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Ashleigh Morris in No. 77, with Andrew Winchester in No. 87 tucked in behind, competing in the early rounds of the 2015 Scottish BMW Compact Cup at Knockhill Racing Circuit.
lo so, fa schifo, ma ho deciso di metterle tutte.
poi il flash è partito a caso e quindi mi ha rovinato la foto.
le dita boh, ho usato una compatta, può capitare.
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.
+++ DISCLAIMER +++
Nothing you see here is real, even though the conversion or the presented background story might be based historical facts. BEWARE!
Some background:
Even while the heavy T43 (M103) tank was still in development during the early Fifties, the U.S.A. was not done with attempts at making better heavy tanks. The primary concern were the Soviet heavy tanks that were expected to roll over Western Germany in the case of a Cold War escalation. Development was split into two schools of thought: One based its work on the T43, leading to the T57 and T58 auto loading tanks, while the other started from scratch, trying to mount a heavy weapon that could engage enemy tanks at long range in a more compact hull than the large and heavy T43.
In June 1954, the Detroit Arsenal held its third Question Mark Conference, the goal of which was brainstorming ideas for new heavy tanks. Conditions these proposals had to meet were that a prototype had to be constructed within two years, and the vehicle had to be able to fit within the confines of the Berne International Clearance Diagram, a code of standardization for rail tunnels established at the international conference at Berne, Switzerland, in 1913.
Various designs were submitted and discussed: The TS-2 and TS-5 were both armed with a 105 mm (4.13 in) T210 smoothbore gun; in a turret on the TS-2, and in a fixed casemate on the TS-5. The TS-6 and TS-31 were armed with the 120 mm (4.72 in) T123E1 gun; again in a turret on the TS-6, and casemate on the TS-31. Power for the tanks would have been supplied by either a 700 hp Continental AOI-1490-1 engine with an XT-500 transmission (TS-2 and TS-5), or an 810 hp Continental AVI-1790-8 with an XT-500 transmission (TS-6 and TS-31).
In the end, the TS-31, outfitted with a gimbal gun mount and estimated to weigh 45 tons, was chosen for further development, because it promised the most compact outlines. Chrysler was assigned to the development of the TS-31, which was given the project designation “120mm gun tank T110”; at the same time, the T43 was entering pre-production as the M103.
The original TS-31/T110 had a driver in the hull, a gunner to the left of the gun, a commander and his machine gun cupola to the right of the gun, and two loaders. It was rear-engined and had six road wheels on either side. Armor was to be as thick as 9 inches (228.6 mm) on the gun mantlet. Despite the TS-31 concept being chosen as the winner, it still was slightly too big to fit through the Berne Clearance Dimensions. Additional problems were found with the off-center commander’s cupola: the field of view was poor and the additional metal to support it added to the tank’s weight and increased its size. These flaws led to Chrysler redesigning the tank.
The second draft, the T110E1, was an improvement over the original TS-31. It was slightly smaller, becoming shorter and the front becoming flat. The driver was moved into the casemate, to the left of the gun, with the gunner being moved to the right of the gun. Behind the driver and gunner were two loaders and the commander behind them. The commander was placed directly in the middle of the tank, leaving him to sit almost directly atop the engine and with his feet worryingly close to the gun breech. Despite all this, it was still too big to fit through the Berne Clearance Dimensions. Size, in addition to the Detroit Arsenal’s disapproval of the driver’s position, led to a second redesign.
The third draft, the T110E2, was sort of a reversion to the original; the driver was moved back to the hull outside of the casemate, and the gunner was moved back to the left of the gun. The commander’s turret was moved slightly forward, so he would no longer have to sit on top of the engine, but was now forced to sit in a very awkward and cramped position in order to avoid being crushed by the gun’s recoil every time it fired. The casemate reverted to being rounded at the front. Unfortunately, the third draft was no smaller in size than the second.
The Detroit Arsenal replied to Chrysler’s unsatisfactory proposals with the fourth draft of the T110 on its own (even though this proposal did not receive a dedicated designation): The casemate was moved to the back, hanging over the rear of the tank. The transmission was moved to the rear as well, joining the engine. In its place up front was a massive fuel tank, nearly encompassing the driver. The power plant (which was now a Continental 700 hp AOI-1490) was pushed to the left to afford the commander a more comfortable (but still probably hot) position on the far rear right. The suspension was changed to a more conventional (for the Americans) type, with smaller road wheels; although the original draft was without them, return rollers would have been necessary.
Chrysler rejected the Detroit Arsenal’s idea to put the casemate on the very back on the tank and kept it in the middle, leading to the T110E3. The driver was moved back again inside of the casemate, this time to the right of the gun and in an elevated position that offered a very good field of view, and the driver had an M24 infrared periscope.
Chrysler originally tried to simplify maintenance on this design by allowing the engine to be pulled out, on rails, via a hatch in the rear of the tank. But this novel feature created rigidity issues and the engine was returned to a standard position, now turned lengthwise in the tank. This new engine placement again left the commander stuck between the engine and the gun breech. The gun mantlet, which had been relatively tiny before, was much bigger in this iteration, weighing 2 tons and being 9 inches (228.6 mm) thick. The tank was now short and narrow enough to barely fit into the limits of the Berne Tunnel standard.
This version of the T110 was eventually the first deemed worthy enough to be turned into hardware. A wooden mockup was built and engineering diagrams were drawn up. The main weapon was a 120 mm T123E1 rifled anti-tank gun (the same gun that was carried by the M103, later designated M58), combined with an M14 stereoscopic sight. Gun traverse was 15 degrees to each side, with 20 degrees of gun elevation and 10 degrees of gun depression. Frontal armor was 5 inches (127 mm) at a 60 degree slope from vertical. Secondary weaponry comprised as a .30 cal (7.62 mm) machine gun, paired with the main gun, and the commander had a remote-controlled .50 cal (12.7 mm) M2 Browning machine gun on the M1 cupola, which could be aimed and fired from the inside.
Interest from the U.S. Army for this tank, which was rather a self-propelled gun carriage than a classic battle tank and rather passé in the U.S. Army’s eyes, was high enough to warrant the build of two prototypes – primarily because the Army was not too enthusiastic about the large M103. While the T110E3 featured basically the same armament as the M103 and offered comparable frontal armor, it was considerably lighter (50 vs. 65 tons) and more compact.
In order to save cost and development time, a modified M48 Patton chassis was chosen for the prototypes, which featured three rollers per side and the early track tension wheel between the last road wheel and the sprocket wheel at the rear. All six road wheel pairs were sprung on independent torsion arms, while the two front pairs and rear ones received extra shock absorbers with dampers to block excessive amplitude from the torsion arms. Power came from an uprated Continental Motors, Inc. AV-1790-3 petrol engine, which delivered 875 hp instead of the early M48’s 810 hp standard output.
The prototypes were built by Chrysler and ferried to the U.S. Army’s Aberdeen Proving Ground for field tests and comparison with the current standard tanks, namely the T43/M103 and the standard medium M48 MBT.
Potential service vehicles would have received the designation M90 and were supposed to be powered by a more reliable and longer-range Continental AVDS-1790-2 diesel power plant, but no more than the two T110E3 prototypes were built and tested in the course of 1956. However, no series production ensued, since the tank’s performance did not meet the U.S. Army’s expectations – even though the T110E3 proved to be much more agile than the T43/M103 and the commonality with the M48 made the T110E3 an attractive concept. Alas, the casemate layout was outdated and the ergonomics for the crew were poor and the interior was cramped due to the large cannon and the need for two loaders, because charges and warheads for the 120 mm rounds were separate and weighed 51 lbs (23.1 kg) in total, too much for a single loader and a decent rate of fire. The commander had, despite the cupola, a very limited field of view esp. of the tank’s direct surroundings. Furthermore, the development of improved armor-piercing ammunitions for lighter guns, as well as the advent of guided anti-tank missiles, made the heavy tank, including the M103 as well as the T110E3, obsolete. As a final blow to the project, development of the new medium M60 tank with the powerful Royal Ordnance L7 105mm cannon had just started when the T110E3 finished its trials, and an update of the M48 with the L7 cannon was the eventual solution.
A single T110E3, the first prototype, survived and is preserved at the Detroit Arsenal in Warren, MI.
Specifications:
Crew: Five (commander, gunner, 2× loader, driver)
Weight: 50 tonnes
Length: 6.87 m (22 ft 6 in) hull only
9.29 m (30 ft 5 in) overall
Width: 3.65 m (12 ft 0 in)
Height: 3,02 m (9 ft 11 in)
Suspension: Torsion-bar
Ground clearance: 15.2 in (387 mm)
Fuel capacity: 200 US gal (760 l; 170 imp gal)
Armor:
12.7 – 229 mm (0.5 – 9 in)
Performance:
Speed:
- Maximum, road: 30 mph (48 km/h)
- Sustained, road: 25 mph (40 km/h)
- Cross country: 9.3 to 15.5 mph (15 to 25 km/h)
Climbing capability:
- 40% side slope and 60% max grade
- Vertical obstacle of 36 inches (91 cm)
- 102 inches (2.59 m) trench crossing
Fording depth: Unprepared: 4 ft (1.219 m), prepared: 8 ft (2.438 m)
Operational range: 160 ml (258 km) on road
Power/weight: 17.5 hp/t
Engine:
1× Continental Motors, Inc. AV-1790-3 petrol V12 engine with fuel injection, delivering 875 hp,
plus a 1-cylinder auxiliary generator
Transmission:
General Motors CD-850-4A with 2 ranges forward, 1 reverse
Armament:
1× 120 mm T123E1 (M58) rifled anti-tank gun with 34 rounds
1× co-axial 7.62 mm M73 machine gun with 3.000 rounds
1× 12.7mm M2 Browning anti-aircraft machine gun on the commander’s cupola with 900 rounds
The kit and its assembly:
Yes, this is a whiffy tank, but the T110 project as such actually existed as an alternative to the M103. However, there never was any hardware beyond a wooden mock-up, and after many iterations (T110E5 was the last one!) the project was dropped in favor of classic designs with a fully rotating turret, and the availability of the British L7 cannon made the need for the American 120mm cannon obsolete.
I came across this obscure American tank project when I browsed the online shop of the German tank model/conversion kit manufacturer ModellTrans/Silesian Models, who offer a T110E3 resin conversion kit for an unspecified M48 chassis. I found the concept odd and the kit looked good, so I bought one, together with an ESCI M48A2 kit as chassis donor.
The rest was simple kitbashing. The M48 chassis was built OOB, just the upper hull replaced by the T110 resin parts, which also include the gun barrel and the mantlet, the commander’s cupola and several other small parts. Fit was/is surprisingly good! The T110 hull also went very smoothly onto the ESCI chassis: not plastic or resin had to be cut, just a 2mm gap at the lower rear had to be filled with a styrene strip, and only minor PSR had to be done on the front and the rear.
Some personal improvements include a scratched wall inside of the muzzle brake (made from a simple piece of 0.5 mm styrene sheet) and rails along the sidewalls, made from thin brass wire. Furthermore, some small parts from the ESCI M48 were transferred to the T110, including the barrel support, the housings for the stereoscopic rangefinder and a jerry can. Since this was supposed to become a prototype, I did not want to change too much.
Painting and markings:
The whole vehicle became Olive Drab, a conservative choice. I could not imagine that this outdated tank concept could have seriously entered service, so I decided to represent a prototype. But even if I had wanted a U.S. Army in-service vehicle, it would most probably have been painted all-over Olive Drab, anyway, since more complex paints schemes were only introduced in the late Seventies.
AFAIK there was no clearly defined standard for “Olive Drab” in practice, even though there was a contemporary Federal Standard tone, 24087 (very different from the later, much lighter FS tone with this code), also known as “OD ‘50”. In order to keep things simple, I chose Humbrol 66 (HM3), since it is supposed to represent the typical US Army tone. At first this looked rather dark and murky, but with some dry-brushing (with a mix of 66 and 111) after a washing with a mix of black and red brown, things started to look really good – esp. after the decals had been applied. The latter primarily came from the OOB ESCI sheet, complemented with the markings “TEST” and “T110E3”, created with single white 3mm letters from TL Modellbau and seen on contemporary American test vehicles in a similar fashion.
Further weathering was done through more dry-brushing with Humbrol 72 (Khaki Drill), then the model received a coat of matt acrylic varnish. Once the tracks (painted with a mix of acrylic black, brown and iron beforehand) had been mounted and finishing touches had been made, the lower areas were dusted with a reddish-brown mix of mineral pigments, reflecting the red-brownish washing all over the hull.
Not a very complex project, the most tedious aspect of this build was the M48 running gear. However, the latter went together well with little resistance, and the T110 hull from ModellTrans/Silesian Models was easy to integrate, too. I am actually very impressed by the good fit, the details and the molding quality of the resin parts. Even thin and delicate parts and areas like the mudguards have been crisply molded and they are not distinguishable from the IP counterparts from the ESCI kit! And I like the result: the T110E3 looks very retro, a design fallen out of time, and a worthy post-WWII what-if model.
Engineering of the compact fluorescent light bulbs
Canadian federal government has adopted a national standard for lighting efficiency that came into effect in 2014. Most, if not all conventional, incandescent light bulbs do not meet the required performance level. The objective was to make sure...
A completed StoreFloor Compact installation, with the flooring boards raised 159mm (6.25") above the joists
Circles assignment -Very little editing - slight crop & sharpening - 6 sec exposure using keyring LED torch swirled over cds
1967 White Compact with a Garwood 700, 25 yard packer body. Formerly owned by Roy W., originally had forest green color, repainted yellow & red by Niagara Sanitation / T.L.C. Disposal after Roy sold his business.
The most popular Truck / Body configuration in the 1960’s & 70’s in the Western NY region.
( Enlarged - cropped picture from 1969 Public Works Ad,
Courtesy of Eric V. and Classic Refuse Trucks)
Dead Moon's 6th Studio Album Crack In The System was released in 1994
This CD is on the German Music Maniac Records Label..MMCD 051
Volvo Small Asphalt compactors are ideal for effectively compacting asphalt, granular soils and crushed aggregate.
Visit the Volvo Construction Equipment, North America website for more information on
Mas fotografías realizadas con el Samyang 85mm f1.4
fotografiasdemelilla.blogspot.com.es/search?q=Samyang+85m...
Pruebas - Samyang 85mm f1.4
fotografiasdemelilla.blogspot.com.es/search?q=Samyang
Please don't use this image on websites, blogs or other media without my explicit permission. © All rights reserved
Por favor, no use esta imagen en su web, blogs u otro medio de comunicación sin mi aprobación explícita. © Todos los derechos reservados
Por favor, no use esta imagen en su web, blogs u otro medio de comunicación sin mi aprobación explícita. © Todos los derechos reservados
Overview:
ManufacturerSaturn Corporation (General Motors)
The S-Series are a family of compact cars from the Saturn automobile company. This was the first series of Saturn vehicles. The automobile platform, the Z-body, was developed entirely in-house at Saturn and shared very little with the rest of the General Motors model line. It implemented a spaceframe design, also seen on some Pontiacs, which meant that the side panels did not carry load and could use plastic pieces instead of metal. These polymer panels were dent-resistant—something that remained a selling point for Saturn until the brand's demise. The S-series was sold from the fall of 1991 through the end of the 2002 model year, with partial redesigns in 1996 & 2000 (sedans) and 1997 & 2001 (coupes).
The S-series debuted with SL (“sedan level”) models in 1991 for the 1992 model year, a 2-door sports coupe designated SC joined for the 1992 model year and the SW (“sedan wagon”) joined the lineup for 1993.
Taiwan and Japan were the only two Asian countries to import Saturns. From 1992 to 1996, the first- and second-generation sedans plus the first-generation coupes were sold in Taiwan. From 1996 to 2003, the second-generation versions were sold in right-hand drive in Japan, and some Toyota Netz dealerships, and former Isuzu dealerships did offer Saturn products until 2001. The first generation vehicles were not in compliance with Japanese Government regulations concerning exterior dimensions and maximum engine displacement requirements, while the second and third generation sedan and wagon were, however, the coupe was not for all generations.
Canada imported all available Saturn models from 1992 onwards.
A change partway through the 1999 model year gave the SC a small suicide door on the driver's side. This type of door had previously been used in extended cab pickup trucks, but was an innovation in coupe design.
The S-series was replaced by the larger Saturn Ion in 2003, which was unable to match the S-series' sales numbers before the end of its own production at the end of 2007.
Coupes and sedans equipped with the base single overhead cam engine and a manual transmission were among the most fuel-efficient cars available in the United States when they were produced, reaching 40 miles per US gallon (5.9 L/100 km; 48 mpg-imp) in EPA highway tests at the time (this would likely translate to 36 miles per US gallon (6.5 L/100 km; 43 mpg-imp) under current methodologies)
S-Series 2nd Generation
The second generation SL and SW were made from model year 1996 to 1999. The redesign resulted in a more curvaceous look for the SL/SW, which gave a slight increase in interior room and doorway size as well as an updated appearance. Mechanically, very little was changed from the previous model. The biggest changes for 1996 were the OBDII PCM, an all new sequential fuel injection setup that utilized a first ever "compress sense" cam sensor setup (cam sensor input was achieved by the ignition module sensing the amount of amperage it took to fire cylinder number 4. More amperage meant TDC compression, less meant TDC exhaust) in lieu of a conventional camshaft position sensor. Also full spark control (timing and firing of the ignition coils) was achieved solely in the engine control module as opposed to the ignition module.
A few minor changes were made in the mid-1998 model year. Due to multiple complaints of noise from the trip odometer on the 1995-early '98 gauge cluster, a new cluster with a digital odometer was introduced, rear disc brakes were deleted as an option due to high cost and very little improvement in braking performance over the conventional rear drum setup, the performance/normal mode switch was deleted from the transmission in lieu of new ECU software that learned the driving patterns of the operator and adjusted shift patterns accordingly, and a new larger muffler was introduced to reduce engine exhaust NVH levels.
Models made late in the 1999 model year (sometimes referred to as "1999.5" models) received improvements to both SOHC and DOHC engines that did not affect power output, but did smooth out some of the harshness and tendencies toward oil consumption associated with them. These changes included revised pistons (SOHC engines now used the same (flat top) pistons as the DOHC engines instead of the old dished pistons), connecting rods, crankshaft counterweights and the now narrower twin cam cylinder head featured a new roller rocker setup with hydraulic tappets and roller cams replacing the conventional bucket lifter setup of the previous engine. Fuel economy of these refined models also saw a measurable improvement. Also introduced in 1999 for vehicles equipped with California emissions, was a different exhaust manifold that housed an upstream catalytic converter (this converter heated up much faster than the conventional unit and decreased exhaust emissions faster) and provisions for an air injection reaction system (this injected fresh air into the exhaust to reduce hydrocarbons at start up, and help the oxygen sensors and catalytic converters reach operating temperatures faster). These vehicles were made to meet the all new CARB ULEV standards for the 1999 model year. These changes, among others, were subtly introducing the differences of the third generation S-series.
[Text from Wikipedia]
en.wikipedia.org/wiki/Saturn_S-Series
This miniland-scale Lego Asturn S-Series (SL2 - 1996 2nd Generation) has been created for Flickr LUGNuts' 92nd Build Challenge, - "Stuck in the 90's", - all about vehicles from the decade of the 1990s.
Like a number of builds this month, this is a car owned by a member of my family - in this case my mother-in-law, who had this model Saturn in this colour. I was expecting the car to be 'crap', but modest though it was, the car performed quite well for its type, and was more than acceptable (that cannot be said of the Saturn L-Series wagon that she bought to replace it). This was also the first car with cruise control that I was able to drive extensively - this feature was certainly a boon during the longer of my US road trips from Charlotte, NC to St Louis, MO, via Indianapolis, IN.
Siehe Konica C35, die Edixa hat aber keinen Entfernungsmesser und scheint ganz aus Kunststoff zu sein.