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Here's a good size comparison, mainly set up as a test scene to shoot with other cameras. Top: Olympus XA, Chinon Bellami, Rollei 35S. Bottom: Petri Color 35, Olympus 35RC, Minox 35GL. 400TX BW film, with Pentax K1000 and 100mm f2.8 lens. Shot at f5.6
The Olympus cameras are the best performers. The Rollei, Chinon and Minox are contenders (except, this particular Rollei has some lens fungus). The Petri has not impressed me.
Kiev 15 TEE "Geertruida"
Helios 81 Avtomat (Zavod Arsenal)
1/250 - 8 read with Rapri E201 soviet spotmeter at extintion, 0,8°
Fuji Neopan 400 expired 2014
Adox APH09 1+50 (weighing liquids... 10gr + 367,5gr) 11min. 30sec. 20 °C tank AP Compact
Epson V600
Although I'm partial to the early 60's Shasta, there is something about the stubbed, polygonic (is that even a word?) profile of the late 60's Shasta Compacts that I've always been fond of.
Our subdivision, General Santos City, Mindanao, Philippines. Complete photo collection at WorldHistoryPics.com.
Leichtlauf - Gewicht - Wirkungsgrad
Detail Fahrwerk + Lichtanlage /
LED Fahrrad Lichtanlage Radsport Dynamo, 75g! Miniatur Hochleistungs-, Felgendynamo,
Konstruktion: VELOGICAL engineering /
Kommunikation: Ogando +49 (0)177-7201107 /
Copyrights: www.velogical-engineering.com /
Motto: Erlebniswelten Erobern /
Verantwortlich für die Entwicklung der vorgestellten Produkte ist die Kölner Firma www.velogical-engineering.com. Damit haben Sie nicht gerechnet? VELOGICAL engineering Entwickler Dipl. Ing. Peter Frieden ist im Hauptberuf Erfinder von Windenergieanlagen, speziell der zertifizierten Kleinwindanlage Easywind 6 für autarke Energieversorgung, die sich das Prädikat "Sturmsicher" verdiente, da sie auch im Orkan ungedrosselt Strom produzieren können. Davor leitete Peter Frieden die Entwicklungsabteilung für Vakuumpumpen bei oerlikon leybold vacuum. Seine durch zahlreiche Patentanmeldungen abgesicherten Produktentwicklungen sind weltweit erfolgreich im Einsatz und zeichnen sich durch höchste Effizienz sowie durch besondere Zuverlässigkeit und Wartungsarmut aus. Inzwischen entwickelt er seine hocheffizienten technischen Spezialprodukte auch zu ungelösten Problemstellungen im Fahrradbau. /
The Trip 35 is a fully-automatic 35mm compact camera, manufactured by Olympus from 1967 to 1984, during which time over ten million units were sold. (This oft-quoted figure is likely to have included later plastic-bodied Olympus cameras with Trip branding, as the original Trip 35 had serial numbers going up to around 5,400,000.) The auto-exposure mechanism is effectively solar-powered by a selenium cell surrounding the lens, and consequently the camera runs entirely without batteries. Until June 1978, the shutter button was silver-coloured metal. After that date, all Trips had a black plastic button.
Auto-exposure mechanism
With the aperture ring set to "A", the camera operates as a program automatic, choosing both the aperture and shutter speed (of which there are only two, 1/40 and 1/200). As explained by one repair page,
The camera uses a "trapped needle" mechanism for setting the proper exposure. The aperture is held stopped down to f22 by a spring. When the shutter button is pressed, a bar comes up and “traps” the meter needle against a plate. Following right behind the bar is a cam which is connected to the aperture blades. This comes up until it touches the trapped meter needle. The distance the cam travels determines how far the aperture opens.
The combination of aperture and shutter speed that the exposure mechanism chooses depends on the amount of light available. Above EV 13, the Trip 35 will increase the shutter speed to 1/200 sec in preference to using a smaller aperture, and use a narrower aperture as light levels increase from there, presumably to avoid the diffraction effects that affect all 35mm cameras below f/11. Below EV 13, it will use the 1/40 sec speed and widen the aperture for lower light levels. The camera will refuse to fire if there is not enough light, with a red plastic flag appearing simultaneously in the viewfinder. This mechanism makes it impossible to make the error of shooting with the lens cap in place.
When the aperture is set manually (primarily for flash photography), the shutter speed is set to 1/40th of a second. However, the meter is still active even in this "manual" mode. Setting the aperture manually merely sets the widest permissible aperture, and the auto-exposure mechanism may still choose to set a smaller aperture than this if it sees fit.
Other than this, the camera offers no controls for setting exposure manually, though one can easily set exposure compensation by changing the film ASA dial to a higher or lower value.
Lens
The Trip 35 has a 40mm f/2.8 Zuiko non-interchangeable lens, with four elements in three groups. Ken Rockwell suspects this to be a front-element focusing Tessar. This lens has a reputation for being extremely sharp, even in the corners; in Rockwell's tests, Costco-scanned Fuji ISO 400 print film loaded into this camera out-performed a Canon 17-40 f/4 L lens in the corners.
The lens provides simple zone-focusing with 4 cute distance symbols marked on the top-left of the lens. These correspond to the real distance markings on the underside of the lens: 1 meter, 1.5 meters, 3 meters, and infinity.
Viewfinder
The viewfinder is an albada-type, with parallax markings for closer focusing. There is a second, very small window under this, nicknamed the "Judas window", which shows the current aperture setting and distance symbol which are on the lens barrel.
A small red flag will appear in the viewfinder if the auto-exposure mechanism decides there is not enough light and refuses to fire.
Agfa Optima Sensor compact 35mm camera. Top plate showing rewind button, depressed and turned to use the advance lever to rewind the film.
Specifications:-
Type: 35mm compact camera
Size: 104 mm x 68 mm x 54 mm (W x H x D)
Image Format: 24 x 36 mm (W x H)
Lens: Agfa Solitar, 40 mm f/2.8
Diaphragm: Automatic f/2.8 to f/22
Focusing: Manual scale pictograms on top of the focus ring/ meter/feet scale on bottom, focusing 3ft/1.09m - infinity
Shutter Speeds: 1/500 second - 15 seconds
Viewfinder: Large direct finder with parallax marks for near focus
Film Loading: Manual
Film Transport: Manual single stroke lever, also used to rewind film when the 'R' button is depressed and turned
Film Speeds: 25 ASA/15 DIN to 500 ASA/28 DIN, selected on a ring around the lens
Flash Contact: Hot shoe, aperture selected manually with flash
Cable Release Socket: On left hand side of the camera body
Tripod Socket: 1/4 in. on right hand side which doubles as camera strap attachment
Battery: 3 V625U batteries, located by opening the camera back
The Ford Mustang is an automobile manufactured car by the Ford Motor Company. It was initially based on the second generation North American Ford Falcon, a compact car. Introduced early on April 17, 1964, the 1965 Mustang was the automaker's most successful launch since the Model A.
As Lee Iacocca's assistant general manager and chief engineer, Donald H. Frey was the head engineer for the Mustang project — supervising the overall development of the Mustang in a record 18 months — while Iacocca himself championed the project as Ford Division general manager. The Mustang prototype was a two-seat, mid-mounted engine roadster. This vehicle employed a Taunus (Ford Germany) V4 engine and was very similar in appearance to the much later Pontiac Fiero. It was claimed that the decision to abandon the 2 seat design was in part due to the low sales experienced with the 2 seat 1955 T-Bird. To broaden market appeal it was later remodelled as a four-seat car styled under the direction of Project Design Chief Joe Oros and his team of L. David Ash, Gale Halderman, and John Foster— in Ford's Lincoln–Mercury Division design studios, which produced the winning design in an intramural design contest instigated by Iacocca.
Having set the design standards for the Mustang, Oros said:
“ I told the team that I wanted the car to appeal to women, but I wanted men to desire it, too. I wanted a Ferrari-like front end, the motif centred on the front – something heavy-looking like a Maserati, but, please, not a trident – and I wanted air intakes on the side to cool the rear brakes. I said it should be as sporty as possible and look like it was related to European design.” Oros added:
“ I then called a meeting with all the Ford studio designers. We talked about the sporty car for most of that afternoon, setting parameters for what it should look like -- and what it should not look like -- by making lists on a large pad, a technique I adapted from the management seminar. We taped the lists up all around the studio to keep ourselves on track. We also had photographs of all the previous sporty cars that had been done in the Corporate Advanced studio as a guide to themes or ideas that were tired or not acceptable to management. Within a week we had hammered out a new design. We cut templates and fitted them to the clay model that had been started. We cut right into it, adding or deleting clay to accommodate our new theme, so it wasn't like starting all over. But we knew Lincoln-Mercury would have two models. And Advanced would have five, some they had previously shown and modified, plus a couple extras. But we would only have one model because Ford studio had a production schedule for a good many facelifts and other projects. We couldn't afford the manpower, but we made up for lost time by working around the clock so our model would be ready for the management review.
” To cut down the development cost and achieve a suggested retail price of US$2,368, the Mustang was based heavily on familiar yet simple components. Much of the chassis, suspension, and drivetrain components were derived from the Ford Falcon and Ford Fairlane (North American). Favorable publicity articles appeared in 2,600 newspapers the next morning, the day the car was "officially" revealed. A Mustang also appeared in the James Bond film Goldfinger in September 1964, the first time the car was used in a movie.
The Shelby Mustang is a high performance variant of the Ford Mustang built from 1965 through 1970.
These cars are often improperly called "Cobras", which was the Ford-powered AC-based two-seat sports car also produced by Carroll Shelby during the same period. The confusion arises from the optional "Cobra" valve covers on many GT350s, part of a marketing tie-in by Shelby. All 1965-66 cars featured the K-Code 271 hp 289, modified to produce 306 hp. 1965-66 GT350s were delivered from Ford's San Jose assembly plant as "bodies in white" for modification by Carroll Shelby's operation, originally in Venice Beach and later at Los Angeles International Airport.
All but one 1965 GT350s were painted Wimbledon White with Guardsman Blue rocker stripes. The one exception was blue with white stripes. Contrary to popular belief, very few GT350s were delivered with the optional "Le Mans" hood, roof, and trunk stripes, an option which was usually installed by the dealer. Today it's difficult to find a GT350 not so equipped. 1965 cars had the battery relocated to the trunk, featured overrider traction bars, relocated A-arms, and other modifications.
1966 saw the introduction of non-white colours—including blue, red, green and black. Other changes include special quarter-panel windows replacing the factory extractor vents, functional brake scoops on each side and optional automatic transmissions, as well as the addition of an optional Paxton supercharger. The battery was no longer relocated to the trunk for 1966, and the over-rider traction bars were discontinued. A fold-down rear seat was now standard. Where early 1965 cars had black engine blocks, 1966 and later cars had the 289 engine painted blue. The first 252 GT-350s for 1966 began as 1965 Mustang K-Code Fastbacks. Often these first 252 1966 GT-350s are referred to as "carry-over" cars, but this is not the case. These 252 1965 Model Mustangs were specifically ordered by Shelby American for conversion into 1966 GT-350 Mustangs. They were not "left over" from the 1965 production, at all. They had the 1965 Ford Mustang Bodies and 1965 Ford Mustang serial numbers under their Shelby serial numbers. They mostly had 1965 features including standard Koni shock absorbers and engines painted black. Blue engines did not appear in 1966 until after these first 252 GT-350s were produced. 1966 production was 1373 fastbacks, including two prototypes and four drag cars, and 252 early production models with Ford Mustang 1965 bodies. 1001 Hertz fastbacks were produced, including two prototypes. Four convertibles were also produced, for a total of 2378 units for 1966. A small number (how many remains unclear) of 1966s were fitted with Paxton superchargers, but not the No-Spin limited slip differential, with an option price of US$670; the engine was rated at 440 hp (330 kW).
The Sandugo was a blood compact, performed in the island of Bohol in the Philippines, between the Spanish explorer Miguel López de Legazpi and Datu Sikatuna the chieftain of Bohol on March 16, 1565, to seal their friendship as part of the tribal tradition. This is considered as the first treaty of friendship between the Spaniards and Filipinos. "Sandugo" is a Visayan word which means "one blood".
The Sandugo is depicted in both the provincial flag and the official seal of the government in Bohol. It also features the image of the blood compact. The top of the seal explains the history behind the Sandugo event that occurred in Bohol, the fleet and the location where the Spaniards anchored and the place where the treaty was conducted which was dated on March 16, 1565.
2011 -Bohol, Philippines
Some time ago I bought a Yashica T4 with a 35mm Tessar lens from a friend and tried it with B&W. Now my favourite quality 35mm compact is the Ricoh GR1S so I loaded both with Kodacolor 200 to see how they performed alongside each other. This wasn't a 'quality of lens' battle it was more about which is easier to use and which focal length do I prefer. A bit unfair as I've used the Ricoh for more than 20 years and 28mm is my favourite focal length!!! Anyway here goes with the results. With this landscape the 35mm wasn't wide enough to give the composition I wanted so I turned the camera to portrait mode.
www.m25audi.co.uk/audi/q3.html
Exterior view. Main headlight.
The Audi Q3 is now available for ordering, you can download the price and specification brochure from the M25 Audi website using the link above. Prices starting at £24,560. Enquiries welcome.
2014 Gore Aussie Muscle Mania Car Show (12-4-14)
The Holden Torana is a car that was manufactured by General Motors–Holden's (GM-H), the Australian subsidiary of General Motors (GM) from 1967 to 1980. The name comes from an Aboriginal word meaning "to fly". The first Torana (HB series) appeared in 1967 and was a four-cylinder compact vehicle with origins in the British Vauxhall Vivas of the mid-1960s.
(Ref: en.wikipedia.org/wiki/Holden_Torana#LJ)
Holden Torana -LJ (series 1972-1974)
LJ Torana: LJ was just another set of initials in the non-specific GMH fashion. The " L" still referred to, the "light" car concept, but the mysteries of the "J" are probably not worth trying to unravel. As for the cars themselves they are basically face-lifted LC models with substantial improvements. GMH heavies wanted them to sell in the showroom alongside the newly released HQ, keeping the Torana name healthy in the market but without stealing too much of the bigger Holden's thunder. HQ was the biggest Holden news in years, bigger even than the LC Torana had been late in 1969. Thus it made plenty of sense for GMH to establish a strong connection between HQ and the cheaper Torana. Visually, this connection was achieved by giving the LJ an egg-crate style grille, similar in shape to the HQ's. At the rear, three piece tail lights replaced the original one piecers. The changes introduced with LJ and the strengthening of its links with the full size Holdens went much further. In side the cabin, the bond was emphasised with identical steering wheels, ignition switch, steering locks and door ashtrays. And, where the LC six-cylinder sedans had offered a choice between the 2250 and 2600 engines, LJ was available with the newly released 202 engine. In Torana application the 202 was dubbed " 3300 ".With LJ there was still no V8 option, but the Torana could be specified with the biggest six, which hadn't been the case before. This went some way to narrowing the gap between Torana and Kingswood and helped prepare the public for the forth coming LH model. The LJ was launched for sale in January 1972. Altogether there were no less than eight engines from which to choose, ranging from the venerable 56 horsepower 1159 cm3 four (which preferred flat terrain and lots of revs!)to the 190 horsepower version of the 202 (which loved mountains!) used in the LJ XU-l. Most models were upgraded. The standard GTR, for example, now used a 202 engine instead of the "S" version of first the l6l and then the 173 (2850). A bored-out version of the 1159 cm3 four displaced 1256cm3 and was standard fitment in the Deluxe four. It's output was 62 bhp (and it still Preferred flat terrain and lots of revs!) The biggest of the fours was the slant SOHC 1600 introduced in July l97l as a running mod on LC. Unfortunately, this engine promised far more than it delivered. With a quoted maximum power output of 80 horsepower at 5500 rpm, you'd expect a substantial performance gain over the 55 bhp l256 cm3 four. Infact, you'd expect a 1600 Torana to match any of the l.5/1.6 litre SOHC Japanese fours of its era. It couldn't, There was impressive mid-range top gear flexibility, but outright acceleration was sad to say the least, with zero to 60 mph taking a whopping 17 seconds. The standing quarter time was genuine are-we-keeping-you- up? material at 20.5 seconds, only a second or so clear of the l.3 litre version and barely on the same page of the calendar as any of the sixes.
All the sixes displayed good torque at low engine speeds, but to get any thing approaching real performance, you were looking at a 2850 version, minimum. A four speed geared 2850 could cover the quarter in 18.5 seconds, having dispatched 0 to 60 mph in a tad over 13 seconds. Top speed was about 97 mph, compared with 85 for the 1600 and even less for the 1.3. Interestingly enough, the 2250 could stretch its legs to 95, even if the speedo took a while to arrive. The interior of the LJ Torana in all its variants was a much nicer place to spend time. The seats were greatly improved. Chief Engineer of the time, George Roberts admitted that the earlier seats were like miniature trampolines. Apparently they were designed without any reference to the suspension and were totally out of tune with the springs, The effect was worst on the stiffer GTR and XU-l models. Over uneven surfaces the hot shot LC's were painfully uncomfortable.
Although the instrument layout itself was unchanged, GMH's styling team had wisely decided to rid the Torana of its droopy fascia. In LJ models the padding ran the width of the car in an unbroken line and looked much neater. The radio was relocated in the entree of the fascia. On LC it had been hung some where underneath. All 1972 cars had to have an ignition/steering lock as standard fitment. So the switch moved off the dash, leaving room for the heater/ventilation controls. Gone was the dash top ash tray and a pair of fiddly HQ door trim-mounted units took its place.
Other detail changes lifted the Torana's game. For example, the protruding glovebox knob was replaced by a neater recessed grip. Front head restraints were standard so occupant comfort in the firm-riding GTR and XU-I models was much greater, with the risk of incurring whiplash having been reduced dramatically! Suddenly a Torana could tackle bad roads without too much trouble. The GTR and XU-1 were reinforced in their position as the leading GMH sporties by the fitment of the GTS steering wheel. All LJs featured softer front suspension rates and wider disc brakes (still optional on some variants). But softer didn't mean floatier. In fact, all LJs rode noticeably better, thanks largely to improved damper rebound rates. Evidently, GMH hit the spot with LJ because its sales performance was better than LC's. A total of 81,453 were produced. They were sold between January 1972 and March l974 when the LH was unveiled. So average monthly sales were around 3100. Admittedly this was only 100 or so units per month a head of the old model, but by 1972 the Torana shape was already half a decade old. Despite the smaller car's facelift with HQ-style grille and rear light clusters LJ's looked positively out dated. The fact that this car could sell strongly was proof that the light six concept was here to stay. Even Ford Australia found it necessary to get a piece of the action with 3.3 and 4.1 litre versions of the TC Cortina. As the 70s wore on, the major failing of the six-pack Toranas became more apparent. The cars were simply too narrow. Not only did they look narrow and increasingly so in company of cars such as HQ and the XA Falcon, even the TC Cortina, but they lacked interior space. To solve the problem an all Aussie team would be needed to create a new car, that is when GMH came up with the 1974 LH Torana.
(Ref: hh.hansenits.com/model/torana/lj_torana_1972-74.html)
Holden also developed a 308ci V8-powered version of the GTR XU-1, often referred to as the GTR XU-2, but the car never made it past the prototype stage.
The Volkswagen New Beetle is a compact car, introduced by Volkswagen in 1997, drawing heavy inspiration from the exterior design of the original Beetle. Unlike the original Beetle, the New Beetle has its engine in the front, driving the front wheels, with luggage storage in the rear.
At the 1994 North American International Auto Show, Volkswagen unveiled the Concept One, a "retro"-themed concept car with a resemblance to the original Volkswagen Beetle. Designed by J Mays and Freeman Thomas at the company's California design studio. the concept car was based on the platform of the Volkswagen Polo. A red cabriolet concept was featured at the Geneva Motor Show, also in 1994.
Strong public reaction to the Concept One convinced the company that it should develop a production version which was launched as the New Beetle in 1997 for the 1998 model-year, based on the Golf IV's larger PQ34 platform. The New Beetle is related to the original only in name and appearance (including the absence of a car emblem script with the exception of the VW logo). For the 1998 model year, only the TDI compression-ignition engine was turbocharged; the spark-ignition engines were only naturally aspirated. In June 1999, Volkswagen introduced the 1.8T, which was the first turbocharged spark-ignition engine offered for the New Beetle. Volkswagen created a web site dedicated specifically to the 1.8T. A convertible was added for the 2003 model-year to replace the Volkswagen Cabrio. However, the New Beetle Convertible was never offered with a compression-ignition engine in North America. The third-generation Beetle Convertible, the successor to the New Beetle Convertible, was offered with the TDI compression-ignition engine in the USA but not in Canada, though, making it possibly the only diesel convertible car offered in North America.
The New Beetle carries many design similarities with the original VW Beetle: separate fenders, vestigial running boards, sloping headlamps, and large round taillights, as well as a high rounded roofline.
The three-inch Compact Floppy Disk. Amdek was a big vendor of Compact Floppy drives for the popular U.S. 8-bits (Apple II and Atari, anyway).
I grabbed such a drive and a box of blank Compact Floppies for cheap back in the late 80s for an Apple IIe of mine. It plugged into the standard Disk ][ controller and offered 140K per side (they are "flippy").
These are at least twice as thick as today's (well...yesterday's?) 3.5-inch microfloppies.
2019 Women’s Empowerment Principles Forum: Organized by UN Women, UN Global Compact and UN Office of Partnerships. Annual flagship event on gender equality for the private sector, bringing together 500+ other leaders and innovators from business, government, civil society, academia and the UN. The Forum participants gain exposure to new knowledge on strategies for advancing women's empowerment in the future of work, through gender-lens investing and by addressing sexual harassment in the world of work.
speakers included:
Robert Skinner, Executive Director, UN Office of Partnerships; Phumzile Mlambo-Ngucka, United Nations Under-Secretary-General and Executive Director, UN Women; Lise Kingo, CEO and Executive Director, UN Global Compact; Ambassador Maria Marinaki, Principal Advisor on Gender and the Implementation of UNSCR 1325 on Women, Peace and Security, European Union; Isabelle Durant, Deputy Secretary General, UNCTAD; Patricia Greene, Director, Women’s Bureau, US Department of Labour; Suzanne Biegel, Founder, Catalyst at Large; Carlos André, Executive Director, Banco de Brasil DTVM; Michael Denham, CEO, Business Development Bank of Canada; Sarah Chen, Co-founder and Managing Partner, The Billion Dollar Fund for Women; Stephanie Queda Cruz, Head of Gender, Diversity and Inclusion, Inter-American Development Bank; Deborah Gibbins, Chief Operating Officer, Mary Kay; Diana Kobas Deskovic, Founder, Mamforce; Alan Joyce, CEO, Qantas; Michael Ptasznik, CFO, Nasdaq; Banu Isci Sezen, General Manager, Turkcell Academy, Turkcell; Anne Claire Berg, Diversity and Inclusion Director, Danone; Purna Sen, Executive Coordinator and Spokesperson on Sexual Harassment and Other Forms of Discrimination, UN Women; Ibukun Awosika, Chairman, First Bank of Nigeria; Valeri Chekheria, CEO, Adjara Group; Emmanuel Lulin, Senior Vice President & Chief Ethics Officer, L’Oreal; Lebo Ramafoko, CEO, Soul Institute; Katherine Bell, Editor in Chief, Barron’s
Photo: UN Women/Amanda Voisard
I've been wanting to try a standing workstation for quite a while now and I finally took the plunge a few weeks ago. Like the author of this post on Web Worker Daily, I didn't want to spend a lot of money setting it up. After experimenting to find just the right height, I discovered that I could obtain that height simply by using an empty cardboard box from our food delivery service (I even get a new box each week with my fruits & veggies delivery).
The best thing about this compact setup in my kitchen is that at the end of each day I tear it down and pack it up, which takes all of 5 minutes and puts a firm cap on the number of hours that I end up working.