driver, Michèle Mouton, who started off her career as a rally co-driver before getting behind the wheel herself, leading to her gaining accolades such as French Champion and European Ladies Champion. She'd also compete in the 24 Hours of Le Mans, forming her own all female team where they'd end up winning the whole race in their class, this sky-rocketed her name up on the list of driver's to watch and caught the attention of multiple teams such as Brioso where she'd have moderate success until she'd sign with Obey at the start of the '80s. As to be expected, this signing was met with criticism and seeing the comments thrown about, it makes you dislike people more and more. She managed to prove everyone wrong in Portugal where she won seven stages and managed to finish fourth overall, continuing to perform well in both the Greek and Finnish rally stages until Sanremo, Italy, where she'd get her breakthrough, getting first place. This put comments such as "Never can, nor will I lose to a woman" to rest. Mouton would shut up all the critics, going up against legends in the rally scene, making her presence felt as she'd put down fastest times on stages such as Monte Carlo and even finish in the top five in Sweden, all whilst dealing with an injured knee. By the time it got to the Portugal stage, she put all theories that she was unable to compete in the big leagues, to rest. 1982 would be the year where she would be battling for the lead of the Championship, racking up wins. She'd also enter a race in Côte d'Ivoire as part of her father's final wish before passing away from cancer, this was a race where a lot of cars struggled to compete due to the extremely high temperatures and the cabin where the driver and co-driver were, would reach 150°F (65.6°C), Obey originally didn't have any plans to compete or even enter in this rally but due to Mouton's father's final wish and the fact she was close to winning the championship, they went through with it. She sadly wouldn't finish the race due to the car overheating. Although Mouton didn't end up winning the World Championship title, she would give Obey their very first Manufacturer's world title and walk away with the International Rally Driver of The Year award, even other drivers would say that she deserved the Championship title, only losing it by sheer luck of her opponent. She'd end up leaving the sport of rally in '86 to focus on her family and would end up being made Knight of the Legion of Honour, the highest French merit and would also have her name put into the Rally Hall of Fame. Motorsport legends from all disciplines such as Nikki Lauda would commend her as being one of the best, even gaining titles such as the Superwoman. This woman is to thank for inspiring an entirely brand new generation of female drivers, showing them that it's possible to go up against the big leagues and that those spots aren't reserved solely for male drivers, she took massive strides in disproving all the criticism that was thrown at her due to being a female driver and making it a better environment for female drivers of today, showing them that they do have a place in Motorsports. (Michèle Mouton) Vapid were already present in the world of Rally but with the introduction of Group B, they set out to develop a brand new chassis, one which would be rear wheel drive but it was fueled with problems and Vapid would eventually end up scrapping the project all together out of frustration. Due to already having invested a lot of money developing a chassis solely for the purpose of Group B, they decided they'd give it another shot, using the lessons learnt from the failure of the first attempt. This time they'd focus on making it a purpose built rally car, ditching the original rear wheel drive layout plans for an all wheel drive layout in hopes of having a chance to compete against cars such as the Obey Omnis. (WildRide Magazine's Vapid GB200, Images via WildRide Magazine) The chassis they would end up producing had a unique design, it featured a composite body made from fiberglass and would be a mid-engine, all wheel drive layout. Trying to prevent the additional weight from putting them at a disadvantage, they started focusing on improving the weight distribution and placed the transmission at the very front of the car, meaning the power from the engine would go all the way to the front wheels before making it's way to the rear, a really complex system but the weight distribution and double wishbone suspension would aid handling and stability, this also lead to the Vapid GB200 being the most balanced platform when compared to all its competitors. To cut down on costs and development time, the Vapid parts bin was raided and parts from old commercial vehicles were used to dress the whole GB200 up such as the windshield, front headlights, doors (Which were cut down to be made smaller) and dash gauges being taken off older Vapid models. (WildRide Magazine's Vapid GB200, Images via WildRide Magazine) The engine that sat above the rear axles of the GB200 was a 1.8 liter turbocharged unit which had an output of 250 brake horsepower in road going trim but had as much as 350 to 400 brake horsepower in race trim. Although the GB200 had the balance which was necessary to be competitive in the field, the power to weight ratio was really poor and was letting it down with the engine being infamous for the lag it would produce in low RPMs, making it extremely difficult to drive on the rally stages, gaining it's best ever finish in Group B when it got third overall in Sweden, 1986. One event later, in the rally of Portugal, a GB200 would be involved in a crash, taking the lives of three spectators and injuring multiple others. Another GB200 would be involved in a crash in the rally of Germany where it crashed right into a tree, sadly killing the co-driver instantly. The crash at the rally of Portugal would end up making the GB200 completely obsolete, only seeing one full season of rally. Vapid were even planning on making a more powerful variant of the GB200 for competition, one which would have improved brakes and suspension. The engine would also be more powerful, now producing anywhere from 500 brake horsepower, all the way up to 800, although most made around 570. The most impressive thing however was that this new variant which did get released, was able to do 0-60 in just 2 seconds, this was completely insane for a car in the '80s. This new variant wouldn't compete in Group B and would instead compete in the FIA European Championship from 1986 till 1992, winning an entire season in 1991. The GB200 was a purpose built supercar for rally that was built from the ground up and the 200 homologated units that were released to the public were only there to show off Vapid's technology and what was possible when a car is made by a group of people, all having extensive roots in Motorsports. The new variants of the GB200 performed more like a race car, offering smooth power delivery unlike the very first models seen in Group B. Vapid's marketing team wanted to garner some publicity when they gave a GB200 to the Essex Police Force in the United Kingdom, going on to recreate the same image 30 years later with the Vapid Flash GT. (Essex Police Force's Vapid GB200, United Kingdom) Group B was absolutely mental to put it simply and it was spectacular watching these world class drivers control these insane looking cars at high speeds through tight and twisty roads whilst also threading the needle when it came to the sea of spectators present on the road. All the rally stages were held on public roads which meant that anyone was able to come and watch the races, also allowing the spectators to get extremely close to the cars. Spectators would get hit during these races but it was all part of the challenge for the drivers, keeping the throttle pinned and hoping that fans would clear the road in time. This would put bigger car and longer cars such as the Obey Omnis and GB200 at a disadvantage with manufacturers later developing smaller hatchbacks with boxy shapes, making it easier to navigate the cars through the tight roads and avoid the spectators. (Moses Parting The Red Sea, Obey Omnis) Group B was everything Motorsports and racing should be, incredibly fast and innovative cars with the bravest drivers behind the wheel, challenging themselves on some of the roughest roads and terrains at high speeds, pushing what was possible to the limit with there being a new Champion each year (Cough, looking at you Formula 1). All the cars would look different, all featuring their respective manufacturer's innovations and leaps of advancement in terms of technology but there's no denying that this sport was extremely dangerous. With no restrictions, these cars were too powerful, too fast to race, they were extremely difficult and the spectators were constantly at risk of danger, same with the drivers. The cars could weight as little as 890kg, this lead to manufacturers doing everything they could to shed as much weight as possible to be competitive, at the cost of safety, leading to the cars in the end of the era being extremely fragile and hopeless when it came to protecting the drivers and co-drivers from any crashes. A lot of drivers spoke out about this saying that if a restriction was put on weight, more focus could be put on the safety to better protect the occupants of the vehicle. There were several crashes that happened throughout Group B, the aforementioned crash in Rally Portugal saw the driver lose control of the GB200 over a crest, going straight into a crowd of spectators, injuring a total of 31 and killing 3. After this horrific crash, the Rally Portugal would be cancelled on the same day with all the teams pulling out and refusing to race out of respect for the lives lost and those injured, along with the concern for safety. A few months later, the final nail on the coffin would be hit when the Championship favorite of 1986 who was leading in the Driver's Championship by a huge margin, would lose control late into a fast turn, not having time to correct the car or brake, sending the car flying off the road, down onto a steep hill which would result in the fuel tank being ruptured, spilling fuel all over the hot engine, sending the car up in flames, engulfing both the driver and co-driver. By the time medical staff were able to arrive at the scene to help, it had already been too late, the incident was over in a matter of minutes, what was recovered from the crash was barely even recognizable as a car anymore, with only the frame remaining. This would be the final straw and most manufacturers would pull out of Group B rally completely. After this crash which took the lives of two prominent figures in rally, it only took hours for the FIA to completely cancel and ban Group B as a whole. Never again will we see anything remotely close to Group B in terms of the action it offered, constantly leaving you at the edge of your seat waiting to see which car will retire next or make it through to the end. It was all the danger, bare knuckled competition and raw human talent, piloting these incredible cars that now makes Group B the Golden Era of Rally. Since then, the cars have changed, the regulations have changed and the driver's have changed but one thing that hasn't changed is the spectators and their pursuit of getting the best seat in the house. There was great reason for the cancellation of Group B but a special era has ended and is long gone now, only remaining in the hearts and memory of rally fans and just like that, this article is in memory of those injured and those who lost their lives doing what they enjoyed, being involved in the world of racing, this one's for you, Rest Well.
  6. Script Suggestion What would be the name of the script(s)?- Disabling Special Abilities/Transform Functions What kind of script(s) are you suggesting?- Vehicles What is the suggestion?- There's a lot of unique vehicles in-game but a few of them have been removed from the in-game dealership due to either having weapons or being able to fly/go underwater after transforming. This suggestion is to disable the transformation functions and the ability to use weapons on the following cars: (All the vehicles listed here still remain realistic in terms of vehicles and don't show any district features suggesting to their special abilities) - Ocelot Stromberg - Pegassi Toreador - Dewbauchee JB 700W - Lampadati Viseris - Ocelot Ardent - Imponte Deluxo There's probably a few more but those are the main ones I could think of off the top of my head, What are the advantages?- Adds more variety to the in-game dealership by bringing back existing vehicles in GTA What are the disadvantages?- None that I can think of, the abilities will be disabled on the vehicles so they can't be abused anymore. Do you have any resources to support our scripters in making said suggestion?- Asked @Jer if this was something that was possible and he has said that it's possible in RageMP to disable weapons on cars and prevent them from transforming. How would you go about implementing this idea?- Scripters implement the code that disables these features on vehicles.
  7. Fella

    1. ResidentPeach

      ResidentPeach

      wagwan piffting whats your bbm pin add me on bin weevils

    2. DxRK

      DxRK

      moshi monsters im on

    3. ResidentPeach

      ResidentPeach

      fair warning find me on toontown and you WILL be sparked out

  8. Name : WildRide Magazine Comment : We appreciate the continuous support from you and the community, these articles wouldn't be possible without you all so thank you.
  9. Demolition derbies are like the Colosseum gladiator fights of the car world, cars enter the arena, close to the end of their life knowing that they're about to have the worst retirement with most of the cars emerging the arena on the back of a flatbed or by being pulled out by a tow truck. These derbies are a perfect way to have some fun during the weekend, even if you're only a spectator, getting to witness all this mayhem infront of you is a thrill, leaving you on the edge of your seat waiting to see if the next hit knocks a car out of the running. These Demolition derbies have a colorful past and have been going on for decades. The actual origin has been debated but the first documented one takes place in 1946 at Carroll Speedway in Gardena, California where a promoter held the very first "full contact" race. The race consisted of four drivers who were put into cars that were secretly rigged to disintegrate upon impact. The drivers had to race around the track with the main goal of either crossing the finish line first or being the last one standing after disabling the cars of the other racers. This is actually closer to Banger Racing (Extremely popular in England and countries across Europe) which sprouts off of Demolition derbies rather than the traditional Demolition derbies that we all know. The promoter struck gold with this idea and for the next five decades, he'd be promoting both traditional races and Demolition derbies. (Banger Racing Event held at Thorrington Quarry, North Essex, United Kingdom. Circa 1970s) Spectators were absolutely loving this, getting to witness the carnage and by the 1950s, Demolition derbies became a regular fixture, popping up around race tracks and county fairs across the entire country, dissociating itself from the Motorsport roots and focusing mainly on the vehicular warfare, fleets of cars ramming into each other at high speed with the goal of putting each other into the ground. This rise in popularity across the United States would start to spread worldwide, it wasn't long after where spectators started to show up in England, Canada, Australia and various European countries, seeing a rise in size across the field aswell with events having anywhere from 75 to 100 cars all blazing across the dirt with sights set on other combatants. The same promoter who kicked off Demolition derbies, had another memorable event where he brought on Indianapolis 500 champions, NASCAR superstars to compete against each other, this event however, would consist of brand new cars, with Evel Knievel even donating a brand new Enus which would never make it out onto the other side. (Evel Knievel's Enus, LA Coliseum, California, United States. 1973) Demolition derbies became so popular that television networks started broadcasting major events from the 70s until the 90s where it would disappear from the screen but this didn't mean that the spectator sport was going downhill, far from it actually. There are as many as 2000 Demolition Derby events held during the year in the United States alone. The very first Demolition derby in Los Santos would be held by the Paleto Bay community on the 12th of October, 2019 where it would take place along the whole beach in Paleto Bay, a free for all of a wide variety of cars from small hatchbacks to decommissioned taxi cabs. The goal was to be the last one standing with a still running car with the winner later on being crowned at the Mojito Inn and given a $10,000 reward. At the start of the event, drivers were being picked off one by one and with there being no restrictions on the playing field, some of the spectators were close to serious danger when a car was rammed towards them but luckily no one was seriously injured. With cars being picked off and sent to their death at rapid pace, it came down to only four driver's being left in the standing where it would start to become stale due to drivers using the huge area to their advantage in fleeing from others. The event received a lot of praise from the community and there were talks of making this an annual event in Paleto Bay along with hosting charity Derbies for the County Housing Crisis in Paleto, sadly, this would be the last event we'd see of it's kind. That was, until Sabre LTD hosted the Beach Derby on the 13th of February, 2021, making improvements to the event in order to make it more fast paced and enjoyable to watch by limiting the area to a circle pit with sand barricades surrounding the area, protecting the spectators and placing the drivers into teams, each team being provided with two cars rather than going for the free for all approach. All of these changes were beneficial as it resulted in more action, allowing for a tournament style event consisting of two semi-finals and a final. The very first round would kick off with some heavy hitters, bumpers and panels being knocked off the Declasse Sabre Turbos, some of the hits had so much impact that they even managed to knock the doors off. Team Purple would end up winning this round and whilst the pit was cleared of all debris with the wrecks being towed off, three new teams got ready for the second semi-final. This semi-final would kick off and prove to be a bit controversial as most driver's didn't have their cars demolished, instead they got pinned one by one until they were unable to move their cars, eliminating them. Team Red won the second semi-final and it all came down to the final, pinning Team Purple from the first round against Team Red where Team Purple would come out victorious with both of the cars still running. (Start of Round Two at the Sabre Beach Derby, Images Via WildRide Magazine) The event was such a success and gained the attention of the community, it brought people together for a fun night out and we can only hope that Sabre LTD are able to achieve what the Paleto Bay community couldn't, turning the Beach Derby into an annual event or hosting various Demolition derbies throughout the year, adding it to the list of activities all citizens of Los Santos can enjoy. (Team Red after winning Round Two, Images Via WildRide Magazine) Gallery (Images of the event provided by members of the Community ((@QueenC & @Vubstersmurf)) and WildRide Magazine ) Missed the last Issue of WildRide Magazine? Check out: Issue #10 WildRide Magazine - Undefeated
  10. Controversies are nothing new in the world of Motorsports and are present across all disciplines, from an alleged 7/8 scale car in NASCAR, Superbike teams smuggling drugs, a controversial win in the Vapid vs Grotti rivalry and a long list of Grand Prixs in F1, it's just unavoidable but this is about one of the most controversial and dominant cars that took Japanese and Australian racing by surprise, something not even the manufacturer of the car could've seen coming. Back in the 90s, this car was as close to unbeatable as it gets in Motorsports. Annis were a company which loved factory backed racing and were competing in Group A Touring Car championships, specifically in the Japanese Touring Car Championship (JTCC) and Australian Touring Car Championship (ATCC). After having a decent run, they came up with a new plan, a new ideology behind their cars, they set out a goal to become the world's number one car maker by the mid-90s and one of the ways they wanted to go about this, was stripping Vapid of their wins, who at the time, had the longest winning streak in Australian Touring Car history following the Win on Sunday, Sell on Monday marketing strategy. They couldn't just continue using the chassis they already had and instead retired it, in favor of coming up with something new, something that would be competitive. (Annis Elegy, Images via WildRide Magazine) The car underwent a lot of planning and testing with a clear focus of being made for racing and started facing difficulties, such as experimenting with the engine which bumped it up to a higher class of cars than Annis were previously competing it so they started developing specific All wheel drive systems for motorsports in hopes of getting an edge within the field but it ended up adding on an extra 220lb (100kg), putting it at a weight disadvantage. Due to the weight disadvantage, Annis then decided to mess around with the engine even more, increasing the displacement to 2,600cc, putting it into a class higher which pitted it against cars with similar weight and this also gave them the advantage of being able to use a completely new engine block and engine head in order to match the new displacement, giving the car a power output of 599 horsepower with the Group A racing engines later making 500 to 650 horsepower based on the track conditions and track itself. Sadly, the production models wouldn't have the privilege of receiving an engine with 500 horsepower, it would still feature the same 2.6 liter Inline-6 engine with twin turbos, however it would only develop 276 horsepower due to a formal agreement made between all Japanese automakers which would prevent them from producing cars with more than 280 horsepower, most formally known as the Japanese Gentleman's Agreement (The Annis Elegy actually made around 320 horsepower, breaking the pact) (Annis Elegy, Images via WildRide Magazine) In 1989, the Annis Elegy would step onto the Nürburgring Nordschleife also known as the Green Hell or the Wild West of the Motoring world, an infamous track where manufacturers test their cars and take digs at each other by putting down lap time records, giving it that extra boost in car sales and Annis achieved just that with a production model Elegy, making it around the track in 8:22.38 minutes, making it the fastest road legal production vehicle at the time, the first of many wins it would go on to claim. (Annis Elegy, Images via WildRide Magazine) The 18th of March 1990 would mark the debut of the Annis Elegy in Motorsports, where three Elegy's would be lining up in the grid at Nishi Nippon (Mine Circuit) in Yamaguchi against cars such as the Übermacht Sentinel and Karin Futo. Before the race started, Annis commented saying "We think the car will perform well", showing that even Annis themselves, had no idea of what was to come, from March until November, the Elegy chassis would win all six races in the 1990 season with one team standing out the most, the blue and white clad Meinmacht Elegy which won five of those. Across the four seasons of the Japanese Touring Car Championship that the Elegy chassis was entered in (1990-1993), it won 29 races out of the 29 races that were held, showing off it's dominance and the Meinmacht car would rise above all else, even when the 1993 season had no fewer than sixteen Elegy's competing in it (Compared to the three during the 1990 season), it would claim 15 of the 29 race wins, becoming a champion in the first and last season it competed in, finishing off the last season in October 1993 at Fuji off on a high note, with 94500 fans watching. It even won the highly prestigious Fuji Inter-TEC 500 kilometre race in both 1990 and 1991. (Meinmacht Group A Annis Elegy, Images via WildRide Magazine) It's impossible for me to name or even think of another car that holds and possesses such cultural significance in it's homeland but it's gone beyond that and built a cult status worldwide, making it that much more special on the Western front where the car wasn't even sold or legal to own. Some of us dreamt of driving this car when growing up and although some of us thought we'd never have a chance to even stand near one, we all got to race it in a virtual sense, pushing it to the limit in Gran Turismo but you can drive it a thousand times, break lap records, it won't prepare you for the real thing. (Meinmacht Group A Annis Elegy, Images via WildRide Magazine) The LTD Gasoline Company sponsored Elegy also competed in the JTCC during this dominant era, helping with racking up the undefeated 29 race wins but it only contributed one race win, looking past that, it's still one of the most iconic Elegy's. The team racing this Elegy, originally started in 1983 and was fueled by a passion and love of motorsports, starting off with Pfister race cars, it would take a few victories in endurance races and would keep a keen eye on a young driver that was making a name for himself in Group A behind the wheel of a Karin Futo, this young driver would go on to become known worldwide as the Drift King, popularizing the sport of sliding cars sideways and turning drifting into a global phenomenon. The team would recruit this young driver when it campaigned the Elegy chassis in 1991 but it would be in 1992 where it would take take it's win and start to become a regular on the podium. (LTD Gasoline Group A Annis Elegy, Images via WildRide Magazine) It might've only been one race win followed by podiums for this team but for the Drift King, it was a lot more than that, it was fulfilment of a life long dream, a grand ambition of being able to win a race whilst driving on the same team as his childhood idol who would both form their own team after the end of the Elegy dominance era, claiming a victory in the 24 Hours of Le Mans in 1995. This was a fairy tale ending for Japan's most famous driver and this is the reason that the LTD sponsored Elegy is so iconic amongst it's brothers and the car itself has a happy ending when it was restored to pristine condition in 2000 where the Drift King was reunited with it once more. (LTD Gasoline Group A Annis Elegy, Images via WildRide Magazine) Going down under to Australia, the Redwood sponsored Elegy would be giving V8 supercars a run for their money, playing a pivotal role in what would become of modern supercars and would change touring car racing. The Elegy didn't receive the same love that it did in it's homeland, in Australia it was vilified, fans of the ATCC absolutely hated it and the rival teams resented it which would lead to one of the drivers of the Redwood Elegy to shout out "You're a bunch of arseholes" to the audience mid celebration after a victory in Bathurst in 1992. This is where the Elegy would build up it's infamy, eating up all the competition. (Redwood Group A Annis Elegy, Images via WildRide Magazine) No other Japanese car was competing in ATCC at the time, it was only V8 Vapids and Übermacht Sentinels, the Redwood team knew how competitive this field was and had to make changes to the Elegy in order to make it competitive, they knew that a Japanese spec car wouldn't win so from the very start, they took on the help and generous support from the factory, having Japanese engineers sent down to Australia to help develop a winning formula with the small amount of money the team had, where they started using locally made parts to overhaul their Elegy and save what they had of their budget. All this development took a lot of trial and error to the point they would crack the engine blocks due to the extra power they were throwing it at and had to have special blocks made specifically for the team by Annis. After picking up new sponsors, gaining an impressive budget of $4 million, they were finally able to develop what would be seen as the benchmark Elegy to the point where it was denied entry into the Fuji 500 race due to fears that it would upstage all the other Japanese teams running the Elegy Chassis. (Redwood Group A Annis Elegy, Images via WildRide Magazine) Now being the most technically advanced touring car, it got handicapped to 1500 kilograms, leading to a big and heavy car with no aero, making it quite a handful to control where it would be great in slow corners but once it picked up pace and got to the fast sections of a track, it would be absolutely wild. The drivers of the Redwood Elegy stated that it had a massive advantage on a wet track and was an absolute weapon. It would win the championship in the 1991, 1992 and 1993 seasons of the ATCC but would have a controversial win during a race in Bathurst in 1992 where the car was running slicks on a wet track that was experiencing flooding downpour, leading to a crash, triggering a red flag that stopped the race. Back then, when a red flag was called, the results would be decided based on the positions of the cars on the lap before the red flag was called, in this case, being the Redwood Elegy. This controversial win enraged fans who already had a hatred for the car due to how it was out performing Australian V8s, the drivers in second place even tried to contest the results by claiming they should be winners as their car was still running when the cancellation happened, Redwood however, would still possess the win and would maintain, decades later, that the race was in the bag for them regardless. (Redwood Group A Annis Elegy, Images via WildRide Magazine) Winning four championships in the JTCC, being undefeated by claiming all 29 race wins, winning three championships in the ATCC, putting a dent in Vapid's dominance and winning an additional two Bathurst 1000 races, the Elegy cemented itself in the Hall of Fame of Motorsports but due to the controversies and the fact every single team wanted to race their own Elegy, lead to a lack of variety within the fields and would lead to Group A being completely replaced with 2 litre Super Touring taking over in Japan whilst Australia went with local V8 Supercar racing. Did the end of Group A, new regulations and controversies mark an end for Annis and their magnum opus? Absolutely not. The Elegy found a new home in the All Japan Grand Touring Car Championship, now commonly known as the Super GT (The Elegy RH8 would have a 1-2 finish in the first two races of the 2008 Super GT series, winning the Driver's championship and then scoring four victories in the 2009 season) and Annis continued to compete in Motorsport, pushing factory backed racing to the limit and being a force to be reckoned with across a range of different disciplines until pulling out of racing in 2019 stating they wouldn't be present on the grid in 2020. This car is a deity in the world of Motorsports and is a happy ending all together, winning every season it was entered in, tackling two different nations and kickstarting the careers of Motorsport's greatest drivers, something that could've only been achieved by Annis, Japanese engineers, teams, drivers and Australian local parts manufacturers working all together in perfect harmony, this one's for them. (Redwood Group A Annis Elegy, Meinmacht Group A Annis Elegy & LTD Gasoline Group A Annis Elegy, Images via WildRide Magazine) Missed the last Issue of WildRide Magazine? Check out: Issue #8 WildRide Magazine - 80s Icons Part 3
  11. Jer

    NICE MAGAZINE

  12. A car with everything going against it, it beat all the odds and took the fight toe to toe with Grotti, who doesn't love a good rivalry right? Movies like The Karate Kid and Back to the Future Trilogy wouldn't of been what they are without rivalry. Pegassi had just launched the Monroe which would become the very first supercar and kick off the whole trend, it would however be the Torero which would be the magnum opus for Pegassi, making Pegassi what it is today. If it wasn't for the Torero and what it did for the brand, we wouldn't of ended up with cars such as the Vacca, Reaper or the Toros. Pegassi tried to make the most of the fast-living sleazy 70s and the all out 80s, the Torero screamed excess and impulse, speaking to people on a primal level, even looking past all the flaws, this is one hell of a complicated car. In the early 70s, Pegassi was a completely different company from what it is today, due to rising gas and insurance prices, it would hit supercar brands heavily and with issues such as labor unrest sweeping through Italy, this would pose even more problems. The founder of the company would even step down in 1974 before the company went bankrupt in 1978. All these issues going on, seemed like they were against the Torero, this however, only makes the car more extraordinary knowing that it made it to production. The Founder of Pegassi always envisioned his company as one that built world class grand tourers but when the Monroe was released, it showed the company that customers were expecting something completely different from them, they didn't want grand tourers anymore, they wanted supercars. By the time the 70s came, Grotti had already caught up with Pegassi and the Monroe was starting to show it's age so Pegassi went to a design company in order to come up with something new, what would come out of this, is a design that the world had never seen before. (Pegassi Torero 25th Anniversary Edition, Images via WildRide Magazine) The supercar world was still extremely new, only starting in 1966 but even after four years, it had changed a lot and Italian design firms were all starting to toy around with the idea of wedge shaped concepts, the Torero however, would be the first of these concepts to make it more than just a sketch, it would end up showing up around the world in auto show stands. The Torero would end up making it to production three years after it's debut in auto shows but 1974 would be the worst year in automotive history, if you want to know just how bad it was, the best selling car in America was a Declasse Rhapsody. The fuel crisis had driven gas prices to unmeasurable levels and catalytic converters started strangling engine performance. Now imagine an Italian supercar with a 4.0 liter V12 coming out, none of it seemed real, the Torero was something from a completely different planet, it definitely didn't look the part of a 70s car, it was impossibly low, all angles and sported gorgeous scissor doors, it also produced 370 horsepower which was something unheard of during the fuel crisis. (Pegassi Torero 25th Anniversary Edition, Images via WildRide Magazine) This wouldn't be enough to sell the car and Pegassi were in some serious trouble, only just 158 customers were willing to buy this spaceship coupe. Worst of all, the car wasn't even legal in America which cut the revenue by an immense amount, leading to the bankruptcy of the company in 1978, the same year that the Torero received it's first update which now included a $5500 option for the now iconic V shaped wing which made the car all that more sinister looking (It also actually slowed the car down). (Pegassi Torero 25th Anniversary Edition, Images via WildRide Magazine) With the 80s dawning upon Pegassi, they were still having a financial crisis but the Torero had made a name for itself and received another update of now being available with a 4.8 liter V12. The looks and styling of the car, paired with the fact that it was illegal in America, brought on a wave of companies which would import these Toreros and make them US-DOT compliant, leading to what would be known as "gray market" imports, if you wanted to own the car which held the outlaw status, it would have set you back close to $150,000 - $180,000 (around $471,136 - $565,363 today when taking inflation into account), the good news is, you didn't have to worry about anyone else owning the same car as you when you turned up to your A list party. In 1988, the company would unveil the 25th Anniversary Edition at the '88 Monza F1 Grand Prix, now this was a Torero that was a completely different animal from those before it, boasting a whopping 450 horsepower from a new 5.2 liter V12 and whilst the original Torero was clean and simple, this one was aggressive, it's like comparing a normal athlete to one that was doping. Better yet, this would now be street legal straight from the factory and you'd no longer have to go through gray market import companies. (Pegassi Torero 25th Anniversary Edition, Images via WildRide Magazine) They always say that you shouldn't meet your heroes, or in this case, that you shouldn't drive your heroes because they end up losing their charm, you start to see their shortcomings and see all their flaws, the Torero is a perfect example of this, having this car as a poster car back in the 80s and 90s, you wouldn't know how it actually felt to be in one of these or even drive one, driving the car which brought on a new generation of gearheads through posters was every child's dream. If you plan on using one of these to impress that special lady in your life, forget it, you won't even be able to have a conversation with them inside the car, driving at 70 mph, all you can hear is the engine, leading to a sound level of 83 dBA in the cockpit (If you didn't buy the $3000 optional stereo, consider yourself lucky, you wouldn't be able to hear it if you did). Is that really a bad thing though, the engine noise is both beautiful and aggressive. (Pegassi Torero 25th Anniversary Edition, Images via WildRide Magazine) Getting yourself behind the wheel of one of these, you're seated in a bucket seat where you might feel quite snug but they just love to push your shoulders forward. Looking around the interior, you'll be consistently reminded that you're in an old car, there's no way of escaping that. If you want to start the car, you've got a checklist of steps you have to go through in order to successfully achieve that, the list goes as follows, turn the key in the ignition by one click, six blips on the throttle, turn the key once more to crank the engine and give it half throttle whilst doing so, then you've just got to wait for the engine to turn over. Once you've finally set off, you'll see that the car doesn't like to hang around, it just goes, it has a long throttle and it just keeps going, it's got pace but if you want to bring the car to a halt or brake, you'll be waiting for a while, it feels like there's two sponges rather than brake pads clamping down on the brake discs so you've got to plan when to brake more than you would driving any other car. It's a car you've got to have chest hair to drive because it is brutal and aggressive but the pay off? Well, you'll always feel like you're driving through the Italian countryside when you're in one of these. (Pegassi Torero 25th Anniversary Edition, Images via WildRide Magazine) This is the appeal of the Pegassi Torero, it's a car which lasted three decades and has now become an image which transcends time and space, even logic for that matter, it was a gateway drug that made kids fall in love with cars and has become something to lust over, even if unobtainable for some. Yes, we may have cheated this one as the car was originally released in the 70s but it was the 80s where it got it's outlaw status and fame, try to name another car which represents so much to so many people who've never even driven or might've not even seen one in person. Going back to that question, should you drive your heroes? Yes, you definitely should, it's a car that brings out that childish behavior in you, it brings excitement and you won't be disappointed driving these, even if every time you want to park it, you've got to open the door up, sit on the wide sill and look over your shoulder as you reverse it. (Pegassi Torero 25th Anniversary Edition, Images via WildRide Magazine) This car pushed boundaries, it threw sense and reason out of the window, it didn't stick between the guidelines and like every cokehead on Wall Street in the 80s, it couldn't be stopped. Pegassi started the whole supercar trend but they never stopped pushing the limit of what was possible, with all the financial troubles they were facing, all the issues with production where the cars had to be rolled off to the parking lot of the factory and workers had to put on the V shaped wing with a power drill within 10 minutes before the cars were moved to showrooms. It's a car that wouldn't of even been in production, the founder of Pegassi was against releasing this car, he wasn't a fan of factory backed racing and would always say it was "Too expensive, too Grotti" but most of the engineers behind the Monroe, the first supercar, were all from motorsport backgrounds and wanted to keep working on the Torero so a deal was struck where if a prototype of the Torero could survive a drive from the Pegassi headquarters, drive around the Targa Florio and make it back to the headquarters (Around a 1000 mile trip), the car would go into production, we all know the outcome of the bet. It just feels like a David and Goliath story to me, everything was trying to stop the car from ever becoming a reality, even the founder of the company but it rose to every challenge, took it head on and succeeded, becoming one of the most iconic and influential cars out there, paving the way for Pegassi as a company, the way we know it today, still pushing the image that all of it's cars, are a middle finger to speed limits and discretion, that's why I love this car so much. The Torero has cemented itself in history and with it's presence in pop culture, being featured in Cannonball Run I & II, Rain Man, even staring alongside it's rival, the Grotti Cheetah in both Miami Vice and The Wolf of Wall Street, it doesn't seem like the Torero is slowing down anytime soon. Owning a Torero is like owning a piece of history, marking an end of an era, an age where pornstars had luxuriant pubic hair and sports cars didn't take risks until the Torero showed up, a wedge shaped, scissor doored stallion which changed everything. This is definitely the one, for collectors. (Grotti Cheetah, Pfister Comet & Pegassi Torero, Images via WildRide Magazine) (Grotti Cheetah, Pfister Comet & Pegassi Torero, Images via WildRide Magazine) Missed the last Issue of WildRide Magazine? Check out: Issue #8 WildRide Magazine - 80s Icons Part 2
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