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Date Taken: August 10, 2014
Basic Details:
Operator: FRÖHLICH TOURS TOURIST TRANSPORT SERVICE, INC.
Fleet Number: 02
Classification: Air-Conditioned Tourists and Charter Bus
Seating Configuration: 2x2 Seats
Seating Capacity: 47 Passengers
Body:
Coachbuilder: Xiamen King Long United Automotive Industry Company, Ltd. (King Long)
Body Model: King Long XMQ6129Y5 "Longwei"
Air-Conditioning Unit: Dependent Overhead Unit
Chassis:
Chassis Manufacturer: Xiamen King Long United Automotive Industry Company, Ltd. ”Longwei” (龙威)
Chassis Model: King Long XMQ6120R
Layout: Rear-Longitudinally-Mounted Engine Rear-Wheel Drive (4x2 RR layout)
Suspension: Air-Suspension
Engine:
Engine Manufacturer: Shanghai Hino Engine Company, Ltd.
Engine Model: Hino P11C-UR
Cylinder Displacement: 641.970 cu. inches (10,520 cc / 10.5 Liters)
Cylinder Configuration: Straight-6
Engine Aspiration: Turbocharged and Intercooled
Max. Power Output: 375 bhp (380 PS - metric hp / 279 kW) @ 2,100 rpm
Peak Torque Output: 1,180 ft.lbs (1,600 N.m / 163 kg.m) @ 1,100 rpm
Transmission:
Type: Manual Transmission
Gears: 6-Speed Forward, 1-Speed Reverse
* Some parts of the specifications may be subjected for verification and may be changed without prior notice...
Youtube Video: PhilBES On the Road 2014 by Josh Llabore / Lazy Boy (BusP)
View on Sub-Reddit r/bus
Our Official Facebook Fan Page: Philippine Bus Enthusiasts Society (PhilBES)
Date Taken: January 9, 2016
Basic Details:
Operator: Philtranco Service Enterprises, Inc.
Fleet Number: 1725
Classification: Ordinary Fare / Non-Air-Conditioned Provincial Operation Bus
Seating Configuration: 3x2 Seats
Seating Capacity: 56 Passengers
Body:
Coachbuilder: Sta. Rosa Motor Works, Inc.
Body Model: Sta. Rosa DaewooBus BS106
Chassis:
Chassis Model: Daewoo BS106
Layout: Rear-Longitudinally-Mounted Engine Rear-Wheel Drive
Suspension: Leaf Springs Suspension
Engine:
Engine Model: Doosan DE08TIS
Cylinder Displacement: 8.1 Liters
Cylinder Configuration: Straight-6
Engine Aspiration: Turbocharged & Intercooled
Max. Power Output: 240 hp @ 2,300 rpm
Peak Torque Output: 883 N.m @ 1,200 rpm
Transmission:
Type: Manual Transmission
Gears: 6-Speed Forward, 1-Speed Reverse
* Some parts of the specifications may be subjected for verification and may be changed without prior notice...
Our Official Facebook Fan Page: Philippine Bus Enthusiasts Society (PhilBES)
ALPS The Bus Inc.
Bus Number: V-727 "Kim Cyril"
Coachbuilder: Zhengzhou Yutong Bus Company, Ltd. (Yutong Bus)
Body Model: Yutong ZK6119HA
Engine: Yuchai YC6L280-30 (L38MA)
Chassis : Yutong ZK6119CRA
Suspension: Air-Suspension
Seating Configuration: 2x2
Seating Capacity: 49
Shot Location: ALPS Cubao Terminal
Bus Operator: Victory Liner, Inc.
Fleet Number: 1923
Area of Operation: Provincial Operation
Seating Configuration: 2x2
Seating Capacity: 49+1
Bus Manufacturer: Santarosa Motor Works, Inc.
Model: SR Exfoh
Chassis: Nissan Diesel RB46S
Engine: Nissan Diesel PE6-T
Suspension: Leaf Spring Suspension
Taken at: EDSA-Nepa Q-Mart, Cubao, Quezon City, Philippines
*Specifications are subjected for verification and may be changed without prior notice.
*note: ---
Partas Trans
Bus Number: 81648
Model: DMMC DM10-2
Manufacturer: Del Monte Motor Works Corp.
Chassis: Hino RM2P
Engine: P11C-TH
Suspension: Air Suspension
Seating Configuration: 2x2
Capacity:
Shot Location: A.boni
Del Monte Land Transportation Bus Company.
Bus Number: 613
Coachbuilder: Falcon Corporation
Model: Ashok Leyland
Chassis Model:
Suspension: Leaf Spring Suspension
Engine Model:
Seating Configuration: 2x3
Capacity: 66 Passengers
Shot Location: DLTBco. Pasay Terminal
Victory Liner Inc.
Bus Number: 1284
Coachbuilder: DMMC
Chassis: KMJKJ18BPSC
Model: DelMonte DM14 Series 3
Engine: Hyundai
Airconditioning Unit: Overhead Unit
Suspension: Air-Suspension
Seating Configuration: 2x2
Seating Capacity: 45 Passengers
Shot Location: Balintawak
Company/Owner: 4NS Kingsway Tours, Inc.
Fleet/Bus Number: N/A
Classification: Air-conditioned Tourist Chartered Bus
Coachbuilder: Mitsubishi Fuso Trucks and Bus Corporation
Body Model: Mitsubishi Fuso Aero Queen
Engine Model: Mitsubishi Fuso 8DC9
Chassis Model: Mitsubishi Fuso U-MS726S
Transmission: Manual (6-speed forward, 1-speed reverse)
Suspension: Air Suspension
Seating Configuration: 2+1×2
Seating Capacity: 60 (49 + 11 jump-seats)
Route: Various (Tourist Chartered)
Municipalities/cities passing: N/A
Type of Operation: Tourist Operation Non-Public Utility Bus (Special Trip / Tourist Class)
Area of Operation: Any point of Luzon (Region I, Region II, Region III, Region IV-A, Region IV-B, Region V, CAR)
Shot Location: In-front of Barasoain Church, Malolos City, Bulacan
Date Taken: October 10, 2015
Notices:
* Please DON'T GRAB A PHOTO WITHOUT A PERMISSION. If you're going to GRAB IT, please give A CREDIT TO THE OWNER. Also, don't PRINT SCREEN my photos.
** If I have mistakes on the specifications, please comment in a good manner so that I can edit it immediately.
*** The specifications mentioned above are subjected for verification and may be changed without prior notice.
**** The vehicle's registration plate(s), conduction sticker(s), and/or persons (if applicable) were pixelated/blurred to prevent any conflict with the photographer, the bus company and/or to the car owner for their security and/or privacy purposes. So, don't use their plate number, conduction sticker, and vehicle tag as an evidence for any incident. And, I have taken this photo for bus fanatics, bus enthusiasts, and bus lovers purposes.
Cagsawa Travel & Tours
Bus Number: 888-10
Model: Golden Dragon XML6127 "Marcopolo"
Manufacturer: Xiamen Golden Dragon Tourism Autos (Golden Dragon)
Chassis: Xml 6127 LL3BHCDJ79A
Engine: Yuchai YC6L330-30
Suspension: Air Suspension
Seating Configuration: 2x1
Seating Capacity: 27 Passengers
Shot Location: Araneta Center Bus Station
Victory Liner Inc.
Bus number: 1644
Classification: Airconditioned Provincial Operation Bus
Coachbuilder: Santarosa Philippines Motor Works, Incorporated
Chassis: MAN Diesel A55 18.310 HOCL
Model: SR Exfoh Hi-Deck
Engine: MAN Diesel D2866LOH27
Suspension: Air-Suspension
Seating Configuration: 2x2
Seating Capacity: 49 Passengers
Shot Location: Victory Liner Sampaloc Terminal Earnshaw
Victory Liner Inc.
Bus Number: 10
Manufacturer: Del Monte Motor Works
Model: DMMW DM10-2
Chassis: Hyundai KMJRL18CPAC
Engine: Hyundai D6AC
Seating Configuration: 2x1
Capacity: 29
Shot Location: Victory Liner Cubao Terminal
The initial configuration of NASA's Space Launch System will be able to launch payloads in a five-meter-class fairing compatible with current spacecraft designs.
(Concept updated Jan. 14, 2014)
Image credit: NASA
Read more:
www.nasa.gov/exploration/systems/sls/multimedia/gallery/s...
More about SLS:
www.nasa.gov/exploration/systems/sls/index.html
More SLS Photos:
www.nasa.gov/exploration/systems/sls/multimedia/gallery/S...
Space Launch System Flickr photoset:
www.flickr.com/photos/28634332@N05/sets/72157627559536895/
_____________________________________________
These official NASA photographs are being made available for publication by news organizations and/or for personal use printing by the subject(s) of the photographs. The photographs may not be used in materials, advertisements, products, or promotions that in any way suggest approval or endorsement by NASA. All Images used must be credited. For information on usage rights please visit: www.nasa.gov/audience/formedia/features/MP_Photo_Guidelin...
Dagupan Bus Co. Inc.
Bus Number: 2062
Bus Manufacture Del Monte Motorworks
Former Body: Pilipinas Hino Bus Body
Model: DMMC DM12 Series 2
Chassis: Hino RM2PSS
Engine: Hino P11C-TH
Seating Configuration: 2x2
Capacity: 49
Shot Location: Balintawak
ES Transport
Bus Number: 47062
Classification: Air Conditioned Provincial Operation Bus
Model: Yutong ZK6119HA
Manufacturer: Zhengzhou Yutong Bus Company, Ltd. (Yutong Bus)
Chassis: Yutong ZK6119CRA (LZYTATE6)
Engine: YuChai YC6L280-30
Suspension: Air Suspension
Seating Configuration: 2x2
Seating Capacity: 49 Passengers
Shot Location: Cubao
Manufacturer: Raptor Armory
Configuration: Bullpup
Construction: Milled steel receivers with aluminum heat shield.
Unit Cost: $5,200
-Specs-
Caliber: 7x41mm RA
Weight: 17.8lbs unloaded
Barrel Length: 18in
Total Length: 28in
Action: Roller delayed bolt, gas assisted blowback, rotating barrels
ROF: Variable, between 600, 850, and 1,100 RPM
Feed System: Disintegrating belt / SR-11 magazine
Rough sketch of the mechanism shown here:
www.flickr.com/photos/42780553@N03/8463181045/in/photostream
Original M42 here:
www.flickr.com/photos/42780553@N03/6745502415/in/set-7215...
ALPS The Bus Inc.
Bus Number.: Q757 Joy Anne
Classification: Air Conditioned Provincial Operation Bus
Model: SR Exfoh
Manufacturer: Santarosa Motor Works, Inc.
Chassis: SP215NSB
Engine: Nissan Diesel FE6-C (FE6-T)
Suspension: Leaf Spring Suspension
Seating Configuration: 2x3
Capacity:
Shot Location: Cubao
ang ride namin :)
Victory Liner Inc.
Bus Number: 92
Bus Manufacturer: Hyundai Motor Company
Model: Hyundai Universe Space Luxury
Chassis: Hyundai KMJKJ18BPSC
Engine: Hyundai D6AB-D
Suspension: Air Suspension
Seating Configuration: 2x2
Capacity: 45
Shot Location: Victory Liner Capas Stop over
VLI 92 at
NLEX: www.youtube.com/watch?v=HyBJX8DSldc
Dau Terminal: www.youtube.com/watch?v=kQFjFiJwLNA&feature=relmfu
Marcos Highway: www.youtube.com/watch?v=zzcIUq8lRJM
Bataan Transit Company Inc
Bus number: 734
Model: Hyundai Universe Space Luxury
Chassis: Hyundai KMJKJ18BPSC
Engine: Hyundai D6AB-D
Suspension: Air Suspension
Area of Operation: Provincial Operation
Seating Configuration: 2x2
Seating Capacity: 45
Shot Location: Cubao
Genesis Transport Service, Inc.
Bus number: 818132
Bus Manufacturer: Santarosa Motor Works, Inc.
Model: SR NV620
Chassis: Nissan Diesel JA450SSN
Engine: Nissan Diesel PF6-A
Suspension: Leaf Spring Suspension
Seating Configuration: 2x2
Seating : 49
Shot Location: A.boni
Victory Liner Inc.
Bus Number: 214
Model: Yutong ZK6107HA
Chassis: Yutong ZK6107CRA
Engine: Yuchai YC6A260-30
Suspension: Air Suspension
Seating Configuration: 2x2
Seating Capacity: 45
Shot Location: Victory Liner Cubao Terminal
Truck Manufacturer: MAN Truck & Bus AG
Model: MAN TGA
Chassis 26.410
Engine:
Suspension:
Axle Configuration: 6x4
Shot Location: A.boni
EagleStar
Bus Number: 8998
Bus Body: Santarosa Motor Works Inc.
Bus Model: SR PKB212 - A/C
Engine: UD Diesel FE6-D
Chassis: UD Truck PKB212N
Suspension: Leaf-Spring
Seating Configuration:
Capacity:
Shot Location: Sampaloc
Partas Trans
Bus Number.: 81628
Body: Xiamen Golden Dragon Tourism Autos (Golden Dragon)
Model: Golden Dragon Snow Fox
Chassis: Forta FZ6120A5
Engine: Yuchai YC6G270-20
Suspension: AirSuspension
Seating Configuration: 2x2
Capacity: 49
Shot Location: Balintawak
A mature space station configuration might look like this one, conceived at Rockwell International’s North American Space Operations Division as part of contracted NASA studies. Two solar panels provide power. Cylindrical modules are arranged for living and for experimental activity. Prominently featured is an advanced Remote Manipulator System (RMS), for assembly of large structures and the servicing or storage of satellites and instruments, facilitated by the open basket-like structure. In this artist’s concept, an Astronaut is seen conducting an Extravehicular Activity (EVA), secured to the RMS arm, controlling it in a ‘cherry picker’ fashion in order to possibly grapple/maneuver the Orbital Transfer Vehicle (OTV). Note also the dual floodlights attached to the RMS platform on either side of the Astronaut, to provide illumination during nighttime passes. Finally, a shuttle orbiter is seen, either prior to/after docking with the space station, or possibly after delivery of the OTV?
Although the image is not contained within, this exact space station configuration, with its caption, from which I paraphrased the above, is at the following, on page 11 (of the actual document):
docshare01.docshare.tips/files/4606/46060281.pdf
Credit: “NASA Space Station” (EP-211), 1985, by David A. Anderton
See also, from two years earlier:
www.astronautix.com/s/spacestationdesigns-1982.html
Specifically. Looks to me to be the same configuration, from the other side:
www.astronautix.com/graphics/s/ss8232.jpg
Credit: Astronautix website
A Grumman design, also from 1982. A very similar open basket-like structure is referred to as a/the “surrogate”:
www.astronautix.com/graphics/s/ssg82a.gif
Credit: Astronautix website
Hmmm. Rockwell International. 1984/85. Manuel E. Alvarez? I'm pretty sure this was after Henry Lozano Jr's tenure. Maybe Ted Brown? Who knows. 😐
The Volkswagen Type 1, widely known as the Volkswagen Beetle and Volkswagen Bug, is an economy car produced by the German auto maker Volkswagen (VW) from 1938 until 2003. With over 21 million manufactured in an air-cooled, rear-engined, rear-wheel drive configuration, the Beetle is the longest-running and most-manufactured automobile of a single design platform anywhere in the world.
Although designed in the 1930s, the Beetle was only produced in significant numbers from 1945 onwards, when the model was internally designated the Volkswagen Type 1, and marketed simply as the "Volkswagen". Later models were designated VW 1200, 1300, 1500, 1302 or 1303, the former three indicating engine displacement and the latter two being derived from the type number and not indicative of engine capacity. The model became widely known in its home country as the Käfer (German for "beetle") and was later marketed as such in Germany and as the Volkswagen Beetle in other countries.
In the 1950s, the Beetle was more comfortable and powerful than most European small cars, having been designed for sustained high speed on the Autobahn. It remained a top seller in the U.S., owing much of its success to high build-quality and innovative advertising, ultimately giving rise to variants, including the Volkswagen Karmann Ghia and the Volkswagen Type 2 van.
Along with cars including the Morris Minor, Fiat 500, Renault 4CV and Dauphine, and Citroen 2CV, the Beetle pioneered the modern continental economy car and later served as the benchmark for the initial two generations of North American compact cars, including the Chevrolet Corvair and Ford Falcon, as well as later subcompact cars such as the Chevrolet Vega and Ford Pinto.
The Beetle had marked a significant trend led by Volkswagen, Fiat, and Renault whereby the rear-engine, rear-wheel drive layout had increased from 2.6 percent of continental Western Europe's car production in 1946 to 26.6 percent in 1956. The 1948 Citroen 2CV and other European models marked a later trend to front-wheel drive in the European small car market, a trend that would come to dominate that market. In 1974, Volkswagen's own front-wheel drive Golf model succeeded the Beetle, and in 1998 VW introduced the "New Beetle", built on the Golf platform with styling that recalled the original Beetle.
In a 1999 international poll for the world's most influential car of the 20th century the Beetle came fourth after the Ford Model T, the Mini, and the Citroën DS.
The Beetle featured a rear-located, rear-wheel drive, air-cooled four cylinder, boxer engine in a two-door bodywork featuring a flat front windscreen, accommodating four passengers and providing luggage storage under the front bonnet and behind the rear seat – and offering a Cx or coefficient of drag of 0.41. The bodywork attached with eighteen bolts to its nearly flat chassis which featured a central structural tunnel. Front and rear suspension featured torsion bars along with front and rear stabilizer bars – providing independent suspensions at all wheels. Certain initial features were subsequently revised, including mechanical drum brakes, split-window rear windows, mechanical direction-indicators and the non-synchronized gearbox. Other features, including its distinctive overall shape, endured.
Its engine, transmission, and cylinder heads were constructed of light alloy. An engine oil cooler (located in the engine fan's shroud) ensured optimal engine operating temperature and long engine life, optimized by a thermostat that bypassed the oil cooler when the engine was cold. Later models of the carburetor featured an automatic choke. Engine intake air passed through a metallic filter, while heavier particles were captured by an oil bath. After 1960, steering featured a hydraulic damper that absorbed steering irregularities.
Indicative of the car's simple, no-nonsense design, the interior featured painted metal surfaces, a metal dash consolidating instruments in a single, circular binnacle, adjustable front seats, a fold-down rear seat, optional swing-out rear windows, front windows with pivoting vent windows, heating via air-to-air exchange manifolds operating off the engine's heat, and a windshield washer system that eschewed the complexity and cost of an additional electric pump and instead received its pressurization from the car's spare tire (located in the front luggage compartment) which was accordingly overinflated to accommodate the washer function.
While the overall appearance of the Beetle changed little over its life span, it received over 78,000 incremental changes during its production.
Dr. (h.c.) Ferdinand Porsche
In 1931, Ferdinand Porsche developed the Porsche Type 12, or "Auto für Jedermann" (car for everybody) for Zündapp. Porsche already preferred the flat-4 cylinder engine, and selected a swing axle rear suspension (invented by Edmund Rumpler), while Zündapp insisted on a water-cooled 5-cylinder radial engine. In 1932, three prototypes were running. All of those cars were lost during the war, the last in a bombing raid in Stuttgart in 1945.
The Zündapp prototypes were followed by the Porsche Type 32, designed in 1933 for NSU Motorenwerke AG, another motorcycle company. The Type 32 was similar in design to the Type 12, but had a flat-4 engine. NSU's exit from car manufacturing resulted in the Type 32 being abandoned at the prototype stage.
In 1933, Adolf Hitler gave the order to Ferdinand Porsche to develop a Volkswagen (literally, "people's car" in German, pronounced [ˈfɔlksvaːɡən]). The epithet Volks- literally, "people's-" had been previously applied to other Nazi sponsored consumer goods such as the Volksempfänger ("people's radio"). Hitler required a basic vehicle capable of transporting two adults and three children at 100 km/h (62 mph). The "People's Car" would be available to citizens of the Third Reich through a savings scheme, or Sparkarte (savings booklet), at 990 Reichsmark, about the price of a small motorcycle (an average income being around 32RM a week).
Development
KDF Propaganda – "A family playing by a river with a KDF-Wagen and radio receiver"
Initially designated the Porsche Type 60 by Ferdinand Porsche, the design team included Erwin Komenda and Karl Rabe. In October 1935 the first two Type 60 prototypes, known as the V1 and V2 (V for Versuchswagen, or "test car"), were ready. In 1936, testing of three further V3 prototypes, built in Porsche's Stuttgart shop, began. A batch of thirty W30 development models, produced for Porsche by Daimler-Benz, underwent 1,800,000 mi (2,900,000 km) of further testing in 1937. All cars already had the distinctive round shape and the air-cooled, rear-mounted engine. Included in this batch was a rollback soft top called the Cabrio Limousine. A further batch of 44 VW38 pre-production cars produced in 1938 introduced split rear windows; both the split window and the dash were retained on production Type 1s until 1952. The VW38 cars were followed by another batch of 50 VW39 cars, completed in July 1939.
The car was designed to be as simple as possible mechanically, so that there was less to go wrong; the aircooled 25 hp (19 kW) 995 cc (60.7 cu in) motors proved especially effective in actions of the German Afrika Korps in Africa's desert heat. This was due to the built-in oil cooler and the superior performance of the flat-4 engine configuration. The suspension design used compact torsion bars instead of coil or leaf springs. The Beetle is nearly airtight and will float for a few minutes on water.
The Volkswagen was officially named the KdF-Wagen by Hitler when the project was officially announced in 1938. The name refers to Kraft durch Freude ('Strength Through Joy'), the official leisure organization of the Third Reich. The model village of Stadt des KdF-Wagens was created near Fallersleben in Lower Saxony in 1938 for the benefit of the workers at the newly-built factory. After World War II, it was known as the Volkswagen Type 1, but became more commonly known as the Beetle.
Influence of Tatra
The Austrian car designer Hans Ledwinka was a contemporary of Porsche working at the Czechoslovakian company Tatra. In 1931, Tatra built the V570 prototype, which had a air-cooled flat-twin engine engine mounted at the rear. This was followed in 1933 by a second V570 prototype with a streamlined body similar to that of the Porsche Type 32. The rear-engine, rear-wheel drive layout was a challenge for effective air cooling, and during development of the much larger V8 engined Tatra T77 in 1933 Tatra registered numerous patents related to air flow into the rear engine compartment. The use of Tatra's patented air cooling designs later became one of ten issues for which Tatra filed suit against VW.
Both Hitler and Porsche were influenced by the Tatras. Hitler was a keen automotive enthusiast, and had ridden in Tatras during political tours of Czechoslovakia. He had also dined numerous times with Ledwinka.[9] After one of these dinners Hitler remarked to Porsche, "This is the car for my roads". From 1933 onwards, Ledwinka and Porsche met regularly to discuss their designs, and Porsche admitted "Well, sometimes I looked over his shoulder and sometimes he looked over mine" while designing the Volkswagen. The Tatra T97 of 1936 had a 1749 cc, rear-located, rear-wheel drive, air-cooled four-cylinder boxer engine. It cost 5600 RM and accommodated five passengers in its extensively streamlined 4-door body, which provided luggage storage under the front bonnet and behind the rear seats. It also featured a similar central structural tunnel found in the Beetle.
Just before the start of the Second World War, Tatra had ten legal claims filed against VW for infringement of patents. Although Ferdinand Porsche was about to pay a settlement to Tatra, he was stopped by Hitler who said he would "solve his problem". Tatra launched a lawsuit, but this was stopped when Germany invaded Czechoslovakia in 1938, resulting in the Tatra factory coming under Nazi administration in October 1938. The T97, along with the T57, were ordered by Hitler to be removed from the Tatra display at the 1939 Berlin Autosalon and Tatra was later directed to concentrate on heavy trucks and diesel engines, with all car models, except for the V8-engined Tatra T87, being discontinued. The matter was re-opened after World War II and in 1961 Volkswagen paid Ringhoffer-Tatra 3,000,000 Deutsche Marks in an out of court settlement.
Wartime production
The factory had only produced a handful of cars by the start of the war in 1939; the first volume-produced versions of the car's chassis were military vehicles, the Type 82 Kübelwagen (approximately 52,000 built) and the amphibious Type 166 Schwimmwagen (about 14,000 built).
A handful of Beetles were produced specifically for civilians, primarily for the Nazi elite, in the years 1940–1945, but production figures were small. Because of gasoline shortages, a few wartime "Holzbrenner" Beetles were fueled by wood pyrolysis gas producers under the hood. In addition to the Kübelwagen, Schwimmwagen, and a handful of others, the factory managed another wartime vehicle: the Kommandeurwagen; a Beetle body mounted on the Kübelwagen chassis. 669 Kommandeurwagens were produced up to 1945, when all production was halted because of heavy damage to the factory by Allied air raids. Much of the essential equipment had already been moved to underground bunkers for protection, which let production resume quickly after hostilities ended.
Post-war production and boom
1949 Volkswagen Type 1
In occupied Germany, the Allies followed the Morgenthau plan to remove all German war potential by complete or partial pastoralization. As part of this, in the Industrial plans for Germany, the rules for which industry Germany was to be allowed to retain were set out. German car production was set at a maximum of 10% of the 1936 car production numbers.
Mass production of civilian VW automobiles did not start until post-war occupation. The Volkswagen factory was handed over by the Americans to British control in 1945; it was to be dismantled and shipped to Britain. Thankfully for Volkswagen, no British car manufacturer was interested in the factory; "the vehicle does not meet the fundamental technical requirement of a motor-car ... it is quite unattractive to the average buyer ... To build the car commercially would be a completely uneconomic enterprise." The factory survived by producing cars for the British Army instead. Allied dismantling policy changed in late 1946 to mid 1947, although heavy industry continued to be dismantled until 1951. In March 1947, Herbert Hoover helped change policy by stating
"There is the illusion that the New Germany left after the annexations can be reduced to a 'pastoral state'. It cannot be done unless we exterminate or move 25,000,000 people out of it."
The re-opening of the factory is largely accredited to British Army officer Major Ivan Hirst (1916–2000). Hirst was ordered to take control of the heavily bombed factory, which the Americans had captured. His first task was to remove an unexploded bomb that had fallen through the roof and lodged itself between some pieces of irreplaceable production equipment; if the bomb had exploded, the Beetle's fate would have been sealed. Hirst persuaded the British military to order 20,000 of the cars, and by March 1946 the factory was producing 1,000 cars a month, which Hirst said "was the limit set by the availability of materials". During this period, the car reverted to its original name of Volkswagen and the town was renamed Wolfsburg. The first 1,785 Volkswagen Type 1's or "Beetles" were made in 1945.
Following the British Army-led restart of production, former Opel manager (and formerly a detractor of the Volkswagen) Heinz Nordhoff was appointed director of the Volkswagen factory. Under Nordhoff, production increased dramatically over the following decade, with the one-millionth car coming off the assembly line by 1955. During this post-war period, the Beetle had superior performance in its category with a top speed of 115 km/h (71 mph) and 0–100 km/h (0–60 mph) in 27.5 seconds with fuel consumption of 6.7 l/100 km (36 mpg) for the standard 25 kW (34 hp) engine. This was far superior to the Citroën 2CV which was aimed at a low speed/poor road rural peasant market and Morris Minor that was designed for a market that had no motorways / freeways, and even competitive with more advanced and fragile small cars like the Austin Mini.
In Small Wonder, Walter Henry Nelson wrote:
"The engine fires up immediately without a choke. It has tolerable road-handling and is economical to maintain. Although a small car, the engine has great elasticity and gave the feeling of better output than its small nominal size."
Opinion in the United States was not flattering, however, perhaps because of the characteristic differences between the American and European car markets. Henry Ford II once described the car as "a little box." The Ford company was offered the entire VW works after the war for free. Ford's right-hand man Ernest Breech was asked what he thought, and told Henry II, "What we're being offered here, Mr. Ford, isn't worth a damn!"
During the 1950s, the car was modified progressively: the obvious visual changes mostly concerned the rear windows. In March 1953, the small oval two-piece rear window was replaced by a slightly larger single-piece window. More dramatically, in August 1957 a much larger full width rear window replaced the oval one. 1964 saw the introduction of a widened cover for the light over the rear licence plate. Towards the end of 1964, the height of the side windows and windscreen grew slightly, giving the cabin a less pinched look: this coincided with the introduction of a very slightly curved ("panoramic") windscreen, though the curve was barely noticeable. The same body appeared during 1966, with a 1300 cc engine in place of the 1200 cc engine: it was only in the 1973 model Super Beetle that the Beetle acquired an obviously curved windscreen. The flat windscreen remained on the standard Beetle.
There were also changes under the bonnet. In 1954, Volkswagen added 2 mm to the cylinder bore, increasing the displacement from 1,131 cc to 1,192 cc.[30] This coincided with upgrades to various key components including a redesign of the crankshaft. This increased power from 33 bhp to a claimed 40 bhp and improved the engine's free revving abilities without compromising torque at lower engine speeds. At the same time, compression ratios were progressively raised as, little by little, the octane ratings of available fuel was raised in major markets during the 1950s and 1960s.
There were other, less-numerous models, as well. The Hebmüller cabriolet (officially Type 14A), a sporty two-seater, was built between 1949 and 1953; it numbered 696. The Type 18A, a fixed-top cabriolet, was produced by Austro-Tatra as a police and fire unit; 203 were assembled between January 1950 and March 1953.
Beetle sales boomed in the 1960s, thanks to clever advertising campaigns, and the Beetle's reputation for reliability and sturdiness. On 17 February 1972, when Beetle No. 15,007,034 was produced, Beetle production surpassed that of the previous record holder, the Ford Model T. By 1973, total production was over 16 million, and by 23 June 1992, over 21 million had been produced.
As of 2009, the Beetle is arguably the world's best-selling car design. More units of the Toyota Corolla brand have been sold, but there have been 10 total redesigns of the Corolla, each amounting to a new car design with the same name.
Diesel
In 1951, Volkswagen prototyped a 1.3 L diesel engine. Volkswagen made only 2 air-cooled boxer diesel engines that were not turbocharged, and installed one engine in a Type 1 and another in a Type 2. The diesel Beetle was time tested on the Nürburgring and achieved 0–100 km/h (0–62 mph) in 60 seconds.
Introduction to Ireland
Volkswagen began its involvement in Ireland when in 1949, Motor Distributors Limited, founded by Stephen O'Flaherty secured the franchise for the country at that years Paris Motor Show. In 1950, Volkswagen Beetles started arriving into Dublin packed in crates in what was termed "completely knocked down" (CKD) form ready to be assembled. The vehicles were assembled in a former tram depot at 162 Shelbourne Road in Ballsbridge. This is now the premises for Ballsbridge Motors who are still a Volkswagen dealer. The first Volkswagen ever assembled outside Germany was built here.[35] This vehicle is now on display at the Volkswagen Museum in Wolfsburg.
Introduction to the UK
The first Volkswagen Beetle dealer in the UK was J.Gilder & Co. Ltd. in Sheffield, which began selling Volkswagens in 1953. Jack Gilder had been fascinated by both the design and engineering of the Beetle when he came across one in Belgium during the war.[citation needed] He applied for the franchise as soon as the opportunity presented itself and became Volkswagen’s representative in the North of England.
VW Beetle 1953–1957
During this period, the rear window of the VW Beetle lost the "bar" in the center and as a result has been referred to as the "oval" or "oval window" Beetle.
VW Beetle 1967
Engine1500 cc OHV H4, 40 kilowatts (54 hp) @ 4200 rpm, 105 N·m (77 lb·ft) @ 2600,
bore 83 mm,
stroke 69 mm,
comp ratio 7.5:1
Transmission4-speed manual
Wheelbase2,400 mm (94.5 in)
Length4,079 mm (160.6 in)
Width1,539 mm (60.6 in)
Curb weight840 kg (1,900 lb)
The Volkswagen Beetle underwent significant changes for the 1967 model. While the car appeared similar to earlier models, much of the drivetrain was noticeably upgraded. Some of the changes to the Beetle included a bigger engine for the second year in a row. Horsepower had been increased to 37 kW (50 hp) the previous year, and for 1967 it was increased even more, to 40 kW (54 hp).
On US models, the output of the electrical generator was increased from 180 to 360 watts, and upgraded from a 6-volt to a 12-volt system. The clutch disc also increased in size, and changes were made to the flywheel, braking system, and rear axle. New standard equipment included two-speed windscreen wipers, reversing lights, a driver's armrest on the door, locking buttons on the doors, and a passenger's side exterior mirror.
In February 1967, inventor Don P. Dixon of San Antonio, Texas filed and was ultimately granted a patent for the first air conditioning unit specifically designed for the Beetle, which were soon offered by US dealerships.
The 1967 model weighed 840 kg (1,900 lb), which was a typical weight for a European car at this time. Top speed was 130 km/h (81 mph).[citation needed]
That same year, in accord with the newly enacted U.S. Federal Motor Vehicle Safety Standard 108, the clear glass headlamp covers were deleted; the headlamps were brought forward to the leading edge of the front fenders, and the sealed-beam units were exposed and surrounded by chrome bezels. For the 1968 model year, Beetles sold outside North America received the same more upright and forward headlamp placement, but with replaceable-bulb headlamps compliant with ECE regulations rather than the U.S. sealed beams.
The Super Beetle and final evolution
In 1971, alongside continued production of the "standard" Beetle, a Type 1 variant which featured MacPherson strut front suspension and a redesigned front end. Officially known (and marketed in Europe) as the VW 1302 from 1971–1972, and VW 1303 from 1973 onwards, but commonly called Super Beetle, the new stretched nose design replaced the dual parallel torsion bar beams which had compromised trunk space and relocated the spare tire from a near vertical to a low horizontal position. The redesign resulted in a tighter turning radius despite a 20 mm (0.79 in) longer wheelbase, and a doubling of the front compartment's cargo volume. As with previous models, air pressure from the spare tire pressurized the windshield washer canister, in lieu of an electric pump.
1972 Super Beetles had an 11% larger rear window (4 mm (0.16 in) taller), larger front brakes, four rows of vents (versus two rows previously) on the engine deck lid, tail lights incorporating reverse lights, a four-spoke energy-absorbing steering wheel and steering column, and an engine compartment socket for a proprietary VW Diagnosis system.
In 1973, the VW 1303 introduced a curved windscreen, pushed forward and away from the passengers, allowing a redesigned, padded dashboard to replace the pre-1973 vertical dash. A 2-speed heater fan, higher rear mudguards, and larger tail lights were added. The changes to the heater/windshield wiper housing and curved windshield resulted in slight redesign of the front hood, making the 1971 and 1972 Super Beetle hoods unique.
For 1974, the previous flat steel bumper mounting brackets were replaced with tubular "self restoring energy absorbing" attachments, effectively shock absorbers for the bumpers, on North American market Beetles. These cars also got stronger "5mph" bumpers that added an inch to the length of the car. The steering knuckle and consequently the lower attachment point of the strut was redesigned to improve handling and stability in the event of a tire blowout. This means struts from pre-1974 Super Beetles are not interchangeable with 1974–79s.[39]
1975 models featured Air Flow Control (AFC) Fuel Injection on U.S., Canadian, and Japanese Beetles, a derivative of the more complex Bosch fuel injection system used in the Volkswagen Type III – and equivalent to Bosch L-jetronic. The fuel injected engine also received a new muffler and the option of an upstream catalytic converter required on some models (e.g. California), necessitating a bulge in the rear apron sheet metal directly under the rear bumper, and replacing the distinctive dual "pea shooter" pipes with a single offset tailpipe – making fuel injected models identifiable at a glance. Other changes were rack and pinion steering replacing the traditional worm and roller gearbox on Super Beetles, and a larger license plate lamp housing below the engine lid. The front turn indicators were moved from the top of the fenders into the bumper bars on European models.
In 1976, the optional "Auto-stick" transmission and the Super Beetle sedan were discontinued, with VW continuing to market the standard sedan and VW 1303 convertible. 1976-on convertibles received no significant engineering changes, only a few cosmetic touches and new paint options, including the "Champagne Edition" models (white on white was one example) to the final 1979 "Epilogue Edition" black on black, in salute to the first Beetles produced in the 1930s. 1977 model sedans received front seats with separate head restraints.
Beetle Cabriolet
The Beetle Cabriolet began production in 1949 by Karmann in Osnabrück. It was in 1948 when Wilhelm Karmann bought a VW Beetle limousine and converted it into a four-seated convertible. After successfully presenting it at VW in Wolfsburg, production started in 1949. After a number of stylistic and technical alterations made to the Karmann Cabriolet (corresponding to the many changes VW made to the Beetle throughout its history), the last of 331,847 cabriolets came off the conveyor belt on 10 January 1980.
Decline
Though extremely successful in the 1960s, the Beetle was faced with stiff competition from more modern designs. The Japanese had refined rear-wheel-drive, water-cooled, front-engine small cars to where they sold well in the North American market, and Americans introduced their own similarly sized rear-wheel-drive Chevrolet Vega, Ford Pinto and AMC Gremlin in the 1970s. The superminis in Europe adopted even more efficient transverse-engine front-wheel-drive layouts, and sales began dropping off in the mid 1970s. There had been several unsuccessful attempts to replace or supplement the Beetle in the VW product line throughout the 1960s; the Type 3, Type 4, and the NSU-based K70 were all less successful than the Beetle, though aimed at more upscale markets for which VW lacked credibility. The over-reliance on the Beetle meant that Volkswagen was in financial crisis by 1974. It needed German government funding to produce the Beetle's replacement. Only when production lines at Wolfsburg switched to the new watercooled, front-engined, front-wheel drive Golf designed by Giorgetto Giugiaro in 1974, (sold in North America as the "Rabbit") did Volkswagen produce a car as successful as the Beetle. The Golf would be periodically redesigned over its lifetime – entering its sixth generation in 2008 – with only a few components carried over between generations, while the Beetle used only minor refinements of its original design.
The Golf did not kill Beetle production, which continued in smaller numbers at other German factories until 19 January 1978, when mainstream production shifted to Brazil and Mexico, markets where low operating cost was more important. It is important to note that the Beetle Cabriolet was still produced for the North American and European markets in Germany until 10 January 1980. The last Beetle was produced in Puebla, Mexico, in July 2003. The final batch of 3,000 Beetles were sold as 2004 models and badged as the Última Edición, with whitewall tires, a host of previously discontinued chrome trim, and the choice of two special paint colors taken from the New Beetle. Production in Brazil ended in 1986, then started again in 1993 and continued until 1996. Volkswagen sold Beetle sedans in the United States until August 1977 (the Beetle convertible/Cabriolet was sold until January 1980) and in Europe until 1985, with private companies continuing to import cars produced in Mexico after 1985. The Beetle outlasted most other automobiles which had copied the rear air-cooled engine layout such as those by Subaru, Fiat, Renault and General Motors. Porsche's sport coupes which were originally based on Volkswagen parts and platforms continue to use the classic rear engine layout (which later became water-cooled) in the Porsche 911 series, which remains competitive in the first decade of the 21st century.
Worldwide end of production
The final original Beetle (No. 21,529,464, VIN 3VWS1A1B54M905162)
As of 2002 over 21 million Type 1s had been produced, but by 2003, annual production had fallen to 30,000 from a peak of 1.3 million in 1971. VW announced the end of production in June 2003, citing decreasing demand, and the final original Type 1 VW Beetle (No. 21,529,464) rolled off the production line at Puebla, Mexico, on 30 July 2003[40] – 65 years after its original launch and unprecedented 58-year production run (counting from 1945, the year VW recognizes as the first year of non-Nazi funded production). This last Beetle, nicknamed El Rey (Spanish for "The King" after a legendary Mexican song by José Alfredo Jiménez). was delivered to the company's museum in Wolfsburg, Germany.
To celebrate the occasion, Volkswagen marketed a final special series of 3,000 Beetles marketed as "Última Edición" (Final Edition) in light blue (Aquarius Blue) or beige (Harvest Moon Beige). Each car included the 1.6 engine, whitewall tires, a CD player with four speakers, chrome bumpers, trim, hub caps and exterior mirrors, a Wolfsburg emblem above the front trunk's handle, chrome glove box badge, body coloured wheels, tinted glass, a rear parcel shelf, and VW Ultima Edicion plaque. At 84,000 pesos, the model cost approximately $1,300 more than the typical model.
A mariachi band serenaded production of the last car. In Mexico, there was also an advertising campaign as a goodbye for the Beetle. For example, in one of the ads was a very small parking space on the street, and many big cars tried to park in it, but could not. After a while, a sign appears in that parking space saying: "Es increíble que un auto tan pequeño deje un vacío tan grande" (It is incredible that a car so small can leave such a large void). Another depicted the rear end of a 1954 Beetle (year in which Volkswagen first established in Mexico) in the left side of the ad, reading "Erase una vez..." (Once upon a time...) and the last 2003 Beetle in the right side, reading "Fin" (The end). There were other ads with the same nostalgic tone.[41] The Volkswagen Sedan is used as a taxi in Mexico City up to 2013. The Mexican government is removing this type of taxi and already made the green colours change into red-gold.
Engine: Fuel injected (Bosch Digifant) 4 Cyl horizontally opposed,1584 cc, 50 hp (37 kW), 98.1 N·m (72.4 lb·ft) @2200 rpm, 3-way catalytic converter
Rated fuel milage: 32.5 mpg-US (7.24 L/100 km; 39.0 mpg-imp)
Max cruising speed: 130 km/h (81 mph)
Brakes: front disc, rear drum
Passengers: Five
Tank: 40 L (11 US gal; 9 imp gal)
Colours: Aquarius blue, Harvest Moon beige.
(Source Wikipedia)
By Jo Williams
The Parque Nacional de Doñana is one of Europe's most important wetland reserves and a major site for migrating birds. It is an immense area; the parque itself and surrounding parque natural or Entorno de Doñana (a protected buffer zone) amount to over 1,300 sq km in the provinces of Huelva, Sevilla and Cádiz. It is internationally for recognised for its great ecological wealth. Doñana has become a key centre in the world of conservationism.
Doñana is well known for its enormous variety of bird species, either permanent residents, winter visitors from north and central Europe or summer visitors from Africa, like its numerous types of geese and colourful colonies of flamingo. It has one of the world's largest colonies of Spanish imperial eagles. The park as a whole comprises three distinct kinds of ecosystem: the marismas, the Mediterranean scrublands and the coastal mobile dunes with their beaches.
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The configuration of the Parque Nacional de Doñana is a result of its past as the delta of the Guadalquivir river, the 'big river', or Wada-I-Kebir, of the Moors. But it is a delta with a difference. Unlike most, the river has only one outlet to the sea, just below Sanlúcar de Barrameda. The rest of what used to be its delta has gradually been blocked off by a huge sandbar that stretches from the mouth of the Río Tinto, near Palos de la Frontera, to the riverbank opposite Sanlúcar, and which the sea winds have gradually formed into high dunes. Behind this natural barrier stretches the marshlands (marismas).
The effect of this extraordinary mélange of land and water was to create an environment shunned by people but ideal for wildlife. As early as the thirteenth century, the kings of Castille set aside a portion of the Doñana as a royal hunting estate; later the dukes of Medina Sidonia made it their private coto too. One of the duchesses of Medina Sidonia, Doná Ana de Silva y Mendoza, indulged her antisocial instincts by building a residence there that was more hermitage than palace. As a result, the entire region came to be known as the 'forest of Doná Ana', or Doñana. In the eighteenth century, Goya is known to have visited the Duchess of Alba at the Palacio de Doñana when she was its proprietress. Subsequently, the land passed through many hands before the official creation of the parque nacional in 1969.
Meanwhile, adjoining areas of wetland were being dramatically reduced. Across the Guadalquivir vast marshes were drained and converted to farmland, until only the protected lands of the Doñana remained intact. For centuries there had been only a vacant spot on the map between Lebrija in the east and Almonte in the north west, but in recent years whole towns and villages have sprung up west of the Guadalquivir, and the resort town of Matalascañas has brought urban sprawl to the south-western edge of the Doñana, a place once occupied by reed-thatched fishermen's huts. The proximity of these settlements has further complicated the work of the park's wildlife guardians. Two of the Doñana's precious lynxes, for example, have been run over by cars on the highway to Matalascañas; cats and dogs straying out of the nearest towns have killed animals in the park, and birds that have overflown the fences have been gunned down by trigger-happy hunters despite stringent conservation laws.
A more permanent threat to the Doñana's ecosystem are the new ricefields and other agricultural projects north of El Rocío, whose run-off waters sluice pesticides into the marismas and the sulphur mines upstream at Aznalcóliar which was effluvium into the river.
Access
Marismas de Odiel, Huelva
Marismas de Odiel, Huelva
Entrance to the park is strictly controlled. You can take half-day trips with official guides or explore the environs of the visitors' centres on foot.
To visit the principal visitors' centre at El Acebuche, take the A483 south of Almonte and about 12km from El Rocío is the signposted turn at Km29 for Centro de Recepción El Acebuche (959 44 87 11), 1½km from the main road. Alternatively, you can drive 3km north of Matalascañas to the turn-off at Km29. The centre has an exhibition about the park, a café and a shop selling maps and books. From the centre is a signposted 5km trail through scrubland and pine trees. Next to the centre is the El Acebuche lagoon, with bird hides, where you can see purple gallinules, among other birds.
From El Acebuche there are four-hour trips into the park run by the Cooperativa Marsimas del Rocío (959 43 04 32), which must be booked in advance. The four-wheel drive vehicle can seat 21 people and guides speak some English. There are two trips a day (excluding Mondays), at 0830 and 1500 (1700 in summer). Full day trips can also be organised for groups, with lunch in Sanlúcar de Barrameda. A typical trip will take in all three ecosystems in the park - dunes, matorral and marshland - but the amount of exposure to each environment varies with the seasons. One thing is guaranteed - no two visits will be alike.
The nearest visitors' centre to El Rocío is La Rocina (959 44 23 40), 500m from the village and just off the Matalascañas road. It has information on the park and a 3km-long nature trail along the freshwater lake and marshland Charco de la Boca, which feeds into the Madres de la Marismas at El Rocío. The trail has five bird hides and it's possible to see purple gallinules, hoopoes, herons and Savi's warblers, among other birds.
Seven kilometres on from La Rocina is the Palacio del Acebrón, an old hunting lodge containing exhibitions on the park. In the grounds is a pleasant 1½-km nature trail through woodland and around a small lake, the Charco del Acebrón.
The Centro de Visitantes José Antonio Valverde on the northern edge of the park has some excellent birdwatching opportunities. It is 30km south of the town of Villamanrique de la Condesa, from where it is signposted.
The Playa de Castilla beach, reached on foot east of Matalascañas, runs alongside the park boundary and although you can't enter Doñana here, it is a beautiful, unspoilt stretch of coastline with good birdwatching possibilities.
The park can also be reached (but not entered) by taking the ferry boat across the Guadalquivir river from Sanlúcar de Barrameda where there is a visitors' centre, the Centro de Visitantes Fábrica de Hielo (956 38 16 35), with exhibitions on the Doñana. You can take the Real Fernando boat daily (except in January) from Sanlúcar for 13km up the Guadalquivir river, stopping in a few places for guided walks into the park. It's advisable to book in advance, especially during the summer and holidays.
Accommodation
The closest accommodation to the entry point of El Acebuche in the park is in Matalascañas, about 3km from El Acebuche. Ten kilometres north of El Acebuche is the village of El Rocío, with various hotels. Alternatively, between Matalascañas and Huelva there is Mazagón or Villamanrique de la Condesa to the north of the park. Accommodation will be very hard to find (or extremely expensive) around the time of the El Rocío pilgrimage at Pentecost. During the summer months Matalascañas and Mazagón are also very busy, so book ahead at this time.
• El Cortijo de los Mimbrales (959 44 22 37) Conveniently located for the park on the A483 El Rocío-Matalascañas road, 3km south of El Rocío. A former farm in an orange grove with delightful rooms set in beautiful gardens. Excellent bar and restaurant.
• Hotel Toruño (959 44 23 23) This is the best hotel in El Rocío. It is in a great location overlooking the marismas, so you can even birdwatch from your bedroom, if you choose your room carefully (ask for rooms 219, 221, 223 or 223).
Camping
There are many campsites close to the Playa de Castilla beach along the A494 between Mazagón and Matalascañas, which runs alongside the park boundary. In the summer it's well worth booking in advance when the campsites could be full, particularly in August.
• Camping Doñana (959 53 62 81) At the Mazagón end of the A494 at Km34.6, this shady campsite has wooden cabins and tents for rent and a swimming pool.
• Camping La Aldea Located inland on the edge of El Rocío village near the marismas, this campsite has bungalows for hire, a bar and a shop.
• Camping Rocío Playa (959 43 02 38) On the A494 Mazagón-Matalascañas road at Km 45.2, 1½km west of Matalascañas, is this large campsite. Facilities include a restaurant, tennis court, football pitch and a bar with wonderful views. There are wooden bungalows and tents for hire.
Flora
The park supports an incredible array of vegetation in a variety of virgin habitats. Inland are large expanses of stone pines, as well as Mediterranean scrublands, with narrow leaved cistus heather, mastic tree, rosemary, cistus scrub, glasswort, red lavender, rosemary and thyme. There are also junipers and forests of cork oaks, known as "las pajareras" for the enormous quantity of birds that nest in them. Among the flowering plants are lavender, tree heaths, gladioli, irises and rock roses. In the spring the marshlands are covered with flowers.
Fauna
This is a vast wilderness that supports an unrivalled wealth of fauna; 125 species of birds are known to be resident here, as well as 125 migratory bird species, 17 reptiles, nine amphibians and eight species of fish. There is a rich variety of mammals, 28 species in total, with some in danger of extinction, such as the lynx and the Egyptian mongoose. Also here are badgers, rabbits and otters. Game is also plentiful, with red deer, fallow deer and wild boar.
Birds
Doñana comprises delta waters which flood in winter and then drop in the spring leaving rich deposits of silt and raised sandbanks and islands. These conditions are perfect in winter for geese and ducks but most exciting in spring when they draw hundreds of flocks of breeding birds. If you're lucky you may also catch a glimpse of the rare Spanish Imperial Eagle, now down to 15 breeding pairs. In the marshes and amid the cork oak forests behind you've a good chance of seeing grey herons, lanner falcons, ring and turtle doves, partridges, oxpeckers, cattle egret, storks and vultures.
What you see at Doñana depends on the time of year and the luck of the draw - November, December and January constitute the off-season for visitors but is an ideal time for waterfowl, since the autumn rains have brought life back to the marismas and filled the lagunas. Gradually, the water attains a uniform depth of 30-60 centimetres (12-24 inches) over vast areas and the resulting marches attract huge flocks of wildfowl, ducks, geese and other water birds of the most varied kind. These are freshwater marshes, incidentally, although there are traces of sea salt in the underlying silt. Here and there small islands (vetas) rise above the water. These remain dry throughout the year, creating an ideal breeding ground for waders and terns.
Towards the end of February the geese that have migrated here from northern Europe commence their return journey, but at the same time the spoonbills arrive from North Africa to nest in the cork oaks. In March the waters begin to recede and spring begins in earnest. This is also the time when the imperial eagle hatches its eggs: 15 breeding pairs of these formidable hunters were counted recently in the park - above a third of all the imperial eagles known to survive in Spain. Each pair requires nearly 2,600 hectares of land to hunt over in summer, and even more in winter. This is a far from perfect environment for these great birds and Doñana pairs seldom raise as many young as those elsewhere in Spain.
In spring the marismas are alive with birds - some settling down to breed, others en route for more northern climes. Huge numbers of kites hang in the air, harriers send the duck scurrying skywards in fear of their lives. There are black-tailed godwit and ruff on their way to Holland and beyond, greenhank and wood sandpiper bound for Scandinavia, little stint and curlew sandpiper heading for northern Siberia and usually a marsh sandpiper that should be a thousand kilometres or more further east.
Overhead, vast flocks of whiskered terns wheel and circle along with a few gullbilled terns and racy pratincoles. There are swallows galore, some of them red-rumped, and bee-eaters and rollers perch on post and wire. All of these and more can be seen from the bridge at El Rocío - perhaps the best free birdwatching in Europe.
From bird hides at the reserve centre, just south of the bridge, you will hear Cetti's and Savi's warblers and watch egrets, herons and little bitterns come and go. Marsh harriers and kites are continually on view and sometimes a majestic imperial eagle will soar from the woods of Doñana over El Rocío to the Coto del Rey.
In mid-summer the temperature in the parched marismas easily exceeds 40°C. Aquatic birds that remain in the stagnant pools die of botulism, and each year thousands more die during the advancing drought in the Doñana. In August, there is almost nothing left of the marsh's aquatic fauna, but it is a good time for observing dozens of summer residents, which include griffon vulture, booted eagle, red and black kites, short toed eagle, Baillon's crake, purple gallinule, great spotted cuckoo, Scops owl, red necked nightjar, bee eater, hoopoe, calandra, short toed and thekla larks, golden oriole, azure winged magpie. Cetti's and Savi's warblers, tawny pipit, great grey shrike, woodchat shrike and serin.
Rivers
As part of the Guadalquivir delta, the park is riddled with creeks and streams, the main ones being the Brazo de la Torre, the Caño de Guadiamar and Caño Real. The park is dotted with ponds (lucios) that, like the marshlands themselves, can dry up almost completely in summer.
Walks
The core of the park is off-limits to independent walkers. There are footpaths, often with bird hides, leading from the following visitors' centres: El Acebuche, La Rocina and El Palacio del Acebrón. You can also walk alonside the park boundary on the Playa de Castilla, near Matalascañas. A signposted walk, the Sendero Laguna del Jaral Medano del Asperillo, is off the A494 at Km 47. Coming from Matalascañas, there is a car park on the left with an information board and map. It is a challenging circular 5.6km trail that crosses sand dunes and pine woods and will take around 3½ hours. It has superb views of the sea. Make sure you take plenty of water and go when it is not too hot.
Also signposted is the Sendero Cuesta del Maneli. This is a circular trail through the dunes and pine woodland between the road and the beach. It is 2.3km long and takes around 1½ hours and is easier than the Sendero Laguna del Jaral Medano del Asperillo. To get there, take the off the A494 Matalascañas-Mazagón road and at Km 38 there is a car park and information board.
Villages
El Rocío
Matalascañas
Mazagón
Sanlúcar de Barrameda
Villamanrique de la Condesa
Victory Liner Inc.
Bus Number: 8005
Model: Kinglong XMQ6118
Manufacturer: Xiamen Kinglong United (Kinglong Bus)
Chassis: LKLR1HSH86B6
Engine: Nissan Diesel PE6-T
Suspension: Leaf Spring Suspension
Seating Configuration: 2x2
Seating Capacity: 49 Passengers
Shot Location: Balintawak
Five Star Bus Company
Bus Number: 2201
Chassis Manufacturer: Nissan Diesel
Body Manufacturer: Santarosa Motor Works
Model: Exfoh
Chassis: Nissan Diesel JA450SSN
Engine: Nissan Diesel PF6-A
Suspension: Leaf Spring
Seating Configuration: 2x2
Capacity:
Shot Location: Five Star Bus Legarda Terminal
Victory Liner Inc.
Bus Number: 2124
Bus Manufacturer: Almazora Motors Corporation
Former Model: AMC Travel Star
Model: Exfutong
Chassis: MAN 18.310 HOCL-SKD
Engine: MAN D2866LOH
Suspension: Air Suspension
Seating Configuration: 2x2
Seating Capacity: 49
Shot Location: Balintawak
Del monte Land Transport bus company
Bus number: 813
Classification: Airconditioned Provincial Operation Bus
Model: Kinglong XMQ6129Y2 "Longwei"
Manufacturer: Xiamen Kinglong United Co. (Kinglong Bus)
Chassis: King Long XMQ6120R
Engine: Shanghai Hino P11C-UH
Suspension: Air Suspension
Seating Configuration: 2x2
Capacity: 45
Shot Location :Araneta Center Bus Station
Partas Trans
Bus Number: 81228
Chassis Manufacturer: MAN Truck and Bus
Body Manufacturer: Del Monte Motors Corporation
Model: Model: 18.310 (rebodied) DM11
Seating Configuration: 2x1
Capacity:29
Partas Cubao
thanks sa ride 81228 :)
www.youtube.com/watch?v=g7MLOlq9BbI
Shot Location: Partas Cubao Terminal
Victory Liner Inc.
Bus number: 7012
Area of Operation: Provincial Operation
Bus Manufacturer: Almazora Motor Corporation
Model: AMC Travel Star
Chassis: MAN 18.280 HOCL-CKD
Engine: MAN D0836LOH
Suspension: Air Suspension
Seating Configuration: 2x2
Seating Capacity: 49
Shot Location: Victory Liner Kamias Terminal
Bataan Transit Company Inc.
Bus number: 2356
Classification: Airconditioned Provincial Operation Bus
Coachbuilder: Santarosa Philippines Motor Works, Incorporated
Chassis: RB46S
Model: SR Exfoh
Engine: Nissan Diesel PE6T
Airconditioning unit: Sub-Engine
Suspension: Leaf Spring Suspension
Seating Configuration: 2x2
Seating Capacity: 49 Passengers
Shot Location: Bataan Transit Avenida Terminal. D.jose
DelMonte Land Transportation Bus Co. Greyhound Express Service
Bus Number: 22M
Classification: "Deluxe Type" Air Conditioned Provincial Operation Bus
Bus Body Model: DMMW DM14
Manufacturer: Del Monte Motor Works Inc.
Engine MAN D2066LOH
Chassis: MAN R39 18.430 HOCL Tipmatic
Suspension: Air Suspension
Seating Configuration: 2x1
Capacity: 29
Shot Location: Pasay
This artist concept shows the 70-metric-ton configuration of NASA's Space Launch System (SLS) during flight. (Note: artist concept updated July 30, 2013)
The Space Launch System, or SLS, will be designed to carry the Orion Multi-Purpose Crew Vehicle, as well as important cargo, equipment and science experiments to Earth's orbit and destinations beyond.
America’s new heavy-lift rocket will be the largest launch vehicle ever built and more powerful than the Saturn V rocket that carried Apollo astronauts to the moon. The 70-metric-ton configuration (77 tons) will lift more than 154,000 pounds and will provide 10 percent more thrust than the Saturn V rocket. The 130-metric-ton-configuration (143 tons) will lift more than 286,000 pounds and provide 20 percent more thrust than the Saturn V.
The first SLS mission — Exploration Mission 1 — in 2017 will launch an uncrewed Orion spacecraft to demonstrate the integrated system performance of the SLS rocket and spacecraft prior to a crewed flight.
Image credit: NASA/MSFC
More about SLS:
www.nasa.gov/exploration/systems/sls/index.html
More SLS Photos:
www.nasa.gov/exploration/systems/sls/multimedia/gallery/S...
Space Launch System Flickr photoset:
www.flickr.com/photos/28634332@N05/sets/72157627559536895/
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GV Florida/Dagupan Bus Co Inc.
Bus Number.: GD68
Classification: Air Conditioned Provincial Operation Bus
Model: DMMW DM14
Coachbuilder: Del Monte Motor Works, Inc.
Manufacturer: Pilipinas Hino, Inc.
Chassis: Hino RM2PSS
Engine: Hino P11C-TH
Suspension: Air Suspension
Seating configuration: 2x2
Capacity:
Shot Location: GV Florida Sampaloc Terminal
Victory Liner Inc.
Bus Number: 8007
Model : KingLong Xmq 6118 Y
Coachbuilder : Xiamen King Long United
Chassis : LKLR1HSH86B6
Engine : Nissan Diesel PE6T
Seating Configuration: 2x2
Capacity: 49
Shot Location: Cubao
Nikon D800E 70-200mm F/2.8 Nikkor Lens vs. Sony A7r 35mm F/2.8 Carl Zeiss Lens! Both in 45surfer bracket configurations, with Sony NEX-6 cameras attached to the upper cameras with a bracket, for shooting stills and video at the same time! Guess which is heavier! :) The new 45surfer rig is a bit lighter, but that will change a bit when Sony comes out with longer zooms for the Sony A7r.
Both are great! The Sony NEX-6 bracketed to the D800E has the 50mm F/1.8 lens on it, while the Sony NEX-6 bracketed to the Sony A7R has the 35mm F/2.8 lens on it!
Check out some video!
The Sony ILCE7R A7r rocks! Was using the B W 49mm Kaesemann Circular Polarizer MRC Filter on partly cloudy day with some intermittent sun, but mostly cloudy. Check out the low glare off the rocks and water and dramatic, polarizwer-enhanced sky! Super sharp images and crystal-clear pictures!
Was testing the Sony HVL-F60M External Flash on the Sony A7r. You can see it going off in some of the photos (check the exif if in doubt)--worked great, but it overheated a bit sooner than my Nikon flash on the D800E. But it's all good!
Here's some epic goddess video shot at the same time as stills using my 45surfer method/philosophy:
www.youtube.com/watch?v=bUbE0ay7UeI
www.youtube.com/watch?v=eC-M9fVwk9k
Join Johnny Ranger McCoy's youtube channel for goddess video shot @ the same time as the stills with the Sony A7 !
www.youtube.com/user/bikiniswimsuitmodels
Beautiful swimsuit bikini model goddess on a beautiful December Malibu afternoon! Shot it yesterday. :) Love, love, love the new Sony A7 R!
Was a fun test shoot. Many, many more to come!
All the best on your Epic Hero's Journey from Johnny Ranger McCoy!
Join my facebook!
www.facebook.com/45surfHerosJourneyMythology
Follow me on facebook www.facebook.com/elliot.mcgucken !
Victory Liner Tanker Truck
Truck Manufacturer: MAN Truck & Bus AG
Model: TGA 18.350
Chassis: MAN 18.350
Engine: MAN D2066LF03
Suspension:
Axle Configuration: 4x2
The Volkswagen Type 2, known officially (depending on body type) as the Transporter, Kombi or Microbus, or, informally, as the Bus (US) or Camper (UK), is a forward control panel van introduced in 1950 by the German automaker Volkswagen as its second car model. Following – and initially deriving from Volkswagen's first model, the Type 1 (Beetle) – it was given the factory designation Type 2.
As one of the forerunners of the modern cargo and passenger vans, the Type 2 gave rise to forward control competitors in the United States in the 1960s, including the Ford Econoline, the Dodge A100, and the Chevrolet Corvair 95 Corvan, the latter adopting the Type 2's rear-engine configuration.
European competition included the 1947-1981 Citroën H Van, the 1959-1980 Renault Estafette (both FF layout), and the 1953-1965 FR layout Ford Transit.
Japanese manufacturers also introduced the platform in different configurations, such as the Nissan Caravan, Toyota LiteAce and the Subaru Sambar.
Like the Beetle, the van has received numerous nicknames worldwide, including the "microbus", "minibus", and, because of its popularity during the counterculture movement of the 1960s, Hippie van/wagon, and still remains iconic for many hippies today.
Brazil contained the last factory in the world that produced the T2. Production in Brazil ceased on December 31, 2013, due to the introduction of more stringent safety regulations in the country. This marks the end of an era with the rear-engine Volkswagens manufactured (after the 2002 termination of its T3 successor in South Africa), which originated in 1935 with their Type 1 prototypes.
HISTORY
The concept for the Type 2 is credited to Dutch Volkswagen importer Ben Pon. (It has similarities in concept to the 1920s Rumpler Tropfenwagen and 1930s Dymaxion car by Buckminster Fuller, neither of which reached production.) Pon visited Wolfsburg in 1946, intending to purchase Type 1s for import to the Netherlands, where he saw an improvised parts-mover and realized something better was possible using the stock Type 1 pan. He first sketched the van in a doodle dated April 23, 1947, proposing a payload of 690 kg and placing the driver at the very front. Production would have to wait, however, as the factory was at capacity producing the Type 1.
When capacity freed up, a prototype known internally as the Type 29 was produced in a short three months. The stock Type 1 pan proved to be too weak so the prototype used a ladder chassis with unit body construction. Coincidentally the wheelbase was the same as the Type 1's. Engineers reused the reduction gear from the Type 81, enabling the 1.5 ton van to use a 25 hp (19 kW) flat four engine.
Although the aerodynamics of the first prototypes were poor (with an initial drag coefficient of Cd=0.75), engineers used the wind tunnel at the Technical University of Braunschweig to optimize the design. Simple changes such as splitting the windshield and roofline into a "vee" helped the production Type 2 achieve Cd=0.44, exceeding the Type 1's Cd=0.48. Volkswagen's new chief executive officer Heinz Nordhoff (appointed 1 January 1948) approved the van for production on 19 May 1949 and the first production model, now designated Type 2, rolled off the assembly line to debut 12 November. Only two models were offered: the Kombi (with two side windows and middle and rear seats that were easily removable by one person), and the Commercial. The Microbus was added in May 1950, joined by the Deluxe Microbus in June 1951. In all 9,541 Type 2s were produced in their first year of production.
An ambulance model was added in December 1951 which repositioned the fuel tank in front of the transaxle, put the spare tire behind the front seat, and added a "tailgate"-style rear door. These features became standard on the Type 2 from 1955 to 1967. 11,805 Type 2s were built in the 1951 model year. These were joined by a single-cab pickup in August 1952, and it changed the least of the Type 2s until all were heavily modified in 1968.
Unlike other rear engine Volkswagens, which evolved constantly over time but never saw the introduction of all-new models, the Transporter not only evolved, but was completely revised periodically with variations retrospectively referred to as versions "T1" to "T5" (a nomenclature only invented after the introduction of the front-drive T4 which replaced the T25). However, only generations T1 to T3 (or T25 as it is still called in Ireland and Great Britain) can be seen as directly related to the Beetle (see below for details).
The Type 2, along with the 1947 Citroën H Van, are among the first 'forward control' vans in which the driver was placed above the front roadwheels. They started a trend in Europe, where the 1952 GM Bedford CA, 1958 RAF-977, 1959 Renault Estafette, 1960 BMC Morris J4, and 1960 Commer FC also used the concept. In the United States, the Corvair-based Chevrolet Corvan cargo van and Greenbrier passenger van went so far as to copy the Type 2's rear-engine layout, using the Corvair's horizontally opposed, air-cooled engine for power. Except for the Greenbrier and various 1950s–70s Fiat minivans, the Type 2 remained unique in being rear-engined. This was a disadvantage for the early "barndoor" Panel Vans, which could not easily be loaded from the rear because the engine cover intruded on interior space, but generally advantageous in traction and interior noise.
VARIANTS
The Type 2 was available as a:
Panel van, a delivery van without side windows or rear seats.
Double-door Panel Van, a delivery van without side windows or rear seats and cargo doors on both sides.
High Roof Panel Van (German: Hochdach), a delivery van with raised roof.
Kombi, from German: Kombinationskraftwagen (combination motor vehicle), with side windows and removable rear seats, both a passenger and a cargo vehicle combined.
Bus, also called a Volkswagen Caravelle, a van with more comfortable interior reminiscent of passenger cars since the third generation.
Lotação (share-taxi), a version exclusive to Brazil, with 6 front-hinged doors for the passenger area and 4 bench-seats, catering to the supplemental public transport segment.[citation needed] Available from 1960 to 1989, in both the split-window and "clipper" (fitted with the bay-window front panel) bodystyles.
Samba-Bus, a van with skylight windows and cloth sunroof, first generation only, also known as a Deluxe Microbus. They were marketed for touring the Alps.
Flatbed pickup truck, or Single Cab, also available with wider load bed.
Crew cab pick-up, a flatbed truck with extended cab and two rows of seats, also called a Doka, from German: Doppelkabine.
Westfalia camping van, "Westy", with Westfalia roof and interior. Included optional "pop up" top.
Adventurewagen camping van, with high roof and camping units from Adventurewagen.
Semi-camping van that can also still be used as a passenger car and transporter, sacrificing some camping comforts. "Multivan" or "Weekender", available from the third generation on.
Apart from these factory variants, there were a multitude of third-party conversions available, some of which were offered through Volkswagen dealers. They included, but were not limited to, refrigerated vans, hearses, ambulances, police vans, fire engines and ladder trucks, and camping van conversions by companies other than Westfalia. There were even 30 Klv 20 rail-going draisines built for Deutsche Bundesbahn in 1955.
In South Africa, it is known as a well-loved variation of the ice cream van (first, second and third generations). The mere sight of one (in South Africa) sparks the familiar rhyme: I scream, We scream, We all scream for Ice-Cream!
FIRST GENERATION (T1; 1950–1967)
The first generation of the Volkswagen Type 2 with the split windshield, informally called the Microbus, Splitscreen, or Splittie among modern fans, was produced from 8 March 1950 through the end of the 1967 model year. From 1950 to 1956, the T1 (not called that at the time) was built in Wolfsburg; from 1956, it was built at the completely new Transporter factory in Hanover. Like the Beetle, the first Transporters used the 1100 Volkswagen air-cooled engine, an 1,131 cc, DIN-rated 18 kW (24 PS; 24 bhp), air-cooled flat-four-cylinder 'boxer' engine mounted in the rear. This was upgraded to the 1200 – an 1,192 cc 22 kW (30 PS; 30 bhp) in 1953. A higher compression ratio became standard in 1955; while an unusual early version of the 30 kW (41 PS; 40 bhp) engine debuted exclusively on the Type 2 in 1959. This engine proved to be so uncharacteristically troublesome that Volkswagen recalled all 1959 Transporters and replaced the engines with an updated version of the 30 kW engine. Any 1959 models that retain that early engine today are true survivors. Since the engine was totally discontinued at the outset, no parts were ever made available.
The early versions of the T1 until 1955 were often called the "Barndoor" (retrospectively called T1a since the 1990s), owing to the enormous rear engine cover, while the later versions with a slightly modified body (the roofline above the windshield is extended), smaller engine bay, and 15" roadwheels instead of the original 16" ones are nowadays called the T1b (again, only called this since the 1990s, based on VW's retrospective T1,2,3,4 etc. naming system.). From the 1964 model year, when the rear door was made wider (same as on the bay-window or T2), the vehicle could be referred to as the T1c. 1964 also saw the introduction of an optional sliding door for the passenger/cargo area instead of the outwardly hinged doors typical of cargo vans.
In 1962, a heavy-duty Transporter was introduced as a factory option. It featured a cargo capacity of 1,000 kg instead of the previous 750 kg, smaller but wider 14" roadwheels, and a 1.5 Le, 31 kW (42 PS; 42 bhp) DIN engine. This was so successful that only a year later, the 750 kg, 1.2 L Transporter was discontinued. The 1963 model year introduced the 1500 engine – 1,493 cc as standard equipment to the US market at 38 kW (52 PS; 51 bhp) DIN with an 83 mm bore, 69 mm (2.72 in) stroke, and 7.8:1 compression ratio. When the Beetle received the 1.5 L engine for the 1967 model year, its power was increased to 40 kW (54 PS; 54 bhp) DIN.
German production stopped after the 1967 model year; however, the T1 still was made in Brazil until 1975, when it was modified with a 1968–79 T2-style front end, and big 1972-vintage taillights into the so-called "T1.5" and produced until 1996. The Brazilian T1s were not identical to the last German models (the T1.5 was locally produced in Brazil using the 1950s and 1960s-era stamping dies to cut down on retooling, alongside the Beetle/Fusca, where the pre-1965 body style was retained), though they sported some characteristic features of the T1a, such as the cargo doors and five-stud 205 mm Pitch Circle Diameter rims. Wheel tracks varied between German and Brazilian production and with 14-inch, 15-inch and 16-inch wheel variants but commonly front track varied from 1290 mm to 1310 mm and rear track from 1370 mm to 1390 mm.
Among American enthusiasts, it is common to refer to the different models by the number of their windows. The basic Kombi or Bus is the 11-window (a.k.a. three-window bus because of three side windows) with a split windshield, two front cabin door windows, six rear side windows, and one rear window. The DeLuxe model featured eight rear side windows and two rear corner windows, making it the 15-window (not available in Europe). Meanwhile, the sunroof DeLuxe with its additional eight small skylight windows is, accordingly, the 23-window. From the 1964 model year, with its wider rear door, the rear corner windows were discontinued, making the latter two the 13-window and 21-window respectively. The 23- and later 21-window variants each carry the nickname 'Samba', or in Australia, officially 'Alpine'.
SAMBA
The Volkswagen Samba, in the United States also known as Sunroof Deluxe, was the most luxurious version of the T1. Volkswagen started producing Sambas in 1951.
Originally Volkswagen Vans were classified according to the number of windows they had. This particular model had 23 and later 21 windows including eight panoramic windows in the roof. To distinguish it from the normal 23 or 21-window Volkswagen van the name Samba was coined.
Instead of a sliding door at the side the Samba had two pivot doors. In addition the Samba had a fabric sunroof. At that time Volkswagen advertised with the idea of using the Samba to make tourist trips through the Alps.
Sambas were painted standard in two colors. Usually, the upper part was colored white. The two colored sections were separated by a decorative strip. Further the bus had a so-called "hat": at the front of the van the roof was just a little longer than the car itself to block the sun for the driver. The windows had chrome tables and the van had a more comprehensive dashboard than the normal T1.
When Volkswagen started producing the successor of the T1 (the T2) the company also stopped producing the Samba so there are no Sambas in later versions of the Transporter.
US CHICKEN TAX
Certain models of the Volkswagen Type 2 played a role in a historic episode during the early 1960s, known as the Chicken War. France and West Germany had placed tariffs on imports of U.S. chicken. Diplomacy failed, and in January 1964, two months after taking office, President Johnson imposed a 25% tax (almost ten times the average U.S. tariff) on potato starch, dextrin, brandy, and light trucks. Officially, the tax targeted items imported from Europe as approximating the value of lost American chicken sales to Europe.
In retrospect, audio tapes from the Johnson White House, revealed a quid pro quo unrelated to chicken. In January 1964, President Johnson attempted to convince United Auto Workers' president Walter Reuther not to initiate a strike just before the 1964 election, and to support the president's civil rights platform. Reuther, in turn, wanted Johnson to respond to Volkswagen's increased shipments to the United States.
The Chicken Tax directly curtailed importation of German-built Type 2s in configurations that qualified them as light trucks – that is, commercial vans (panel vans) and pickups. In 1964, U.S. imports of automobile trucks from West Germany declined to a value of $5.7 million – about one-third the value imported in the previous year. After 1971, Volkswagen cargo vans and pickup trucks, the intended targets, "practically disappeared from the U.S. market". While post-1971 Type 2 commercial vans and single-cab and double-cab pickups can be found in the United States today, they are exceedingly rare. Any post-1971 specimen found ostensibly has had its import tariff paid. As of 2013, the "chicken tax" remains in effect.
SECOND GENERATION (T2; 1967–1979)
In late 1967, the second generation of the Volkswagen Type 2 (T2) was introduced. It was built in 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").
This second-generation Type 2 lost its distinctive split front windshield, and was slightly larger and considerably heavier than its predecessor. Its common nicknames are Breadloaf and Bay-window, or Loaf and Bay for short. At 1.6 L and 35 kW (48 PS; 47 bhp) DIN, the engine was also slightly larger. The battery and electrical system was upgraded to 12 volts, making it incompatible with electric accessories from the previous generation. 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 updated Bus transaxle is usually sought after by off-road racers using air-cooled Volkswagen components.
The T2b was introduced by way of gradual change over three years. 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). The 1971 Type 2 featured a new, 1.6 L engine with dual intake ports on each cylinder head and was DIN-rated at 37 kW (50 PS; 50 bhp). An important change came with the introduction of front disc brakes and new roadwheels with brake ventilation holes and flatter hubcaps. Up until 1972, front indicators are set low on the nose rather than high on either side of the fresh air grille – giving rise to their being nicknamed "Low Lights". 1972's most prominent change was a bigger engine compartment to fit the larger 1.7- to 2.0-litre engines from the Volkswagen Type 4, and a redesigned rear end which eliminated the removable rear apron and introduced the larger late tail lights. The air inlets were also enlarged to accommodate the increased cooling air needs of the larger engines.
In 1971 the 1600cc Type 1 engine as used in the Beetle, was supplemented with the 1700cc Type 4 engine – as it was originally designed for the Type 4 (411 and 412) models. European vans kept the option of upright fan Type 1 1600 engine but the 1700 Type 4 became standard for US spec models.
In the Type 2, the Type 4 engine was an option for the 1972 model year onward. This engine was standard in models destined for the US and Canada. Only with the Type 4 engine did an automatic transmission become available for the first time in the 1973 model year. Both engines displaced 1.7 L, DIN-rated at 49 kW (67 PS; 66 bhp) with the manual transmission and 46 kW (63 PS; 62 bhp) with the automatic. The Type 4 engine was enlarged to 1.8 L and 50 kW (68 PS; 67 bhp) DIN for the 1974 model year and again to 2.0 L and 52 kW (71 PS; 70 bhp) DIN for the 1976 model year. The two-litre option appeared in South African manufactured models during 1976, originally only in a comparably well-equipped "Executive" model. The 1978 2.0 L now featured hydraulic valve lifters, eliminating the need to periodically adjust the valve clearances as on earlier models. The 1975 and later U.S. model years received Bosch L-Jetronic electronic fuel injection as standard equipment; 1978 was the first year for electronic ignition, utilizing a hall effect sensor and digital controller, eliminating maintenance-requiring contact-breaker points. As with all Transporter engines, the focus in development was not on power, but on low-end torque. The Type 4 engines were considerably more robust and durable than the Type 1 engines, particularly in Transporter service.
In 1972, for the 1973 model year, exterior revisions included relocated front turn indicators, squared off and set higher in the valance, above the headlights. Also, square-profiled bumpers, which became standard until the end of the T2 in 1979, were introduced in 1973. Crash safety improved with this change because of a compressible structure behind the front bumper. This meant that the T2b was capable of meeting US safety standards for passenger cars of the time, though not required of vans. The "VW" emblem on the front valance became slightly smaller.
Later model changes were primarily mechanical. By 1974, the T2 had gained its final shape. Very late in the T2's design life, during the late 1970s, the first prototypes of Type 2 vans with four-wheel drive (4WD) were built and tested.
T2c
The T2c, with a roof raised by about 10 cm was built starting in the early 1990s for the South American and Central American markets. Since 1991, the T2c has been built in México with the water-cooled 1.8 L inline four-cylinder 53 kW (72 PS; 71 bhp) carbureted engine - easily identified by the large, black front-mounted radiator - and since 1995 with the 1.6 L air-cooled engines for the Brazilian market.
Once production of the original Beetle was halted in late 2003, the T2 was the only Volkswagen model with an air-cooled, rear-mounted boxer engine, but then the Brazilian model shifted to a water-cooled engine on 23 December 2005. There was a 1.6 L 50 hp (37 kW; 51 PS) water-cooled diesel engine available from 1981 to 1985, which gave fuel economy of 15 km/l to 18 km/l - but gave slow performance and its insufficient cooling system led to short engine life.
The end of the Volkswagen air-cooled engine on a worldwide basis was marked by a Special Edition Kombi. An exclusive Silver paint job, and limited edition emblems were applied to only 200 units in late 2005, and were sold as 2006 models.
Stricter emissions regulations introduced by the Brazilian government for 2006 forced a shift to a flexible-fuel water-cooled engine[citation needed] able to run on petrol or alcohol. Borrowed from the Volkswagen Fox, the engine is a rear-mounted EA-111 1.4 L 8v Total Flex 1,390 cc, 58 kW (79 PS; 78 bhp) on petrol, and 60 kW (82 PS; 80 bhp) when run on ethanol, and 124 N·m (91 lbf·ft) torque. This version was very successful, despite the minor changes made to the overall T2-bodied vehicle. It still included the four-speed transmission, but a new final-drive ratio enabled cruising at 120 km/h (75 mph) at 4,100 rpm. Top speed was 130 km/h (81 mph). 0 to 100 km/h (0 to 62 mph) acceleration took 22.7 seconds (vs. 29.5 seconds for the last air-cooled version). Other improvements included 6.6% better fuel economy, and nearly 2 dB less engine noise.
The Volkswagen Type 2 is by far the longest model run in Brazil, having been introduced in September 1950 as the Volkswagen "Kombi", a name it has kept throughout production.[citation needed] Only produced in two versions, bus (nine-seater or 12-seater – a fourth row is added for metro transportation or school bus market) or panel van, it offers only one factory option, a rear window defogger.[citation needed] As of June 2009, the T2 was being built at the Volkswagen Group's São Bernardo do Campo plant at a rate of 97 per day.
The production of the Brazilian Volkswagen Kombi ended in 2013 with a production run of 600 Last Edition vehicles.[28] A short movie called "Kombi's last wishes" was made by VW Brazil.
POST_TYPE 2 GENERATIONS
THIRD GENERATION (T3; 1979–1992)
The Volkswagen Type 2 (T3) also known as the T25, (or Vanagon in the United States), the T3 platform was introduced in 1980, and was one of the last new Volkswagen platforms to use an air-cooled engine. The Volkswagen air-cooled engine was phased out for a water-cooled boxer engine (still rear-mounted) in 1984. Compared to its predecessor the T2, the T3 was larger and heavier, with square corners replacing the rounded edges of the older models. The T3 is sometimes called "the wedge" by enthusiasts to differentiate it from earlier Kombis.
FOURTH GENERATION (T4; 1990–2003)
Since 1990, the Transporter in most world markets has been front-engined and water-cooled, similar to other contemporary Volkswagens, almost two decades later than it did for the passenger cars. T4s are marketed as Transporter in Europe. In the United States, Volkswagen Eurovan is the brand name.
FITH GENERATION (T5; 2003–2015)
The Volkswagen Transporter T5 range is the fifth generation of Volkswagen Commercial Vehicles medium-sized light commercial vehicle and people movers. Launched 6 January 2003, the T5 went into full production in April 2003, replacing the fourth generation range.
Key markets for the T5 are Germany, the United Kingdom, Russia, France and Turkey. It is not sold in the US market because it is classed as a light truck, accruing the 25% chicken tax on importation. The T5 has a more aerodynamic design. The angle of the windshield and A-pillar is less; this makes for a large dashboard and small bonnet.
In June 2009, Volkswagen Commercial Vehicles announced the one-millionth T5 rolled off the production line in Hanover.
T5 GP introduced in 2010. Heavily face-lifted with some new power plants including the 180 bi-turbo range topper. These new engines saw the demise of the now "dirty" 5 cylinder units.
Late 2015 will see the arrival of the "Neu Sechs", the New 6. The T6 will offer further engine changes in early 2016, but will launch with the previous generation engines. The new engines will see the introduction of Ad-Blu to meet with euro 6 emission compliance. The new 6 was expected by many to be more than just a face lift.
With the T6 now hitting the roads it is very clear it would appear to be just a face lift. New front, new tailgate and a new dash. There are quality improvements, sound deadening, new colours and improved consumption, but many believe VW have missed an opportunity to go back to the top.
Sixth generation (T6; 2015–)
The new T6 will launch with the old Euro 5 non AdBlue power-plants, but will be offered with a Euro 6 diesel engine with 204bhp and AdBlue. Three further Euro 6 Adblue diesel power-plants with 84ps, 102ps and 150ps will also be offered.
There is some debate in the community over whether the T6 is a new model, or simply a face-lift. There are obvious external changes to the nose and tailgate, while internally there is a new dash in 2 versions. Volkswagen are claiming refinement to ride, handling and noise levels.
ADDITIONAL DEVELOPMENTS
In 2001, a Volkswagen Microbus Concept was created, with design cues from the T1 generation in a spirit similar to the New Beetle nostalgia movement. Volkswagen planned to start selling it in the United States market in 2007, but it was scrapped in May 2004 and replaced with a more cost-effective design to be sold worldwide.
NAMES AND NICKNAMES
Like the Beetle, from the beginning, the Type 2 earned many nicknames from its fans. Among the most popular,[citation needed] at least in Germany, are VW-Bus and Bulli (or Bully) or Hippie-van or the bus. The Type 2 was meant to be officially named the Bully, but Heinrich Lanz, producer of the Lanz Bulldog farm tractor, intervened. The model was then presented as the Volkswagen Transporter and Volkswagen Kleinbus, but the Bully nickname still caught on.
The official German-language model names Transporter and Kombi (Kombinationskraftwagen, combined-use vehicle) have also caught on as nicknames. Kombi is not only the name of the passenger variant, but is also the Australasian and Brazilian term for the whole Type 2 family; in much the same way that they are all called VW-Bus in Germany, even the pickup truck variations. In Mexico, the German Kombi was translated as Combi, and became a household word thanks to the vehicle's popularity in Mexico City's public transportation system. In Peru, where the term Combi was similarly adopted, the term Combi Asesina (Murdering Combi) is often used for buses of similar size, because of the notorious recklessness and competition of bus drivers in Lima to get passengers. In Portugal it is known as Pão-de-Forma (Breadloaf) because its design resembles a bread baked in a mold. Similarly, in Denmark, the Type 2 is referred to as Rugbrød (Rye bread). Finns dubbed it Kleinbus (mini-bus), as many taxicab companies adopted it for group transportation; the name Kleinbus has become an appellative for all passenger vans. The vehicle is also known as Kleinbus in Chile.
In the US, however, it is a VW bus, a "vee-dub", a minibus, a hippie-mobile, hippie bus, or hippie van, "combie", Microbus or a Transporter to aficionados. The early versions produced before 1967 used a split front windshield (giving rise to the nickname "Splitty"), and their comparative rarity has led to their becoming sought after by collectors and enthusiasts. The next version, sold in the US market from 1968 to 1979, is characterised by a large, curved windshield and is commonly called a "bay-window". It was replaced by the Vanagon, of which only the Westfalia camper version has a common nickname, "Westy".
It was called Volksie Bus in South Africa, notable in a series of that country's TV commercials. Kombi is also a generic nickname for vans and minibuses in South Africa and Swaziland, often used as a means of public transportation. In Nigeria it was called Danfo.
In the UK, it is known as a "Campervan". In France, it was called a "camping-car" (usually hyphenated) though this has been expanded to include other, often more specialized vehicles in more recent times.
MEXICAN PRODUCTION
T2 production began in 1970 at the Puebla assembly factory.
Offered initially only as a nine-passenger version called the Volkswagen Kombi, and from 1973 also its cargo van version called the Volkswagen Panel, both variants were fitted with the 1.5 L air-cooled boxer engine and four-speed manual gearbox. In 1974, the 1.6 L 44 bhp (33 kW; 45 PS) boxer engine replaced the 1.5 previous one, and production continued this way up to 1987. In 1987, the water-cooled 1.8 L 85 bhp (63 kW; 86 PS) inline four-cylinder engine replaced the air-cooled 1.6 L. This new model is recognisable by its black grille (for its engine coolant radiator), bumpers and moldings.
In 1975, Volkswagen de Mexico ordered two specially made pickups from Germany, one single cab and one double cab, for the Puebla plant. These were evaluated for the possibility of building pickups in Mexico, and were outfitted with every option except the Arctic package, including front and rear fog lights, intermittent wipers, trip odometer, clock, bumper rubber, PVC tilt, and dual doors on the single cab storage compartment. VW de Mexico was interested in having the lights, wiring, brake systems and other parts manufactured in Mexico. Ultimately, VW de Mexico declined to produce pickups, and the pickups were sold to an Autohaus, a Volkswagen dealer in San Antonio, Texas, since they could not be sold in Mexico. By law, no German-made Volkswagens were to be sold in Mexico. These are probably the only pickups that were produced in Germany for Mexican import, and have the "ME" export code on the M-code plate. The green double cab was sold to a new owner in New York, and has been lost track of. The light gray (L345, licht grau) single cab still exists. Pickups were not manufactured in Mexico, nor were they imported into Mexico from Germany, save for these two examples.
In 1988, a luxury variant – the Volkswagen Caravelle – made its debut in the Mexican market to compete with the Nissan Ichi Van, which was available in cargo, passenger and luxury versions.
The main differences between the two are that the Caravelle was sold as an eight-passenger version, while the Combi was available as a nine-passenger version, the Caravelle was only painted in metallic colors, while the Combi was only available in non-metallic colors, and the Caravelle was fitted with an AM/FM stereo cassette sound system, tinted windows, velour upholstery, reading lights, mid and rear headrests, and wheel covers from the European T25 model.
In 1991, the 10 cm higher roof made its debut in all variants, and the Combi began to be offered in eight- or nine-passenger variants. In 1991, since Mexican anti-pollution regulations required a three-way catalytic converter, a Digifant fuel injection system replaced the previous carburetor. The three variants continued without change until 1994.
In 1994, production ended in Mexico, with models being imported from Brazil. The Caravelle was discontinued, and both the Combi and the Panel were only offered in white color and finally in 2002, replaced by the T4 EuroVan Pasajeros and EuroVan Carga, passenger and cargo van in long wheelbase version, inline five-cylinder 2.5 L 115 bhp and five-speed manual gearbox imported from Germany.
WIKIPEDIA
Partas Trans
Bus Number: 81208
Body: Del Monte Motors Corporation
Model: DMMC DM10 s3
Chassis: MAN 18.310 HOCL
Engine: MAN D2866LOH27
Suspension : Airsus
Seating Configuration: 2x2
Capacity: 49
Shot Location : Valenzuela City
Pangasinan FiveStar Bus Company
Bus Number: 1008
Bus Manufacturer: Higer Bus (China)
Bus Model: MAN Higer A80
Chassis: MAN R39 18.350 HOCL
Engine: MAN D2066LOH
Seating Configuration: 2x2
Capacity: 49
Shot Location: Five Star Cubao Terminal
Peñafrancia Tours & Travel Transport Inc
Bus number: 32
Classification: Airconditioned Provincial Operation Bus
Seating Configuration: 2x2
Model: JAC Coach HK6124AM1
Manufacturer: Anhui JAC Coaches Co. Ltd.
Chassis: HFC6124KAYD3
Engine: YuChai YC6L310-30
Suspension: Air Suspension
Shot Location: Hotel Sogo Caloocan City
Maria De Leon Trans
Bus number: 7
Classification: Airconditioned Provincial Operation Bus
Coachbuilder: Nissan Diesel Philippines, Corporation
Chassis: Nissan Diesel JA520SAN
Model: NDPC Euro Bus
Engine: Nissan Diesel RF8
Airconditioning Unit: Overhead Unit
Suspension: Air-Suspension
Seating Configuration: 2x2
Seating Capacity: 41 Passengers
Shot Location: Sampaloc
Solid North
Bus Number: 1623
Classification: Airconditioned Provincial Operation Bus
Seating Configuration: 2x2
Seating Capacity: 45 Passengers
Model: Yutong ZK6107HA
Manufacturer: Zhengzhou Yutong Bus Company, Ltd. (Yutong Bus)
Chassis: Yutong ZK6107CRA (LZYTBTD6)
Engine: YuChai YC6A260
Suspension: Air Suspension
Shot Location: North EDSA
Elavil Tours Phils, Inc
Bus number: 7668
Classification: Ordinary Provincial Operation Bus
Coachbuilder: Pilipinas Hino
Model: Partex Grandeza Body
Engine:
Suspension: Leaf Spring Suspension
Chassis:
Seating Configuration: 2x3
Capacity:
Shot Location: Araneta Center Bus Station
GV Florida Transport
Bus Number:
Classification: Air Conditioned Provincial Operation Bus
Model: PHI Grandeza (GV Florida Grandeza)
Manufacturer: Pilipinas Hino, Inc.
Chassis: RM2P
Engine P11C-TH
Suspension Air Suspension "Wide Sus"
Seating Configuration: 2x2
Capacity:
Shot Location: Sampaloc
Victory Liner Inc.
Bus Number: 1
Bus Manufacturer: Santarosa Motor Works, Inc.
Model: NV SR620
Chassis: Hyundai KMJRL18CPAC Aero Xpress HSX
Engine: Hyundai D6AC-A
Suspension: Air Suspension
Seating Configuration: 2x1
Seating Capacity: 29
Shot Location: Victory Liner Sampaloc Terminal Earnshaw
Victory Liner Inc.
Bus Number: 1600
Model: SR Exfoh Hi-Deck
Manufacturer: Santarosa Philippines Motor Works, Inc.
Chassis: MAN 18.310 (A55)
Engine: D2866LOH27
Suspension: Air-suspension
Classification: Airconditioned Provincial Operation Bus
Seating Configuration: 2x2
Seating Capacity: 49 Passengers
Shot Location:Balintawak
Cavite Batangas Transport Service Corp.
Bus Number: 8394
Model: Hino Grandecho RK
Engine: Hino JO8C-TK
Chassis: RK1JST
Suspension: Leaf Spring Suspension
Layout: Rear Mounted Engine, Rear Wheel Drive
Coachbuilder: Pilipinas Hino, Inc.
Seating Configuration: 2x3 Layout
Seating Capacity: 61
Shot Location: Aguinaldo highway