Sbarro Cars Pictures.

Discussion in 'Car Pictures' started by Vasileios Papaidis, Feb 14, 2008.

  1. I love this strange looking cars.If you are fan post some pics.Some replicas Pantera-GT 40-Countach-Corvette.
     
  2. well I hate them with passion haha. Except for the Picasso racecar
     
  3. Sorry my friend,different taste's.But if you need pics for your favorites cars I'll post.<A BORDER="0" HREF="http://www.supercars.net/PitLane?displayFAQ=y"><IMG BORDER="0" SRC="pitlane/emoticons/smile.gif"></A>
     
  4. Lola-GT12-seb millenium coupe-christelle
     
  5. Car review on SBARRO
    Franco Sbarro is an Italian who emigrated to Switzerland in the 1950s and went on to become that country's design world's most adventurous figures. His extraordinary work ranges through tiny electric cars, exquisite replicas of great classics, racing-cars, imaginative one-offs and innovative super cars. He shot to fame in 1969 when he transformed a Lola T70 racing car into the world’s fastest road car, but his name became widely known through a siring of replicas, including BMW .328, Bugatti Royale and Ferrari P4.


    His “Super” series was particularly headline-grabbing. Its least spectacular members were dying Super Eight, which looked like VW Golf but had a Ferrari 308 chassis and engine, and a Porsche 928-engined Golf. The first of the series, the 1982 Super Twelve, was simply with two Kawasaki six-cylinder motorcycle single engine developing 240bhp.


    Another project in a similar vein was the Robur, a very compact, 130 in (330cm) long car with a 200bhp mid-mounted Audi turbo engine and a fifth wheel, which proved useful for pulling the real-end into light parking spots.


    The Challenge came close to being a mass-production car by Sbarro's lo date. This uncompromising wedge-shaped car, first seen in 1985, looked like a slice of Gruyere cheese and was claimed to have a Cd figure of just 0.25. The doors folded forward for entry. Initially die Challenge was offered with a twin-turbo Mercedes V-eight engine, but later cars had Porsche engines mounted in the rear. All were capable of storming speeds — up to 180mph f290ki) in was claimed.







    “Throw out the hubs!”
    Proving that extremes did not have to relate lo speed alone, Sbarro's 1987 Monster G was a phenomenal all-wheel-drive concoction. It was not the four-wheel drive but the wheels themselves that impressed: they were taken from a being jet! These made the Monster sit some 7ft 5in (2.3 meters) tall, and die350bhp Mercedes-Benz 6.9-litre V-eight was needed lo get those wheels moving.


    "Throw out the hubs!" exhorted Franco Sbarro at the 1989 Geneva show when he released on to die world a major innovation: die hubless wheel. The concept of a wheel without a centre to it had a sound theoretical basis, as Gordon Murray confirmed. The idea was that the wheel rotated around bearings -actually in the rim. Having the drive and braking applied directly to the run meant greater rigidity, less weight, less torque reaction, less axial and radial strain and perfectly vented braking. Sbarro had experimented with such wheels on a motorcycle a few years before; however, it was obvious that much more development was required, and tills innovative scheme was left on die shelf.


    Nevertheless, the Osmos show car, which incorporated the hubless wheel, was popular at motor shows. Cleanly styled, somewhat soberly perhaps for Sbarro, it boasted a 12-cylinder engine.







     
  6. Chrono, Isatis and Oxalys
    The 1990 Chrono hinted at its purpose with Swiss watch badges dotted around the body. This was a car designed to go from 0-60mph (0-9(kph) in the shortest possible time. Weighing just 1430 lb (650kg), the same as a 2CV, yet powered by a 500bhp BMW M1 engine, it could do the �sprint� in 3.5 seconds. In typical Sbarro touch, the whole car hinged in the middle for access to the engine.


    For the 1991 Geneva shows. Sbarro were attached lo die body by six hydraulic links. In theory, these allowed the body to be insulated from the chassis, which meant that a supremely comfortable ride was possible without sacrificing the firmness of the suspension. The body could also be jacked up at will. Wild by anyone else�s standards but shy by Sbarro�s, the 1993 Isatis was based on the V12-powered BMW 750iL. The main interest lay inside, its steering wheel featuring a centre-mounted rev counter (tachometer) and speedo.


    The next year came the Oxalys, an intriguing cocktail described as �designed by the young for the young�. Underneath its smart exterior � designed by Espace Sbarro students � lay a 340 bhp BMW M5 engine and brakes. One novel feature of this �back to basics� roadster was a modern version of a dickey (rumble) seat � a convertible pair of rear seats.




     
  7. I like your style <A BORDER="0" HREF="http://www.supercars.net/PitLane?displayFAQ=y"><IMG BORDER="0" SRC="pitlane/emoticons/wink.gif"></A>
     
  8. Issima and Ionos
    The main attraction of the 1996 Issima lay under its long, Alfa-badged bonnet. Nestling there were a pair of Alfa Romeo 3.0 liter six-cylinder engines joined to make an in-line twelve with 500 bhp on tap. Its smart styling was admired by Alfa�s own styling boss, Walter de Silva.


    According to Franco Sbarro�s students, who designed the 1997 Ionos, this was how a latter-day Lancia Sbbaro�s joining of two Alfa engines to make a straight eight, the Ionos and two Lancia Kappa five cylinder units joined together to make an upturned V-ten layout, with a Porsche gearbox between the banks. Transmission was Porsche four-wheel drive. The �crash helmet� window profile was reminiscent of the original Stratos.


    Also at the 1997 show was a pair of sport scars called the Formula Rhin and Be Twin. They were conceived to teach rich kids how to drive and were fitted with two sets of controls. The 1320 lb (600 kg) Formula Rhin had a ferocious 200 bhp Peugeot 3.0 liter V-six engine behind the seats, while the B Twin, at under 990 lb (450 kg), had a Lotus �lan style backbone chassis, stressed mid-mounted engine (a 140 bhp 1.6 liter unit from the Citroen Saxo Cup racer), self ventilating disc brakes and double wishbone front suspension
     
  9. Citroen six wheel Cruise Crosser Concept.Citroen has joined forces with the Espera Sbarro design school to develop the Cruise Crosser all-terrain concept car. The vehicle has gone on display at the Geneva Motor Show, and is based on the new C-Crosser, the first-ever SUV from Citroen. It features three axles and six wheels to improve traction over rough terrain and displays strong green credentials thanks to its diesel-hybrid drivetrain. The third-axle is actually powered by an electric motor and can even run alone during low load times.

    The concepts vibrant orange paint scheme is echoed throughout the car with similar colored trim used for the leather seats, dash and door panels. The Cruise Crosser offers removable third row seating, enough to carry up to seven passengers and their equipment.

    The tailgate design makes loading easier, while step plates on either side of the car offer easy access to the rear compartment. The Cruise Crosser also features an advanced satellite navigation system and DVD player that could feature in the production C-Crosser, however, this concept car remains strictly an exercise in design.

     
  10. The Mystery of the Le Mans Lola

    In my career as a writer on motor racing and a dealer in Historic racing cars, I have often attempted to find the trues histories of racing cars that have a question mark over their stories. This is, I find, an enjoyable activity, to me at least! I dearly like attempting to find the truth behind a car with a "story." Usually, through a Worldwide network of friends and acquaintances built up over many years, I am able to resolve matters. Occasionally, I come up against a frustrating brick wall. In these columns, I�m telling the stories of some of the cars whose histories I have been unable to resolve. If anyone out there in reader land can help in filling in the blanks in these cars histories, I should love to hear from them. Where possible, I have used real names. Occasionally, to shield someone, I have used an Alias!

    Years ago, I wrote a book on the Lola T70, that glorious "Big Banger" racing sports car ("Lola T70 � The Racing History.") I made a point of researching the histories of as many individual cars as possible and reported my findings in an appendix at the back of the book. It was a tortuous process. For example, I often comment that Lola built sixteen Mark IIIB coupes and there are only thirty-eight left � and counting! I kid you not.

    However, the Mark III T70 was a more complex car to build and so I�ve never encountered a "fake" Mark III, which leads us into the story of this month�s mystery car.

    I first encountered this particular Lola when Julius Thurgood, now well known as the head of the "Top Hat" racing organization in England, called me one day in 1997. He asked me to go look at a Lola T70 that he�d just sold to his friend, Noel Butler, a local BMW dealer and repairer in Tyseley, Birmingham, England.

    Upon arrival at Noel�s shop, we were confronted with what appeared to be a 1969 Lola T70 Mark IIIB, except that this car, spectacular in yellow paint, had the cockpit/center section bodywork of a Mark III coupe, with the typical gullwing doors of that car. (For those of you unfamiliar with T70s, the Mark IIIB had forward opening doors.) Upon further examination (as the police would say!) we found a strange mixture of a car.

    The chassis looked as if it was originally from a Mark III, but had obviously had a heavy frontal impact at some time, as evidenced by the somewhat hasty and crude repairs that had been made to it. The front of the monocoque chassis, including its front suspension cross beam, was missing and had been paneled over, with a tubular subframe built onto it to carry the front suspension, steering rack and radiator. The rear of the chassis had likewise suffered damage. It would appear that, sometime in the past, the car had received impacts at the front and rear and the mechanic(s) who repaired it took the easy way out, instead of rebuilding the monocoque properly. The suspension and brakes were from a mixture of Mark III and F5000 T140. There was no chassis number but there was a ZF gearbox (T70s had Hewland boxes) sitting behind the typical Chevrolet V8 engine.

    There was a badge of Franco Sbarro in the cockpit. At the end of the T70 Mark III production, Franco Sbarro, ex-Crew Chief of Scuderia Filipinetti, a skilled engineer who operates a race/prototype shop in Switzerland, bought up the remaining Mark III spares, including several chassis, from Lola and constructed five to seven cars for the street from these. (I know of one powered with a Ferrari engine in Washington and another with a "Big Block" Chevy V8 in Texas.)

    I immigrated to America shortly after seeing the Lola and lost track of it, although I heard of it from time to time as it changed owners. Eventually, it was bought by ex-racer Mick Hill and he put it into the H & H Auction at Buxton. A friend in Britain contacted me about it, as he was helping Simon Hope, the Head of H & H Auctions. He wanted my professional opinion on the car and I gave it as: "Probably a Sbarro-built T70."

    Franco Sbarro had also built up the very last Mark T70 III Coupe, chassis number SL73/135 and equipped it for the street. It was damaged in a fire in France, sold to the Gebhardt racing shop in Germany, sold to the current owner and is today under restoration in Zeckern, Germany.

    I also learned that Lola Cars had given the yellow T70 a letter of authentication, calling it T73-135 but they did not know of SL73/135�s existence in Germany when that was written.
    The car went through the auction and failed to reach its reserve. I then discovered that the car was entered in a Coys of Kensington auction where it was claimed to be the real SL73-135. It was sold to a Mexican at the auction and he called me shortly after taking delivery to ask me to find out exactly what he had. I asked him to send me all the paperwork that came with the car and, when that arrived, studied it all to find out as much more as I could.
    According to the auction catalog description, this car took part in the making of the film "Le Mans" starring Steve McQueen, in which several Lola T70s, masquerading as the then far more expensive Porsche 917s and Ferrari 512s were crashed. As far as my researches show, the Lola disguised as a Ferrari 512 was SL73/134 and the one disguised as Steve McQueen�s Porsche 917 was SL76/141.

    Sl76/134 had an excellent history, having been sold to Sid Taylor for Denny Hulme to drive in 1968 and then being sold to Gil Baird of Techspeed. He had entered Chris Craft in the Lola in 1969 in the British Sports Car Championship and it had won handily, beating the likes of Brian Redman and Denny Hulme in Mark IIIB T70s.

    There is a photo on page 389 of the book "A French Kiss with Death" (Author � Michael Keyser) of two crashed Lola T70s after the filming of the movie and the one on the right, a Mark III, has suffered severe frontal damage to the chassis (see photo.)

    There was, in the documentation that went with the car, a letter extant from Franco Sbarro saying that this is a car that he leased to Solar Productions for the filming. If so, Sbarro must have done this on behalf of Gil Baird, the then owner of SL76/134, who years before had told me that he had sold this Lola to Solar Productions. Sadly, Gil Baird is no longer with us.

    I should also point out that, twelve years ago, I met a man in England, who had the chassis plate of SL73/134 that he had been given some years before. At that time he had a new Mark III chassis built and assembled the correct type parts to build up a Lola T70 Mark III Coupe, which would be the recipient of this original chassis plate, no doubt taken from the wreck at Le Mans.

    I spoke at length with Franco Sbarro. He said he only bought pieces from the crashed Lolas from the film "Le Mans" � gearboxes and mechanical parts. He further confirmed that: "A little mechanic from Tours came to me to purchase some Lola parts." Sbarro also said that the mechanic: "bought the Lola parts, mainly bodywork, to finish the car that he was rebuilding and showed me a photograph. It was this car." Sbarro says he cannot now remember the man but his check bounced, so he never heard or saw of him again.

    I went back to sources and called Noel Butler who had first imported the car into England. Yes, he remembered who he had bought it from, via Julius Thurgood. It was a man in Georgia called Guy Anderson. No, he no longer had his number, but thought he had first seen the car advertised in Hemmings, the motor trade journal. I emailed Julius to try to find Anderson�s contact numbers. No reply. I tried to find Anderson through directory enquiries in Atlanta, Georgia. Nothing. To date, I have been unable to find Guy Anderson. I did, however, get to talk to Steve Kibble, a race mechanic from Atlanta. Yes, he confirmed that he had built up a Group Four De Tomaso Pantera for Anderson and that Anderson had owned a yellow Lola T70 coupe, which he thought was from Sbarro!

    According to Coys� auction blurb, Anderson had bought the Lola from France, but from who was not recorded. Apparently, I discovered, it had been in a small museum in the South of France. That was possibly the "Musee de l�Automobile" in Mougins. The new owner visited them with no luck and I wrote to them and received a reply to the effect that yes, they had a Lola T70 in the museum many years ago but that it had long gone. It would now appear that this had been SL73/132, another car used in the "Le Mans" film, but which had survived relatively unscathed.

    The Mexican owner became very disenchanted with a Lola that he could not find the history of, and sold the car to a fellow countryman.

    And so this is where we are today. After a lot of searching, I am reasonably sure that this Lola is the mortal remains of SL73/134, but have yet to find the "Little Mechanic from Tours." Is he out there?

    Site Contents � John Starkey 2004

     
  11. #12 Vasileios Papaidis, Feb 14, 2008
    Last edited by a moderator: Apr 25, 2016
    The Sbarro Turbo S20 concept which went on show at the 2007 Geneva Motor show was a student designed concept car. The 20 students from France's Espera Sbarro design school, in conjunction with French TV show "Turbo," built the S20 concept in around three months.

    The two-seat Sbarro Turbo S20 is powered by a mid-mounted 300 horsepower, 5 litre V8 taken from a Porsche 928 running through a five speed manual transmission. Other mecanical components of the Sbarro Turbo S20 come from various other vehicles including the Fiat Seicento and Smart Roadster.

    The wheels of the S20 are from O.Z. Racing and measure 19" up front and 20" at the rear. Inside the Spartan cockpit Recaro racing seats can be found.

    The name 'Turbo S20' comes from an amalgamation of the TV show name and 20 students


    SBARRO TURBO S20 VIDEO LINK.
     
  12. I've seen the white one:
     
  13. Lucky man.<A BORDER="0" HREF="http://www.supercars.net/PitLane?displayFAQ=y"><IMG BORDER="0" SRC="pitlane/emoticons/wink.gif"></A>
     
  14. #17 DHoffmann, Feb 14, 2008
    Last edited by a moderator: Apr 25, 2016
  15. Sbarro Issima Concept
     
  16. Sbarro Turbo S20
     
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  18. I know this as the Sbarro Seguana GTR, which is right?
     
  19. Cool, that challenge will work well with a wedge compilation I was considering making.
     
  20. Yes,and this is a Sbarro GT-HDI.
     
  21. I like your reaction<A BORDER="0" HREF="http://www.supercars.net/PitLane?displayFAQ=y"><IMG BORDER="0" SRC="pitlane/emoticons/smile.gif"></A>
     

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