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Company/Owner: JSTY Trucking
Truck/Fleet Number: N/A
Classification: Tractor Head and Petroleum Tank Trailer
Manufacturer: UD Trucks Corporation
Body Model: UD Quester GWE 420
Engine Model: UD GH11E
Chassis Model: UD GWE
Axle Configuration/Drivetrain: 6×4
Cab Variant: Low Roof Sleeper Cab
Transmission: 9-speed Manual Transmission
Suspension: Parabolic Leaf Spring Suspension (front); Multileaf Spring Suspension (rear)
Shot Location: Highway 301 (Roman Super Highway), Brgy. Tuyo, Balanga City, Bataan
Date and Time Taken: May 25, 2018 (14:37H)
Notices:
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Rover 110 (1962-64) Engine 2625 S6 IOE Production 4612
Registration Number139 FXO (London)
ROVER SET
www.flickr.com/photos/45676495@N05/sets/72157623690660271...
The conservatively styled Rover P4s were designed by Gordon Bashford as mid-size luxury saloon cars, the cars had a separate chassis with independent suspension by coil springs at the front and a live axle with half-elliptical leaf springs at the rear, the the bodies produced by the Pressed Steel company nd featured aluminium/magnesium alloy (Birmabright) doors, boot lid and bonnets, the P4 was one of the last British cars to use suicide style rear doors.
Production began in 1949 with the 6-cylinder 2.1-litre Rover 75, four years later a 2-litre 4-cylinder Rover 60 was brought to the market to fit below the 75 and a 2.6-litre 6-cylinder Rover 90 to top the three-car range. Other designation followed with the 105 range from 1956, the 80 from 1958, 100 in 1959 and 95 and 110 from 1962
The Rover 95 and 110 were the final flowering of the Auntie Rovers. Still with plenty of wood and leather and 123bhp from the 110 (102bhp for the 95) overdrive, electric screen washers and rim trims were sought after options, The Rover 95 was a Rover 100 regeared for economy and offered at the price level of the four-cylinder Rover 80 it replaced. The Rover 110 was a Rover 100 with a more powerful engine. They were fitted with not alloy but steel door panels to reduce cost overdrive was standard on the 110. Both cars used the same 2.6 litres (160 cu in) version of the IOE engine with the 95 tuned to 102bhp and the 110 which used a Weslake cylinder head producing 123bhp
Diolch am 76,745,017 o olygfeydd anhygoel, mae pob un yn cael ei werthfawrogi'n fawr.
Thanks for 76,745,017 amazing views, every one is greatly appreciated.
Shot 08..09.2019 at Atherstone Classic Car Show, Atherstone, Warwks 143-757
East Broad top shop complex 'stuff'. Looks like the wheels and axles have not seen use in a while and likely may never se use .
Volkswagen Type 2 T2b Camper (1967-79) (Europe) Engine 1635cc
Registration Number SVF 879 N (Norwich)
VOLKSWAGEN SET
www.flickr.com/photos/45676495@N05/sets/72157623738785355...
In late 1967, the second generation of the Volkswagen Type 2 (T2) was introduced. It was built in West Germany until 1979. In Mexico, the Volkswagen Kombi and Panel were produced from 1970 to 1994. Models before 1971 are often called the T2a (or "Early Bay"), while models after 1972 are called the T2b (or "Late Bay").
The second generation T2 lost the trademark split windscreen, losing the early nickname the Splittie in the process, and were instead referred to as Breadloaf and Bay-window, or Loaf and Bay for short. It was slightly larger and considerably heavier than the earlier model. Initially powered by a 1593cc engine of 47bhp and with the elecrical system now 12 volt.The new model also did away with the swing axle rear suspension and transfer boxes previously used to raise ride height. Instead, half-shaft axles fitted with constant velocity joints raised ride height without the wild changes in camber of the Beetle-based swing axle suspension. The T2A was updated as a T2B for 1971 the first models featured rounded bumpers incorporating a step for use when the door was open (replaced by indented bumpers without steps on later models), front doors that opened to 90° from the body, no lip on the front guards, unique engine hatches, and crescent air intakes in the D-pillars (later models after the Type 4 engine option was offered, have squared off intakes), early T2Bs featured a new, 1.6 L engine of 50bhp . For 1972 the 1.6ltr engine was dropped in favour of 1.7 and 2.0 ltr engines and a redesigned rear end which eliminated the removable rear apron. The rear air inlets were also enlarged to enable extra cooling
Diolch am olygfa anhygoel, 64,047,869
oblogaeth y Lloegr honno dros y Mynyddoedd
Thanks for a stonking 64,047,869, views
Shot 01.01.2018 at Brooklands, Weybridge, Surrey Ref 132-302
Copyright © John G. Lidstone, all rights reserved.
It is an offence under law if you remove my copyright marking, or post this image anywhere else without my express written permission.
A LEGO model of a Mack Granite US style day cab truck in scale 1:17,5 with PF. It features solid axle suspension on all axles, Ackerman geometry on steering axle and fully functional fifth wheel.
The ČKD ČME3 is a six-axle diesel-electric locomotive built by ČKD. The class was used primarily for shunting and mainline duties. With 8,200 produced during a production run of 31 years from 1963 to 1994, it is one of the largest classes of locomotives in the world. Units have been operated by Russia, Belarus, Ukraine (as class ЧМЭ3 / ChME3) and other ex-Soviet bloc countries, for example in Czechoslovakia, as class T669.0, T669.1 and T669.5, later as ŽSR 770 and ČD 770 in Slovakia and the Czech Republic, on industrial railways in Poland (S200), in Albania (HSH T669.1), Iraq (DES 3101), Syria (LDE 1500) and in India (DEC 120).
The ČKD ČME3 is classified as a Co-Co or C-C diesel-electric locomotive, with all six axles powered. As such, it is particularly suited for pulling heavy, slow freight and cargo trains.
Shell Truck
Cab Variant: Small Cab
Trailer: 2 Axle Shell Tanker
Manufacturer:
Model: Mercedes-Benz Actros MP3
Chassis: 20.350
Axle Chassis : 4x2
Engine:
Suspension: Airsuspension
Shot Location: A.boni
The Housatonic's NX12 crew is on board the WEBX2058, the first FL9 to run under its own power here in nearly half a century, hauling the Roger Williams trainset to Canaan, CT, where it would be displayed for the town's annual Railroad Days festival.
Johnston's Coachlines, 1260 is this tri-axle Volvo B12B which carries Coach Design bodywork.
Registered JCL 60, it was new in 2004 and is seen while on tour in Rotorua.
Poland based Ebrex Transport DAF XF coupled to a three axle Krone tautliner driving in Northern road Sudbury
s/n 0670MDTR
190 bhp, 1,985 cc inline DOHC four-cylinder engine, two Weber 40 DCO/A3 carburettors, four-speed manual transmission, independent front suspension, live rear axle, hydraulic four-wheel drum brakes. Wheelbase: 2,250 mm (88.6")
- One of the most beautiful Ferrari sports racing cars ever built
- One of the finest examples in existence with known ownership and successful racing history
- Five Targa Florio entries and Winner of the Monte Pellegrino Hillclimb
- Last four-cylinder Ferrari sports racer, rarer than 250 TR and 250 GTO
In the 500 TRC, Ferrari developed what was to be one of the company’s most aesthetically beautiful, brilliantly engineered and efficient sports racing cars.
Following engineer Aurelio Lampredi’s departure from Ferrari in 1955, a new engineering team was formed for 1956, including Vittorio Jano, Alberto Massimino, Luigi Bellentani and the young Andrea Fraschetti. These highly skilled men soon came up with a new two-litre sports racing car: the 500 TR. This was the first Ferrari designated with the now legendary name “Testa Rossa.” The four-cylinder-engined type 500 TR was introduced in 1956 and was the successor to the 500 Mondial. Seventeen examples were built and became favourite sports racers for privateers the world over.
500 TRC
Half a year later the factory produced a new car, because the sports commission of the FIA issued new regulations. For the 1957 season the new Appendix C for modified sports cars took effect. The 500 TR was outlawed by the new rules, many of which concerned the bodywork. The windscreen now had to be symmetrical over the axis of the car, and width had to measure 100 cm with a height of at least 15 centimetres. A soft-top was required, and the gas tank capacity was to be 120 litres. A passenger door was mandated as well.
Engineers, mechanics and designers began a race against the clock. By the end of 1956, Ferrari announced the 500 TRC, a new model which adhered to all of the new FIA regulations.
The new model was assigned chassis Type 518 C and engine Type 131 C. Motor, gearbox and transmission were identical to the 500 TR. One of the primary differences between the TRC and the first Mondial, in addition to reduced weight, was the rear axle: a coil sprung rigid axle instead of the deDion variety. The two-litre engine reached its peak of performance in the TRC with 190 bhp.
More importantly, the chassis structure of the 500 TRC had been reinforced to increase rigidity. The front-end tubular frame members were further apart, which made it possible to mount the engine lower, thus lowering the centre of gravity of the whole car. This also allowed Pinin Farina to design an entirely new body that was lower by 10 centimetres, which was to be built by Scaglietti and is rightly regarded as one of the most beautiful and seductive Ferrari racing spiders ever built.
The Ferrari factory sold the TRC to private customers all over the world as a winning weapon in the sports car races. Several TRCs originally had two-tone paint, and not many were coloured the typical Ferrari racing red. The small group of 19 cars was produced within one year. Less than twelve months after its introduction, however, the 500 TRC was replaced by the 12-cylinder 250 Testa Rossa, which despite being more powerful was produced in greater numbers. As the last four-cylinder sports racing car, the 500 TRC truly marked the end of an era at Ferrari.
Chassis no. 0670 MDTR
The car on offer today is the 6th of these 19 total cars (17 500 TRCs and two 625 TRCs). Since it was built, it has been owned by a known succession of enthusiasts, the first two of which actively raced the car in period before the third owner and his family owned and maintained the car from 1966 to 1997 – more than three decades.
Chassis no. 0670 MDTR was sold new by the factory on 4 April, 1957 to first owner Bernardo Cammarata, a wealthy businessman and gentleman driver from Palermo, Sicily. Over the next decade, this gorgeous Ferrari was raced in Sicily up until 1966.
No fewer than five times was 0670 MDTR entered in the legendary Targa Florio, which alongside the Mille Miglia and Carrera Panamericana is certainly the most important open-road endurance racing event in history. In fact, seven years after its production, this 500 TRC still won the famous Monte Pellegrino hillclimb in Palermo, a race which the car had entered four times and performed in outstandingly every time. Some of the car’s greatest successes came with Mario Tropia of Sicily behind the wheel. Tropia, who went by the name “Caterpillar,” raced the car on loan from Cammarata and won two hillclimbs with the car in 1964 and in fact never placed lower than third overall.
Original owner Cammarata then sold the car to its second owner, the 36-year old Francesco Tagliavia, another Sicilian who continued to race it for the next three years, participating in several hillclimbs and adding to the car’s winning streak at Monte Pellegrino, where he won his class in 1965.
All told, of the 16 period races on record, 0670 MDTR finished all but two races and did not start one other. It won two hillclimbs outright and finished within the top three positions (overall and in class) a total of 11 times. All this, without ever being involved in a known accident in some of the most dangerous road races in history (its only two DNFs were due to the fact that Tagliavia was over the time limit and only completed 8 instead of 10 laps).
Italy’s pioneer Ferrari collector Giulio Dubbini, owner of the Diemme Caffé production company in Padua, realised the enormous potential of the 500 TRC and became the next owner in 1966. Dubbini campaigned 0670 MDTR over the next twenty years in historic events. The Ferrari remained in the ownership of the Dubbini family until the late 1990s – a remarkable period of over three decades. Historic racer Corrado Cupellini of Bergamo then took it over and for the next five years entered it in the Shell Ferrari Maserati Challenge race series in Europe.
The 500 TRC subsequently saw more than ten different racetracks in Belgium, Italy, England, Germany and France. In 2003 it was sold to Nick Colonna, who had Ferrari 0670 MDTR comprehensively restored and prepared for historic racing by Bert Skidmore’s The Intrepid Motorcar Company, Inc. of Sparks, Nevada at an approximate cost of over $470,000. It has also been shown on two occasions at the Palm Beach Cavallino Classic.
The car’s file includes FIA papers, Factory Assembly Sheets (Foglio di Montaggio), a letter written by the Ferrari factory in 1966, an original “Certificato di Proprietà” from the ACI (Automobile Club Italia), various period photos and restoration documentation.
The 500 TRC, with its clean and elegant lines, is regarded as one of the most beautiful sports racing Ferraris ever built. Chassis 0670 MDTR is a matching-numbers car and totally authentic. Its entire history is known and has been very carefully researched and documented by marque experts. Moreover, it is eligible for almost every historic event in the world, be it an open road, closed racecourse or manicured show field.
Some Ferraris may have achieved greater notoriety, but to the connoisseurs, none of the front-engined cars are more important and prestigious than the highly sophisticated four-cylinder 500 TRCs. Perfect aesthetics coupled with tremendous driving pleasure.
[Text from RM Auctions]
www.rmauctions.com/lots/lot.cfm?lot_id=664015
This Lego miniland-scale Ferrari 500 TRC Spider (1957 - Scaglietti), has been created for Flickr LUGNuts' 89th Build Challenge, - "Over a Million, Under a Thousand", - a challenge to build vehicles valued over one million (US) dollars, or under one thousand (US) dollars.
This particular vehicle was auctioned by the RM Auction house on Saturday, May 21, 2011, where it sold for €2,800,000 (US$3,050,600).
The Volvo B12T/Plaxton Excalibur is the closest thing to a standard full-size coach for Quicksilver as there are now four in the main fleet and another in the Padbus Preservation Partnership collection. 473 CAS is the latest acquisition, which came from LR Travel's dealer stock and was already painted silver so it just needed vinyls applying before it went into service.
Another kit just finished, this one is now over 12 years old and had been in my stash for six before I eventually got around to starting it! It was the first cream resin kit produced by PSG Models, an Irizar Century-bodied Scania K124 tri-axle, and despite its age is of better quality and easier to build than some later kits. Registered EYL 519, it is an executive class coach in the Quicksilver fleet.
Brand new 2009 Enviro 500 first glasgow tri-axle double decker bus. great engine sound and lovely shiny Livery. suits the barbie livery
Body: Canon T-90
Lens: nFD 50mm f/1.4
Film: AgfaPhoto Vista plus 400
Developed by: Myself, Digibase C-41 home development kit
Scanned with: Pacific Image PrimeFilm XA and Vuescan
This is part of the axle of the Deutz V6M536r diesellocomotive I'm restoring.
A National Express pairing wait for the lights to change. Caetano Levante FJ11GJV is Birmingham-bound while tri-axle BK14LFP is operating the frequent A6 service to Stansted Airport.
This is a Bova Futura 3 axle with C63Ft body, it was new to Centurion Travel of Welton in March 2004. The coach is seen at Hampton Court Castle on a day trip.
Copyright Geoff Dowling: All rights reserved
One of the few six axle locomotives initially used by Central Oregon & Pacific is shown south of Roseburg, Oregon in May 1995. This CORP local was headed to Cornutt.