Company/Owner: JoyBus/Genesis Transport Services, Inc.

Fleet/Bus Number: 81863*

Classification: Air-conditioned First Class Provincial/Tourist Chartered Bus (with restroom)

Coachbuilder: Zhongtong Bus Holding Company, Ltd.

Body Model: Zhongtong LCK6128H Magnate

Engine Model: Yuchai YC6L330-30 (L47RA)

Chassis Model: Zhongtong LCK6**** (LDYCCS2C5H)

Transmission: 6-speed Manual Transmission

Suspension: Air Suspension

Seating Configuration: 2×1

Seating Capacity: 28

Franchise Route: Baguio City–Domestic via North Expressway EDSA

Route: Baguio City, Benguet–Pasay City via N208 (Aspiras–Palispis Highway/Marcos Highway/Agoo–Baguio) / N209 (Pugo–Rosario Road)) / E1 (TPLEX-Pozorrubio–NLEX-Balintawak)

Municipalities/cities passing: Tuba/Pugo/Rosario/Sison/Pozorrubio

Type of Operation: Provincial Operation Public Utility Bus (Premier Class/First Class; Tourist Class)

Area of Operation: Cordillera Administrative Region (CAR)

Shot location: NLEX-Bocaue, Bulacan

Date and time taken: May 16, 2018 (7:14H)

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 and routes (for provincial, inter-provincial, and city operation) 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.

Pangasinan Five Star

OMC

The best fit configuration ever for me.

- The new Compass Randonneur 42cm handlebars on a 5cm Nitto stem have finally given me the right fit for drop bars with no pain on my hands or neck.

- The Nitto lugged seat post with its extended setback has allowed me to position the saddle right where I want it, which the standard Nitto seat post didn't allow.

- The Brooks C17 is the most comfortable saddle I've ever tried on a road bike. It's now on all my bikes. Couldn't quite find the same experience with the leather saddles.

- The 35mm Compass Bon Jon Pass are a world of difference better and smoother than the 35 Schwalbe Marathon tires and even the 32 Cypress Legers I had after the Marathons.

PEÑAFRANCIA Tours and Travel Transport, Inc

Demon Configuration: 2Ra+d8 / 2Rm / 1G / 2W

Mobile Frame Hangar Post

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Built for Mobile Frame Zero - a tabletop wargame.

Mobile Frame Hangar (MFZ Community Forums).

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Five Star Bus Company.

Norita 66 | Kodak Portra 400

Royal Cargo

Depuis Saint André de Cubzac ,Bordeaux, Gironde, Aquitaine, France

`Une éclipse solaire (ou plus exactement une occultation solaire, voir Terminologie) se produit lorsque la Lune se place devant le Soleil, occultant totalement ou partiellement l'image du Soleil depuis la Terre. Cette configuration peut se produire uniquement durant la nouvelle lune, quand le Soleil et la Lune sont en conjonction par rapport à la Terre.

Dans des époques reculées, mais aussi dans certaines cultures actuelles, il est attribué aux éclipses solaires des propriétés mystiques. Les éclipses solaires peuvent être effrayantes pour des personnes ignorant la nature relativement inoffensive de ce phénomène astronomique. En effet, le Soleil disparait soudainement au cours de la journée et le ciel s'obscurcit en quelques minutes.

Les éclipses totales de Soleil à un endroit donné de la Terre sont des événements très rares et de courte durée (pas plus de 8 minutes1). Quel que soit le lieu sur Terre, la totalité est observée uniquement sur une bande étroite qui correspond au passage de l'ombre portée de la Lune sur la surface terrestre. Une éclipse totale solaire est un phénomène naturel spectaculaire et de nombreuses personnes envisagent de voyager pour assister à ce type d’événement, ce sont les « chasseurs d'éclipses ».

L'éclipse totale de 1999 en Europe, était considérée, au moment où elle eut lieu, comme l'éclipse qui eut le plus d'observateurs de l'histoire humaine[réf. souhaitée] ; ce qui a permis d'augmenter l'information du public sur cette curiosité.

As seen from the Earth, a solar eclipse is a type of eclipse that occurs when the Moon passes between the Sun and Earth, and the Moon fully or partially blocks ("occults") the Sun. This can happen only at new moon, when the Sun and the Moon are in conjunction as seen from Earth in an alignment referred to as syzygy. In a total eclipse, the disk of the Sun is fully obscured by the Moon. In partial and annular eclipses, only part of the Sun is obscured.

If the Moon were in a perfectly circular orbit, a little closer to the Earth, and in the same orbital plane, there would be total solar eclipses every single month. However, the Moon's orbit is inclined (tilted) at more than 5 degrees to the Earth's orbit around the Sun (see ecliptic), so its shadow at new moon usually misses Earth. Earth's orbit is called the ecliptic plane as the Moon's orbit must cross this plane in order for an eclipse (both solar as well as lunar) to occur. In addition, the Moon's actual orbit is elliptical, often taking it far enough away from Earth that its apparent size is not large enough to block the Sun totally. The orbital planes cross each other at a line of nodes resulting in at least two, and up to five, solar eclipses occurring each year; no more than two of which can be total eclipses.[1][2] However, total solar eclipses are rare at any particular location because totality exists only along a narrow path on the Earth's surface traced by the Moon's shadow or umbra.

An eclipse is a natural phenomenon. Nevertheless, in some ancient and modern cultures, solar eclipses have been attributed to supernatural causes or regarded as bad omens. A total solar eclipse can be frightening to people who are unaware of its astronomical explanation, as the Sun seems to disappear during the day and the sky darkens in a matter of minutes.

Since looking directly at the Sun can lead to permanent eye damage or blindness, special eye protection or indirect viewing techniques are used when viewing a solar eclipse. It is technically safe to view only the total phase of a total solar eclipse with the unaided eye and without protection; however, this is a dangerous practice, as most people are not trained to recognize the phases of an eclipse, which can span over two hours while the total phase can only last up to 7.5 minutes for any one location. People referred to as eclipse chasers or umbraphiles will travel to remote locations to observe or witness predicted central solar eclipses.[3][4]

Un eclipse solar es el fenómeno que se produce cuando la Luna oculta al Sol, desde la perspectiva de la Tierra. Esto sólo puede pasar durante la luna nueva (Sol y Luna en conjunción).1

Eine irdische Sonnenfinsternis oder Eklipse (griechisch: ἔκλειψις ékleipsis „Überlagerung, Verdeckung, Auslöschung“) ist ein astronomisches Ereignis, bei dem die Sonne von der Erde aus gesehen durch den Mond ganz oder teilweise verdeckt wird, der somit zu Neumond einigen Erdbewohnern „in der Sonne steht“.

Sonne und Mond erscheinen einem Beobachter auf der Erde mit annähernd dem gleichen scheinbaren Durchmesser und so kann die Mondscheibe die Sonnenscheibe manchmal gerade vollständig bedecken. Die bei solch einer totalen Sonnenfinsternis auf die Erde fallende Spur des Kernschattens des Mondes ist allerdings maximal einige hundert Kilometer breit. Hingegen misst der Halbschatten des Mondes – wegen der flächigen Lichtquelle Sonne ein Übergangsschatten mit fließendem Helligkeitsübergang – mehrere tausend Kilometer, so dass dann von mehr als einem Viertel der Erdoberfläche aus eine partielle Verfinsterung der Sonne zu beobachten ist.

Un'eclissi solare è un noto fenomeno ottico di oscuramento di tutto o di una parte del disco solare da parte della Luna visto dalla Terra che si verifica durante il novilunio. Si tratta di un evento piuttosto raro: Sole, Luna e Terra devono essere perfettamente allineati in quest'ordine; ciò è possibile solo quando la Luna, la cui orbita è inclinata di cinque gradi rispetto all'eclittica, interseca quest'ultima in un punto detto nodo. Quando il nodo si trova tra la Terra e il Sole, l'ombra della Luna passa in alcuni punti della superficie terrestre e si assiste a un'eclissi solare. Se invece il nodo si trova dalla parte opposta, si ha un'eclissi lunare.

En solformørkelse opstår, når Månen i sin bane rundt om Jorden er i fasen nymåne, altså når Månen befinder sig mellem Jorden og Solen. I denne fase vil månen obstruere lyset fra solen, hvilket vil resultere i, at månen kaster en skygge et sted på Jordens overflade. Månens skygge vil på Jorden opleves som en formørkelse af det normale dagslys – et astronomisk naturfænomen, som normalt varer højst 3-4 minutter (den teoretiske grænse ligger på 7 minutter og 40 sekunder). Tilsvarende astronomiske naturfænomener er en måneformørkelse, hvor det er Jorden, der kaster skygge på månen, og en astronomisk passage, eksempelvis en Venuspassage eller en Merkurpassage, hvor det er henholdsvis Venus og Merkur, der går imellem Jorden og Solen. Men på grund af deres afstand til Jorden vil det ikke være 'rigtige' formørkelser, men ses blot som små prikker på solskiven.

Der vil typisk være to solformørkelser pr. kalenderår, men nogle år kan der være flere. Der kan dog højest være fem solformørkelser på et år, fx år 2904[1]. Den næste (delvise) solformørkelse i Danmark vil være 20. marts 2015.[2]

Totale solformørkelser, dvs. en formørkelse hvor observatøren er i den mørkeste del af måneskyggen, er sjældne fænomener. Selv om de i gennemsnit forekommer et eller andet sted på Jorden hver 18. måned, er det anslået at de kun gentages på et givent sted hvert 370. år i gennemsnit. Hvor skyggen rammer, varierer fra formørkelse til formørkelse, så selvom der går mange år mellem de totale solformørkelser et sted, kan man, hvis man er villig til at rejse efter det, opleve totale solformørkelser med kun et par års mellemrum. Fænomenets spektakulære natur gør, at mange mennesker foretager disse rejser. Den totale solformørkelse i Europa i 1999, der siges at være den mest sete i menneskets historie, hjalp med at få mange flere til at interessere sig for fænomenet. Dette sås i det store antal mennesker, der rejste for at se den delvise solformørkelse 3. oktober 2005 og den totale solformørkelse 29. marts 2006. En delvis solformørkelse kunne opleves 11. september 2007, og den seneste totale solformørkelse var 1. august 2008. En solformørkelse er et imponerende syn hvis man har de rigtige briller. Hvis man ikke har de rigtige briller skal/må man ikke kigge op på Solen. Man kan ødelægge sine øjne, eller miste synet fuldkomment.

O eclipsă de Soare se produce atunci când Luna trece între Pământ și Soare prin fața Soarelui. Văzut de pe Pământ, discul Lunii e de obicei mai mare decât cel al Soarelui și, dacă se interpune între privitor și Soare, îi "blochează" lumina, aruncând o umbră corespunzătoare pe Pământ. Când discul Lunii acoperă în întregime pe cel al Soarelui imaginea luminoasă obișnuită a Soarelui este blocată complet și, pentru o anumită zonă de observație și o anumită durată de ordinul câtorva minute, eclipsa de soare este totală. Eclipsele totale de Soare permit executarea unor studii astronomice speciale, dar au loc mult mai rar decât cele parțiale.

Fiecare eclipsă de Soare are o poziție proprie și se poate vedea doar dintr-o zonă anume de pe glob.[1]

Pentru a observa cu ochiul liber o eclipsă de Soare, de orice tip ar fi ea, este nevoie de un filtru solar special. Fără acest filtru observarea eclipsei duce la accidente grave ale ochiului, care pot ajunge până la orbire. Filtrul cel mai accesibil este filtrul de sudură mai dens, însă, din cauza grosimii sticlei, pot apărea imagini duble. Filtrul ideal, numit filtru Mylar, este o peliculă aluminizată care oprește radiațiile periculoase.

Formal și tranzitul (trecerea) planetei Venus prin fața Soarelui produce o eclipsă de Soare, dar de proporții mult mai mici.

Zaćmienie Słońca – zjawisko astronomiczne powstające, gdy Księżyc znajdzie się pomiędzy Słońcem a Ziemią i tym samym przesłoni światło słoneczne.

Güneş tutulması, Ay'ın yörünge hareketi sırasında Dünya ile Güneş arasına girmesi ve dolayısıyla Ay'ın Güneş'i kısmen ya da tümüyle örtmesi sonucunda gözlemlenen doğa olayıdır. Tutulmanın olması için Ay'ın yeniay evresinde olması ve Dünya'ya göre Güneş ile kavuşum halinde olması, yani yörünge düzleminin Dünya'nın Güneş çevresindeki yörünge düzlemi ile çakışması gerekir. Bir yıl içinde Ay, Dünya çevresinde yaklaşık 12 kez dönmesine karşın, Ay'ın yörünge düzlemi ile Dünya'nın yörünge düzlemi arasında 5 derece kadar bir açı olması sonucu, Ay her defasında Güneş'in tam önünden geçmez ve dolayısıyla bu çakışma seyrek olarak oluşur. Bu yüzden, yılda iki ile beş arasında güneş tutulması gözlemlenir. Bunlardan en çok ikisi tam tutulma olabilir. Güneş tutulması Dünya üzerinde dar bir koridor izler. Bu yüzden herhangi bir bölge için güneş tutulması çok ender bir olaydır.

Güneş tutulması, tam tutulma zamanı dışında asla çıplak göz ile izlenmemelidir.

Temmuz 2013 itibariyle, son gözlemlenen Güneş tutulması, 10 Mayıs 2013'da gerçekleşen halkalı tutulmadır.[1] Türkiye'den gözlemlenebilen en son Güneş tutulması ise, 29 Mart 2006 tarihinde gerçekleşmiştir. Bir sonraki tutulma 29 Nisan 2014 tarihinde olacaktır sadece Güney Hindistan, Avustralya ve Antarktika'dan gözlenebilecektir

Een zonsverduistering (of zon-eclips) is een astronomisch fenomeen, waarbij overdag het licht van de zon de waarnemer niet bereikt, doordat een hemellichaam (meestal de maan) in de weg van het licht staat.

Een zonsverduistering is een voor mensen op aarde direct waarneembaar astronomisch fenomeen, waarbij het in feite niet de zon, maar een gedeelte van de aarde is dat verduisterd wordt. Een waarnemer ziet dat de zon bedekt wordt door de maan en dat een donker gebied met grote snelheid (de resultante van de baansnelheid van de maan en de draaiing van de aarde) op hem af komt. Als dat gebied (de kernschaduw) hem bereikt heeft, is de totale zonsverduistering begonnen.

Voor astronomen biedt een totale zonsverduistering een unieke kans om de corona, de lichtkrans om de zon te bestuderen. Deze bevat bijvoorbeeld vaak zichtbare zonnevlammen.

A napfogyatkozás csillagászati jelenség, amelynek során a Hold a megfigyelő számára részben vagy egészen eltakarja a Napot.

Napfogyatkozás akkor jön létre, amikor a Hold pontosan a Föld és a Nap közé kerül, azaz újholdkor. De nem minden újholdkor, hanem csak akkor, ha a Föld körüli pálya leszálló, vagy felszálló csomópontjában van éppen újholdkor a Hold. (A holdpálya nagyjából 5°-os szöget zár be az ekliptikával, azaz a Hold hol kissé a Földet a Nappal összekötő képzeletbeli vonal felett, hol pedig alatta van. Amikor a vonal közelébe kerül – ezek a fel- ill. leszálló csomópontok –, akkor figyelhető meg a napfogyatkozás.) A Hold átmérője 400-szor kisebb a Napénál, ám 400-szor közelebb is van, ez okozza, hogy a Nap és a Hold látszólagos átmérője közel azonos, így amikor megfelelő helyzetbe kerülnek az égitestek, akkor a Hold teljesen képes eltakarni a Napot.

天狗喫日頭或日食係一種天文現象。等月光位到日頭同得地球之間嗰直綫上，人到地球上頭望，月光就會局部或全部遮到日頭。到太空裡頭望，佢嗰影就落嘚地球上頭。

古時間，相到日頭陡然冇影，都會引起恐慌，拕認為係一種「天災」，佢同得國家嗰命運連得一起。

日食係一種天文現象。當月球響正太陽同地球之間嘅直綫上，響地球上面睇，月球就會局部或全部遮住個太陽。響太空睇，佢個影就落咗響地球上面。

日食可以跟佢食嘅形去分類。日全食就係成個太陽俾月球遮住，完全黑晒。日偏食就係只係遮咗一邊。日環食其實同日全食類似，只不過係月球只能夠遮住太陽中間，留返一個圈響外面。

古時嘅人，見到平時見開嘅太陽突然間唔見咗，就會引起恐慌。響中國，就會話太陽俾天狗食咗。

Nhật thực xảy ra khi Mặt Trăng đi qua giữa Trái Đất và Mặt Trời và quan sát từ Trái Đất, lúc đó Mặt Trăng che khuất hoàn toàn hay một phần Mặt Trời. Điều này chỉ có thể xảy ra tại thời điểm sóc trăng non khi nhìn từ Trái Đất, lúc Mặt Trời bị Mặt Trăng che khuất và bóng của Mặt Trăng phủ lên Trái Đất.[1][2] Trong lúc nhật thực toàn phần, đĩa Mặt Trời bị che khuất hoàn toàn. Với nhật thực một phần hoặc hình khuyên, đĩa Mặt Trời chỉ bị che khuất một phần.

Nếu Mặt Trăng có quỹ đạo tròn hoàn hảo, gần hơn Trái Đất một chút, và trong cùng mặt phẳng quỹ đạo, sẽ có nhật thực toàn phần xảy ra mỗi lần trong một tháng. Tuy nhiên, quỹ đạo của Mặt Trăng nghiêng hơn 5° so với mặt phẳng quỹ đạo của Trái Đất quanh Mặt Trời (xem mặt phẳng hoàng đạo), do vậy bóng của Mặt Trăng lúc trăng non thường không chiếu lên Trái Đất. Để hiện tượng nhật thực cũng như nguyệt thực xảy ra, Mặt Trăng phải đi qua mặt phẳng quỹ đạo của Trái Đất. Hơn nữa, quỹ đạo của Mặt Trăng có hình elip, và nó thường ở đủ xa Trái Đất khiến cho kích cỡ biểu kiến của nó không đủ lớn để che khuất hoàn toàn Mặt Trời lúc nhật thực. Mặt phẳng quỹ đạo của Mặt Trăng và của Trái Đất mỗi năm cắt nhau tại các điểm nút lên và nút xuống của quỹ đạo; và có ít nhất là 2 và nhiều nhất là 5 lần nhật thực xảy ra trong một năm, cũng không thể có nhiều hơn hai lần nhật thực toàn phần trong cùng một năm.[3][4] Tuy nhiên, tại một nơi cụ thể trên Trái Đất, hiện tượng nhật thực toàn phần xảy ra là rất hiếm bởi vì bóng của Mặt Trăng trong lúc hiện tượng này xảy ra đổ lên Trái Đất theo một dải hẹp và trong thời gian ngắn, với lần lâu nhất khoảng 7 phút (nhật thực toàn phần ngày 20 tháng 7, 1955).[4]

Hiện tượng che khuất là hiện tượng của tự nhiên. Tuy thế, trong lịch sử cổ đại và quan niệm của một số người hiện đại, nhật thực thuộc về hiện tượng siêu nhiên. Hiện tượng nhật thực toàn phần gây ra sự sợ hãi đối với người dân thời cổ đại do thiếu hiểu biết về thiên văn học, khi Mặt Trời dường như biến mất vào ban ngày và bầu trời tối đen trong vài phút.

Rất nguy hiểm cho mắt khi nhìn trực tiếp vào Mặt Trời. Do vậy để quan sát hiện tượng nhật thực trực tiếp cần sử dụng các loại kính bảo vệ mắt hoặc quan sát gián tiếp hình ảnh lúc nhật thực. Nhưng khi xảy ra hiện tượng nhật thực toàn phần, mắt có thể an toàn quan sát hiện tượng này trong lúc Mặt Trăng che khuất hoàn toàn Mặt Trời. Những người ưa thích hiện tượng này thường đi du lịch đến những nơi sắp xảy ra để chứng kiến và chụp ảnh.

Um eclipse solar é um fenômeno que ocorre quando a Lua se interpõe entre a Terra e o Sol, ocultando total ou completamente a sua luz numa estreita faixa terrestre. Do ponto de vista de um observador fora da Terra, a coincidência é notada no ponto onde a ponta o cone de sombra risca a superfície do nosso planeta. Europe. Europa.

`Soos van die aarde gesien, sal 'n verduistering of eklipsering van die son plaasvind wanneer die maan tussen die son en die aarde deurbeweeg, en die maan die skyf van die son ten volle, of gedeeltelik bedek, soos gesien van 'n ligging op die aarde. Dit kan slegs gebeur tydens 'n nuwemaan, wanneer die son en maan in konjunksie (of sameloop) is, soos van die aarde gesien. Minstens twee, en tot soveel as vyf sonsverduisterings kom jaarliks voor; hoogstens twee kan 'n volkome verduistering uitmaak.[1][2] Totale sonsverduisterings is nietmin seldsaam by enige spesifieke ligging aangesien totaliteit slegs langs 'n noue band op die aardoppervlakte voorkom, naamlik die pad van die maan se umbra.

Sekere mense, soms genoem "eklipsjagters" of "umbrafiele",[3][4] is bereid om na afgeleë bestemmings te reis, ten einde 'n voorspelde sentrale verduistering gade te slaan. Die sonsverduistering van 11 Augustus 1999 in Europa het blykbaar meegewerk om publieke belangstelling in die fenomeen aan te wakker,[verwysing benodig] wat blykbaar gelei het tot 'n ongewoon groot getal reise wat spesifiek onderneem is na die annulêre (of ringvormige) sonsverduistering van 3 Oktober 2005, en dié van 29 Maart 2006.

Die laaste volkome verduistering was die sonsverduistering van 11 Julie 2010; die volgende sal dié wees van 13 November 2012. Die onlangse verduistering van 15 Januarie 2010, was 'n ringvormige verduistering; die volgende ringvormige verduistering sal voorkom op 20 Mei 2012.

'n Volkome sonsverduistering is 'n natuurverskynsel. Nietemin is sonsverduisterings in antieke tye, soos in sekere kulture vandag, toegeskryf aan bonatuurlike oorsake of beskou as kwade voortekens. 'n Volkome sonsverduistering kan vrees inboesem by mense wat nie oor die sterrekundige verklaring daarvan beskik nie, aangesien die son oordag blykbaar verdwyn, en die lug verdonker binne 'n kwessie van minute.

Sonsverduistering

Sólmyrkvi (sem til forna var nefnt myrkur hið mikla [1]) er það kallað þegar tunglið fer fyrir sólu frá jörðu séð og skyggir þannig á hana að hluta til eða öllu leyti.

Tunglmyrkvi kallast það þegar jörð myrkvar sólu frá tungli séð. Þá er jörðin í beinni línu á milli sólar og tungls og skuggi jarðarinnar lendir á yfirborði tunglsins.

Eng ierdesch Sonnendäischtert, Eklips oder Sonnefënsternes, ass en astronomescht Ereegnes, bei deem d'Sonn vun der Äerd aus gesinn duerch den Äerdmound ganz oder deelweis verdeckt gëtt.

De Wénkelduerchmiesser vun der Sonn a vum Mound hu bal déiselwecht Gréisst, sou datt de Mound d'Sonn vollstänneg bedeckt a soumat eng total Sonnendäischtert entstoe kann. D'Spur vum Kärschiet vum Mound, déi dobäi op d'Äerd fält ass e puer honnert Kilometer breet. Vum Hallefschiet gëtt dogéint ongeféier d'Hallschent vun der Äerduewerflächendagessäit getraff, sou datt vun do aus d'Däischtert vun der Sonn zwar och, awer nëmme partiell gesi gëtt.

Company/Owner: KL CNGBus Transportation Corporation

Fleet/Bus Number: 817038

Classification: Air-conditioned Provincial Bus

Coachbuilder: (Suzhou) Higer Bus Company, Ltd.

Body Model: Higer KLQ6112H

Engine Model: Yuchai YC6L280-30 (L53SA)

Chassis Model: Higer KLQ6110SE3 (LKLR1HSG**B)

Transmission: 6-speed Manual Transmission

Suspension: Leaf Spring Suspension

Seating Configuration: 2×2

Seating Capacity: 49

Franchise route: Batangas City–Cubao (Quezon City) via EDSA, SLEX or Cubao (Quezon City)–Kalibo (Aklan)

Route: Araneta Terminal, Quezon City [AAT, QC]–Port of Batangas, Batangas City, Batangas [BAT, BA] via E2 (Skyway-Hillsborough–SLEX-Calamba–SLEX-Santo Tomas; STAR-Lipa–Batangas City) / N4 (Jose P. Laurel Highway)

Municipalities/cities passing: Lipa City and San Jose

Type of Operation: Provincial Operation Public Utility Bus (Regular Class)

Area of Operation: CALABARZON (Region IV-A)

Shot location: EDSA-Boni, Mandaluyong City

Date taken: May 15, 2018 (14:35H)

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 and routes (for provincial, inter-provincial, and city operation) 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.

Victory liner Inc

Dominion Bus Lines

Company/Owner: Golden Bee Transport and Logistics Corporation

Fleet/Bus Number: 955

Classification: Air-conditioned Provincial Bus

Coachbuilder: Hino Motors Philippines Corporation

Body Model: Hino Philippines (Pilipinas Hino) Grandeza I RK

Engine Model: Hino J08C-TK

Chassis Model: Hino RK1JST (Long Wheelbase version)

Transmission: Manual (6-speed forward, 1-speed reverse)

Suspension: Leaf Spring Suspension

Seating Configuration: 2×2

Seating Capacity: 49

Route: Cubao, Quezon City–Cabanatuan City, Nueva Ecija via N1 (Maharlika Highway)

Municipalities/cities passing: Santa Rita (Guiguinto)/Plaridel/Pulilan/Baliuag/San Rafael/San Ildefonso/San Miguel/Gapan City/San Leonardo/Santa Rosa

Type of Operation: Provincial Operation Public Utility Bus (Regular Class)

Area of Operation: Central Luzon (Region III)

Shot Location: NLEX-Santa Rita Exit, Barangay Santa Rita, Guiguinto, Bulacan

Date Taken: October 29, 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 and routes (for provincial, inter-provincial, and city operation) 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.

Truck Manufacturer: MAN Truck & Bus AG

Model: TGS

Chassis: 26.360

Engine:

Suspension:

Axle Configuration: 6x4

D.V. Lindo

Truck Manufacturer: MAN Truck & Bus AG

Santrans

NTI and JJV Transport

Company/Owner: Ballesteros Bus Line Corporation

Fleet/Bus Number: 06888

Classification: Air-conditioned Provincial Bus

Coachbuilder: Zyle Daewoo Bus Corporation

Body Model: Daewoo BH120F Royal Cruiser II (in Kia Granbird Headlamps)

Engine Model: Doosan DE12TI

Chassis Model: Daewoo BH120 (KL5US65JD3P)

Transmission: Manual (5-speed forward, 1-speed reverse)

Suspension: Air Suspension

Seating Configuration: 2×2

Seating Capacity: 45

Route: E. Rodriguez Avenue, Quezon City–Ballesteros, Cagayan via N1 (Maharlika Highway) / Emilio Vergara Highway or Felipe Vergara Highway / Santiago–Tuguegarao Road / Abulug–Ballesteros–Aparri Road

Municipalities/cities passing: Santa Rita (Guiguinto)/Plaridel/Pulilan/Baliuag/San Rafael/San Ildefonso/San Miguel/Gapan City/San Leonardo/Santa Rosa/Cabanatuan City/Talavera/Santo Domingo/Science City of Muñoz/San Jose City/Carranglan/Santa Fe/Aritao/Gabut (Dupax Del Sur)/Ineangan (Dupax Del Norte)/Bambang/Bayombong/Solano/Bagabag/Diadi/Cordon/Santiago City/Ramon/San Mateo/Cabatuan/Aurora/San Manuel/Roxas/Mallig/Quezon/Rizal/Santa Maria/Enrile/Solana/Maddarulug [(Santo Domingo) Solana]/Tuguegarao City/Iguig/Amulung/Alcala/Gattaran/Lal-lo/Allacapan/Aparri

Type of Operation: Provincial Operation Public Utility Bus (Regular Class)

Area of Operation: Cagayan Valley (Region II)

Shot Location: Doña Remedios Trinidad Highway (Maharlika Highway), Barangay Cut-cot, Pulilan, Bulacan

Date Taken: September 21, 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 and routes (for provincial, inter-provincial, and city operation) 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.

The unique appearance/configuration of the ½ Command Module on the right has been ingrained in my memory for…as long as I can remember…since 1965 I suppose. I’ve always considered it to be kind of abstract. And, despite its distinctive & memorable (to oddballs such as myself) appearance, I’ve never found a satisfactory description associated with it.

The first two of the following links depict the prevalently reproduced image (P-286) I grew up seeing. And, based upon discernible ‘patterns’ in it & the one in my photo, I’m pretty sure they’re one-in-the-same. The associated description therein is as follows:

“Oven-freezer tests CM structural strength by roasting one side at 600° while dousing other side with liquid nitrogen at 320° below zero.”

Additionally, based upon the photo’s placement within the overall text, I also assume that these photos were taken in North American Aviation’s “Structural Test Facility”. However, the subsequent/associated descriptive text pertaining to the facility doesn’t seem to be represented in my photo. Not that that means anything:

www.nasa.gov/wp-content/uploads/static/history/alsj/CSM_N...

An extract from the above:

www.nasa.gov/wp-content/uploads/static/history/alsj/CSM24...

The same image was featured on the cover of North American Aviation Inc.’s “SKYLINE” magazine, Volume 23, Number 2, 1965. Its associated description:

“Combination oven-refrigerator is used in Apollo module environmental tests at Downey, California.”

Further, within the lengthy article “APOLLO: THE YEAR TO GET READY”, under a section titled “Avco’s Amazing Shield” is the following:

“The tasks confronted by the Avco/RAD engineers for ground testing the ablative heat shield are monumental. It is impossible, at this time, to duplicate simultaneously the heat, the pressure, and gas envelope conditions that will be encountered in the 2000-second re-entry.

Avco’s test approach has been to bury thermocouples in two-foot specimens of ablative material, then bring the temperature up to 5000°F level with radiant lamps. As the test proceeds, the engineers get a series of reading from the buried thermocouples, and they know the recession rate of the charring material on the surface. The data from this is compared with an analytical model devised on a computer. From this comes assurance.

Avco’s task is to block the 5000°F exterior heat that tries to pass through the hottest part of the heat shield and tame it down within a few inches to an acceptable 600°F at the thin-skinned face of the inner-crew compartment. At that surface the North American Space engineers pick up the challenges in distortion of metal. They may have, simultaneously, heat on one side, frigid cold on the outer.

To prove the strength of the material the engineers have devised a new test tool, a combined furnace and refrigerator that sears the base of the module with radiant heat at 600°F while cascading liquid nitrogen down the far side of the capsule at temperatures of -320°F.

So…I’ve italicized the common & applicable verbiage that’s also contained within the previous articles.

Maybe it’s just me, but I don’t see how the above correlates with what I’m seeing in my photo. Obviously, the capsule on the right has a bunch of heating elements that are “on”. However, they’re mounted on the interior. I would’ve expected them to be on the exterior, no??? And, both the base & wall of the capsule appear to be being heated…simultaneously. To replicate reentry conditions? Does the plumbing(?) visible to the immediate right/slightly behind the capsule introduce the liquid nitrogen??? Or is it just part of the support structure???

Also, on a separate note and neither here nor there, I originally thought the capsule on the left was possibly dedicated to the cold testing. However, upon closer inspection, it appears to have the same physical components, i.e. heating elements, that are merely “off”. Maybe it’s the backup unit?

So - to me - the ‘mechanics’ of what’s going on here – even now – continues to be as clear as mud.

The photograph was also featured in the wonderful book “The NASA Archives: 60 Years in Space”, by Piers Bizony:

nerdist.com/article/taschens-nasa-archives-history-space-...

Credit: “Nerdist” website

Last & definitely LEAST, the image, reversed left-to-right, can be found here. Stupid, arrogant, greedy & incompetent Boeing dolts…ALL of which are applicable descriptors at whatever levels. C'mon...a cursory visual scan of the image readily reveals numerals painted on the supporting structure/girder(s) in the background, providing a “DUMBY-PROOF” clue as to CORRECT photo reproduction. Or so one would’ve thought. Then again...nah:

secure.boeingimages.com/asset-management/2F3XC5HRGDN?&amp...

A striking & rare photograph, in excellent condition, with superior gloss.

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!

vimeo.com/45surf

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 !

The Supermarine Spitfire is a British single-seat fighter aircraft that was used by the Royal Air Force and many other Allied countries during and after the Second World War. The Spitfire was built in many variants, using several wing configurations, and was produced in greater numbers than any other British aircraft. It was also the only British fighter to be in continuous production throughout the war. The Spitfire continues to be a popular aircraft, with approximately 55 Spitfires being airworthy, while many more are static exhibits in aviation museums all over the world.

The Spitfire was designed as a short-range, high-performance interceptor aircraft by R. J. Mitchell, chief designer at Supermarine Aviation Works (which operated as a subsidiary of Vickers-Armstrong from 1928). In accordance with its role as an interceptor, Mitchell designed the Spitfire's distinctive elliptical wing to have the thinnest possible cross-section; this thin wing enabled the Spitfire to have a higher top speed than several contemporary fighters, including the Hawker Hurricane. Mitchell continued to refine the design until his death from cancer in 1937, whereupon his colleague Joseph Smith took over as chief designer, overseeing the development of the Spitfire through its multitude of variants.

During the Battle of Britain (July–October 1940), the Spitfire was perceived by the public to be the RAF fighter, though the more numerous Hawker Hurricane shouldered a greater proportion of the burden against the Luftwaffe. However, because of its higher performance, Spitfire units had a lower attrition rate and a higher victory-to-loss ratio than those flying Hurricanes.

After the Battle of Britain, the Spitfire superseded the Hurricane to become the backbone of RAF Fighter Command, and saw action in the European, Mediterranean, Pacific and the South-East Asian theatres. Much loved by its pilots, the Spitfire served in several roles, including interceptor, photo-reconnaissance, fighter-bomber and trainer, and it continued to serve in these roles until the 1950s. The Seafire was a carrier-based adaptation of the Spitfire which served in the Fleet Air Arm from 1942 through to the mid-1950s. Although the original airframe was designed to be powered by a Rolls-Royce Merlin engine producing 1,030 hp (768 kW), it was strong enough and adaptable enough to use increasingly powerful Merlin and, in later marks, Rolls-Royce Griffon engines producing up to 2,340 hp (1,745 kW); as a consequence of this the Spitfire's performance and capabilities improved, sometimes dramatically, over the course of its life.

Mk V (Types 331, 349 & 352)

Spitfire LF.Mk VB, BL479, flown by Group Captain M.W.S Robinson, station commander of RAF Northolt, August 1943. This Spitfire has the wide bladed Rotol propeller, the internal armoured windscreen and "clipped" wings.

Late in 1940, the RAF predicted that the advent of the pressurised Junkers Ju 86P bomber series over Britain would be the start of a new sustained high altitude bombing offensive by the Luftwaffe, in which case development was put in hand for a pressurised version of the Spitfire, with a new version of the Merlin (the Mk VI). It would take some time to develop the new fighter and an emergency stop-gap measure was needed as soon as possible: this was the Mk V.

The basic Mk V was a Mk I with the Merlin 45 series engine. This engine delivered 1,440 hp (1,074 kW) at take-off, and incorporated a new single-speed single-stage supercharger design. Improvements to the carburettor also allowed the Spitfire to use zero gravity manoeuvres without any problems with fuel flow. Several Mk I and Mk II airframes were converted to Mk V standard by Supermarine and started equipping fighter units from early 1941. The majority of the Mk Vs were built at Castle Bromwich.

The VB became the main production version of the Mark Vs. Along with the new Merlin 45 series the B wing was fitted as standard. As production progressed changes were incorporated, some of which became standard on all later Spitfires. Production started with several Mk IBs which were converted to Mk VBs by Supermarine. Starting in early 1941 the round section exhaust stacks were changed to a "fishtail" type, marginally increasing exhaust thrust. Some late production VBs and VCs were fitted with six shorter exhaust stacks per side, similar to those of Spitfire IXs and Seafire IIIs; this was originally stipulated as applying specifically to VB(trop)s. After some initial problems with the original Mk I size oil coolers, a bigger oil cooler was fitted under the port wing; this could be recognised by a deeper housing with a circular entry. From mid-1941 alloy covered ailerons became a universal fitting.

Spitfire VC(trop), fitted with Vokes filters and "disc" wheels, of 417 Squadron RCAF in Tunisia in 1943.

A constant flow of modifications were made as production progressed. A "blown" cockpit hood, manufactured by Malcolm, was introduced in an effort to further increase the pilot's head-room and visibility. Many mid to late production VBs - and all VCs - used the modified, improved windscreen assembly with the integral bullet resistant centre panel and flat side screens introduced with the Mk III. Because the rear frame of this windscreen was taller than that of the earlier model the cockpit hoods were not interchangeable and could be distinguished by the wider rear framing on the hood used with the late-style windscreen.

Different propeller types were fitted, according to where the Spitfire V was built: Supermarine and Westland manufactured VBs and VCs used 10 ft 9 in (3.28 m) diameter, 3 bladed de Havilland constant speed units, with narrow metal blades, while Castle Bromwich manufactured VBs and VCs were fitted with a wide bladed Rotol constant speed propeller of either 10 ft 9 in (3.28 m) diameter, with metal blades, or (on late production Spitfires) 10 ft 3 in (3.12 m) diameter, with broader, "Jablo" (compressed wood) blades. The Rotol spinners were longer and more pointed than the de Havilland leading to a 3.5 in (8.9 cm) increase in overall length. The Rotol propellers allowed a modest speed increase over 20,000 ft (6,100 m) and an increase in the service ceiling. A large number of Spitfire VBs were fitted with "gun heater intensifier" systems on the exhaust stacks. These piped additional heated air into the gun bays. There was a short tubular intake on the front of the first stack and a narrow pipe led into the engine cowling from the rear exhaust.

The VB series were the first Spitfires able to carry a range of specially designed "slipper" drop tanks which were fitted underneath the wing centre-section. Small hooks were fitted, just forward of the inboard flaps: when the tank was released these hooks caught the trailing edge of the tank, swinging it clear of the fuselage.

With the advent of the superb Focke Wulf Fw 190 in August 1941 the Spitfire was for the first time truly outclassed, hastening the development of the "interim" Mk IX. In an effort to counter this threat, especially at lower altitudes, the VB was the first production version of the Spitfire to use "clipped" wingtips as an option, reducing the wingspan to 32 ft 2 in (9.8 m).The clipped wings increased the roll rate and airspeed at lower altitudes. Several different versions of the Merlin 45/50 family were used, including the Merlin 45M which had a smaller "cropped" supercharger impeller and boost increased to +18 lb. This engine produced 1,585 hp (1,182 kW) at 2,750 ft (838 m), increasing the L.F VB's maximum rate of climb to 4720 ft/min (21.6 m/s) at 2,000 ft (610 m).

VB Trop of 40 Squadron SAAF fitted with the "streamlined" version of the Aboukir filter, a broad-bladed, 10 ft 3 in (3.12 m) diameter Rotol propeller, and clipped wings.

The Mk VB(trop) (or type 352) could be identified by the large Vokes air filter fitted under the nose; the reduced speed of the air to the supercharger had a detrimental effect on the performance of the aircraft, reducing the top speed by 8 mph (13 km/h) and the climb rate by 600 ft/min (3.04 m/s), but the decreased performance was considered acceptable. This variant was also fitted with a larger oil tank and desert survival gear behind the pilot's seat. A new "desert" camouflage scheme was applied. Many VB(trop)s were modified by 103 MU (Maintenance Unit-RAF depots in which factory fresh aircraft were brought up to service standards before being delivered to squadrons) at Aboukir, Egypt by replacing the Vokes filter with locally manufactured "Aboukir" filters, which were lighter and more streamlined. Two designs of these filters can be identified in photos: one had a bulky, squared off filter housing while the other was more streamlined. These aircraft were usually fitted with the wide blade Rotol propeller and clipped wings.

Triumph Spitfire Mk I Roadster

The Triumph Spitfire is a small English two-seat sports car, introduced at the London Motor Show in 1962.[3] The vehicle was based on a design produced for Standard-Triumph in 1957 by Italian designer Giovanni Michelotti. The platform for the car was largely based upon the chassis, engine, and running gear of the Triumph Herald saloon, and was manufactured at the Standard-Triumph works at Canley, in Coventry. As was typical for cars of this era, the bodywork was fitted onto a separate structural chassis, but for the Spitfire, which was designed as an open top or convertible sports car from the outset, the ladder chassis was reinforced for additional rigidity by the use of structural components within the bodywork. The Spitfire was provided with a manual hood for weather protection, the design improving to a folding hood for later models. Factory-manufactured hard-tops were also available.

The Triumph Spitfire was originally devised by Standard-Triumph to compete in the small sports car market that had opened up with the introduction of the Austin-Healey Sprite. The Sprite had used the basic drive train of the Austin A30/35 in a light body to make up a budget sports car; Triumph's idea was to use the mechanicals from their small saloon, the Herald, to underpin the new project. Triumph had one advantage, however; where the Austin A30 range was of unitary construction, the Herald featured a separate chassis. It was Triumph's intention to cut that chassis down and clothe it in a sports body, saving the costs of developing a completely new chassis / body unit.

Italian designer Michelotti—who had already penned the Herald—was commissioned for the new project, and came up with a traditional, swooping body. Wind-up windows were provided (in contrast to the Sprite/Midget, which still featured sidescreens, also called curtains, at that time), as well as a single-piece front end which tilted forwards to offer unrivaled access to the engine. At the dawn of the 1960s, however, Standard-Triumph was in deep financial trouble, and unable to put the new car into production; it was not until the company was taken over by the Leyland organization funds became available and the car was launched. Leyland officials, taking stock of their new acquisition, found Michelotti's prototype hiding under a dust sheet in a corner of the factory and rapidly approved it for production.

Spitfire 4 or Mark I (1962-1964)

Overview:

Production1962–1964

45,753 made

Powertrain:

Engine1,147 cc (1.1 l) I4

Transmission4-speed manual with optional overdrive on top and third from 1963 onwards

Dimensions:

Curb weight1,568 lb (711 kg) (unladen U.K.-spec)

The production car changed little from the prototype, although the full-width rear bumper was dropped in favour of two part-bumpers curving round each corner, with overriders. Mechanicals were basically stock Herald. The engine was an 1,147 cc (1.1 l) 4-cylinder with a pushrod OHV cylinder head and 2 valves per cylinder, mildly tuned for the Spitfire, fed by twin SU carburettors. Also from the Herald came the rack and pinion steering and coil-and-wishbone front suspension up front, and at the rear a single transverse-leaf swing axle arrangement. This ended up being the most controversial part of the car: it was known to "tuck in" and cause violent over steer if pushed too hard, even in the staid Herald. In the sportier Spitfire (and later the 6-cylinder Triumph GT6 and Triumph Vitesse) it led to severe criticism. The body was bolted to a much-modified Herald chassis, the outer rails and the rear outriggers having been removed; little of the original Herald chassis design was left, and the Spitfire used structural outer sills to stiffen its body tub.

The Spitfire was an inexpensive small sports car and as such had very basic trim, including rubber mats and a large plastic steering wheel. These early cars were referred to both as "Triumph Spitfire Mark I" and "Spitfire 4", not to be confused with the later Spitfire Mark IV.

In UK specification the in-line four produced 63 bhp (47 kW) at 5750 rpm, and 67 lb·ft (91 N·m)of torque at 3500 rpm. This gave a top speed of 92 mph (148 km/h), and would achieve 0 to 60 mph (97 km/h) in 17.3 seconds. Average fuel consumption was 31mpg.

For 1964 an overdrive option was added to the 4-speed manual gearbox to give more relaxed cruising. Wire wheels and a hard top were also available.

Text regarding the Supermarine Spitfire aeroplane and Triumph Spitfire Roadster has been taken from excerpts of Wikipedia articles on each model.

The Supermarine Spitfire Mk VB aircraft and 1962 Triumph Spitfire Mk I road car have been modelled in Lego miniland-scale for Flickr LUGNuts' 79th Build Challenge, - 'LUGNuts goes Wingnuts, ' - featuring automotive vehicles named after, inspired by, or with some relationship to aircraft.

Typical decoy configurations --Convair Negative--Please tag these photos so information can be recorded.---Note: This material may be protected by Copyright Law (Title 17 U.S.C.)--Repository: San Diego Air and Space Museum

How I finally made it comfortable...

- Nitto Grand Bois Elysées handlebar for a nice upright position that still allows me to lean forward due to the 11cm Nitto Tallux stem. Brooks Cambium natural tape to match the saddle.

- Brooks Cambium Carved saddle in natural. Very comfortable and allows about an extra inch of rear saddle positioning which for me, was what I needed to relieve hand pressure and be more comfortable.

Other stuff that made a huge difference:

- Compass Barlow Pass 38mm tires - huge difference in ride comfort and suppleness compared to the previous Schwalbe Marathon Racers I had before.

I'll be installing the fenders next week.

Company/Owner: JTB Travel and Tours, Inc.

Fleet/Bus Number: N/A

Classification: Air-conditioned Tourist Chartered Bus

Coachbuilder: Fuji Heavy Industries, Ltd. / Nissan Diesel Corporation Philippines

Body Model: Nissan Diesel Space Arrow Euro Tour (Jonckheere Deauville)

Engine Model: Nissan Diesel RG8

Chassis Model: Nissan Diesel JA530RAN

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: Ilocos Region (Region I), Cagayan Valley (Region II), Central Luzon (Region III), CALABARZON (Region IV-A), MIMAROPA (Region IV-B), Bicol Region (Region V), Cordillera Administrative Region (CAR)

Shot Location: In-front of Barasoain Church, Malolos City, Bulacan

Date Taken: August 7, 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.

Bus Number: 2934

Capacity: 45; 2x2 seating configuration

Body: Hyundai Motors Korea

D6CA powertech 380PS yan aero LS

Fare: Airconditioned

Aircon System: Hyundai overhead a/c

Transmission System: M/T

Company/Owner: Luzon Cisco Transport, Inc.

Fleet/Bus Number: 107

Classification: Air-conditioned Provincial Bus

Coachbuilder: Pilipinas Hino Auto Body, Inc.

Body Model: Pilipinas Hino Grand-Echo II RM

Engine Model: Hino P11C-TH

Chassis Model: Hino RM2PSS

Transmission: 6-speed Manual Transmission

Suspension: Wide Air Suspension (WideSus)

Seating Configuration: 2×2

Seating Capacity: 49

Franchise route: Santa Cruz (Zambales)–Pasay City

Route: Santa Cruz, Zambales [CRZ, ZA]–Pasay City [PSY]/Cubao, Quezon City [CUB, QC] via N306 (Olongapo–Bugallon Road) / N55 (Romulo Highway) / E1 (SCTEX-Concepcion–NLEX-SCTEX Connector–NLEX-Angeles Exit–NLEX-Balintawak)

Municipalities/cities passing: Infanta/Dasol/Burgos/Mabini/Alaminos City [AMN]/Sual/Labrador/Bugallon/Aguilar/Mangatarem/San Clemente/Camiling [CAM]/Santa Ignacia | Gerona/Tarlac City [TRL]/Capas/Concepcion–Marquee Mall (Angeles City [ALS])

Type of Operation: Provincial Operation Public Utility Bus (Regular Class)

Area of Operation: Central Luzon (Region III) via Ilocos Region (Region I)

Shot Location: E1 (SCTEX), Mabalacat City, Pampanga

Date Taken: May 17, 2018

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 and routes (for provincial, inter-provincial, and city operation) 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.

Bus Operator: Victory Liner Inc.

Bus number: 8028

Area of Operation: Provincial Operation

Classification: Regular Aircon Economy

Chassis: Hyundai Aero City

Engine: Hyundai D6AV/AB

Body: Hyundai Korea

Seating Configuration: 2x3

Salamat naman at nagkaroon ng air-conditioned unit itong si Vizcaya Liner. Dati-rati, Bupar lang at may ex-Victory Liner—which is yung SDX or AKR—ang mga unit na gamit nya for Camiling–Roxas, ngunit ngayon ay nagkaroon na siya ng BH120F Royal Cruiser II, at kumportable na pasaheros dito. Mabuti naman at hindi ito 3×2 dahil masikip ang pwesto kapag ganun.

Company/Owner: Barrero, Jose Jr./Vizcaya Liner

Fleet/Bus Number: 4076

Classification: Air-conditioned Inter-provincial Bus

Coachbuilder: Zyle Daewoo Bus Corporation

Body Model: Daewoo BH120F Royal Cruiser II

Engine Model: Doosan DV11

Chassis Model: Daewoo BH120 (KL5US65JD4P)

Transmission: 5-speed Manual Transmission

Suspension: Air Suspension

Seating Configuration: 2×2

Seating Capacity: 45

Franchise route: TBD

Route: Roxas, Isabela–Camiling, Tarlac via N51 (Santiago–Tuguegarao Road) / [alternate: N53 (Cauayan–Cabatuan Road)] / N1 (Maharlika Highway) / N56 (San Jose–Lupao Road/Umingan–Rosales Road) / N114 (Pangasinan–Nueva Ecija Road) / N2 (Manila North Road/MacArthur Highway) / N55 (Romulo Highway)

Municipalities/cities passing: San Manuel/Aurora/Cabatuan/[alternate: Cauayan City/Alicia/Echague/San Isidro]/San Mateo/Ramon/Santiago City/Cordon/Diadi/Bagabag/Solano/Bayombong/Bambang/Ineangan (Dupax del Norte)/Gabut (Dupax del Sur)/Aritao/Santa Fe/Carranglan/San Jose City/Lupao/Umingan/Balungao/Rosales/Cuyapo/Guimba/Pura/Gerona/Paniqui

Type of Operation: Inter-regional, Inter-provincial Operation Public Utility Bus (Regular Class)

Area of Operations: Cagayan Valley (Region II) / Central Luzon (Region III)

Shot Location: N1/AH26 (Maharlika Highway/Pan-Philippine Highway), Barangay Tayabo, San Jose City, Nueva Ecija

Date Taken: May 17, 2018 (12:48H)

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 and routes (for provincial, inter-provincial, and city operation) 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.

Date Taken: June 18, 2014

Basic Details:

Operator: PANGASINAN FIVE STAR BUS COMPANY, INC.

Fleet Number: 2095

Classification: Air-Conditioned Provincial Operation Bus

Seating Configuration: 2x2 Seats

Seating Capacity: 53 Passengers

Body:

Coachbuilder: Five Star Bus Body

Body Model: Unknown / Unspecified Model Designation

Air-Conditioning Unit: Dependent Overhead Unit

Chassis:

Chassis Manufacturer: Nissan Diesel Motor Company, Ltd.

Chassis Model: Nissan Diesel RB46S

Layout: Rear-Longitudinally-Mounted Engine Rear-Wheel Drive (4x2 RR layout)

Suspension: Leaf Springs Suspension

Engine:

Engine Manufacturer: Nissan Diesel Motor Company, Ltd.

Engine Model: Nissan Diesel PE6-T

Cylinder Displacement: 711.987 cu. inches (11,670 cc / 11.7 Liters)

Cylinder Configuration: Straight-6

Engine Aspiration: Turbocharged

Max. Power Output: 276 bhp (280 PS - metric hp / 206 kW) @ 2,300 rpm

Peak Torque Output: 795 ft.lbs (1,080 N.m / 110 kg.m) @ 1,400 rpm

Emission Standard: Euro 0

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)

The Diamond formation with all 4 jets in the carrier landing configuration.

The Blue Angels is the United States Navy's flight demonstration squadron, with aviators from the Navy and Marines. en.wikipedia.org/wiki/Blue_Angels The Blue Angels performed at the 2015 Oregon International Air Show held at the Hillsboro Oregon airport.

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)

Company/Owner: First North Luzon Transit, Inc.

Fleet/Bus Number: 28109

Classification: Air-conditioned Provincial Bus

Coachbuilder: (Zhengzhou) Yutong Bus Company, Ltd.

Body Model: Yutong ZK6100H

Engine Model: Yuchai Y6CA240-20 (A3515/A3522)

Chassis Model: Yutong ZK6100CRU (LZYTBTD6981)

Transmission: Manual (5-speed forward, 1-speed reverse)

Suspension: Leaf Spring Suspension

Seating Configuration: 3×2

Seating Capacity: 61

Route: Cubao/Farmers, Quezon City–Macabebe, Pampanga via NLEX-Balintawak–NLEX-Tabang / MacArthur Highway / Apalit–Macabebe–Masantol Road

Municipalities/cities passing: Tabang (Guiguinto)/Malolos City/Calumpit/Apalit

Type of Operation: Provincial Operation Public Utility Bus (Economy Class)

Area of Operation: Central Luzon (Region III)

Shot Location: MacArthur Highway (Manila North Road), Barangay Sumapang Matanda, Malolos City, Bulacan

Date Taken: August 8, 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 and routes (for provincial, inter-provincial, and city operation) 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.

"Earth orbit configuration of the S-IVB."

What a perfunctory caption for a spectacular work of art by Mr. Gary Meyer, a recognized, remarkably talented, versatile and prolific artist.

Fascinating (to me) history/background and confirmation of both the artist, and among the others in this 'series' of 1963 illustrations, this work being one of them.

In a direct quote from his website, listing his work experience:

"Extensive paintings of Apollo moon missions including a film called “The Apollo Mission” made before the hardware existed."

The amazingly accurate, realistic, non-cartoonish, and modern/contemporary appearance of this family of works by Mr. Meyer is a testament to his skill, and actually, vision. Remember, this was 1963!

And, incredibly, thanks to Dan Beaumont/Dan Beaumont Space Museum, the film is available here. In fact, a long dramatic pan of this photo begins at the 3:15 mark:

www.youtube.com/watch?v=IMwv3PtdWcU&t=124s

I also HIGHLY recommend checking out Mr. Beaumont's amazing collection of images on this photo hosting site.

- Homologated, “Stradale” configuration of Alfa Romeo's European Touring Car Championship Division 1 contender

- Presented in its exceedingly rare Biancospino (white) factory livery

- Reportedly retained by its first private owner for nearly four decades

- Fully restored in 2018 under current ownership

- Accompanied by its Alfa Romeo Certificato di Origine

Broad Arrow’s Zoute Concours Auction

Approach Golf - Het Zoute

Estimated : € 175.000 - 225.000

Sold for € 172.500

Zoute Grand Prix Car Week 2025

Knokke - Zoute

België - Belgium

October 2025

My new North American diesel engine in the Canadian Nation Railway scheme is the first Lego loco I have built since my childhood days and was strongly inspired by the EMD-GP 7, 9 and 20 diesel engines and other similar types that came in full high hood configuration, but I went on to building the model rather freely, leaving out things I didn’t want and not sticking to any particular real model.

Being 9+ studs wide, it’s quite a beast and fits very well to the “large city minifigure scale” preferred by ER0L and me. It drives on two 9V train motors from the 90s. The lighting is realized with materials from that time as well, energized by a separate battery box in the shorter section of the hood and thus illuminating the two fronts and cabin of the engine independently from the transformer. That way, the light can be on even when the model stands still.

I went for moving pilots, even though they don’t exist on such models in reality. This was mostly due to the prolonged bionicle trucks I wanted to use here, which would otherwise have made the stairs stand out too far from the trucks in curves and switches.

I have nearly finished building the first of several tank cars for it, so consider these pics an “opener” for more train equipment to come from me.

Special weapons upgrade after angel attacks from low Earth orbit.

Carolina UyLam Transport

Baliwag Transit Inc.

Truck Manufacturer: MAN Truck & Bus AG

Company/Owner: AJU Global Transport Corporation/King Coach Tours and Transport Corporation (tour operated by Hunnypot Educational Tours)

Fleet/Bus Number: 839

Classification: Air-conditioned Tourist Chartered Bus

Coachbuilder: Zyle Daewoo Bus Corporation

Body Model: Daewoo Bus BH115E Royal Economy

Engine Model: Doosan DE12TIS

Chassis Model: Daewoo BH115 (KL5UN61JD4P)

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: Ilocos Region (Region I), Cagayan Valley (Region II), Central Luzon (Region III), CALABARZON (Region IV-A), MIMAROPA (Region IV-B), Bicol Region (Region V), Cordillera Administrative Region (CAR)

Shot Location: In-front of Barasoain Church, Malolos City, Bulacan

Date Taken: September 11, 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.

NTI and JJV Transport

Monaco, Monte Carlo Bay & Resort Hotel

Truck Manufacturer: MAN Truck & Bus AG

Model: CLA

Chassis: 26.280

Engine:

Suspension:

Axle Configuration: 6x4

Victory Liner Inc.

The Supermarine Spitfire is a British single-seat fighter aircraft that was used by the Royal Air Force and many other Allied countries during and after the Second World War. The Spitfire was built in many variants, using several wing configurations, and was produced in greater numbers than any other British aircraft. It was also the only British fighter to be in continuous production throughout the war. The Spitfire continues to be a popular aircraft, with approximately 55 Spitfires being airworthy, while many more are static exhibits in aviation museums all over the world.

The Spitfire was designed as a short-range, high-performance interceptor aircraft by R. J. Mitchell, chief designer at Supermarine Aviation Works (which operated as a subsidiary of Vickers-Armstrong from 1928). In accordance with its role as an interceptor, Mitchell designed the Spitfire's distinctive elliptical wing to have the thinnest possible cross-section; this thin wing enabled the Spitfire to have a higher top speed than several contemporary fighters, including the Hawker Hurricane. Mitchell continued to refine the design until his death from cancer in 1937, whereupon his colleague Joseph Smith took over as chief designer, overseeing the development of the Spitfire through its multitude of variants.

During the Battle of Britain (July–October 1940), the Spitfire was perceived by the public to be the RAF fighter, though the more numerous Hawker Hurricane shouldered a greater proportion of the burden against the Luftwaffe. However, because of its higher performance, Spitfire units had a lower attrition rate and a higher victory-to-loss ratio than those flying Hurricanes.

After the Battle of Britain, the Spitfire superseded the Hurricane to become the backbone of RAF Fighter Command, and saw action in the European, Mediterranean, Pacific and the South-East Asian theatres. Much loved by its pilots, the Spitfire served in several roles, including interceptor, photo-reconnaissance, fighter-bomber and trainer, and it continued to serve in these roles until the 1950s. The Seafire was a carrier-based adaptation of the Spitfire which served in the Fleet Air Arm from 1942 through to the mid-1950s. Although the original airframe was designed to be powered by a Rolls-Royce Merlin engine producing 1,030 hp (768 kW), it was strong enough and adaptable enough to use increasingly powerful Merlin and, in later marks, Rolls-Royce Griffon engines producing up to 2,340 hp (1,745 kW); as a consequence of this the Spitfire's performance and capabilities improved, sometimes dramatically, over the course of its life.

Mk V (Types 331, 349 & 352)

Spitfire LF.Mk VB, BL479, flown by Group Captain M.W.S Robinson, station commander of RAF Northolt, August 1943. This Spitfire has the wide bladed Rotol propeller, the internal armoured windscreen and "clipped" wings.

Late in 1940, the RAF predicted that the advent of the pressurised Junkers Ju 86P bomber series over Britain would be the start of a new sustained high altitude bombing offensive by the Luftwaffe, in which case development was put in hand for a pressurised version of the Spitfire, with a new version of the Merlin (the Mk VI). It would take some time to develop the new fighter and an emergency stop-gap measure was needed as soon as possible: this was the Mk V.

The basic Mk V was a Mk I with the Merlin 45 series engine. This engine delivered 1,440 hp (1,074 kW) at take-off, and incorporated a new single-speed single-stage supercharger design. Improvements to the carburettor also allowed the Spitfire to use zero gravity manoeuvres without any problems with fuel flow. Several Mk I and Mk II airframes were converted to Mk V standard by Supermarine and started equipping fighter units from early 1941. The majority of the Mk Vs were built at Castle Bromwich.

The VB became the main production version of the Mark Vs. Along with the new Merlin 45 series the B wing was fitted as standard. As production progressed changes were incorporated, some of which became standard on all later Spitfires. Production started with several Mk IBs which were converted to Mk VBs by Supermarine. Starting in early 1941 the round section exhaust stacks were changed to a "fishtail" type, marginally increasing exhaust thrust. Some late production VBs and VCs were fitted with six shorter exhaust stacks per side, similar to those of Spitfire IXs and Seafire IIIs; this was originally stipulated as applying specifically to VB(trop)s. After some initial problems with the original Mk I size oil coolers, a bigger oil cooler was fitted under the port wing; this could be recognised by a deeper housing with a circular entry. From mid-1941 alloy covered ailerons became a universal fitting.

Spitfire VC(trop), fitted with Vokes filters and "disc" wheels, of 417 Squadron RCAF in Tunisia in 1943.

A constant flow of modifications were made as production progressed. A "blown" cockpit hood, manufactured by Malcolm, was introduced in an effort to further increase the pilot's head-room and visibility. Many mid to late production VBs - and all VCs - used the modified, improved windscreen assembly with the integral bullet resistant centre panel and flat side screens introduced with the Mk III. Because the rear frame of this windscreen was taller than that of the earlier model the cockpit hoods were not interchangeable and could be distinguished by the wider rear framing on the hood used with the late-style windscreen.

Different propeller types were fitted, according to where the Spitfire V was built: Supermarine and Westland manufactured VBs and VCs used 10 ft 9 in (3.28 m) diameter, 3 bladed de Havilland constant speed units, with narrow metal blades, while Castle Bromwich manufactured VBs and VCs were fitted with a wide bladed Rotol constant speed propeller of either 10 ft 9 in (3.28 m) diameter, with metal blades, or (on late production Spitfires) 10 ft 3 in (3.12 m) diameter, with broader, "Jablo" (compressed wood) blades. The Rotol spinners were longer and more pointed than the de Havilland leading to a 3.5 in (8.9 cm) increase in overall length. The Rotol propellers allowed a modest speed increase over 20,000 ft (6,100 m) and an increase in the service ceiling. A large number of Spitfire VBs were fitted with "gun heater intensifier" systems on the exhaust stacks. These piped additional heated air into the gun bays. There was a short tubular intake on the front of the first stack and a narrow pipe led into the engine cowling from the rear exhaust.

The VB series were the first Spitfires able to carry a range of specially designed "slipper" drop tanks which were fitted underneath the wing centre-section. Small hooks were fitted, just forward of the inboard flaps: when the tank was released these hooks caught the trailing edge of the tank, swinging it clear of the fuselage.

With the advent of the superb Focke Wulf Fw 190 in August 1941 the Spitfire was for the first time truly outclassed, hastening the development of the "interim" Mk IX. In an effort to counter this threat, especially at lower altitudes, the VB was the first production version of the Spitfire to use "clipped" wingtips as an option, reducing the wingspan to 32 ft 2 in (9.8 m).The clipped wings increased the roll rate and airspeed at lower altitudes. Several different versions of the Merlin 45/50 family were used, including the Merlin 45M which had a smaller "cropped" supercharger impeller and boost increased to +18 lb. This engine produced 1,585 hp (1,182 kW) at 2,750 ft (838 m), increasing the L.F VB's maximum rate of climb to 4720 ft/min (21.6 m/s) at 2,000 ft (610 m).

VB Trop of 40 Squadron SAAF fitted with the "streamlined" version of the Aboukir filter, a broad-bladed, 10 ft 3 in (3.12 m) diameter Rotol propeller, and clipped wings.

The Mk VB(trop) (or type 352) could be identified by the large Vokes air filter fitted under the nose; the reduced speed of the air to the supercharger had a detrimental effect on the performance of the aircraft, reducing the top speed by 8 mph (13 km/h) and the climb rate by 600 ft/min (3.04 m/s), but the decreased performance was considered acceptable. This variant was also fitted with a larger oil tank and desert survival gear behind the pilot's seat. A new "desert" camouflage scheme was applied. Many VB(trop)s were modified by 103 MU (Maintenance Unit-RAF depots in which factory fresh aircraft were brought up to service standards before being delivered to squadrons) at Aboukir, Egypt by replacing the Vokes filter with locally manufactured "Aboukir" filters, which were lighter and more streamlined. Two designs of these filters can be identified in photos: one had a bulky, squared off filter housing while the other was more streamlined. These aircraft were usually fitted with the wide blade Rotol propeller and clipped wings.

Triumph Spitfire Mk I Roadster

The Triumph Spitfire is a small English two-seat sports car, introduced at the London Motor Show in 1962.[3] The vehicle was based on a design produced for Standard-Triumph in 1957 by Italian designer Giovanni Michelotti. The platform for the car was largely based upon the chassis, engine, and running gear of the Triumph Herald saloon, and was manufactured at the Standard-Triumph works at Canley, in Coventry. As was typical for cars of this era, the bodywork was fitted onto a separate structural chassis, but for the Spitfire, which was designed as an open top or convertible sports car from the outset, the ladder chassis was reinforced for additional rigidity by the use of structural components within the bodywork. The Spitfire was provided with a manual hood for weather protection, the design improving to a folding hood for later models. Factory-manufactured hard-tops were also available.

The Triumph Spitfire was originally devised by Standard-Triumph to compete in the small sports car market that had opened up with the introduction of the Austin-Healey Sprite. The Sprite had used the basic drive train of the Austin A30/35 in a light body to make up a budget sports car; Triumph's idea was to use the mechanicals from their small saloon, the Herald, to underpin the new project. Triumph had one advantage, however; where the Austin A30 range was of unitary construction, the Herald featured a separate chassis. It was Triumph's intention to cut that chassis down and clothe it in a sports body, saving the costs of developing a completely new chassis / body unit.

Italian designer Michelotti—who had already penned the Herald—was commissioned for the new project, and came up with a traditional, swooping body. Wind-up windows were provided (in contrast to the Sprite/Midget, which still featured sidescreens, also called curtains, at that time), as well as a single-piece front end which tilted forwards to offer unrivaled access to the engine. At the dawn of the 1960s, however, Standard-Triumph was in deep financial trouble, and unable to put the new car into production; it was not until the company was taken over by the Leyland organization funds became available and the car was launched. Leyland officials, taking stock of their new acquisition, found Michelotti's prototype hiding under a dust sheet in a corner of the factory and rapidly approved it for production.

Spitfire 4 or Mark I (1962-1964)

Overview:

Production1962–1964

45,753 made

Powertrain:

Engine1,147 cc (1.1 l) I4

Transmission4-speed manual with optional overdrive on top and third from 1963 onwards

Dimensions:

Curb weight1,568 lb (711 kg) (unladen U.K.-spec)

The production car changed little from the prototype, although the full-width rear bumper was dropped in favour of two part-bumpers curving round each corner, with overriders. Mechanicals were basically stock Herald. The engine was an 1,147 cc (1.1 l) 4-cylinder with a pushrod OHV cylinder head and 2 valves per cylinder, mildly tuned for the Spitfire, fed by twin SU carburettors. Also from the Herald came the rack and pinion steering and coil-and-wishbone front suspension up front, and at the rear a single transverse-leaf swing axle arrangement. This ended up being the most controversial part of the car: it was known to "tuck in" and cause violent over steer if pushed too hard, even in the staid Herald. In the sportier Spitfire (and later the 6-cylinder Triumph GT6 and Triumph Vitesse) it led to severe criticism. The body was bolted to a much-modified Herald chassis, the outer rails and the rear outriggers having been removed; little of the original Herald chassis design was left, and the Spitfire used structural outer sills to stiffen its body tub.

The Spitfire was an inexpensive small sports car and as such had very basic trim, including rubber mats and a large plastic steering wheel. These early cars were referred to both as "Triumph Spitfire Mark I" and "Spitfire 4", not to be confused with the later Spitfire Mark IV.

In UK specification the in-line four produced 63 bhp (47 kW) at 5750 rpm, and 67 lb·ft (91 N·m)of torque at 3500 rpm. This gave a top speed of 92 mph (148 km/h), and would achieve 0 to 60 mph (97 km/h) in 17.3 seconds. Average fuel consumption was 31mpg.

For 1964 an overdrive option was added to the 4-speed manual gearbox to give more relaxed cruising. Wire wheels and a hard top were also available.

Text regarding the Supermarine Spitfire aeroplane and Triumph Spitfire Roadster has been taken from excerpts of Wikipedia articles on each model.

The Supermarine Spitfire Mk VB aircraft and 1962 Triumph Spitfire Mk I road car have been modelled in Lego miniland-scale for Flickr LUGNuts' 79th Build Challenge, - 'LUGNuts goes Wingnuts, ' - featuring automotive vehicles named after, inspired by, or with some relationship to aircraft.

Flammable Tanker

Part of a work in progress information video. This small animation shows the three different modes that the car can alternate between: Standard, Off Road and Cruise mode. In high speed situations the car can essentially 'leap' in order to gain further distance and height. This was a design feature added in by Arthur after an incident involving Hellhounds.