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Middlesbrough Clevaland based Bertschi Transport DAF CF 85/440 coupled to a three axle skeleton trailer loaded with a Bertschi AG Durrenasch twenty foot ISO container parked in Mills road Sudbury
What could be more appropriate for a shipping container office than a aluminum compressor coil doormat?
Compresseur portable Sullair modèle 1600 - Saint-Jean, Nouveau Brunswick, Aout 2012.
Sullair model 1600 portable compressor - Saint-John, New Brunswick, August 2012.
Two new – and very different – Mercedes models were displayed at the Berlin Motor Show in March 1934. One was the 130, Mercedes-Benz's first production car with a rear-mounted four-cylinder engine which developed 26 hp from a displacement of 1.3 liters. The other was the 500 K, an imposing, elegant sports car with supercharged eight-cylinder engine; with the supercharger engaged, it developed 160 hp from a displacement of 5,018 cc.
The 500 K was the successor to the 380 presented only one year earlier, and a descendant of the tremendously powerful, supercharged S, SS, SSK and SSKL sports cars – genuine muscle cars, as we would call them today, and virtually invincible in motor sport.
The first 500 K – 'K' for Kompressor = supercharger, to distinguish it from the 500 sedan without supercharger – had been designed as an elegant two- or four-seater sports car with roadster and cabriolet bodies tailored at the Daimler-Benz plant in Sindelfingen. With this model, the company bid farewell to the Roaring Twenties and the Big Four mentioned earlier. The latter had still had extremely firm chassis with rigid axles and leaf springs, i.e. hardly any damping at all, and their bodies were plain and above all functional, not to say uncomfortable.
The new supercharged Mercedes sports car appealed to well-heeled buyers because it was not only powerful but also more elegant, more comfortable and easier to handle than its predecessors – features welcomed in particular by the growing number of lady drivers.
Daimler-Benz had laid the foundations for this type of car as early as 1933 by introducing the 380, the first Mercedes-Benz sports car with swing axle. It was the first car that pampered its occupants with independent wheel suspension; the latter featured a sensational world first, a double-wishbone front axle that combined with the double-joint swing axle introduced in the 170 as early as 1931.
In this ground-breaking design, wheel location, springing and damping were for the first time separated from each other, creating a new level of precision in straightline stability. In its essence, this front axle, fitted like the rear axle with coil springs, has remained the design model for generations of automobiles throughout the world to this day, and it also featured in the 500 K, of course.
It was the customers' craving for power, however, that prompted the replacement of the 380, not exactly a lame duck with its supercharged 140 hp, by the 500 K only one year later. The newcomer's engine generated 160 hp with the supercharger engaged; even without the supercharger in action, it still had an impressive output of 100 hp at 3400 rpm. Depending on fuel quality, which varied greatly in those days, the compression ratio was between 1:5.5 and 1:6.5. The fuel was apportioned to the cylinders by a Mercedes-Benz double updraught carburetor. The driver engaged the double-vane Roots supercharger by depressing the accelerator pedal beyond a pressure point.
With the exception of first gear, both the standard four-speed and the optional five-speed transmissions were synchronized. A single-plate dry clutch linked the engine with the powertrain which transmitted engine power to the rear wheels. The car rolled along on wire-spoke wheels which were as elegant as they were robust.
All these features combined to permit a top speed of 160 kilometers per hour – a dream for sports cars in that day and age. The penalty was paid in the form of fuel consumption: between 27 and 30 liters were blown through the carburetor on 100 kilometers. The 110-liter tank in the rear gave the car a decent radius of action.
To meet the individual wishes of the demanding customers, three chassis variants were available for the 500 K: two long versions with a 3,290 millimeter wheelbase, differing in terms of powertrain and bodywork layout, and a short version with 2,980 millimeters.
The long variant, the so-called normal chassis with the radiator directly above the front axle, served as the backbone for the four-seater cabriolets 'B' (with four side windows) and 'C' (with two side windows) and, at a later stage, also for touring cars and sedans.
The roadsters, the two-seater cabriolet 'A' (with two side windows) and the ultra-modern, streamlined Motorway Courier, the first car with curved side windows and classified by the manufacturer as a sports sedan, were set up on a chassis on which radiator, engine, cockpit and all rearward modules were moved 185 millimeters back from the front axle. This configuration was a concession to the zeitgeist, a small trick that created the visual impression of a particularly long front-end and, therefore, the desired sporting appeal.
The most ravishing model of this species was the two-seater 500 K special roadster launched in 1936, a masterpiece in terms of its styling, with inimitably powerful and elegant lines. It has been filling onlookers with enthusiasm to this day, reflecting, as it does, the spirit of its day and age as well as the design perfection of the 500 K models. Its price tag – 28,000 Reichsmark – was 6,000 marks above the average price of 'simpler' models. People were able to buy a generously furnished house for that money.
The short-wheelbase chassis was used only for a few two-seaters with special bodies. On these models, the radiator was back right above the front axle, and the models carried the designations 500 K sports roadster, sports cabriolet and sports coupe.
The 500 K's chassis complete with helical-spindle steering had been adopted – though in further refined form – from the preceding 380: the new double-wishbone axle with coil springs at the front and the double-joint swing axle - complemented by double coil springs and additional transverse balancing spring – at the rear. The vacuum-boosted service brake acted hydraulically on all four wheels, the mechanical parking brake on the rear wheels. The chassis weighed as much as 1,700 kilograms; the complete car tipped the scales at 2,300 kilograms and the permissible gross weight was around 2,700 kilograms.
No matter what version of the 500 K you look at, the elegance of its body sends people into raptures even today: every single one had been given its own, unparalleled personality by the ingenious coachbuilders in Sindelfingen. Only few customers opted for bodywork tailored by independent bodybuilders to their own wishes (the price lists quoted the chassis as individual items), especially since the Sindelfingers rose above themselves in accommodating the customers' special wishes, for instance for individual fender versions, rear-end designs or interior appointments. Within two years, 342 units of the 500 K were produced.
In response to the virtually insatiable craving for performance on the part of well-heeled customers all over the world, the 500 K was replaced in 1936 by the 540 K with supercharged 180 hp engine. This model was sold to 319 motoring enthusiasts.
The history of supercharged Mercedes-Benz cars goes back to World War II and has its roots in aeroengine production. Daimler-Motoren-Gesellschaft had introduced mechanical air compressors which supercharged the engines and thereby compensated for the power loss of aeroengines at higher altitudes, ensuring their stable performance.
The first Mercedes models with supercharged engines were displayed at the Berlin Motor Show in 1921 – between bicycles with auxiliary engines and mini-cars. They caused quite a stir among automotive experts. With the supercharger, an engine booster had been introduced which, from 1926, catapulted Mercedes passenger, sports and racing cars into a new dimension of performance.
The car
Considered the ultimate 540K, the Special Roadster would be an impressive achievement and reflected Mercedes' non-acceptance of anything other than perfection. A massive and awe-inspiring automobile, the Special Roadster has a commanding presence no matter its surroundings.
Deep within the Special Roadster beats the heart of a grand touring automobile meant to deliver its occupants great distances in great comfort. Only 25 of these roadsters would be built between 1935 and 1939. Even fewer of those 25 would be built as one-off designs on the later 540K chassis. However, this car would be just such an example.
Perhaps the final roadster to be built as a result of the war, this car would be completed with a five-speed transmission, the first year in which the five-speed would be introduced. Ordered for the Horn brothers, the Special Roadster would feature some usual features like the raked radiator and low doors. However, the car would boast of a number of unique touches. Those touches would include the lack of running boards, a steeply-raked windscreen that could be opened, chrome accents along the hood and beltline of the car and aerodynamic tapering over the folded top. However, the most easily-recognizable one-off design would be the design of the fenders. Fully skirted, the fenders look almost teardrop in shape and therefore give a very pronounced look over each of the tires.
The roadster would be delivered to the Horn brothers in a dark blue livery and they often would be seen driving it until the war made it almost impossible to do so. Like the lives of so many during the Second World War, much history would be lost. What is known about this car is that it would be discovered in the Soviet Union by Alf Johansson, a Swedish reporter, in 1962.
Johansson had been in the Soviet Union since 1945 and he would come across the car at the summer home of a Soviet general. Following the death of the general, Johansson would try desperately to acquire the car. His persistence would pay off and he would be given the car, but that would be only half of the battle. He next had to figure out a way to get it to Sweden. Boldly, Johansson would drive it to the Swedish border and would end up rescuing the Mercedes-Benz Special Roadster from its unknown fate in the Soviet Union.
A number of years later, the 540K would be imported to the United States and this unique and intriguing Special Roadster would end up the property of Tom Barrett and the Imperial Palace Auto Collection of Las Vegas. After a while, this car would join the extensive Lyon Family Collection in California where it would remain for more than two decades.
An air compressor trailer being filled, which belongs to a local landscaper. Permission was received to take and publish photos.
An air compressor that was destined for a land fill after i cleaned it up. before it ran like crap and looked like crap. Now it looks decent and runs well. Could still use a pressure switch.
The capable mass of concrete and steel joists is looking somewhat aged but holding together perfectly well in spite of abandonment. The same cannot be said for the frail iron staircases which allow access to the upper levels! Many of the steps are somewhat warped, and the whole frame creaks disconcertingly. Thankfully the old trick of carefully distributing one's weight to the metal bolts at the side of the stairs did the trick, and they held up without too much complaining.
The main electrical motor can be used for 7 different functions. All of them can be chosen with a gearbox switch mechanism like in the Space shuttle model with 6 positions. One of the positions has another mechanism behind that will drive either the cannon or the pneumatic compressor depending on the direction of the main motor.
Craftsman Air Compressor
Air Delivery: 15.0 scfm at 40 psi, 11.5 scfm at 90 psi
240 volt
125 psi max
ASME code tank
Up right Tank
Last year they did the next street over. Now it's our turn. The old clay pipe sewer line is being replaced in preparation for repaving the street. I wouldn't have been aware of the project, but when these guys went into action with their equipment, the noise was not easy to ignore. The sound was almost on par with a pile driver, but faster -- about 120 whammos a minute. After some brief observation, the process was pretty clear. But I did query one of the workers (probably the honcho -- his overalls were nice and clean) about how it worked. The new sewer pipe above -- a one-block long piece of 8" PVC -- is pushed or pulled into position below the street. No digging is involved, other than an access hole for insertion. They attached a cone shaped hammer device at the head end of the pipe. A compressed air line extends from the back end of the pipe (above) all the way through it to the head end, where it's attached to the hammer. When high pressure air from the blue compressor is applied, the cone drives forward maybe a quarter-inch at a time, fracturing the clay pipe and pulling the PVC replacement into the space previously occupied by the old sewer line. Brute force gets the job done again.
SA007 built this Air-Assist upgrade for the JD40W Lasercutter from spare parts, junk and stuff laying around.
It works its magic by blowing a steady jet of air in the path of the laserbeam, cooling the project-to-be-cut (reducing the amount of collateral damage caused by the heat of the laser-beam) and blowing away smoke and vaporized materials (reducing nasty residue build-up on the project's surface area).
SA007 did a comparison with and without the Air-Assist jet, the results are awesome; the cuts are way more clean, as can be seen here.
For sale a really nice Bostitch 2 HP 4.5 gal industrial air compressor in excellent condition, rarely used. $150
Copyright © 2024 by Craig Paup. All rights reserved.
Any use, printed or digital, in whole or edited, requires my written permission.
Its amazing what you can find , or see when you really look at something, I have passed this building countless times in the last 20 yrs of working here and I never took the time to realy SEE. This is part of the compressor house and it looks GREEN for some reason ? I love all the pipe work and the shapes they create.
Its amazing what you can find , or see when you really look at something, I have passed this building countless times in the last 20 yrs of working here and I never took the time to realy SEE. This is part of the compressor house and it looks like a small work shop has been set up. The over head crane is a beauty !
Craftsman Air Compressor
Air Delivery: 15.0 scfm at 40 psi, 11.5 scfm at 90 psi
240 volt
125 psi max
ASME code tank
Up right Tank
A late 1970's photo of R&G Wilcox's Holman Compressor at their Oundle works. One of the first jobs every morning was to start this beast up, a task well remembered if any former employees ever see these photos!. It was in continual use from 1972 until 1993 when a Hydrovane was installed, however this machine was retained as a standby until the works closed in 1995.
At the rear of one of the Blondin winding enginehouses at Pen-yr-Orsedd slate quarry stands this Ingersoll-Sergeant piston-valve compressor dating from the 1890s.
The Ingersoll-Sergeant piston.valve compressor was introduced in about 1891 and was distinguished by the method of admitting air to the cylinder, it being drawn in down a hollow piston tail-rod. The piston itself was hollow and provided with internal inlet valves. The idea was to accelerate the operation of the inlet valves by utilising the reversal of the piston at the end of each stroke, thus improving the volumetric efficiency of the compressor, and to reduce the clearance volume in the cylinder to permit the development of high pressures in a single stage. This example was made in the United States to a design of which production ceased in 1900.
Originally powered by a steam engine, the electric motor that provided drive after 1906 can be seen in the background.