2009 Mercedes Benz SLR McLaren Stirling Moss - Approved

Mercedes Benz SLR McLaren Stirling Moss

The 2009 Mercedes Benz SLR Stirling Moss is the perfect example of a car that fits Show or Display. 75 cars produced, more power lighter weight than a standard SLR. Technologically significant.   If you don't know who Stirling Moss is, then you should look him up. The car is very unique, very expensive, and probably not something that would ever get more than about 2,500 miles in a year.



"The SLR Stirling Moss is a limited edition (75 vehicles) of the series, which uses a speedster styling that does not include roof or windscreen. The design is inspired by the 300 SLR race car, and was by Korean designer Yoon Il-hun. It was to be the last series of the McLaren SLR built under the partnership between Mercedes-Benz and McLaren, until McLaren announced their own final edition of the SLR in late 2010.
The supercharged V8 engine is rated 650 PS (480 kW; 640 hp). The car's top speed is 350 km/h (220 mph) with acceleration from 0–100 km/h in less than 3.5 seconds. The car is approximately 200 kg (440 lb) lighter than the regular model.[13]
The SLR Stirling Moss began production in June 2009, after SLR Roadster's production ended in May 2009. All 75 cars were produced by December 2009. The SLR Stirling Moss has MSRP of €750,000 and was available only to SLR owners.[14]"

From Wikipedia.

 Mercedes Benz SLR McLaren Stirling Moss

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1986 Ford Sierra Cosworth RS 500 - Approved

Ford Sierra Cosworth RS500

This is another show or display approved car, that is now over 25 years old,  exempt from NHTSA import requirements, and over 21 years old so its EPA exempt in its original configuration.  The RS500 was a specialized version of the Ford Sierra Cosworth RS. Only 500 of them were produced, and the basis for a lot of race cars.


"After finishing the 5000 production cars, Ford produced another 500 units of evolution according to the racing rules. This was the RS500. I was fortunate to see one of them on the road many years ago. It distinguished from the regular RS Cosworth by an additional boot spoiler, a larger whale tail and an additional air intake on the top edge of the front bumper.

The name RS500 implied both its production number and its power output – in racing version, it produced a firebreathing 500 horsepower ! In the road car, the YBD engine got strengthened cylinder block, larger Garrett T31/T04 turbocharger, larger intercooler and upgraded fuel injection to produce 224 horsepower, 20hp up from the RS Cosworth. This engine produced more turbo lag than the original while delivering little performance edge, but with some aftermarket tuning it could easily extract up to 350 horsepower. For a car weighing only 1.2 ton, you can imagine how fast it could be...

In motor racing, RS500 was a formiddable player in its time. It won World Touring Car Championship in 1987 and European Touring Car Championship in 1988. If not FIA imposed weight penalties to stop it from winning, it could have achieved even more success. "

Source: Autozine

If you think it might look a bit like a Merkur XR4Ti, then read on.

"Many of the suspension differences between the standard Sierra and the Cosworth attributed their development to what was learned from racing the turbocharged Jack Roush IMSA Merkur XR4Ti in America and Andy Rouse's successful campaign of the 1985 British Saloon Car Championship. Much of Ford's external documentation for customer race preparation indicated "developed for the XR4Ti" when describing parts that were Sierra Cosworth specific. Roush's suspension and aerodynamics engineering for the IMSA cars was excellent feedback for Ford. Some production parts from the XR4Ti made their way into the Cosworth such as the speedometer with integral boost gauge and the motorsport 909 chassis stiffening plates"



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1983 Robin Hood S7 - Not Approved

Robin Hood S7

The 1983 Robin Hood S7 was not approved for Show or Display. Its pretty easy to see why this car was not approved, its a kit car, based on a Lotus Super 7. Not a production car, who knows how many made. Not technologically significant.  However, this car is now over 25 years old so it is NHTSA/DOT exempt, and over 21 years old its EPA exempt. It is a kit car, so it might fall into some odd areas of the law, so check before importing. 

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Pictures : http://www.carandclassic.co.uk/car/C247229#

1994-1995 Mazda Eunos JCES Cosmo Series II - Approved

Here is something to consider when you send in a Show or Display application or determination, being specific. In this case, the 1994-1995 Mazda Eunos JCES Cosmo Series II was approved, but the 1992 Mazda Cosmo was not approved.

The Cosmo had several unique technologically significant features, the 20B 3 rotor engine, the first production GPS option, and a CRT touch screen.  Total there were 8875 cars made from 1990-1995 with about 40 percent of the cars being 3 rotors - JCES. Even though I haven't found out if there were less than 500 sold, someone managed to get the NHTSA to approve a Nissan Skyline GT-R, that there were a lot more than that sold, and doesn't even actually exist.

This car might be difficult to get EPA certification. I would suggest finding an ICI that can handle this 3 rotor engine prior to importing the car. In some places, like California, it can get very expensive to bring the car into ARB compliance.

"The triple rotor 20B had 2 Litres (1962 cc) of displacement, making it the largest capacity rotary offered for sale by Mazda. It produced 300 hp (224 kW) and 300 lb·ft (402 N·m) with twin turbochargers. The JC series Cosmo set several firsts in Automotive history. Its 13B-REW and 20B-REW engines were the first series production twin sequential turbo systems to be offered for sale on a rotary engined car (The twin sequential turbo piston engined Porsche 959 predates the Eunos Cosmo by several years). The better known FD RX-7 didn't receive the twin turbo 13B-REW engine until early 1992. Plus was the first production car in the world to get a GPS option & the first in Japan to use the "Palmnet" serial data comms system for ECU-to-ECAT operation.

This 4th generation Cosmo was way ahead of its time electronically as well by being offered [4] with Car Control System, a CRT colour touch-screen controlling climate control, mobile phone, GPS car navigation, NTSC TV, radio and CD-Player."
Source: Wikipedia

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1981 Triumph Bonneville M/C - Not Approved

This one is a little odd in 2012. There are no dates associated with the applications, or when they were not allowed. This 1981 Triumph Bonneville motorcycle turned 25 years old in 2006, becoming NHTSA exempt. It was over 21 years old in 2002, and EPA exempt. So even though its not allowed under Show or Display, it has met the age requirements to be exempt.

"MORE SPECIAL MODELS
The 1981 Triumph Bonneville attempted to address dwindling sales with what had become "Limited Edition"-madness. Not that it was a bad thing, they turned out some pretty nice bikes. But, the problems Triumph was facing couldn't be solved by cobbling together yet another tarted up version of the same old tired 1937 design. But, that didn't stop them. More power to 'em!

 

MODEL DESIGNATIONS
Meriden came out with no fewer than 3 new versions of the 1981 Triumph Bonneville. The first two were variants of the 1981 Triumph Bonneville Executive, meant to be the touring version, in both kickstart & electric start versions. These came with fairings, top box (touring pack) & panniers (hard saddle bags). The third bike was intended for Police duty & was being evaluated for that purpose. This final 1981 Triumph Bonneville variant was called the T140AV, the "AV" ambitiously designating "Anit-Vibration", which used rubberized engine mounts to quell the vibes. At that time, BMWs boxer-twins were getting the lions share of Police business in Europe & the UK, partly because they were very smooth, but also very reliable. Neither of which could be said for the Triumph Bonneville, unfortunately.

ENGINE MODS
The 1981 Triumph Bonneville model year began with Engine #KD28001. Engine mods were few. The TDC locating hole was itself relocated to its former position in front of the engine, because the starter was now in the way & the crankshaft was notched accordingly. There was a new heavy duty 4-lipped roller main bearing on the timing side. The oil feed to the exhaust tappets was blocked off. The old-style screw-in exhaust spigots & finned clamps made their return. Oil seals were added to the exhaust valve guides."

Source: Classic British Motorcycles.com

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