very expensive and at some moments very noisy but i get Clap sounds out of it, and analog deep basses etc. build in amplifier , but must change the filter

 

Collectors of vintage gears will continue to do the very same thing they have been doing since the advent of digitization in music: They will keep on paying those escalating exuberant prices. To the collector the value of the item is not monetary but sentimental. For example, no matter how well done the reproduction of Fairchild 670's by ADL is, the price of the original has continued to skyrocket with units selling for $30,000 and more.

 

I went in the intelligent direction for myself seeking great sounding gear for tracking, modern gear built like the classic gear........ DW Fearn VT preamp, Horch Rm2J and Brauner VM-1, Chandler RS-124. All can be easily fixed, tubes replaced, and cost so much less but sound on par with vintage gear IMHO.

To each their own.

 

easily the most expensive gear available!

Talking about Collectors of vintage gears:

 

A car? Wtf is this now Road and Track?

 

Welcome The Mole!

 

No, damit, the coolest recording forum around, audiosex.pro!

Sound Designing Fact: Ferrari engines are musically engineered to sound perfect by utilizing 3rd and 6th harmonics on the air intake, like a flute or organ.

I wish that I could remember the sound designer's name that is currently charged with creating Ferrari's signature tones that I read in a magazine about seven years ago, but here are some links to articles and such talking about the specific tone of the cars that they create. And by the way, the sound is protected and cannot be duplicated by another engine.


https://secure.ferrari.com/english/gt_sport cars/classiche/all_models/ferrari_599_gtb/innovation_technologies/Pages/article_599_gtb_engine_sound.aspx

The classic Ferrari 'sound' comes from a number of interacting elements that line up in a synchronized chorus.

First comes the flat plane crankshaft. This gives each cylinder bank an even firing order LRLRLRLR whereas the typical American V8 has an off kilter firing order LRLLRLRR. The even firing order means that the intake and exhaust pulses are also synchronized and evenly spaced.

Next comes the headers. These headers are tuned for the power band of the engine, not too big, not too small, not too long not too short. The headers cause much of the low frequency rumble from these engines by setting up a standing wave pattern of pressure pulses.

Next come the intake system. Here the air path is essentially straight (e.g. no turns) that enables the air to flow into the cylinders with minimal resistance. The straight air flow and low resistance enables the velocity stacks to be tuned with the header to broaden the power band.

As the intake valve opens (with the still open exhaust valve) air begins to travel into the cylinder even before the piston starts downward from the negative pressure wave from the header. As the intake valve closes, there is considerable momentum in the air flow. When this reaches the closed intake valve, pressure builds until a positive pressure pulse runs up the intake and velocity stack finds air at atmospheric pressure and sends a negative pressure wave back down. This negative pressure wave runs into the intake valve and sends a negative pressure wave back up the intake and VS, causing a subsequent positive pressure wave. much of the high frequency music of these engines comes directly from this process.

Just under the resonance point of the header there are an even number of intake cycles so that when the intake valve opens there is already positive pressure and momentum to take the fresh charge into the cylinder (also) even before the piston starts downward. Just above the resonance point of the header there is another even cycle count in the intake pulse train. There are generally 8 or 10 cycles on the low intake resonance and 8 or 6 on the high RPM intake resonance. These broaden the power band of the motor.

Finally, the throttle plates are positioned at the center of the intake path and at anything less than WOT damp out even order harmonics in the intake resonance so one hears the primary, 3rd order, 5th order,... of the air movements turned into that sonorous chorus. Even order harmonics end up sounding like an amplifier with cross over distortion, while odd order harmonics sound like an amplifier clipping the peak. Any music buff will tell you that odd is much better than even in sound quality.

The modern V8 engines also employ a 2 stage set of resonators. The air box covering the intake tracks is tuned such that at header resonance a positive pressure wave is above each intake velocity stack just before the intake valve opens. The great rush of air into the cylinder reinforces this 'standing' wave resonance. These are known as Helmholtz resonators.

At the end of this resonator is a smallish tube leading to the largish air filter box. The size and length of this tube damp out the resonator standing wave such that the mass air flow sensor gets a nice smooth flow of air and can thereby be used to give precise control to the FI system.

The difference between Ferrari systems and other manufactures, is that Ferrari works to get the sizes, volumes, and resonance points to actually line up and sing. Whereas others just get them close enough to deliver the power.
(Shamelessly copied and pasted from GLASSMAN on ferrarichat.com June 2012)