View allAll Photos Tagged COMPACT
A rare caravan which has an elevating canvas-sided roof. These date from the early 1980s and would originally have been painted beige with white stripes.
Why cant these camera manufacturer's produce a Owners Manual that not only names the buttons, levers & dials but actually tells you what each of them does and why you would want to use them in the first place, some of us are NOT techies or Rocket Scientists.
Some compact 35mm cameras side by side.
Olympus Pen S
Olympus Trip 35
Olympus XA + A16
Olympus Mju I / 1
Olympus Mju I / 1 limited , serial number 00001xx
Olympus Mju II / 2
Olympus Mju II / 2 Zoom 80
Nikon L35AF
Nikon L35AF2
Nikon L35AF3
Yashica T
Yashica T2
Yashica T3
Yashica T4
Yashica J-Mini Super
Pentax Espio Mini / UC-1
Pentax PC35AF-M
Minolta Hi-Matic 7s II
Minolta AF-C + EF-C
Minolta Riva Mini ( same thing as Leica Mini )
Canon G-III QL17 + Canonlite D
Canon MC + MC-S
Minox 35 GT + TC 35
Ricoh FF-1 + SL 121A
Konica EU Mini Peanuts
Belomo Agat 18k
Lomo LC-A+
Vivitar 28mm fixed focus
I look quite sullen here. No very good reason why :)
If I'd known I was going to play lots of guitar hero this evening I would have tried to make the top half as more like the bottom half. Pink sweater's not very rock and roll.
I just bought myself the fuji x20 and am happy at the image quality this little camera can produce!
This is just one of the macro features it has and plenty more that I will be testing soon, when I get the time... This camera I feel has brought ''fun'' back into photography for me! :)
Thank you for looking!
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Chassis nĀ° 4607
Les Grandes Marques du Monde au Grand Palais 2020
Bonhams
Parijs - Paris
Frankrijk - France
February 2020
Estimated : ā¬ 1.050.000 - 1.400.000
Sold for ā¬ 870.000
All the sophistication of Ettore Bugatti's famously thoughtful design ethic is embodied within this wonderfully well-presented ex-works racing Bugatti Type 39, as manufactured at the charismatic Molsheim factory in 1925...
Mr Bugatti built his reputation upon creating rapid and reliable motor cars endowed with competitively powerful engines in light, compact, and nimble chassis. Above all he clearly grasped the over-riding importance of a high power-to-weight ratio in contrast to some other quality car constructors to whom overall weight seemed irrelevant compared to achieving the highest possible power not necessarily out there on the open road, nor race circuit, but in the engine test-house...
While combining in so many of his sporting models high power, minimal mass and a good-handling, driveable chassis, Ettore Bugatti also manufactured most of them in sufficient numbers to attract, and to satisfy, broad demand from a moneyed and dashingly competition-minded market.
In 1924 Mr Bugatti had launched his 2-litre Type 35 design, and by 1925 the Type 39 followed to comply with maximum 1500cc Voiturette racing regulations ā effectively the Formula 2 of the time. Use of a short-stroke crankshaft in the straight-8 cylinder engine provided bore and stroke measurements of 60mm x 66mm, displacing 1493cc. Possibly Mr Bugatti was anticipating the overall Grand Prix capacity limit rule change for 1926-27 which would cut maximum permitted engine capacity from 2-litres to 1Ā½.
The Type 39s made their debut in the Grand Prix de Tourisme at MontlhƩry south of Paris, France, in June 1925. The four new works team cars promptly finished 1-2-3-4 in their class, and in 3rd place was '4607' now offered here, driven by Giulio Foresti.
Of course the pinnacle of road racing competition during the 1920s was the Grand Prix arena, and when the1925 Italian Grand Prix at Monza Autodrome was run concurrently with the 1500cc Gran Premio delle Vetturette the Bugatti company contested it with a full team of five Type 39s.
The race was run over 80 laps of the Milanese Autodrome's 10km combined road and high-speed track. Bugatti's team captain was Bartolomeo 'Meo' Costantini, teamed to drive with Jules Goux, Pierre de Vizcaya, Count Carlo Masetti and Count Aymo Maggi, who was replacing Ferdinand de Vizcaya, the Spanish banker ā and backer of the Bugatti company - who arrived late from Barcelona. And when Count Masetti had to stand down due to a leg injury, it was Giulio Foresti who took his place to drive '4607' in the long race...
As the Gran Premio developed, the Bugattis not only dominated the Voiturette category but also climbed the leader board amongst the full 2-litre Grand Prix cars. Finally ā after 5hrs 44mins 40.91secs to be precise (the Italian lap-scorers immensely proud of their then-new hundredth-second timing equipment) the Gran Premio delle Vetturette was decided with Costantini's Bugatti Type 39 winning from the sister cars of Ferdinand de Vizcaya and Giulio Foresti, respectively 2nd and 3rd. Pierre de Vizcaya's Type 39 placed fourth while Jules Goux's engine had failed after 64 of the 80 laps. Overall, the Bugatti Type 39s had proved so fast and reliable that Costantini finished the Grand Prix 3rd overall, Ferdinand de Vizcaya 6th and Foresti in '4607' now offered here, 7th.
A record survives of this car and its sister '4604' both being sold soon after to the British importer, Colonel Sorel in London, and it is thought that Giulio Foresti ā an accomplished 'wheeler-dealer' in his own right ā then found an eager buyer for the pair ā one A.V.Turner - in Australia, although alternative reference suggests that '4607' was imported there by prominent Vauxhall driver Boyd Edkins.
On June 19, 1926, the car certainly appeared upon Sydney's high-banked Maroubra Speedway driven by a friend and colleague of Edkins, Dick Clarke. While the Type 39s ā or 'Monzas' as they became known in Australia ā became particularly noted for their wonderfully high-pitched exhaust note, they were not well-suited to Maroubra, since they were over-geared for the tight Speedway. Clarke was still able to win a heat there on September 4, 1926, and '4607' lapped the speedbowl at 86mph. At Penrith Clarke won a heat and a semi-final before taking 2nd and 3rd places in two further events. Then back at Maroubra for the January, 1927 meeting Clarke won two heats and took 2nd in a final.
The car later passed to 20-year-old Sid Cox, son of a wealthy building magnate. The young man also had a Bugatti Type 40 which he used as a tender when he took '4607' to Philip Island, Melbourne, Victoria, to race in the 1928 Australian Grand Prix. With friend Ken McKinney alongside him Sid Cox practised for the great race only for bronze filings to be found in the oil filter, a sign that the power unit's bronze roller-bearing cages were failing. On race day, sure enough, '4607's engine broke a connecting rod.
A new crankcase and sump were bought for the car, but the old sump was used in the rebuild, mated to the new crankcase. Cox then sold '4607' to poster-artist Reg St John who became noted for maintaining the Bugatti in utterly pristine, highly polished and well-cherished condition. He reportedly used it to parade up and down Swanston Street, Melbourne, admiring his reflection in the shop windows. And why not?
However, Australian racer Carl Junker then acquired the car and ā with Reg Nutt as his riding mechanic ā he entered it in the 1931 Australian GP again at Philip Island. They were running second behind Hope Bartlett's Bugatti Type 37A on the penultimate lap when its engine failed, Junker and Nutt joyously inheriting outright Grand Prix victory for '4607'. Ernie Nutt had tuned the car and he would recall that Junker used 7,000rpm through the gears, '4607' achieving 55mph in 1st, 72mph in 2nd and 103mph in 3rd.
Racing again in the 1932 Australian GP, Junker improved his lap times but fell victim to spark-plug trouble which meant he could finish only 5th. Completing the long race ahead of him that day was Merton Wreford in his Brescia Bugatti, and he later bought '4607' from Junker, reputedly after it had suffered another engine failure.
Mert Wreford fixed the problem and then entered the Type 39 in the 1933 Australian GP in which he found himself confronted by Carl Junker in the sister 1925 Bugatti 'Monza' ā chassis '4604'. These two Type 39s proved to be the class of that Grand Prix field and after Junker's engine blew-up, Wreford moved into the lead, only for '4607's engine to fail on the third-last lap. Evidently the two broken 'Monzas' were left parked together at trackside ā but Mert Wreford had recorded the race's fastest lap.
A new owner was then found for '4607' in specialist Jack Day of the Ajax Pump Works who fitted '4607' with his own 'Day' supercharger, driven from the crankshaft nose. He made his debut with the supercharged car in the August, 1933, Frankston hill-climb. But when the forced-induction experiment disappointed, Jack Day removed the Bugatti engine and fitted instead a Ford V8. This Type 39 thus became the first Australian special to be powered by a 'black iron' American Ford V8. The resultant Day Special proved very successful through 1936, setting new hill-climb records at Mitcham and Rob Roy. Reg Nutt raced the car in monoposto form at Phillip Island, 1937, and in the South Australian GP in 1938.
After World War 2, Bondi Beach surf life-saver, water-skier and amateur wrestler 'Gelignite' Jack Murray bought '4607' in its Day Special form from Jack Day, the price Ā£1,100.
'Gelignite Jack' would earn his nickname from blowing up rural dunnies with sticks of gelignite during the RedeX Round Australia Trials. Every man needs a hobby....
The car "was given the full Murray red paint and chrome treatment" and in it he set fastest time and finished 5th on handicap in the 1946 New South Wales GP at Bathurst. Returning there n 1947 he was tipped to win, but failed to finish. The car was clocked at 106mph. At the 1948 Bathurst 100 the Day Special was recorded at 117mph and placed 3rd on handicap in the over 1500cc class. Overheating often afflicted the car in its Ford V8-engined form, but 'Gelignite Jack' continued to campaign the ageing special into 1954 when he was an amazing 4th fastest and 7th on handicap at the Bathurst Easter Meeting.
Subsequently the car survived in storage at Murray's Bondi garage, until he sold it ā accompanied by a mass of related Bugatti components ā to marque enthusiast Ted Lobb. While the original Type 39 chassis survived within the Day Special, Ted Lobb also had its original engine 'No 7' ā which was fitted in his sister car '4604' ā so now he also owned the blown-up engine 'No 6' ā originally in '4604' ā from Jack Day. Around 1974, Ted Lobb sold the Day Special and engine 'No 6' plus numerous other related Bugatti parts to Bob King, who later decided to rebuild '4607' to its 1925 Italian Grand Prix 'Monza' form.
He would later write: "The monumental rebuild was completed in the early 1980s, using a Type 39 crankshaft which came from Lance Dixon's Type 51A '4847'. The crankshaft ā numbered '27' ā was in perfect ex-factory condition, all parts carrying matching factory numbers. A gearbox casing was obtained in England from Ian Preston. The differential is Type 38, suitably altered, from the Nuttbug (BC4)". He concluded "'4607' was sold to Art Valdez of California in 1986...".
This restored Bugatti Type 39 was then shipped to Bangkok, Thailand, in time for new owner Art Valdez to drive it in the December 5, 1987, Prince 'Bira' commemorative Bangkok Grand Prix meeting. Anton Perera reported in 'The Nation' newspaper: "There in the parade was the oldest car of them all, a Bugatti Type 39 ā all of 62 years with a 1493cc engine. And didn't the smooth engine purr with noise, indicating that it could be a danger on the 2.5km Pattaya Circuit next week...Yes, the 1931 Australian Grand Prix winner looked in perfectly good trim and ready to turn on the speed..."
John Fitzpatrick of the Australian Bugatti Register later reported how at Pattaya, where the Vintage race "ended an absolutely magical fortnight...Art Valdez was euphoric after his first race in a GP Bugatti...as Neil Corner wrote recently '...To have your GP Bugatti motoring well is to live with the gods...'".
The car was preserved within Mr Valdez's Californian ownership until in April 1993 he telephoned former owner Bob King to declare his intention to sell it. However, it was not until 2017 that the car subsequently passed from Art Valdez into the ownership of the present vendor.
Today '4607' presents very well indeed, having recently benefited from a mechanical inspection, strip-down and rebuilt by Tony Ditheridge's renowned Hawker Racing concern in Milden, Suffolk, England. This work included thorough cleaning and re-commissioning - even to the extent of fitting new valve springs. This ex-works Bugatti warhorse was then unleashed successor on the open road. Now, subject to the usual inspections and personal set-up adjustments, '4607' is poised for an active 2020 motoring season.
The car is accompanied by a comprehensive historical overview and inspection report compiled by the highly respected British Bugatti specialists David Sewell and Mark Morris.
In summary they confirm that "Type 39 chassis '4607' presents itself today as a recognised and well recorded example of the 8-cylinder GP Bugatti". They continue: "One key factor that must be recorded is that the major components are of Molsheim manufacture". The chassis frame is No 61 ā while they report that the Molsheim lower (engine) crankcase is '7' ex-'4604' ā the Molsheim upper (engine) crankcase is '114' ā the Molsheim cambox 'No 7' ā the Molsheim gearbox 'No 113' ā the Molsheim gearbox lid No '856' ā while the Molsheim rear axle centre casing has been modified from that of a touring car, ratio 12x54, 'No 284'.
So here BONHAMS is delighted to commend to the market this Bugatti Type 39 ā the eminently useable (and potentially so enjoyable ā and so raceable) winner of the 1931 Australian Grand Prix ā and previously works driver Giulio Foresti's works team car, with third place in the 1925 Grand Prix de Tourism āthird place in the 1925 Italian Gran Premio delle Vetturette at Monza ā and 7th in the overall Italian Grand Prix, all so prominent within its history.
Just one decisive bid, and this fine example of Le Pur Sang ā which such a jam-packed history on both road and track - could be yours...
Unable to hear the yelling of 3 people and a wookiee, Ted starts up one of the Death Star's trash compactors. He can't figure out why it stops a few minutes later.
Nikon F80
Sigma 105mm f/2.8 OS HSM
Kodak Gold 200
A series of random photos while in the house and garden under lock-down restrictions.
This shy compact cutie was found on a leaf, trying not to be noticed, but I was quite excited to see her. She's only the third one I've found. She's an orbweaver, but I have yet to find one in a web.
I'd say they're well named, except the namer clearly doesn't know anatomy, as that is her butt and not her belly. But she does look "starry", and both Latin and common names include that. Perhaps the person who named her was a fan of Dr. Seuss.
She fits together quite well, and I saw all three that I found in this tight pose. Browsing my photos for what to post today, I was struck by the extreme difference between her resting form and that of today's other post. These are found all over the eastern half of the US, and down into Central America a bit.
26 Archtober 2020, 1/2
Starbellied Orbweaver, Acanthepeira stellata
Snow Hill Rd., Longridge, MD
19 September 2020
The first Retina, a compact folding camera which pioneered the 135 format, was followed by two new models in 1936. The Retina I, which was the more popular of the two, was essentially the same as the previous model. The Retina I was most commonly equipped with a 50 mm f/3.5 Schneider Kreuznach Retina-Xenar lens and Compur or Compur-Rapid shutter . . . l
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Best viewed with an innovative and reliable loved one.
The second generation of the Renault Kangoo models was built from 2007 until 2021. Part of the range is this Compact model. This model is often used by surveillance companies over here. It's seems to be a little too small for the owner of this one, seeing the additional box on the roof...
Some of the compacts that I love. I think these are some of the most fun you can have with a film camera.
T.L.C. Disposal - White Compact w - Garwood 700 -
This White Compact was one of the trucks I worked on as a young man.
Thanks to Eric V. for finding & passing along this bit of my history from so many yrs. ago.
Circa 1970
Photo Courtesy of: Eric V. / CRT
Atacama Compact Array (ACA) on the ALMA high site at an altitude of 5000 metres in northern Chile. The ACA is a subset of 16 closely separated antennas that will greatly improve ALMAĆ¢s ability to study celestial objects with a large angular size, such as molecular clouds and nearby galaxies. The antennas forming the Atacama Compact Array, four 12-metre antennas and twelve 7-metre antennas, were produced and delivered by Japan.
More information: www.eso.org/public/images/ann13040a/
Credit:
ESO