This program unpacks Playstation 3 Theme files (.p3t) so that you can touch-up an existing theme to your likings or use a certain wallpaper from it (as many themes have multiple). But remember, if you use content from another theme and release it, be sure to give credit!
Download p3textractor.zip from above. Extract the files to a folder with a program such as WinZip or WinRAR. Now there are multiple ways to extract the theme.
The first way is to simply open the p3t file with p3textractor.exe. If you don’t know how to do this, right click the p3t file and select Open With. Alternatively, open the p3t file and it will ask you to select a program to open with. Click Browse and find p3textractor.exe from where you previously extracted it to. It will open CMD and extract the theme to extracted.[filename]. After that, all you need to do for any future p3t files is open them and it will extract.
The second way is very simple. Just drag the p3t file to p3textractor.exe. It will open CMD and extract the theme to extracted.[filename].
For the third way, first put the p3t file you want to extract into the same folder as p3textractor.exe. Open CMD and browse to the folder with p3extractor.exe. Enter the following: p3textractor filename.p3t [destination path]Replace filename with the name of the p3t file, and replace [destination path] with the name of the folder you want the files to be extracted to. A destination path is not required. By default it will extract to extracted.filename.
This program unpacks Playstation 3 Theme files (.p3t) so that you can touch-up an existing theme to your likings or use a certain wallpaper from it (as many themes have multiple). But remember, if you use content from another theme and release it, be sure to give credit!
Download p3textractor.zip from above. Extract the files to a folder with a program such as WinZip or WinRAR. Now there are multiple ways to extract the theme.
The first way is to simply open the p3t file with p3textractor.exe. If you don’t know how to do this, right click the p3t file and select Open With. Alternatively, open the p3t file and it will ask you to select a program to open with. Click Browse and find p3textractor.exe from where you previously extracted it to. It will open CMD and extract the theme to extracted.[filename]. After that, all you need to do for any future p3t files is open them and it will extract.
The second way is very simple. Just drag the p3t file to p3textractor.exe. It will open CMD and extract the theme to extracted.[filename].
For the third way, first put the p3t file you want to extract into the same folder as p3textractor.exe. Open CMD and browse to the folder with p3extractor.exe. Enter the following: p3textractor filename.p3t [destination path]Replace filename with the name of the p3t file, and replace [destination path] with the name of the folder you want the files to be extracted to. A destination path is not required. By default it will extract to extracted.filename.
This program unpacks Playstation 3 Theme files (.p3t) so that you can touch-up an existing theme to your likings or use a certain wallpaper from it (as many themes have multiple). But remember, if you use content from another theme and release it, be sure to give credit!
Download p3textractor.zip from above. Extract the files to a folder with a program such as WinZip or WinRAR. Now there are multiple ways to extract the theme.
The first way is to simply open the p3t file with p3textractor.exe. If you don’t know how to do this, right click the p3t file and select Open With. Alternatively, open the p3t file and it will ask you to select a program to open with. Click Browse and find p3textractor.exe from where you previously extracted it to. It will open CMD and extract the theme to extracted.[filename]. After that, all you need to do for any future p3t files is open them and it will extract.
The second way is very simple. Just drag the p3t file to p3textractor.exe. It will open CMD and extract the theme to extracted.[filename].
For the third way, first put the p3t file you want to extract into the same folder as p3textractor.exe. Open CMD and browse to the folder with p3extractor.exe. Enter the following: p3textractor filename.p3t [destination path]Replace filename with the name of the p3t file, and replace [destination path] with the name of the folder you want the files to be extracted to. A destination path is not required. By default it will extract to extracted.filename.
Aston Martin Lagonda Global Holdings PLC (/ˈæstən/) is a British manufacturer of luxurysports cars and grand tourers. Its predecessor was founded in 1913 by Lionel Martin and Robert Bamford. Steered from 1947 by David Brown, it became associated with expensive grand touring cars in the 1950s and 1960s, and with the fictional character James Bond following his use of a DB5 model in the 1964 film Goldfinger.[2] Their grand tourers and sports cars are regarded as a British cultural icon.[3]
Aston Martin has held a royal warrant as purveyor of motorcars to Charles III (as Prince of Wales and later as King) since 1982,[4][5] and has over 160 car dealerships in 53 countries, making it a global automobile brand.[6] The company is traded on the London Stock Exchange and is a constituent of the FTSE 250 Index.[7] In 2003 it received the Queen's Award for Enterprise for outstanding contribution to international trade.[8] The company has survived seven bankruptcies throughout its history.[9]
The headquarters and main production of its sports cars and grand tourers are in a 55-acre (22 ha) facility in Gaydon, Warwickshire, England, on the former site of RAF Gaydon, adjacent to the Jaguar Land Rover Gaydon Centre.[10] The old 3.6-acre (1.5 ha) facility in Newport Pagnell, Buckinghamshire is the present home of the Aston Martin Works classic car department, which focuses on heritage sales, service, spares and restoration operations.[11][12] The 90-acre (36 ha) factory in St Athan, Wales features three converted 'super-hangars' from MOD St Athan, and serves as the production site of Aston Martin's first-ever SUV, the DBX.[13][14]
Aston Martin has been involved in motorsport at various points in its history, mainly in sports car racing,[15] and also in Formula One.[16] The Aston Martin brand is increasingly being used, mostly through licensing, on other products including a submarine,[17] real estate development,[18] and aircraft.[19]
Aston Martin was founded in 1913 by Lionel Martin and Robert Bamford.[20] The two had joined forces as Bamford & Martin the previous year to sell cars made by Singer from premises in Callow Street, London where they also serviced GWK and Calthorpe vehicles. Martin raced specials at Aston Hill near Aston Clinton, and the pair decided to make their own vehicles.[21] The first car to be named Aston Martin was created by Martin by fitting a four-cylinder Coventry-Simplex engine to the chassis of a 1908 Isotta Fraschini.[22][23]
They acquired premises at Henniker Mews[24] in Kensington and produced their first car in March 1915. Production could not start because of the outbreak of the First World War, when Martin joined the Admiralty and Bamford joined the Army Service Corps.[25]
1923 Razor Blade Team car1924 tourer1937 2-Litre open 2/4-seater Speed model, Kop Hill 2010
After the war they found new premises at Abingdon Road, Kensington and designed a new car. Bamford left in 1920 and Bamford & Martin was revitalised with funding from Louis Zborowski. In 1922, Bamford & Martin produced cars to compete in the French Grand Prix, which went on to set world speed and endurance records at Brooklands. Three works Team Cars with 16-valve twin cam engines were built for racing and record-breaking: chassis number 1914, later developed as the Green Pea; chassis number 1915, the Razor Blade record car; and chassis number 1916, later developed as the Halford Special.[26]
Approximately 55 cars were built for sale in two configurations; long chassis and short chassis. Bamford & Martin went bankrupt in 1924 and was bought by Dorothea, Lady Charnwood, who put her son John Benson on the board. Bamford & Martin got into financial difficulty again in 1925 and Martin was forced to sell the company (Bamford had already left it in 1920).[27]
Later that year, Bill Renwick, Augustus (Bert) Bertelli and investors including Lady Charnwood took control of the business. They renamed it Aston Martin Motors and moved it to the former Whitehead Aircraft LimitedHanworth works in Feltham. Renwick and Bertelli had been in partnership some years and had developed an overhead-cam four-cylinder engine using Renwick's patented combustion chamber design, which they had tested in an Enfield-Allday chassis. The only "Renwick and Bertelli" motor car made, it was known as "Buzzbox" and still survives.[28]
The pair had planned to sell their engine to motor manufacturers, but having heard that Aston Martin was no longer in production realised they could capitalise on its reputation to jump-start the production of a completely new car.[28]
Between 1926 and 1937 Bertelli was both technical director and designer of all new Aston Martins, since known as "Bertelli cars". They included the 1½-litre "T-type", "International", "Le Mans", "MKII" and its racing derivative, the "Ulster", and the 2-litre 15/98 and its racing derivative, the "Speed Model". Most were open two-seater sports cars bodied by Bert Bertelli's brother Enrico (Harry), with a small number of long-chassis four-seater tourers, dropheads and saloons also produced.[28]
Bertelli was a competent driver keen to race his cars, one of few owner/manufacturer/drivers. The "LM" team cars were very successful in national and international motor racing including at Le Mans.[28]
Financial problems reappeared in 1932. Aston Martin was rescued for a year by Lance Prideaux Brune before passing it on to Sir Arthur Sutherland. In 1936, Aston Martin decided to concentrate on road cars, producing just 700 until World War II halted work. Production shifted to aircraft components during the war.[29][30]
In 1947, old-established (1860) privately owned Huddersfieldgear and machine tools manufacturer David Brown Limited bought Aston Martin, putting it under control of its Tractor Group. David Brown became Aston Martin's latest saviour.[31] He also acquired Lagonda,[32] without its factory, for its 2.6-litre W. O. Bentley-designed engine. Lagonda moved operations to Newport Pagnell and shared engines, resources and workshops. Aston Martin began to build the classic "DB" series of cars.[33]
In April 1950, they announced planned production of their Le Mans prototype to be called the DB2,[34] followed by the DB2/4 in 1953, the DB2/4 MkII in 1955, the DB Mark III in 1957 and the Italian-styled 3.7 L DB4 in 1958.[33]
While these models helped Aston Martin establish a good racing pedigree, the DB4 stood out and yielded the famous DB5 in 1963. Aston stayed true to its grand touring style with the DB6 (1965–70), and DBS (1967–1972).[33]
The six-cylinder engines of these cars from 1954 up to 1965 were designed by Tadek Marek.[35]
The Tadek Marek-designed V8 engine was a mainstay of the Aston Martin lineup for decades, and was built from 1969 until 2000.
Aston Martin was often financially troubled. In 1972, David Brown paid off all its debts, said to be £5 million or more, and handed it for £101 to Company Developments, a Birmingham-based investment bank consortium chaired by accountant William Willson.[36] More detail on this period may be read at Willson's biography. The worldwide recession, lack of working capital and the difficulties of developing an engine to meet California's exhaust emission requirements – it stopped the company's US sales – again pulled Aston Martin into receivership at the end of 1974. The company had employed 460 workers when the manufacturing plant closed.[37]
The receiver sold the business in April 1975 for £1.05 million to North American businessman Peter Sprague of National Semiconductor, Toronto hotelier George Minden,[38] and Jeremy Turner, a London businessman,[39] who insisted to reporters that Aston Martin remained a British controlled business. Sprague later claimed he had fallen in love with the factory, not the cars, the workforce's craftsmanship dedication and intelligence. At this point, he and Minden had brought in investor Alan Curtis, a British office property developer, together with George Flather, a retired Sheffield steel magnate.[40]
Six months later, in September 1975, the factory – shut down the previous December – re-opened under its new owner as Aston Martin Lagonda Limited with 100 employees, and planned to lift staff to 250 by the end of 1975.[37] In January 1976, AML revealed that it now held orders for 150 cars for the US, 100 for other markets and another 80 from a Japanese importing agency.[41] At the Geneva Motor Show, Fred Hartley, managing director and sales director for 13 years before that, announced he had resigned over "differences in marketing policy".[42]
The new owners pushed Aston Martin into modernising its line, introducing the V8 Vantage in 1977, the convertible Volante in 1978, and the one-off Bulldog styled by William Towns in 1980. Towns also styled the futuristic new Lagonda saloon, based on the V8 model.[43]
Curtis, who had a 42% stake in Aston Martin,[44] also brought about a change in direction from the usual customers who were Aston Martin fans, to successful young married businessmen. Prices had been increased by 25%.[40] There was speculation that AML was about to buy Italian automobile manufacturer Lamborghini.[45] At the end of the 1970s, there was widespread debate about running MG into the Aston Martin consortium. 85 Conservative MPs formed themselves into a pressure group to get British Leyland to release their grip and hand it over.[46] CH Industrials plc (car components) bought a 10% share in AML. But in July 1980, blaming a recession, AML cut back their workforce of 450 by more than 20%, making those people redundant.[47]
In January 1981, there having been no satisfactory revival partners, Alan Curtis and Peter Sprague announced they had never intended to maintain a long-term financial stake in Aston Martin Lagonda and it was to be sold to Pace Petroleum's Victor Gauntlett. Sprague and Curtis pointed out that under their ownership AML finances had improved to where an offer for MG might have been feasible.[48]
Gauntlett bought a 12.5% stake in Aston Martin for £500,000 via Pace Petroleum in 1980, with Tim Hearley of CH Industrials taking a similar share. Pace and CHI took over as joint 50/50 owners at the beginning of 1981, with Gauntlett as executive chairman. Gauntlett also led the sales team, and after some development and publicity when the Lagonda became the world's fastest four-seater production car, was able to sell the car in Oman, Kuwait, and Qatar.[49] In 1982, Aston Martin was granted a Royal Warrant of Appointment by the Prince of Wales.[5]
Understanding that it would take some time to develop new Aston Martin products, they created an engineering service subsidiary to develop automotive products for other companies. It was decided to use a trade name of Salmons & Son, their in-house coachbuilder, Tickford, which Aston Martin had bought in 1955. Tickford's name had been long associated with expensive high-quality carriages and cars along with their folding roofs. New products included a Tickford Austin Metro, a Tickford Ford Capri and even Tickford train interiors, particularly on the Jaguar XJS.[49] Pace continued sponsoring racing events, and now sponsored all Aston Martin Owners Club events, taking a Tickford-engined Nimrod Group C car owned by AMOC President Viscount Downe, which came third in the Manufacturers Championship in both 1982 and 1983. It also finished seventh in the 1982 24 Hours of Le Mans race. However, sales of production cars were now at an all-time low of 30 cars produced in 1982.[49]
As trading became tighter in the petroleum market, and Aston Martin was requiring more time and money, Gauntlett agreed to sell Hays/Pace to the Kuwait Investment Office in September 1983. As Aston Martin required greater investment, he also agreed to sell his share holding to American importer and Greek shipping tycoon Peter Livanos, who invested via his joint venture with Nick and John Papanicolaou, ALL Inc. Gauntlett remained chairman of AML, 55% of the stake was owned by ALL, with Tickford a 50/50 venture between ALL and CHI. The uneasy relationship was ended when ALL exercised options to buy a larger share in AML; CHI's residual shares were exchanged for CHI's complete ownership of Tickford, which retained the development of existing Aston Martin projects. In 1984, Papanicolaou's Titan shipping business was in trouble so Livanos's father George bought out the Papanicolaou's shares in ALL, while Gauntlett again became a shareholder with a 25% holding in AML. The deal valued Aston Martin/AML at £2 million, the year it built its 10,000th car.[49]
Although as a result Aston Martin had to make 60 members of the workforce redundant, Gauntlett bought a stake in Italian styling house Zagato, and resurrected its collaboration with Aston Martin.[50] In 1986, Gauntlett negotiated the return of the fictional British secret agent James Bond to Aston Martin. Cubby Broccoli had chosen to recast the character using actor Timothy Dalton, in an attempt to re-root the Bond-brand back to a more Sean Connery-like feel. Gauntlett supplied his personal pre-production Vantage for use in the filming of The Living Daylights, and sold a Volante to Broccoli for use at his home in America. Gauntlett turned down the role of a KGB colonel in the film, however: "I would have loved to have done it but really could not afford the time."[51]
As Aston Martin needed funds to survive in the long term, Ford bought a 75% stake in the company in 1987, and bought the rest later.[52][53] In May of that year, Victor Gauntlett and Prince Michael of Kent were staying at the home of Contessa Maggi, the wife of the founder of the original Mille Miglia, while watching the revival event. Another house guest was Walter Hayes, vice-president of Ford of Europe. Despite problems over the previous acquisition of AC Cars, Hayes saw the potential of the brand and the discussion resulted in Ford taking a share holding in September 1987.[54] In 1988, having produced some 5,000 cars in 20 years, a revived economy and successful sales of limited edition Vantage, and 52 Volante Zagato coupés at £86,000 each; Aston Martin finally retired the ancient V8 and introduced the Virage range.[55]
Although Gauntlett was contractually to stay as chairman for two years, his racing interests took the company back into sports car racing in 1989 with limited European success. However, with engine rule changes for the 1990 season and the launch of the new Volante model, Ford provided the limited supply of Cosworth engines to the Jaguar cars racing team. As the entry-level DB7 would require a large engineering input, Ford agreed to take full control of Aston Martin, and Gauntlett handed over Aston Martin's chairmanship to Hayes in 1991.[56] In 1992, the high-performance variant of the Virage called the Vantage was announced, and the following year Aston Martin renewed the DB range by announcing the DB7.[57]
By 1993, Ford had fully acquired the company after having built a stake in 1987.[58] Ford placed Aston Martin in the Premier Automotive Group, invested in new manufacturing and ramped up production. In 1994, Ford opened a new factory at Banbury Road in Bloxham to manufacture the DB7. In 1995, Aston Martin produced a record 700 cars.[59] Until the Ford era, cars had been produced by hand coachbuilding craft methods, such as the English wheel. During the mid 1990s, the Special Projects Group, a secretive unit with Works Service at Newport Pagnell, created an array of special coach-built vehicles for the Brunei royal family.[60] In 1998, the 2,000th DB7 was built, and in 2002, the 6,000th, exceeding production of all of the previous DB series models. The DB7 range was revamped by the addition of more powerful V12 Vantage models in 1999, and in 2001, Aston Martin introduced the V12-engined flagship model called the Vanquish which succeeded the aging Virage (now called the V8 Coupé).[61]
The DB9 was the first car to use the "vertical/horizontal" platform.
At the North American International Auto Show in Detroit, Michigan in 2003, Aston Martin introduced the V8 Vantage concept car. Expected to have few changes before its introduction in 2005, the Vantage brought back the classic V8 engine to allow Aston Martin to compete in a larger market. 2003 also saw the opening of the Gaydon factory, the first purpose-built factory in Aston Martin's history. The facility is situated on a 55-acre (22 ha) site of a former RAFV Bomberairbase, with an 8,000 m2 (86,000 sq ft) front building for offices, meeting rooms and customer reception, and a 35,000 m2 (380,000 sq ft) production building.[10][62] Also introduced in 2003 was the DB9 coupé, which replaced the ten-year-old DB7. A convertible version of the DB9, the DB9 Volante, was introduced at the 2004 Detroit auto show.[63]
In October 2004, Aston Martin set up the dedicated 12,500 m2 (135,000 sq ft) Aston Martin Engine Plant (AMEP) within the Ford GermanyNiehl, Cologne plant. With the capacity to produce up to 5,000 engines a year by 100 specially trained personnel, like traditional Aston Martin engine production from Newport Pagnell, assembly of each unit was entrusted to a single technician from a pool of 30, with V8 and V12 variants assembled in under 20 hours. By bringing engine production back to within Aston Martin, the promise was that Aston Martin would be able to produce small runs of higher performance variants' engines.[64][65] This expanded engine capacity allowed the entry-level V8 Vantage sports car to enter production at the Gaydon factory in 2006, joining the DB9 and DB9 Volante.[66]
In December 2003, Aston Martin announced it would return to motor racing in 2005. A new division was created, called Aston Martin Racing, which became responsible, together with Prodrive, for the design, development, and management of the DBR9 program. The DBR9 competes in the GT class in sports car races, including the world-famous 24 Hours of Le Mans.[67]
In 2006, an internal audit led Ford to consider divesting itself of parts of its Premier Automotive Group. After suggestions of selling Jaguar Cars, Land Rover, or Volvo Cars were weighed, Ford announced in August 2006 it had engaged UBS AG to sell all or part of Aston Martin at auction.[68]
On 12 March 2007, a consortium led by Prodrive chairman David Richards purchased Aston Martin for £475 million (US$848 million).[69][70][71] The group included American investment banker John Sinders and two Kuwaiti companies namely Investment Dar and Adeem Investment.[72]
The Pagani Zonda is a mid-enginesports car produced by Italian sports car manufacturer Pagani. It debuted at the 1999 Geneva Motor Show. Produced on commission in limited units, as of 2019 a total of 140 cars had been built, including development mules. Variants include a 2-door coupé and roadster variant, along with a third new variant being the barchetta. Construction is mainly of carbon fibre.
The Zonda was originally to be named the "Fangio F1" after Formula One champion Juan Manuel Fangio, but, following his death in 1995, it was renamed for the Zonda wind, a term for a hot air current above Argentina.[3]
The Zonda C12[4] debuted in 1999 at the Geneva Motor Show. It is powered by a 6.0 L (366 cu in) Mercedes-Benz M120 V12 engine having a power output of either 408 PS (300 kW; 402 hp) or 450 PS (331 kW; 444 hp)[5] at 5,200 rpm and 570–640 N⋅m (420–472 lb⋅ft) of torque at 4,200 rpm mated to a 5-speed manual transmission.
The C12 can accelerate to 97 km/h (60 mph) in 4.0 seconds and to 161 km/h (100 mph) in 9.2 seconds.
Only five cars were built with the 6.0 L
engine, though the C12 was still available in 2002 when the C12 S was introduced. One was used for crash testing and homologation, while another was a demonstrator and show car. The remainder were delivered to customers during the next three years. The crash test and homologation car having chassis number 001 was restored by Pagani's recently established restoration program called "Pagani Rinascimento" and was presented to the public at the 2019 Geneva Motor Show for the Zonda's 20th anniversary.[6][7]
The Zonda C12-S[8] uses a modified version of the M120 V12 engine used in the C12 enlarged to 7,010 cc (7.0 L; 427.8 cu in).[9] Tuned by Mercedes-AMG, the engine has a power output of 550 PS (405 kW; 542 hp) and is mated to a newly developed CIMA 6-speed manual transmission in order to handle the high power output produced by the engine.[10][11]
The C12-S can accelerate to 100 km/h (62 mph) in 3.7 seconds, and to 161 km/h (100 mph) in 7.0 seconds. Lateral acceleration on the skidpad is 1.18 g (11.6 m/s²). The C12-S can reach a top speed of 208 mph (335 km/h).
Introduced in 2002 the Zonda S 7.3[12] used a new, larger naturally aspirated M120 V12 engine displacing 7,291 cc (7.3 L; 444.9 cu in) designed and manufactured by Mercedes-AMG having a power output of 555 PS (547 hp; 408 kW) at 5,900 rpm and 750 N⋅m (553 lb⋅ft) of torque at 4,050 rpm.[13] To better handle the power, traction control and ABS were made standard. Performance claims were unchanged from the Zonda C12-S.
In 2003, Pagani presented the Zonda Roadster,[14] an open top version of the Zonda S 7.3. Carrying the same components as the coupé, Pagani promised no loss of performance, a claim supported by the minimal weight gain of 30 kg (66 lb). A total of 40 roadsters were produced.[15]
The Zonda F[16] (or Zonda Fangio - named after Formula One driver Juan Manuel Fangio) debuted at the 2005 Geneva Motor Show. It was the most extensive re-engineered variant of the Zonda yet, though it shared much with its predecessors including the 7.3 L Mercedes-AMGM297 V12 engine which through enhanced intake manifolds, exhaust and a revised ECU now had a power output of 602 PS (443 kW; 594 hp) at 6,150 rpm and 760 N⋅m (561 lb⋅ft) at 4,000 rpm. The transmission is largely the same as the C12 S but had stronger internals and differential gears. Zonda F has a top speed of 345 km/h (214 mph).
Production of the Zonda F was limited to 25 cars. It came equipped with an extra headlight and a new configuration of fog lights in the lower grille, new bodywork (revised front end, new rear spoiler, more aerodynamic vents all around) that improved the car's aerodynamics, and different side mirrors. Further enhancements over the "S" centered on optional carbon/ceramic brakes (measuring 380 mm) developed in conjunction with Brembo, OZ alloy wheels, Inconel exhaust system, hydroformed aluminium intake plenum, and a redesigned "Z preg" weave in the crash structure to improve rigidity and reduce weight.[17]
The Zonda Roadster F[18] debuted at the 2006 Geneva Motor Show. Exterior wise, the roadster was similar to the coupé, but with a removable carbon fibre roof and canvas side curtains, weighing just 5 kg (11 lb) more than the coupé. Power output of the engine increased to 650 PS (478 kW; 641 hp) and 780 N⋅m (575 lb⋅ft) of torque. Production of the Roadster F was limited to 25 units.
The Roadster F maintained chassis rigidity without any gain in curb weight, eschewing conventional thinking by not strengthening the sills, a process which would have needed more than 35 kg (77 lb) of reinforcement. Pagani instead used racing car materials, and construction techniques, strengthening the firewall structure of the chassis tub together with billet alloy braces that connected the points where the roof rails would have joined. The windscreen was also strengthened for safety reasons. These techniques enabled the Roadster to have virtually the same weight as the coupé, 1,230 kg (2,712 lb).[19]
The Zonda Roadster F Clubsport is a lightweight version of the Zonda Roadster F. It has an extensive use of the new carbo-titanium material developed by Pagani as well as having an upgraded engine. It was tested by Top Gear'sThe Stig along with James May and achieved a lap time around their test track of 1:17.8, beating the Bugatti Veyron 16.4 tested during the same episode, but lost in a quarter mile drag race against the Veyron by nearly 2.5 seconds.[20] German racing driver Marc Basseng managed to lap the Zonda F Clubsport around the 20.8 kilometres (12.9 mi) Nürburgring Nordschleife in 7:24.7.[21]
The Zonda Cinque[22] (Italian for five) was meant to be the last iteration of the Zonda, being a road-legal version of the Zonda R. Only five were built, hence the name, with deliveries set to June 2009 for all five cars. The Zonda Cinque was developed at the request of a Pagani dealer in Hong Kong.
The differences from other variants of the Zonda were the new 6-speed automated manual gearbox, resulting in shifts taking less than 100 milliseconds, dropping the 0–100 km/h (62 mph) acceleration time down to 3.4 seconds. The gearbox has three driving modes, namely Comfort, Sport and Race which optimises the gearbox for different driving conditions. The Cinque also had a revised form of carbon fibre called "carbo-titanium" which incorporates titanium in the weave to increase strength and rigidity. The suspension used magnesium and titanium components, and the 7.3-litre engine's power and torque were increased to 678 PS (499 kW; 669 hp) and 780 N⋅m (575 lb⋅ft). Revised bodywork, which included a longer front splitter, new sideskirts, rear diffuser, bumper canards, and a flatter underside as well as a roof-mounted air intake scoop, enabled the Cinque to generate 750 kg (1,653 lb) of down-force at 355 km/h (221 mph) and 1.45 G of cornering force.[23]
Zonda Cinque Roadster
The Zonda Cinque Roadster[24] had the same specifications as the coupé from which it was derived. Only five units were built, like the coupé.[25]
The Zonda Tricolore,[26] originally conceived as a one-off before production totaled three, was built as a tribute to the Frecce Tricolori, Italy's aerobatic team. It carried much of the body from the Zonda Cinque. The car was unpainted except for a clear blue lacquer, and red, white, and green stripes from the nose along the top of the car's surface. Unique to this car was a small wing placed behind the cockpit which reflected the tail wing of Frecce Tricolori's Aermacchi MB-339 PAN stunt plane. The three Tricolores were priced at £1.2 million. It was also 9.7 km/h (6 mph) faster than a standard Zonda at 354 km/h (220 mph).
The Zonda HP Barchetta was unveiled at the 2017 Pebble Beach Concours d'Elegance as a present to the company's founder, Horacio Pagani for his 60th birthday as well as to commemorate the 18th anniversary of the Zonda. It has unique exterior design cues which makes it different from other Zondas produced with the most distinguishable features being the barchetta body style and rear wheel covers inspired by group C race cars, making it the first Pagani to ever use this styling. It also has a rear spoiler, air intakes and rear lights taken from the 760 series cars. Power comes courtesy of the 7.3 L (445 cu in) Mercedes-AMG V12 engine rated at 800 PS (588 kW; 789 hp) and 850 N⋅m (627 lb⋅ft) of torque making it the most powerful road legal Zonda ever produced. It borrows its seats and suspension from the Huayra BC along with its power output being identical to the BC with the only difference being that the BC has a Bi-turbo engine while the HP Barchetta is naturally aspirated. The wheels of the car also have different colour inlays with the wheels at the left having gold and the wheels at the right having blue inlays. Production is limited to just 3 units with one unit retained for Horacio Pagani's personal collection.[27] The Zonda HP Barchetta marks an end to the Zonda's production run.[28][29]
The Zonda One-Off Series is a custom line-up built for special customers, sometimes made as rebuilds of existing (and sometimes crashed) Zonda chassis. These models have a 7.3-litre M297 engine but with a power output of 760 PS (559 kW; 750 hp) and 780 N⋅m (575 lb⋅ft) of torque.
Development of the Zonda GR started in December 2002. Tom Weickardt, owner of American Viperacing, Toine Hezemans, owner of Carsport Holland, and Paul Kumpen, owner of GLPK Racing, incorporated a new company, Carsport Zonda, to develop a racing version of the Zonda. They secured exclusive rights to develop, build and sell competition versions of the Zonda from Horacio Pagani, and the first GR was completed at Carsport's facility in Modena within months.[clarification needed]
The Zonda GR is based on the Zonda S. It was built on the same carbon fibre chassis, with lightweight tube frames present on the front and rear. The bodywork was modified to include front and rear diffusers and louvers for improved aerodynamics. The car was 2 meters (6.6 ft) wide, in accordance with the regulations of the FIA and ACO. The car's weight was reduced to 1,100 kg (2,425 lb), and a new suspension system was designed. Along with new motorsport-oriented wheels and brakes. The engine was equipped with an enlarged radiator, two air intake restrictor plates, and the engine and gearbox also had new oil coolers. The resulting engine is rated at around 600 hp (447 kW; 608 PS) at 5,800 rpm and 580 lb⋅ft (786 N⋅m) of torque at 4,300 rpm with a redline increased to 7,500 rpm. Unrestricted, however, the 7.0 L V12 engine is capable of producing around 780 hp (582 kW; 791 PS) and 750 lb⋅ft (1,017 N⋅m) of torque. Performance figures include a 0 to 97 km/h (60 mph) acceleration time of 3.3 seconds.
Bayerische Motoren Werke AG, commonly abbreviated to BMW (German pronunciation:[ˌbeːʔɛmˈveː]ⓘ), is a German multinational manufacturer of luxury vehicles and motorcycles headquartered in Munich, Bavaria, Germany. The company was founded in 1916 as a manufacturer of aircraft engines, which it produced from 1917 to 1918 and again from 1933 to 1945 creating engines for aircraft that were used in the Second World War.
BMW is headquartered in Munich and produces motor vehicles in Germany, Brazil, China, India, Mexico, the Netherlands, South Africa, the United Kingdom, and the United States. The Quandt family [de] is a long-term shareholder of the company, following investments by the brothers Herbert and Harald Quandt in 1959 that saved BMW from bankruptcy, with the remaining shares owned by the public.
The Otto Flugmaschinenfabrik was founded in 1910 by Gustav Otto in the Kingdom of Bavaria, which was a state of the German Empire. The firm was reorganized on 7 March 1916 into Bayerische Flugzeugwerke AG. This company was then renamed to Bayerische Motoren Werke (BMW) in 1922. However, the name BMW dates back to 1913, when a company to use the name was founded by Karl Rapp initially as Rapp Motorenwerke. The name and Rapp Motorenwerke's engine-production assets were transferred to Bayerische Flugzeugwerke in 1922, who adopted the name the same year.[6] BMW's first product was produced for fighter aircraft of the Luftstreitkräfte. It was a straight-six aircraft engine called the BMW IIIa, designed in the spring of 1917 by engineer Max Friz. Following the end of World War I, BMW remained in business by producing motorcycle engines, agricultural equipment, household items, and railway brakes. The company produced its first motorcycle, the BMW R 32, in 1923.
BMW became an automobile manufacturer in 1928 when it purchased Fahrzeugfabrik Eisenach, which, at the time, built the Austin 7 under licence from Dixi.[7] The first car sold as a BMW was a rebadged BMW Dixi called the BMW 3/15, following BMW's acquisition of the car manufacturer Automobilwerk Eisenach. Throughout the 1930s, BMW expanded its range into sports cars and larger luxury cars.
Aircraft engines, motorcycles, and automobiles would be BMW's main products until World War II. During the war, BMW concentrated on the BMW 801 aircraft engine using as many as 40,000 slave laborers.[8] These consisted primarily of prisoners from Nazi concentration camps, most prominently Dachau. Motorcycles remained as a side-line and automobile manufacture ceased altogether.
BMW's factories were heavily bombed during the war and its remaining West German facilities were banned from producing motor vehicles or aircraft after the war. Again, the company survived by making pots, pans, and bicycles. In 1948, BMW restarted motorcycle production. BMW resumed car production in Bavaria in 1952 with the BMW 501 luxury saloon. The range of cars was expanded in 1955, through the production of the cheaper Isetta microcar under licence. Slow sales of luxury cars and small profit margins from microcars meant BMW was in serious financial trouble and in 1959 the company was nearly taken over by rival Daimler-Benz.[citation needed]
A large investment in BMW by Herbert Quandt and Harald Quandt resulted in the company surviving as a separate entity. Günther Quandt, was a well-known German industrialist, joined the Nazi party in 1933 and made a fortune arming the German Wehrmacht, manufacturing weapons and batteries.[9] Many of his enterprises were appropriated from Jewish owners under duress with minimal compensation. At least three of his enterprises made extensive use of slave laborers, as many as 50,000 in all.[10] One of his battery factories had its own on-site concentration camp, complete with gallows. Life expectancy for laborers was six months.[10][11] While Quandt and BMW were not directly connected during the war, funds amassed in the Nazi era by his father allowed Herbert Quandt to buy BMW.[8]
The relative success of the small BMW 700 assisted in the company's recovery, allowing them to develop the New Class sedans.
The 1962 introduction of the BMW New Class compact sedans was the beginning of BMW's reputation as a leading manufacturer of sport-oriented cars. Throughout the 1960s, BMW expanded its range by adding coupé and luxury sedan models. The BMW 5 Series mid-size sedan range was introduced in 1972, followed by the BMW 3 Series compact sedans in 1975, the BMW 6 Series luxury coupés in 1976 and the BMW 7 Series large luxury sedans in 1978.
The BMW M division released its first road car, a mid-engine supercar, in 1978. This was followed by the BMW M5 in 1984 and the BMW M3 in 1986. Also in 1986, BMW introduced its first V12 engine in the 750i luxury sedan. The 1989 BMW Z1 marked BMW's return to making a two-seat roadster, the 1995 BMW Z3 was their first mass-production two-seat roadster, and the 1999 BMW X5 was the company's first entry into the SUV market.
The company purchased the Rover Group in 1994, but the takeover was not successful and caused BMW large financial losses. In 2000, BMW sold off most of the Rover brands, retaining only the Mini brand. In 1998, BMW also acquired the rights to the Rolls-Royce brand from Vickers.
The first modern mass-produced turbocharged petrol engine was introduced in 2006 (from 1973 to 1975, BMW built 1,672 units of a turbocharged BMW M10 engine for the BMW 02 Series),[12] with most engines switching over to turbocharging over the 2010s. The first hybrid BMW was the 2010 BMW ActiveHybrid 7, and BMW's first mass-production electric car was the BMW i3 city car, which was released in 2013, (from 1968 to 1972, BMW built two battery-electric BMW 1602 Elektro saloons for the 1972 Olympic Games).[13] After many years of establishing a reputation for sporting rear-wheel drive cars, BMW's first front-wheel drive car was the 2014 BMW 2 Series Active Tourermulti-purpose vehicle (MPV).
In January 2021, BMW announced that its sales in 2020 fell by 8.4 percent due to the impact of COVID-19 pandemic restrictions. However, in the fourth quarter of 2020, BMW witnessed a rise of 3.2% in its customers' demands.[14]
On 18 January 2022 BMW announced a BMW 7 Series (G11) special edition simply called "The Final V12",[15] the last BMW series production vehicle to be fitted with a V-12 engine.[15]
On 5 October 2023 it was announced that BMW UK CEO Chris Brownridge would succeed Torsten Müller-Ötvös as the CEO of Rolls-Royce starting 1 December 2023, as a result of Müller-Ötvös retiring.[16]
BMW is an abbreviation for Bayerische Motoren Werke (German pronunciation:[ˈbaɪ̯ʁɪʃəmɔˈtʰɔʁn̩ˈvɛɐ̯kə]). This name is grammatically incorrect (in German, compound words must not contain spaces), which is why the grammatically correct form of the name, Bayerische Motorenwerke (German pronunciation:[ˈbaɪ̯ʁɪʃəmɔˈtʰɔʁn̩vɛɐ̯kə]ⓘ) has been used in several publications and advertisements in the past.[17][18]Bayerische Motorenwerke translates into English as Bavarian Motor Works.[19] The suffix AG, short for Aktiengesellschaft, signifies an incorporated entity owned by shareholders, thus akin to "Inc." (US) or PLC, "Public Limited Company" (UK).
The terms Beemer, Bimmer and Bee-em are sometimes used as slang for BMW in the English language[20][21] and are sometimes used interchangeably for cars and motorcycles.[22][23][24]
The circular blue and white BMW logo or roundel evolved from the circular Rapp Motorenwerke company logo, which featured a black ring bearing the company name surrounding the company logo,[25] an image of a horse head on a plinth. BMW retained Rapp's black ring inscribed with the company name, but the interior of the ring is quartered blue and white, reminiscent of the coat of arms and flag of Bavaria (which in turn are based on the arms of the historic House of Wittelsbach, which ruled Bavaria for many centuries).[25] The logo does not bear the distinctive lozenge shape found on the coat of arms, however, as local laws at the time it was introduced forbade the use of state coats of arms on commercial logos.[26]
A persistent myth claims that the logo is based on the image of an airplane propeller spinning in a blue sky. This myth likely stems from a 1929 BMW advertisement that depicted the logo superimposed on a rotating propeller. However, the logo predates that advertisement by 12 years.[25][27]
The current iteration of the logo was introduced in 2020,[28] removing 3D effects that had been used in previous renderings of the logo while removing the black outline encircling the rondel. The logo is used for BMW's branding communications but it is not used on vehicles.[29][30]
The slogan 'The Ultimate Driving Machine' was first used in North America in 1974.[31][32] In 2010, this long-lived campaign was mostly supplanted by a campaign intended to make the brand more approachable and to better appeal to women, 'Joy'. By 2012 BMW had returned to 'The Ultimate Driving Machine'.[33]
This program unpacks Playstation 3 Theme files (.p3t) so that you can touch-up an existing theme to your likings or use a certain wallpaper from it (as many themes have multiple). But remember, if you use content from another theme and release it, be sure to give credit!
Download p3textractor.zip from above. Extract the files to a folder with a program such as WinZip or WinRAR. Now there are multiple ways to extract the theme.
The first way is to simply open the p3t file with p3textractor.exe. If you don’t know how to do this, right click the p3t file and select Open With. Alternatively, open the p3t file and it will ask you to select a program to open with. Click Browse and find p3textractor.exe from where you previously extracted it to. It will open CMD and extract the theme to extracted.[filename]. After that, all you need to do for any future p3t files is open them and it will extract.
The second way is very simple. Just drag the p3t file to p3textractor.exe. It will open CMD and extract the theme to extracted.[filename].
For the third way, first put the p3t file you want to extract into the same folder as p3textractor.exe. Open CMD and browse to the folder with p3extractor.exe. Enter the following: p3textractor filename.p3t [destination path]Replace filename with the name of the p3t file, and replace [destination path] with the name of the folder you want the files to be extracted to. A destination path is not required. By default it will extract to extracted.filename.
This program unpacks Playstation 3 Theme files (.p3t) so that you can touch-up an existing theme to your likings or use a certain wallpaper from it (as many themes have multiple). But remember, if you use content from another theme and release it, be sure to give credit!
Download p3textractor.zip from above. Extract the files to a folder with a program such as WinZip or WinRAR. Now there are multiple ways to extract the theme.
The first way is to simply open the p3t file with p3textractor.exe. If you don’t know how to do this, right click the p3t file and select Open With. Alternatively, open the p3t file and it will ask you to select a program to open with. Click Browse and find p3textractor.exe from where you previously extracted it to. It will open CMD and extract the theme to extracted.[filename]. After that, all you need to do for any future p3t files is open them and it will extract.
The second way is very simple. Just drag the p3t file to p3textractor.exe. It will open CMD and extract the theme to extracted.[filename].
For the third way, first put the p3t file you want to extract into the same folder as p3textractor.exe. Open CMD and browse to the folder with p3extractor.exe. Enter the following: p3textractor filename.p3t [destination path]Replace filename with the name of the p3t file, and replace [destination path] with the name of the folder you want the files to be extracted to. A destination path is not required. By default it will extract to extracted.filename.
This program unpacks Playstation 3 Theme files (.p3t) so that you can touch-up an existing theme to your likings or use a certain wallpaper from it (as many themes have multiple). But remember, if you use content from another theme and release it, be sure to give credit!
Download p3textractor.zip from above. Extract the files to a folder with a program such as WinZip or WinRAR. Now there are multiple ways to extract the theme.
The first way is to simply open the p3t file with p3textractor.exe. If you don’t know how to do this, right click the p3t file and select Open With. Alternatively, open the p3t file and it will ask you to select a program to open with. Click Browse and find p3textractor.exe from where you previously extracted it to. It will open CMD and extract the theme to extracted.[filename]. After that, all you need to do for any future p3t files is open them and it will extract.
The second way is very simple. Just drag the p3t file to p3textractor.exe. It will open CMD and extract the theme to extracted.[filename].
For the third way, first put the p3t file you want to extract into the same folder as p3textractor.exe. Open CMD and browse to the folder with p3extractor.exe. Enter the following: p3textractor filename.p3t [destination path]Replace filename with the name of the p3t file, and replace [destination path] with the name of the folder you want the files to be extracted to. A destination path is not required. By default it will extract to extracted.filename.
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