24-481: (Redirected from Frua ) FRUA or Frua may refer to: AC Frua , a British GT built by AC Cars from 1965 to 1973 Pietro Frua , Italian coachbuilder and car designer Families for Russian and Ukrainian Adoption , a support organization providing international adoption support resources for families completed through adoption in 32 Eastern European and Central Asian countries Forgotten Realms: Unlimited Adventures ,
48-465: A more streamlined version of the convertible that included electrically operated "pop-up" headlamps. Neither was developed due to the precarious state of the company finances. The AC Frua may be confused with the very similar looking Pietro Frua -designed Maserati Mistral . However, only the front quarter windows and door handles are shared. Aston Martin DB6 The Aston Martin DB6
72-505: A resemblance to its predecessor, the DB5; with the most noticeable differences being its wheelbase, side profile, split front and rear bumpers and rear panels incorporating the Kammback tail rear end. The tail, combined with the relocated rear-axle and the 3.75-inch (95 mm) lengthened wheelbase, provide more stability at high speed. Though fashionable – the rear-end Kamm-styled design was similar to
96-559: A road test report in 1968 of a 428 coupé, and recorded a maximum speed of 141 mph (227 km/h) along with a 0 - 60 mph (97 km/h) time of 6.2 seconds. The acceleration time was fractionally better than the magazine's testers had achieved with an Aston Martin DB6 , but the Aston Martin was comfortably ahead on top speed. The AC's overall fuel consumption for the test came in at 15.6 mpg (18.1 L/100 km), roughly 15% better than
120-511: A video game originally released on March 17, 1993, by Strategic Simulations, Inc. Topics referred to by the same term [REDACTED] This disambiguation page lists articles associated with the title FRUA . If an internal link led you here, you may wish to change the link to point directly to the intended article. Retrieved from " https://en.wikipedia.org/w/index.php?title=FRUA&oldid=797103129 " Category : Disambiguation pages Hidden categories: Short description
144-410: A £5 royalty on each DB6 made to use the "Superleggera" patent, and DB6s all have a "Touring of Milan" and "Superleggera" patent/licence plate in the engine bay and "Superleggera" badges on the bonnet. This practice only stopped when "Touring of Milan" shut down and some later DB6s no longer carry the badging, nor the "Touring of Milan" licence plate, as the royalty was no longer needed to be paid. However,
168-473: Is a grand tourer made by British car manufacturer Aston Martin and was produced from September 1965 to January 1971. The "DB" designation is from the initials of David Brown who built up the company from 1947 onwards. The DB6 succeeded the Aston Martin DB5 and featured improved aerodynamics and specification over its predecessor. After Aston Martin rejected proposals for a replacement for its DB5 from
192-430: Is different from Wikidata All article disambiguation pages All disambiguation pages AC Frua The AC Frua or AC 428 is a British GT built by AC Cars from 1965 to 1973. Production was 81 cars built in total: 49 coupés (known as fastbacks), 29 convertibles , and 3 special bodied. The Frua is built on an AC Cobra 427 Mark III chassis extended by 6 inches (150 mm). Chassis were built at
216-613: The Ferrari 250 – it did not prove popular with conservative, tradition oriented Aston clientele when the DB6 was introduced. Performance was satisfactory: road-tests of the day observed top speed of the Vantage model between 145 mph (233 km/h) to 148 mph (238 km/h), with John Bolster aboard a Vantage spec DB6 reaching a two-way average of 152 mph (245 km/h). The DB6 continued with then high-tech Armstrong Selectaride cockpit-adjustable rear shock absorbers as available on
240-403: The 4.0 L (3,995 cc) twin-overhead camshaft ( DOHC ), in-line six-cylinder Aston Martin engine designed by Tadek Marek . The engine, continued with its triple SU carb setup producing 282 bhp (210 kW; 286 PS) at 5,500 rpm; the Vantage engine option is quoted at 325 bhp (242 kW; 330 PS) against the 314 bhp (234 kW; 318 PS) of the DB5. The DB6
264-527: The 428 because it fits my image of a true GT Car". He is quoted in Autocar "Like anything exclusive, especially from craftsmen, it costs a lot of money. For this you get one of the fastest cars on the road, guaranteed to make an impression anywhere, and backed by a small company that cares. This one AC that joined that select company of very fast, very luxurious touring automobiles which moved effortlessly from current model to collector's piece". The magazine published
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#1732868814343288-690: The AC plant in England then shipped to Frua's workshop in Italy where the body was fitted and then sent back to England to have the power train and trim added. Production costs were high and the cars could not be sold at a competitive price. Unlike similar cars such as the Iso Grifo , Iso Rivolta , Monteverdi , and De Tomaso models of the period, the AC Frua features fully independent racing based coil spring suspension. The AC Frua
312-499: The DB5. Other highlights include adopting front-door quarter windows, an oil-cooler air scoop low on the front valance, quarter-bumpers at each corner, revised tail-lamp clusters. Additionally, the spoiler affected the overall proportions of the DB6, with an increase in length by approximately two inches. Other notable changes: Another improvement from the DB5 to DB6 was a change to the superleggera construction technique patented by coachbuilder/stylist Touring of Milan . Instead of
336-517: The Mark II was AE Brico electronic fuel-injection combined with the higher compression ratio cylinder head. The Mark II edition shared many parts with the then-new DBS . As with previous Aston Martin models, a high-power DB6 Vantage was offered. It was equipped with three Weber carburettors and higher compression ratio cylinder head. A convertible body style was also offered, named the Volante . This
360-461: The alloy body being supported by steel tubes of even size and strength over a steel punt chassis, as in the DB4 and DB5, the DB6 used a similar punt chassis with a mixture of metal tubes and other steel sections of varying size, weight, complexity, and strength depending on where in the structure the steel support was fitted. This was still "Superleggera" construction and Aston Martin were still required to pay
384-402: The construction method remained the same for early and late cars. It is a common mistake that early cars are "Superleggera" and later cars are not, just because they don't carry the badging nor the patent plate. This revision to the "Superleggera" system meant that the weight increase of the DB6 over the DB5 was minimal (7.7 kg (17 lb)), despite being a longer car. The DB6 is powered by
408-533: The design was intricate and prone to rust. The bonnets and boot lids were fabricated from aluminum. The AC Frua competed with Ferrari , Lamborghini , and Maserati models. Built over a stretched AC Cobra 427 chassis, the car had immense performance; the big-block Ford FE engine had larger capacity, more torque and more power than similar Italian cars, but in a car of similar weight. John Mclellan wrote in his book "Classic ACs, Auto Carrier to Cobra" that Derek Hurlock once said to journalist Mike Tailor: "I like
432-406: The heavy Aston Martin. The AC 428 coupé sported a recommended UK retail price of £5,573 (including automatic transmission), to the manual transmission Aston Martin DB6's £4,460 - itself roughly twice that of a 4.2 litre Jaguar E-Type roadster at £2,225. Towards the end of the production run a couple of prototypes for an extended range were produced. There was a four-door version of the coupe and
456-608: The original DB4 Touring of Milan , the decision was made to focus on their own development car, registered 4 YMC. Wind tunnel testing, begun in February 1965, showed development was necessary to counteract a tendency toward aerodynamic lift [a result of the fastback styling] causing reduced rear-wheel traction at high speed. Final development phases relied upon DB5 chassis, suitably lengthened and titled MP 219 , with rear lip-spoiler and abbreviated Kammback tail Aston Martin previously incorporated in sports-racing prototypes. The decision
480-555: The same as for the DB6 Saloon. One of the Radford-built DB6 Shooting Brakes was the 1967 New York Auto Show car. The car was Roman Purple over Natural hide, LHD with factory AC, Borg-Warner automatic gearbox, LSD, Blaupunkt Köln radio with power antenna. It was purchased directly off the show stand by a Mr. S. Tananbaum for $ 22,500 (nearly 3x the price of a standard DB6), whose family maintained ownership until 2017. It
504-468: Was approximately 17 lb (7.7 kg) heavier than its predecessor, but offered better stability at high speed, added luggage capacity and added comforts for passengers. The rear suspension used helical coil springs with ride control that was adjustable from inside the car. The DB6 Mark II was announced on 21 August 1969, identified by distinct flares on front and rear wheel arches and wider tyres on 1/2" wider wheels. Available as an optional extra for
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#1732868814343528-616: Was introduced at the 1966 London Motor Show . The DB6-based Volante succeeded the earlier (1965–1966) Volantes which were built on the last of the DB5 chassis' and were known as " short chassis " Volantes. Of the later DB6-based Volantes just 140 were built, including 29 high-output Vantage Volante versions, highly prized by collectors. Charles III owns a DB6-based Volante MkII that has been converted to run on E85 . A total of six or seven DB6 Shooting-brakes were produced by British coachbuilder Harold Radford , with three more by FLM Panelcraft The engine options (282 and 325 hp) were
552-467: Was made to produce MP 219 as the Aston Martin DB6 although the prototype de Dion rear axle was rejected, Aston's soldiering on with its live-axle configuration reducing time to market, cost and complexity. Introduced at the 1965 London Motor Show, the DB6 was already a dated design notable as the first model engineered following a factory relocation from Feltham to Newport Pagnell . The DB6 has
576-448: Was never fully developed because AC Cars lacked the financial means. The car's main drawback is a tendency of the V8's heat to bleed into the cabin. Chassis construction was similar to most Italian supercars of that era, with square and rectangular tubing connecting the steel body to the frame. Though the 4-inch (100 mm) tubular chassis allowed both coupé and convertible versions to be rigid,
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