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PRESS RELEASE
Date
28 Feb 2019
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Maserati at the 89th edition of the Geneva International Motor Show
Levante Trofeo V8 Launch Edition premieres at the Show: a limited edition of 100 units
An interactive journey through selected Italian excellences: Maserati presents the first step towards personalization
The stand features the entire MY19 Range, in the GranLusso and GranSport trims
Quattroporte S Q4 GranLusso and Levante S Q4 GranSport MY19 customized with Zegna PELLETESSUTA™
In order to showcase the sporty DNA of the Trident brand, the GranTurismo MC in the Grigio Lava Matte colour, in an exclusive new configuration, is on display
The future of the historic manufacturing plant in Modena defined
Modena, 28 February 2019 – Maserati is highlighting in the first and most important exhibition of the year in Europe
the Levante Trofeo SUV in the Launch Edition, a limited edition of 100 units, which will be the protagonist of the stand, along with the other models of the MY19 range. Another premiere of the Geneva Show are the new interiors in PELLETESSUTA™, an exclusive new material made by Ermenegildo Zegna exclusively for Maserati. To recall the Brand’s sporty DNA, Maserati will exhibit a GranTurismo MC (acronym for Maserati Corse), for the first time with an exterior in Grigio Lava Matte colour combined with interiors in carbon fibre. Maserati announced start of sales in Europe of the Levante Trofeo and Levante GTS.
Another new development will be revealed at the opening of the show, one that exemplifies Maserati’s ability to construct customized automobiles: an exciting one-off model, created according to the requests of a particular customer.
LEVANTE TROFEO LAUNCH EDITION - A LIMITED EDITION
To launch the new model in the market, Maserati is presenting the Levante Trofeo Launch Edition, a limited edition of 100 units. The Levante Trofeo Launch Edition will be available not only in the Blu Emozione Matte colour presented at the Geneva International Motor Show but also in the unique paints Giallo Modenese and Rosso Magma. The interior features sports seats with a premium full-grain "Pieno Fiore” natural leather, with contrasting stitching and a "Trofeo" logo embroidered on the headrest, available in blue, red or yellow. The exclusive carbon fibre inserts on the bumpers, side skirts and specially designed bonnet stand out.
The 22" Orione rims can be matte or glossy black finish, while the brake calipers are available in silver, blue, yellow or red.
The Levante Trofeo is equipped with one of the most powerful engines ever fitted in a Maserati road car. This is the 3.8 litre Twin Turbo V8, calibrated to mate perfectly with the Q4 Intelligent All-Wheel Drive system, providing it with a new crankcase design, specific crankshaft assembly, new oil pump and auxiliary belt and a different wiring layout.
Like all Maserati petrol engines, this V8 is assembled by Ferrari in Maranello. In terms of 0-100km/h acceleration, it stops the chronometer at 4.1”, while the maximum speed is close to the 300 km/h threshold.
The Levante Trofeo is fitted with the eight-speed ZF automatic gearbox used on all the Levante versions, acclaimed for its versatility and sporty character.
The “Corsa" driving mode with Launch Control functionality (in addition to the existing Normal, I.C.E., Sport and Off Road modes) has been adopted to enhance the sporty character of the ultimate Maserati SUV. “Corsa” driving mode further improves engine response and opens exhaust valves in acceleration, as well as providing faster gear shifting, lower air suspension height levels, sportier Skyhook damping and optimized Q4 Intelligent All-Wheel Drive settings. It also interacts with the Traction Control and ESP systems to maximize driving pleasure.
The Levante features the Integrated Vehicle Control (IVC) system for impressive driving dynamics, better performance, and a genuine Maserati driving experience, by helping to prevent vehicle instability, instead of correcting “driver mistakes” as a traditional Electronic Stability Program (ESP) system does.
The ideal 50:50 weight balance and the low centre of gravity - common to all Levante models, in combination with the finely tuned double-wishbone front / Multi Link rear suspension, as well as the wider 22-inch rear tyres on forged aluminium alloy wheels, provide the new Trofeo with perfectly balanced handling and lateral stability.
The unmistakable Levante design has reached new levels of sportiness in this model like the lower splitter, the side blades in the front air intakes, the side skirt inserts and the rear extractor, made of ultralight high-gloss carbon fibre.
At the front, the Levante Trofeo has Full Matrix LED adaptive headlights, a front grille with double vertical bars in Black Piano finish, lower honeycomb mesh fascia, body colour door handles and high-performance brake calipers available in red, blue, black, silver or yellow. And to cap it off, the “Saetta” Trofeo logo adorns the iconic C-pillar of the coupé styled Levante.
Inside the Levante Trofeo cabin is a wealth of elegant features which create an environment of pure luxury. “Pieno Fiore” is like no other leather used in the automotive industry for its natural, soft feel and for the unique character it develops throughout the years.
This amazing Levante's quintessentially sporty personality is highlighted by new details in "3D Touch" matt carbon fibre, the specific instrument cluster graphics, floor mats with metal Trofeo badges, and a Maserati clock with a unique dial. The on-board set up is completed by a 1,280-watt, 17-speaker Bowers & Wilkins premium surround sound audio system for a concert hall sound experience.
The Levante Trofeo is the first ever Maserati equipped with 22-inch forged aluminium wheels, so Maserati cooperated with Continental to provide the new SportContact™ 6 tyre as standard equipment. The new ultra-sport tyre has substantially contributed to achieving the excellent and balanced handling and outstanding cornering performance of the most powerful Maserati in production today.
PERSONALIZATION
The special things about the Maserati stand at this 89th edition of the Geneva International Motor Show is the way it focuses on highlighting a distinctive Italianness and the process of craftsmanship and customization, considerations that have prompted Maserati to host on their stand - together with Ermenegildo Zegna, a longstanding partner and a leader in the field of men’s luxury clothing, two other leading artisanal firms in their field: Giorgetti, the internationally renowned Italian woodworking company, known for its furniture and unique design pieces, and De Castelli, a leading metalworking firm, specializing in the production of unique home design accessories, custom surfaces and projects.
At Maserati tradition becomes innovation, combining fine craftsmanship, advanced technology and sophisticated design for the sort of exclusive, unique mix only Maserati knows how to apply to its cars.
The stand provides an instructive tour through three different dedicated thematic areas. Each area will feature a display of tools, materials and components that, specially crafted by Zegna, De Castelli and Giorgetti, bear witness to the unending quest for excellence, style and originality, typical of products designed and Made in Italy, and therefore typical of Maserati.
Speaking of innovation and design, when it comes to customizing the stand, for the first time ever Maserati is taking advantage in the Customization Area of a D-Table, the only interactive table which combines the latest-generation software and elegant, sophisticated design.
ERMENEGILDO ZEGNA
Zegna is a longstanding partner of Maserati and for the Geneva show will be presenting the world premiere of its new car interiors in PELLETESSUTA™, a special woven nappa leather, the product of pioneering research by Ermenegildo Zegna, seeking to create a luxurious, innovative, lightweight and soft fabric that is versatile and well suited for the creation of products, ranging from home design complements to multimedia accessories.
The bond between Zegna and Maserati grows stronger with each passing year, in no small part due to the historical similarities of the two brands.
The Ermenegildo Zegna Group is one of the most distinguished businesses in all of Italy. Founded back in 1910 in Trivero, in the Biellese Alps, by a young entrepreneur named Ermenegildo, whose vision was to ethically produce the most sumptuous fabrics in the world by means of innovation and the utilization of the best luxury fibres, sourced directly in their countries of origin, the company is currently guided by the fourth generation of the Zegna family. The Group, which since the late 80’s has been implementing a strategy of vertical integration, has created a global luxury brand which currently offers fabrics, clothing and accessories. Today there are 504 single-label stores in over 100 countries, of which 272 are company-owned.
GIORGETTI
The Giorgetti cabinet-making tradition started in Brianza in 1898, and more than 120 years later is still continuing to evolve and innovate. The company looks to the future, how to convey and stay on top of all the changes in a dynamically transforming world. Giorgetti’s approach to interior design involves interpreting behaviours and tastes in various different markets, creating pieces that are free of all formal conventions, capable of coexisting harmoniously in any context, dissolving cultural and temporal distances.
The products made by Giorgetti epitomize the best in the proud catchline, “Made and Manufactured in Italy”. Starting from design, creativity and style, and all the way to the actual manufacture of a finished product, the entire manufacturing process is completely carried out in Italy by highly qualified personnel, boasting consummate skill in the furniture sector.
The craft-based means of production associated with the phrase, Made in Italy, transcends the rationale of standardized, mass-produced products, guaranteeing high levels of product customization.
The indispensable work of master craftsmen is capable of imbuing Giorgetti projects with that magical allure of unique, handmade pieces.
DE CASTELLI
True to its commitment to restore metal’s privileged role in projectual experimentation, De Castelli is grafting a craft-based concept and approach to work onto typically industrial processes, a bold synthesis that leads to unprecedented results. The encounter with design engenders an approach to the material founded on respect for its vast potential, including the less obvious possibilities, the ones that gradually emerge in a collection of mass-produced products that are, at the same time, unique. Not only because the hand creating them is unique, but due to the uniqueness of the cultural process that puts the main emphasis on the aesthetic value - rather than purely functional ones - of the primal material with which De Castelli shapes living spaces. One thus overturns the dictum that confines the coldness of metal to the outer margins of interior design project, bringing steel, brass and copper, in their multiple variations and finishes, to the centre of a a completely renovated scenario where they can finally glow in self-generated radiance.
Delabré is the name of an artisanal finish conceived of and realized by De Castelli. It consists in the manual oxidation of materials like steel, copper and brass, capable of imbuing them with unique, unrepeatable chromatic effects.
THE OTHER MODELS IN THE MASERATI RANGE: GRANTURISMO MC, QUATTROPORTE AND GHIBLI
Visitors to the Geneva International Motor Show will find on display the GranTurismo MC (acronym for Maserati Corse) which perfectly represents the sporty DNA of the Modena company. The GranTurismo MC boasts an exclusive new configuration, for the first time ever with the Grigio Lava Matte as the exterior colour and “Nerissimo Carbon Pack” trim with the Black Chrome contrasting finishes for the various details: the upper portion of the grille with black vertical slats, the profiles of the boot, the lettering on the tailgate, the logo on the pillars, the side air intakes, exhaust outlets and window frames. With the Nerissimo Carbon pack the door handles, mirror caps, front splitter, and rear spoiler are in Carbon fibre. The same material will be available for the interior customization packs.
The stand also features various different Maserati models, including a Levante S Q4 GranSport in an exclusive trim with the exterior in a Bronze colour, which boasts interiors in Zegna PELLETESSUTA™. The car sports 21” polished Helios rims. For the first time in the history of this longstanding partnership with Zegna, the customization has been extended to also include the GranSport trims of the Maserati range. An especially sophisticated combination for this Levante, the first SUV in the more than one-hundred year history of Maserati.
On display, the Maserati Quattroporte S Q4 GranLusso with its Blu Sofisticato coloured body combined with interiors in PELLETESSUTA™ Zegna, an extremely elegant configuration to once again underscore the exclusive, luxurious character of this Italian manufacturer flagship, whose origins date back to Series I designed in 1963 to be the fastest sedan in the world. The 21” Atlante alloy rims with blue brake calipers and the sport seats underscore the dual nature of this model.
Two Maserati Ghibli S Q4 (GranSport and GranLusso trims), 430 hp, can be viewed on the stand. The GranSport trim is equipped with metallic Grigio Maratea paint on the outside and Nerissimo pack with a red interior in full-grain “Pieno Fiore” leather and black stitching, plus roof lining in black Alcantara. The rims are 21” in Glossy Black Titanium, which imbue the Maserati sedan, boasting Q4 Intelligent All-Wheel Drive system, with a unique, unmistakable character. The elegance of the GranLusso trim is highlighted by the tri-coat exterior Bianco Alpi paint and by the 20” Teseo rims; on the inside the full-grain “Pieno Fiore” black leather has been combined with Oak trim and roof lining in grey Alcantara.
The entire MY19 range, composed of Ghibli, Quattroporte and Levante models, has benefited from a luxurious restyling which combined targeted interventions in terms of both style and new contents.
Both the sedans and the SUV with MY19 specifications are equipped with a redesigned shorter-travel gearshift lever featuring a more intuitive shift pattern and improved operation.
The Maserati Levante Trofeo for the European market is capable of delivering 580 hp at 6,250 rpm, achieving extremely high peak rotation, maintaining the same torque of 730 Nm, usable in a wide range between 2,500 and 5,000 rpm. The Levante Trofeo therefore displays the characteristic of immediately providing high levels of torque even at low revs, a feature that is appreciated by the customers of this type of SUV. Thanks to new turbochargers with increased flow, a redesigned cylinder head with specific camshafts and valves, new pistons and new connecting rods, the Levante Trofeo is able to achieve impressive power peaks, in combination with specific engine calibration mapping.
The new Levante Trofeo features Full Matrix LED adaptive headlights as standard. Compared to Bi-Xenon headlamps, LED technology offers 20% better visibility, 32% cooler light and headlights that last twice as long.
The full LED headlights utilize a digital camera mounted behind the rear-view mirror that supports the Glare-free High Beam detection system, allowing the driver to keep the high beam on without dazzling oncoming drivers. The system is able to create a “zone of shade” around other vehicles switching dynamically on and off the LED matrixes. The full Matrix LED headlights can create up to four light tunnels simultaneously with each tunnel as large as the obstacle.
The Brembo braking system deals superbly with the high performance of the Levante Trofeo. The front brakes have adopted 6-piston aluminium monobloc calipers working on 380 mm x 34 mm drilled discs, while 4-piston aluminium monobloc calipers with 330 mm x 28 mm ventilated drilled discs are fitted at the rear. The ABS has undergone a specific setup for the Trofeo version.
Levante, Ghibli and Quattroporte share the same MTC+ infotainment system, which is based on a high resolution 8.4” multi-touch screen and a double rotary knob on the centre console.
For MY19 there is a choice of nine body colours for the Quattroporte and 10 for each of the Ghibli and Levante models. A new tri-coat colour is now available, born to enhance the design of each: the elegant Blu Nobile.
In the wide collection of alloy wheels designed specifically for every single Maserati model, there are five brand new designs in the MY19 catalogue in 20 and 21-inch sizes, two for each of the Levante and Quattroporte models and one for the Ghibli.
THE HISTORIC MODENA PLANT
Speaking of the historic Modena plant, recently Maserati announced that it reconfirms its strategic mission. The plant will be dedicated to the manufacturing of special high performance, high technology sports cars, in line with the tradition and values of the Brand, which has been present at Modena since 1939.
This will exploit the know-how and experience of the staff involved in the production of the cars, which require a very special fabrication cycle: a fully-fledged synergy of craftsmanship and innovation, scrupulous attention to detail and the highest quality standards, resulting in the manufacture of unique, exclusive products which represent the very best of the “Made in Italy” brand worldwide.
The current production lines will be upgraded, indeed, totally renewed, starting this Autumn: the first pre-series production of a new model, a characteristically Maserati sports car, will roll off the lines in the first half of next year.
Octo Maserati GranLusso and GranSport by Bulgari
Maserati's prestige partnership with Bulgari, launched in 2012, has led to the creation of two exclusive wristwatches: Octo Maserati GranLusso and Octo Maserati GranSport by Bulgari Specifically intended for owners of the Brand's cars, they feature the spectacular dial (with retrograde minutes and jumping hours) resembling the rpm-counter of a Maserati, while the stitched leather strap recalls the upholstery of Trident cars.
Ermenegildo Zegna Maserati Capsule Collection for Spring Summer 2019
At the Geneva Motor Show, Ermenegildo Zegna and Maserati are delighted to present the new Maserati Capsule Collection for Spring Summer 2019: an exquisite collection of leather goods, travel clothing and elegant accessories, displaying all the excellence for which these two iconic Italian brands are famed. Building on a well-established partnership launched early in 2013, Maserati and Zegna offer products of unrivalled quality of details, performance and design, made to measure for those wishing to surround themselves with luxury. The Maserati Capsule Collection is available in selected Ermenegildo Zegna stores worldwide and on Zegna.com
Maserati S.p.A.
Maserati produces a complete range of unique cars with an amazing personality, immediately recognisable anywhere. With their style, technology and innately exclusive character, they delight the most discerning, demanding tastes and have always been an automotive industry benchmark. Ambassadors of this heritage are the Quattroporte flagship, the Ghibli sports sedan, the Levante, Maserati’s very first SUV, and the GranTurismo and GranCabrio sports cars. A range complete as never before, with petrol and diesel engines, rear or all-wheel drive, the finest materials and outstanding engineering. A tradition of successful cars, each of them redefining what makes an Italian sports car in terms of design, performance, comfort, elegance and safety.
Model of a mining excavator in front shovel configuration in scale 1:28.5. This 300 tonne machine is a representative of Liebherr's most popular size class and is ideally suited to load a fleet of 100 tonne payload mining trucks.
When LEGO introduced its 42100 Liebherr R 9800, I knew I had to get that set immediately after release. But I also knew from the beginning, that I would not like the official model's Technic design and that I had to build my own version.
Here it is, scaled larger than 42100, but on the other hand representing a much smaller machine than the 9800. About 300 vs. 800 tonnes in real life. This allowed me to use the main components of the official LEGO model to build my R 994 B. I used the clamshell bucket, the Power Functions XL actuators and the tracks and sprockets.
The main difference from 42100 lies in the electric components of my model. The following functions are all powered by two Power Functions rechargeable battery boxes and controlled by three SBricks via bluetooth connection and Brick Controller 2 app:
- Left and right crawler treads each using a Power Functions L motor
- Slewing of the upper structure using two Power Functions M motors
- Boom cylinders: one Power Functions XL motor
- Stick cylinders: one Power Functions L motor
- Bucket cylinders: one Power Functions M motor
- Clamshell bucket: one Brick Engine V1 motor (compatible to Power Functions)
- Access ladder: one Power Functions M motor
- Service flap: one Power Functions M motor
- Lighting: three pairs of Power Functions LEDs
Besides the main drive and digging functions, the model features a retractable access ladder and a lowerable service flap on the underside of the upper structure frame. The service flap is used to refuel and grease the excavator.
While building the Liebherr R 994 B Litronic in 1:28.5 scale, I could refer to a highly detailed diecast model of the very same machine in 1:50 scale.
Different attachment configurations for the SOPMORS-388.
[TOP - SOPMORS-SD]
Stealth oriented configuration with an IR-visible laser sight and suppressor.
[BOTTOM - SOPMORS-MP]
Combat oriented configuration with a reflex sight, folding vertical grip and compensator.
+++ DISCLAIMER +++
Nothing you see here is real, even though the conversion or the presented background story might be based on historical facts. BEWARE!
Some background:
The Cessna Model 336 and 337 “Skymaster” were American twin-engine civil utility aircraft built in a unique push-pull configuration. Their engines were mounted in the nose and rear of its pod-style fuselage. Twin booms extended aft of the wings to the vertical stabilizers, with the rear engine between them. The horizontal stabilizer was aft of the pusher propeller, mounted between and connecting the two booms.
The first Skymaster, Model 336, had fixed landing gear and initially flew on February 28, 1961. It went into production in May 1963 with 195 being produced through mid-1964. In February 1965, Cessna introduced the larger Model 337 Super Skymaster with more powerful engines, retractable landing gear, and a dorsal air scoop for the rear engine (the "Super" prefix was subsequently dropped from the name). In 1966, the turbocharged T337 was introduced, and in 1973, the pressurized P337G entered production.
The type was very prolific and Cessna built 2.993 Skymasters of all variants, including 513 military O-2 (nicknamed "Oscar Deuce") versions from 1967 onwards. The latter featured underwing ordnance hard points to hold unguided rockets, gun pods or flares, and served in the forward air control (FAC) role and psychological operations (PSYOPS) by the US military between 1967 and 2010. Production in America ended in 1982, but was continued by Reims in France, with the FTB337 STOL and the military FTMA “Milirole”.
Both civil and military Cessna 336/337 version had long service careers, and some were considerably modified for new operators and uses. Among the most drastic conversions was the Spectrum SA-550, built by Spectrum Aircraft Corporation of Van Nuys, California, in the mid-1980s: Spectrum took the 336/337 airframe and removed the front engine, lengthened the nose to maintain the center of gravity, and replaced the rear piston engine with a pusher turboprop which offered more power than the combined pair of original petrol engines. The Spectrum SA-550 conversion also came together with an optional modernization package that prolonged the airframes’ service life, so that modified machines could well serve on for 20 years or more.
This drastic conversion was executed for both military and civil operators. The best-known military SA-550s were six former USAF O-2A airframes, which had been transferred to the U.S. Navy in 1983 for use as range controllers with VA-122 at NAS Lemoore, California. These aircraft were operationally nicknamed “Pelican”, due to the characteristic new nose shape, and the name unofficially caught on.
However, the SA-550 package was only adopted sporadically by private operators, but it became quite popular among several major police and fire departments. Typical duties for these machines included border/drug patrol, surveillance/observation duties (e.g. traffic, forest fire) and special tasks, including drug interdiction as well for SAR missions and undercover operations like narcotics and serialized criminal investigations. Some SA-550s were accordingly modified and individually outfitted with suitable sensors, including IR/low light cameras, searchlights, and internal auxiliary tanks. None were armed, even though some aircraft featured underwing hardpoints for external extra tanks, flare dispensers for nocturnal operations or smoke charge dispensers for ground target marking to guide water bombers to hidden forest fires.
The type’s versatility, low noise level, high travel speed and good loitering time in the operational area at low speed proved to be vital assets for these public service operators and justified its relatively high maintenance costs. A handful of the modernized Spectrum SA-550 machines were still in active service after the Millennium, primarily in the USA.
General characteristics:
Crew: 1 + 3 passengers (up to 5 passengers possible in special seat configuration)
Length: 32 ft 6½ in (9.94 m)
Wingspan: 38 ft ¾ in (11.62 m)
Height: 9 ft 2 in (2.79 m)
Wing area: 201 sq ft (18.81 m²)
Aspect ratio: 7.18:1
Airfoil: NACA 2412 at root, NACA 2409 at tip
Empty weight: 2,655 lb (1,204 kg)
Max takeoff weight: 4,400 lb (1,996 kg)
Fuel capacity: 92 US gal (77 imp gal; 350 l) normal,
128 US gal (107 imp gal; 480 l) with auxiliary tank
in the cabin instead of two passenger seats
Powerplant:
1× Pratt & Whitney PT6A-27 turboprop engine, delivering 550 shp (410 kW) and
driving a four-blade McCauley fully-feathering, constant-speed propeller, 6 ft 4 in (1.93 m) diameter
Performance:
Maximum speed: 199 mph (320 km/h, 173 kn) at sea level
Cruise speed: 144 mph (232 km/h, 125 kn) at 10,000 ft (3,000 m) (econ cruise)
Stall speed: 69 mph (111 km/h, 60 kn)
Range: 1421 mi (2.288 km, 1.243 nmi) at 10.000 ft (3.050 m) altitude and economy cruise
Service ceiling: 19,500 ft (5,900 m)
Rate of climb: 1,200 ft/min (6.1 m/s)
Takeoff distance to 50 ft (15m): 1,545 ft (471 m)
Landing distance from 50 ft (15m): 1,650 ft (500 m)
The kit and its assembly:
This build is the combination of ingredients that had already been stashed away for a long time, and the “Red Lights” Group Build at whatifmodellers.com in early 2021 was a good motivator and occasion to finally put everything together.
The basis is an ARII 1:72 Cessna T337 model kit – I had purchased it long ago with the expectation to create a military Skymaster from it, but I was confused by a fixed landing gear which would make it a 336? Well, without a further concrete plan the kit preliminarily landed in The Stash™…
However, the ARII model features the optional observation windows in the doors on the starboard side, in the form of a complete(!) fuselage half, so that it lends itself to a police or firefighter aircraft of some sort. This idea was furthermore fueled by a decal sheet that I had been given from a friend, left over from a 1:72 Italeri JetRanger, with three optional police helicopter markings.
The final creative element was the real-world “Pelican” conversion of six O-2As for the US Navy, as mentioned in the background above: the front engine was replaced with a longer nose and the engine configuration changed to a pusher-only aircraft with a single powerful turboprop engine. This looked so odd that I wanted to modify the ARII Cessna in a similar fashion, too, and all these factors came together in this model.
My Arii Cessna 337 kit is a re-boxing from 2009, but its origins date back to Eidai in 1972 and that’s just what you get: a vintage thing with some flash and sinkholes, raised (but fine) surface details and pretty crude seams with bulges and gaps. Some PSR is direly necessary, esp. the fit of the fuselage halves is cringeworthy. The clear parts were no source of joy, either; especially the windscreen turned out to be thick, very streaky (to a degree that I’d almost call it opaque!) and even not fully molded! The side glazing was also not very clear. I tried to improve the situation through polishing, but if the basis is already poor, there’s little you can do about it. Hrmpf.
However, the kit was built mostly OOB, including the extra O-2 glazing in the lower doors, but with some mods. One is a (barely visible) extra tank in the cabin’s rear, plus a pilot and an observer figure placed into the tight front seats. The extended “Pelican” nose was a lucky find – I was afraid that I had had to sculpt a nose from scratch with 2C putty. But I found a radome from a Hasegawa RA-5C, left over from a model I built in the Eighties and that has since long fallen apart. However, this nose fitted almost perfectly in size and shape, I just “blunted” the tip a little. Additionally, both the hull in front of the dashboard and the Vigilante radome were filled with as many lead beads as possible to keep the nose down.
The kit’s OOB spatted, fixed landing gear was retained – even though it is dubious for a Cessna 337, because this type had a fully retractable landing gear, and the model has the landing gear covers actually molded into the lower fuselage. On the other side, the Cessna 336’s fixed landing gear looks quite different, too! However, this is a what-if model, and a fixed landing gear might have been a measure to reduce maintenance costs?
The propeller was replaced with a resin four-blade aftermarket piece (from CMK, probably the best-fitting thing on this build!) on my standard metal axis/styrene tube adapter arrangement. The propeller belongs to a Shorts Tucano, but I think that it works well on the converted Cessna and its powerful pusher engine, even though in the real world, the SA-550 is AFAIK driven by a three-blade prop. For the different engine I also enlarged the dorsal air intake with a 1.5 mm piece of styrene sheet added on top of the molded original air scoop and added a pair of ventral exhaust stubs (scratched from sprue material).
Another addition is a pair of winglets, made from 0.5 mm styrene sheet – an upgrade which I found on several late Cessna 337s in various versions. They just add to the modernized look of the aircraft. For the intended observation role, a hemispherical fairing under the nose hides a 180° camera, and I added some antennae around the hull.
However, a final word concerning the model kit itself: nothing fits, be warned! While the kit is a simple affair and looks quite good in the box, assembling it turned out to be a nightmare, with flash, sinkholes, a brittle styrene and gaps everywhere. This includes the clear parts, which are pretty thick and blurry. The worst thing is the windscreen, which is not only EXTRA thick and EXTRA blurry, it was also not completely molded, with gaps on both sides. I tried to get it clearer through manual polishing, but the streaky blurs are integral – no hope for improvement unless you completely replace the parts! If I ever build a Cessna 337/O-2 again, I will give the Airfix kit a try, it can only be better…
Painting and markings:
The choice between the operator options from the JetRanger sheet was hard, it included Sweden and Italy, but I eventually settled for the LAPD because the livery looks cool and this police department not only operates helicopters, but also some fixed-wing aircraft.
I adapted the LAPD’s classic black-and-white police helicopter livery (Gloss White and Black, Humbrol 22 and 21, respectively) to the Cessna and extended it to the wings. At this point – already upset because of the poor fit of the hardware – disaster struck in the form of Humbrol’s 22 turning into a pinkish ivory upon curing! In the tin, the paint and its pigments looked pretty white and “clean”, and I assume that it’s the thinner that caused this change. What a crap! It’s probably the third tin with 22 that causes trouble, even though in different peculiarities!
The result was total rubbish, though, and I tried to rub the paint off as good as possible on the small model with its many windows, the fixed, delicate landing gear and the wing support struts. Then I overpainted the areas with Revell 301 (Semi-matt White). While this enamel yielded the intended pure white tone, the paint itself is rather gooey and not easy to work with, so that the overall finish turned out worse than desired. At least the black paint worked properly. The demarcations were created with black decal stripes (TL Modellbau), because the tiny model left little room for complex masking measures – and I did not risk any more painting accidents.
Since the aircraft would be kept shiny and clean, I just did a light black ink washing to emphasize surface details and did a light panel post-shading on the black areas, not for weathering but rather to accent surface structures. No further weathering was done (and necessary).
The markings/decals come – as mentioned above – from an Italeri 1:72 JetRanger, but they were augmented with some additional markings, e. g. grey walkways on the wings and “L-A-P-D” in large black letters under the wings, to distract from the poor finish of the white paint around them…
Finally, the kit was sealed overall with Italeri semi-gloss acrylic varnish, just with a matt anti-glare shield in front of the windscreen, which received thin white trim lines (generic decal stripes).
A challenging build due to the Arii kit’s rather poor basis, the massive rhinoplasty and the crisp paint scheme. However, I like the result – what-if models do not always have to be armed military vehicles, there’s potential in other genres, too. And this mono-engine “Pelican” Skymaster plays its role as a “flying eye” in police service credibly and well. However, this was my first and last Eidai kit…
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.
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.
Pangasinan Five Star Bus Co. Inc.- 3217
Bus No: 3217
Year released: 2013
Capacity: 49; 2x2 seating configuration
Route: Cubao/Pasay-Tayug via Dau/SCTEX-Concepcion/Capas/Tarlac/Paniqui/Moncada/Carmen/Urdaneta
Body: Hyundai Motors Korea
Chassis: Hino RK1JST
Engine: Hino J08C-TK
Fare: Airconditioned
Transmission System: M/T
Suspension: Leaf-Spring Suspension
Taken on: June 14, 2014
Location: Concepcion-Magalang Road, Brgy. Sto. Domingo II, Capas, Tarlac
Mura na, Busog Pa!
KingSam Express Inc.
Bus Number: 408
Model:King Long XMQ6119T
KLQ6110R- Chassis
Route:Malanday-Alabang
MMDA Bus Organized Route:Bus A - Alabang
Fare:Airconditioned
Seating Configuration: 2x3
Shot Location: North EDSA
To close out this week's O.B. CFA uploads, a better view of that new drive-thru configuration, as seen from the rear. Oh yeah, forgot to mention the changeable lettering on the road sign showed a target reopening date. I want to say it was July 19 (yikes, next Friday!), but since I failed to get a single good photo of that sign, I don't know for sure... At any rate, I hope to venture back by this coming weekend to check on the progress, and will attempt to pop into the nearby Kroger and check on the remodel progress there as well.
____________________________________
Chick-fil-A, 2002-built, Craft-Goodman Rd. at Camp Creek Dr., Olive Branch MS
Artist's view of the configuration of Ariane 6 using four boosters (A64).
ESA and European industry are currently developing a new-generation launcher: Ariane 6. This follows the decision taken at the ESA Council meeting at Ministerial level in December 2014, to maintain Europe’s leadership in the fast-changing commercial launch service market while responding to the needs of European institutional missions.
This move is associated with a change in the governance of the European launcher sector, based on a sharing of responsibility, cost and risk by ESA and industry.
The participating states are: Austria, Belgium, France, Germany, Ireland, Italy, Netherlands, Norway, Romania, Spain, Sweden and Switzerland.
Credit: ESA–David Ducros, 2016
Victory Liner Inc.
Bus Number: 100
Capacity: 45; 2x2 seating configuration
Body: Hyundai Motos Korea
Model: Hyundai Universe Space Luxury
Engine: Hyundai
Fare: Airconditioned
Aircon System: Hyundai overhead a/c
Transmission System: M/T
Shot Location: Victory Liner Terminal Cubao Quezon City
The Citroën DS (French pronunciation: [si.tʁɔ.ɛn de.ɛs]) is a front mid-engined, front-wheel drive executive car manufactured and marketed by Citroën from 1955 to 1975, in fastback/sedan, wagon/estate, and convertible body configurations, across a single generation comprising three series.
Marketed with a less expensive variant, the Citroën ID, the DS was known for its aerodynamic, futuristic body design; unorthodox, quirky, and innovative technology. It set new standards in ride quality, handling, and braking,[3] thanks to both being the first mass production car equipped with hydropneumatic suspension, as well as disc brakes.[4] The 1967 Series 3 also introduced directional headlights to automotive mass-production.[nb 2]
Italian sculptor and industrial designer Flaminio Bertoni and the French aeronautical engineer André Lefèbvre styled and engineered the DS, and Paul Magès developed the hydropneumatic self-levelling suspension. Robert Opron designed the 1967 Series 3 facelift. Citroën built 1455746 examples in six countries, of which 1330755 were manufactured at Citroën's main Paris Quai de Javel (now Quai André-Citroën) production plant.[5]
The DS was used competitively in rally racing during almost its entire 20‑year production run, and achieved multiple major victories, as early as 1959, and as late as 1974. It was named the most beautiful car of all time by Classic & Sports Car magazine.[6]
The name DS and ID are puns in the French language. "DS" is pronounced exactly like déesse, lit. 'goddess', whereas "ID" is pronounced as idée ('idea').
Model history
Turn indicators were mounted in the upper corners of the rear window, tail and brake lights integrated in chromed rear bumper.
After 18 years of secret development as the successor to the Traction Avant, the DS 19 was introduced on 6 October 1955, at the Paris Motor Show. In the first 15 minutes of the show, 743 orders were taken, and orders for the first day totalled 12,000.[7] During the 10 days of the show, the DS took in 80,000 deposits; a record that stood for over 60 years,[8] until it was eclipsed by the Tesla Model 3 which received 180,000 first day deposits in March 2016.[9] The original list price for a 1959 ID19 was US$2,833 ($31,289 in 2025 dollars).[10][11]
Contemporary journalists said the DS pushed the envelope in the ride vs. handling compromise possible in a motor vehicle.[12][13][14]
To a France still deep in reconstruction after the devastation of World War II, and also building its identity in the post-colonial world, the DS symbolized French ingenuity.[15] The DS was distributed to many territories throughout the world.[16]
At the 1963 Amsterdam International Autoshow, Citroën presented a DS body as a sculpture, upright like a rocket, on a rotating platform.
It also posited the nation's relevance in the Space Age, during the global race for technology of the Cold War.[15] Structuralist philosopher Roland Barthes, in an essay about the car, said that it looked as if it had "fallen from the sky".[17] An American advertisement summarised this selling point: "It takes a special person to drive a special car".[18]
Because the company was owned by the technologically aggressive tyre manufacturer Michelin, Citroën had designed their cars around the technologically superior radial tyre since 1948, and the DS was no exception.[19][20]
The car used double wishbone suspension with L-shaped arms at the front and trailing-arms at the rear, with totally novel hydropneumatic spring and damper units. The car's advanced hydraulics included automatic self-levelling and driver adjustable ride-height,[21] developed in-house by Paul Magès. This suspension allowed the DS to travel quickly on the poor road surfaces then common in France.[22]
In addition, the vehicle had power steering and a semi-automatic transmission (the transmission required no clutch pedal but gears still had to be shifted by hand,[23] with the shift lever controlling a powered hydraulic shift mechanism in place of a mechanical linkage). It had a fibreglass roof which lowered the centre of gravity, and so reduced weight transfer. Inboard front disc brakes (as well as independent suspension) reduced unsprung weight. Different front and rear track widths reduced the unequal tyre loading, which is well known to promote understeer, typical of front-engined and front-wheel drive cars.[24] Although disc brakes had been tried on a car as early as 1902 by British Lanchester, volume production had not been applied until 1949, by USA small car manufacturer Crosley, but without success. The Citroën DS was the first successful fielding of disc brakes on a mass-produced car.[4]
Furthermore, at launch the DS featured innovative centerlock wheels which used a captive allen bolt as the central fastener whilst a hexagonal protrusion transferred the drive to a matching recess in the wheel. This made it possible to change the wheel very quickly in the event of a puncture and proved an advantage in motor racing.[25]
As with all French cars, the DS design was affected by the tax horsepower system, which effectively encouraged smaller engines. Unlike the Traction Avant predecessor, there was no top-of-range model with a powerful six-cylinder engine. Citroën had planned an air-cooled flat-6 engine for the car, but did not have the funds to put the prototype engine into production.
The DS placed fifth on the 2005 list of "100 Coolest Cars" by Automobile Magazine.[26] It was also named the most beautiful car of all time by Classic & Sports Car magazine after a poll of 20 world-renowned car designers, including Giorgetto Giugiaro, Ian Callum, Roy Axe, Paul Bracq, and Leonardo Fioravanti...Wikipedia
An expanded view of an artist rendering of the 130-metric-ton configuration of NASA's Space Launch System (SLS), managed by the Marshall Space Flight Center in Huntsville, Ala., shows the many different elements of the rocket design. Used primarily to launch heavy cargo, this two-stage vehicle will be the largest rocket ever built and will enable exploration missions beyond low-Earth orbit, supporting travel to asteroids, Mars and other deep space destinations.
Image credit: NASA
Original image:
www.nasa.gov/exploration/systems/sls/multimedia/gallery/s...
More about SLS:
www.nasa.gov/exploration/systems/sls/index.html
Space Launch System Flickr photoset:
www.flickr.com/photos/28634332@N05/sets/72157627559536895/
_____________________________________________
These official NASA photographs are being made available for publication by news organizations and/or for personal use printing by the subject(s) of the photographs. The photographs may not be used in materials, advertisements, products, or promotions that in any way suggest approval or endorsement by NASA. All Images used must be credited. For information on usage rights please visit: www.nasa.gov/audience/formedia/features/MP_Photo_Guidelin...
Busca, tal vez, alguna configuración para vuelo escondida en sí mismo.
* # *
"Penguin doing Origami with its own feathers"
Searching, perhaps, for some configuration for flight hidden in his own self.
The Ford Model 18 (as it was officially named) marked a beginning of an era of affordable power for the common man. The Model 18 was Ford’s V8 – a configuration otherwise confined to high price luxury cars. Priced from $490 for Coupes ($495 for Roadsters), the V8 was significantly less expensive than any car offering eight cylinders. The concurrent 4-Cylinder ‘B’ Model priced just $10 less would have been a failure, but for Ford’s inability to produce greater numbers of V8 engines and cars.
A V8 has many advantages. Chiefly it offers smooth running, and high power density for its overall length. The engine was barely heavier than an inline-four, and lighter than an inline-six. This made for a fantastic recipe: Small car + big engine = maximum mayhem. All getaway drivers knew this. Famously Bonnie & Clyde, whilst on the run, penned a thank you note to Henry Ford.
Dear Sir: -
While I still have got breath in my lungs I will tell you what a dandy car you make. I have drove Fords exclusivly when I could get away with one. For sustained speed and freedom from trouble the Ford has got ever other car skinned and even if my business hasen't been strickly legal it don't hurt enything to tell you what a fine car you got in the V8 -
Yours truly, Clyde Champion Barrow (April 10th, 1934)
After WWII returned servicemen from the theatre of war sought the adrenaline a modified Ford V8 could offer. The culture of hot rodding came to life chiefly thanks to cheaply available pre-war Ford V8s. The Ford V8 was updated in 1933 to the Model 40, and in 1934 to the 40B, offering a styling change to a more shovel-like radiator and hood line.
The Ford V8 was the original Hot Rod. Roadsters and Coupes were the favoured styles, and very few cars from this period are left in original condition.
The 1932 Ford Coupe & Roadster featured here form Chapter 1 of my first book: "How to Build Brick Cars":
www.amazon.com/exec/obidos/ASIN/0760352658/creativepubco-20
This lego MotorCity-scale Ford 1932 V8 Hotrod Coupe & Roadster has been created for Flickr LUGNuts' 120th Build Challenge, - 'Happy 10th Anniversary, LUGNuts', - where all the previous challenge themes are open for use in creating builds for the Challenge.
The Challenge theme chosen is number 109 - 'Deuces Wild' - for any 1932-34 Ford (or similar)
Philippine Rabbit 9541
Engine D6AB
Seating configuration 2x2 - 49
Model Hyundai Motors (Korea) "Aero Space LD"
Chassis Hyundai KMJRL18BP1C
Viron Transit Inc.
Bus Number: 2088
Body: Viron Bus Body
Engine: Hino RF
Seating Configuration: 2x2
Seating Capacity: 49 Passengers
Shot Location: Cubao
Company/Owner: Baliwag Transit, Inc.
Fleet/Bus Number: 2954 (former 9554)
Classification: Air-conditioned Provincial Bus
Coachbuilder: Pilipinas Hino Bus Body, Inc./Partex Auto Body, Inc. (rebody); Santarosa Motor Works, Inc./Columbian Motors Corporation (original)
Body Model: Nissan Diesel/Partex/Hino MR53
Original Body Model: Nissan Diesel/Santarosa AKR
Engine Model: Hino J08C-UF
Chassis Model: Nissan Diesel RB31SX
Transmission: 6-speed Automatic Transmission
Suspension: Leaf Spring Suspension
Seating Configuration: 2×2
Seating Capacity: 49
Route: Grace Park, Caloocan City–Guimba, Nueva Ecija via N1 (Maharlika Highway) / Pangasinan–Nueva Ecija 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/Curva (Science City of Muñoz)
Type of Operation: Provincial Operation Public Utility Bus (Regular Class)
Area of Operation: Central Luzon (Region III)
Shot Location: Doña Remedios Trinidad Highway (Maharlika Highway), Barangay Cut-cot, Pulilan, Bulacan
Date Taken: July 20, 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.
+++ DISCLAIMER +++
Nothing you see here is real, even though the conversion or the presented background story might be based historical facts. BEWARE!
After the Saab 38 (also known as B3LA) had been cancelled in 1979 in favor of the more advanced Saab JAS 39 Gripen multi-role fighter, Saab presented in 1991 a new trainer design to the Swedish Air Force as a replacement for the Saab 105 (Sk 60) transitional trainer, light attack and reconnaissance aircraft. This new aircraft was internally called "FSK900". The aircraft was a conservative design, with such a configurational resemblance to the Dassault-Dornier Alpha Jet that it is hard to believe Saab engineers didn't see the Alpha Jet as a model for what they wanted to do. However, even if that was the case, the FSK900 was by no means a copy of the Alpha Jet, and the two machines could be easily told apart at a glance. FSK900 had a muscular, rather massive appearance, while the Alpha Jet was more wasp-like and very sleek. The FSK900 was also bigger in length and span and had an empty weight about 10% greater.
The FSK900 was mostly made of aircraft aluminum alloys, with some control surfaces made of carbon-fiber / epoxy composite, plus very selective use of titanium. It had high-mounted swept wings, with a supercritical airfoil section and a leading-edge dogtooth; a conventional swept tail assembly; tricycle landing gear; twin engines, one mounted in a pod along each side of the fuselage; and a tandem-seat cockpit with dual controls.
The wings had a sweep of 27.5°, an anhedral droop of 7°, and featured ailerons for roll control as well as double slotted flaps. The tailplanes were all-moving, and also featured an anhedral of 7°. An airbrake was mounted on each side of the rear fuselage. Flight controls were hydraulic, and hydraulic systems were dual redundant.
Instructor and cadet sat in tandem in a common cockpit, both on zero-zero ejection seats, with the instructor's seat in the rear raised 27 centimeters (10.6 inches) to give a good forward view. The cockpit was pressurized and featured a one-piece canopy, hinged open to the right, which provided excellent visibility.
The landing gear assemblies all featured single wheels, with the nose gear retracting forward and the main gear retracting forward and into the fuselage, featuring an antiskid braking system. The twin engines were two Williams International FJ44-4M turbofans without reheat, each rated at 16.89 kN (3,790 lbst). These were the same engines that Saab had also proposed for Saab’s Sk 60 modernization program, even though a less powerful variant for the lighter aircraft.
The FSK900 could be fitted with two pylons under each wing and under the fuselage centerline, for a total of five hardpoints and a total external payload of 2,500 kg (5,500 lb). The inner wing pylons were wet and could take 450 liter (119 US gallon) auxiliary tanks. External stores included a centerline target winch for the target tug role, an air-sampling pod for detection of fallout or other atmospheric pollutants, jammer or chaff pods for electronic warfare training, a camera/sensor pod and a baggage pod for use in the liaison role. The aircraft also featured a baggage compartment in the center fuselage, which also offered space for other special equipment or future updates.
Potential armament comprised a conformal ventral pod with a single 27 mm Mauser BK-27 revolver cannon with 120 rounds (the same weapon that eventually went into the Saab Gripen). Other weapons included various iron and cluster bombs of up to 454 kg (1.000 lb) caliber, unguided missiles of various calibers and the Rb.74 (AIM-9L Sidewinder) AAM. A radar was not mounted, but the FSK900’s nose section offered enough space for a radome.
The Swedish Air Force accepted the Saab design, leading to a contract for two nonflying static-test airframes and four flying prototypes. Detail design was complete by the end of 1993 and prototype construction began in the spring of 1994, leading to first flight of the initial prototype on 29 July 1994. The first production "Sk 90A", how the basic trainer type was officially dubbed, was delivered to the Swedish Air Force in 1996.
A total of 108 production Sk 90s were built until 1999 in several versions. The initial Sk 90A trainer was the basis for the Sk 90B variant, which carried a weather radar (this variant was not adopted by the Swedish air force but sold to Austria) and the C variant with a set of cameras in the nose for the Swedish air force. In service, the type was regarded as strong, agile, and pleasant to fly, while being cheap to operate. Swedish Sk 90As flying in the training role were typically painted in the unique “Fields & Meadows” splinter camouflage, although decorative paint jobs showed up on occasion and many aircraft received additional dayglow markings. Some of the few aircraft given to operational squadrons, which used them for keeping up flight hours and as hacks, had been painted in an all-grey camouflage to match the combat aircraft they shared the flight line with.
Despite its qualities and potential, the Sk 90 did not attain much foreign interest, primarily suffering from bad timing and from the focus on domestic demands. The aircraft came effectively 10 years too late to become a serious export success, and in the end the Sk 90 was very similar to the Dassault/Dornier Alpha Jet (even though it was cheaper to operate) - at a time when the German Luftwaffe started to prematurely phase out its attack variant and flooded the global´market with cheap second hand aircraft in excellent condition. Furthermore, the Saab Sk 90 had, with the BAe Hawk, another proven competitor with a long operational track record all over the world.
Potential buyers were Malaysia as well as Singapore, Myanmar, Finland, Poland and Hungary. Austria eventually procured 36 Sk 90 Ö in 2002, replacing its Saab 105 fleet and keeping up its close connection with Saab since the Seventies, and a late customer became the independent Republic of Scotland in 2017, initially with a dozen leased Saab Sk 90A trainers.
This procurement was preceded by a White Paper published by the Scottish National Party (SNP) in 2013, which stated that an independent Scotland would have an air force equipped with up to 16 air defense aircraft, six tactical transports, utility rotorcraft and maritime patrol aircraft, and be capable of “contributing excellent conventional capabilities” to NATO. Outlining its ambition to establish an air force with an eventual 2,000 uniformed personnel and 300 reservists, the SNP stated the organization would initially be equipped with “a minimum of 12 interceptors in the Eurofighter/Typhoon class, based at Lossiemouth, a tactical air transport squadron, including around six Lockheed Martin C-130J Hercules, and a helicopter squadron”.
According to the document, “Key elements of air forces in place at independence, equipped initially from a negotiated share of current UK assets, will secure core tasks, principally the ability to police Scotland’s airspace, within NATO.” An in-country air command and control capability would be established within five years of a decision in favor of independence, it continues, with staff also to be “embedded within NATO structures”.
This plan was immediately set into action after the country's independence from Great Britain in late 2017 with the purchase of twelve refurbished Saab JAS 39A Gripen interceptors for Quick Reaction Alert duties and former Swedish Air Force Sk 90A trainers for the nascent Republic of Scotland Air Corps (RoScAC), locally called Saab Sk90A “Iolaire” (Eaglet) T.1. These machines either came from operational Swedish squadrons or were put back into operation from mothballed overstock.
All machines were delivered to Scotland in the Swedish all-grey paint scheme, the machines taken from operational service had their original Swedish markings just painted over. The were all exclusively allocated to the newly established Eaglais a' Bhaile Ùir Flying Training School at Kirknewtoun (a former RAF air base) near Edinburgh. In 2019, the RoScAC’s first brand new aircraft arrived in the form of TF-50 “Golden Eagle” fighters from South Korea, which, as multi-role two seaters, complemented the Saab Sk 90’s in the advanced trainer role and also took over air space patrol duties from the Scottish JAS 39.
In early 2020, the leasing contract for the Sk 90s with Sweden was changed into a formal purchase, and the Iolaire fleet (as well as the Gripen fighters) gradually received the RoScAC’s new camouflage scheme in grey and green, which had been introduced with the TF-50s.
General characteristics:
Crew: two pilots in tandem
Length incl. pitot: 13.0 m (42 ft 8 in) for the A trainer, 13.68 m (44 ft 10 in) for the S variant
Wingspan: 9.94 m (32 ft 7 in)
Height: 4.6 m (15 ft 1 in)
Empty weight: 3,790 kg (8,360 lb)
Max. takeoff weight: 7,500 kg (16,530 lb)
Powerplant:
2× Williams International FJ44-4M turbofans without reheat, rated at 16.89 kN (3,790 lbst) each
Performance:
Maximum speed: 1,038 km/h (645 mph)
Range: 1,670 km (900 nm)
Armament:
No internal gun; five hardpoints for 2,500 kg (5,500 lb) of payload and a variety of ordnance
The kit and its assembly:
This whif is a rarity among my builds, since it is an alternative reality model. A fictional air force of an independent Scotland crept into my mind after the hysterical “Brexit” events in 2016 and the former (failed) public vote concerning the independence of Scotland from the UK. However, the situation bore some serious storytelling potential: What would happen to the military if the independence would have actually taken place and British forces had left the country?
The aforementioned Scottish National Party (SNP) paper from 2013 is actually real, and I took it as a guideline. Primary focus would certainly be set on air space defense, and the Gripen appeared as a good and not too expensive choice. An advanced trainer would also have been needed, and the Sk 90 (a personal invention and already built as a Swedish and Austrian aircraft) would fulfill a complementary role.
A Scottish Sk 90 had been on my agenda since 2016, and now materialized as an addition to my Scottish TF-50 and two Sk 90s (a swedish and an Austrian one). The Saab Sk 90 is basically the 1:72 Kawasaki T-4 from Hasegawa, and since it was to depict an original Sk 90A, formerly operated by Sweden, it was built without modifications. The kit is relatively simple and fit is quite good, even though some PSR was necessary on almost any seam – there are actually two T-4 molds, and this one is the more recent offering.
Painting and markings:
I wanted to depict a RoScAC aircraft of the first hour, so I went for a Swedish look with tactical markings from the new operator. Since I already had a Sk 90 in Swedish “Fields & Meadows” camouflage, I decided to go for a Gripen-esque grey-in-grey livery.
Swedish JAS 39 carry a two-tone livery; the upper tone is called pansargrå (tank grey, which is, according to trustworthy sources, very close to FS 36173, Neutral Grey), while the undersides are painted in duvagrå (dove grey, FS 36373, a tone with the confusing name ”High Low Visibility Light Grey”), and the simple pattern was faithfully adapted to the T-4.
After checking a lot of Gripen pictures I selected different tones, though, because the colors appear much lighter in real life. I ended up with FS 36231 (Dark Gull Grey, Testors 1740) and RLM 63 (Lichtgrau, Testors 2077) – in combination, these tones come IMHO quite close to the real thing?
After a light black ink wash I emphasized single panels with Humbrol 165 and 147. The cockpit interior was painted with Revell 47 (Mausgrau) while the landing gear became glossy white.
For the RoScAC look I added some manually overpainted patches where the former Swedish roundels and tactical markings would have been. As a trainer, I also added orange dayglow markings on the fin and the wings, created with generic decal sheet material (TL Modellbau). The de-icing devices on the wings’ and fin’s leading edges were created with black decal stripes instead of paint, a very tidy and simple method. Decal strips in silver were used on the fin’s rudder and on the flaps. Small things, but they grade the grey model up visually.
Another creative field were the national markings: how could fictional Scottish roundels look like, and how to create them so that they are easy to make and replicate (for a full set for this kit, as well as for potential future builds…)? Designing and printing marking decals myself was an option, but I eventually settled for a composite solution which somewhat influenced the roundels’ design, too.
My Scottish roundel interpretation, already used on my RoScAC T-50, consists of a simple blue disk with a white cross – a straightforward solution since it’s different from any other contemporary national marking, esp. the UK roundel, and easy to create from single decal parts. In fact, the roundel discs were die-punched from blue decal sheet, and the cross consists of two thin white decal strips, cut into the correct length with the same stencil, again using generic sheet material from TL Modellbau.
Another issue was the potential tactical code, and a small fleet only needs a simple system. Going back to a WWII system with letter codes for squadrons and individual aircraft was one option, but, IMHO, still too complicated. However, for individual aircraft identification I adopted the familiar British single letter aircraft code, and since the RoScAC would certainly not operate too many squadrons, I rather adapted a system similar to the Swedish or Spanish format with a single number representing the squadron – or, in this case a letter, because the fictional Flying Training School would not be a front line unit.
The result is a simple 2-digit code, and I adapted the German system of placing the tactical code on the fuselage, separated by the roundel. Keeping British traditions up I repeated the individual aircraft code letter on the fin, where I also placed a Scottish flag (scratched from the same decal material as the roundels. A small serial number, created from single black letters (once more Tl Modellbau material) was added on the rear fuselage, and, for some local pride, I added a self-printed coat-of-arms of Edinburgh to the air intakes.
Finally, after some light weathering, the kit was finally sealed with matt acrylic varnish (Italeri).
Creating this whif, based on an alternative historic timeline and with a near future perspective, was fun – and it might spawn more models that circle around this story. A certain future build is a Saab Gripen in RoScAC colors and there might also be an entry level trainer (Shorts Tucano?), some helicopters for the army or SAR duties and maybe a transport aircraft, but not a big one. The foundation has been laid out, now it’s time to fill Scotland’s alternative recent history with detail and hardware proof. ;-)
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.
Company/Owner: Luzon Cisco Transport, Inc.
Fleet/Bus Number: 302
Classification: Air-conditioned Provincial Bus
Coachbuilder: (Suzhou) Higer Bus Company, Ltd.
Body Model: Higer V91 KLQ6119QE3
Engine Model: Yuchai YC6L280-30 (L38MA/L53SA)
Chassis Model: Higer KLQ6112 (LKLR1HSG9CB)
Transmission: Manual (6-speed forward, 1-speed reverse)
Suspension: Air 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)
––––––––––
Company/Owner: Baliwag Transit, Inc.
Fleet/Bus Number: 9909
Classification: Air-conditioned Provincial Bus
Coachbuilder: Pilipinas Hino Bus Body, Inc.
Body Model: Pilipinas Hino MR53 RK
Engine Model: Hino J08C-TK
Chassis Model: Hino RK1JMT (Short Wheelbase version)
Transmission: Manual (6-speed forward, 1-speed reverse)
Suspension: Leaf Spring Suspension
Seating Configuration: 2×2
Seating Capacity: 45
Route: Baliuag, Bulacan–Balintawak/Cubao, Quezon City via Old Cagayan Valley Road / N1 (Doña Remedios Trinidad Highway)
Municipalities/cities passing: Pulilan/Plaridel/Santa Rita (Guiguinto)
Type of Operation: Provincial Operation Public Utility Bus (Regular Class)
Area of Operation: Central Luzon (Region III)
Shot Location: Doña Remedios Trinidad Highway (Maharlika Highway), Barangay Cut-cot, Pulilan, Bulacan
Date Taken: July 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.
Demon Configuration (no melee)
===========================================================
Built for Mobile Frame Zero - a tabletop wargame.
Mobile Frame Hangar (MFZ Community Forums).
===========================================================
Company/Owner: New RL Transport Corporation
Fleet/Bus Number: 20025
Classification: Non-Air-conditioned Provincial Bus
Coachbuilder: Santarosa Motor Works, Inc./Columbian Motors Corporation
Body Model: Nissan Diesel/Santarosa EXFOH
Engine Model: Nissan Diesel FE6-T (FE6-C)
Chassis Model: Nissan Diesel SP215NSB
Transmission: Manual (6-speed forward, 1-speed reverse)
Suspension: Leaf Spring Suspension
Seating Configuration: 3×2
Seating Capacity: 61
Route: Divisoria, Manila City–San Antonio, Nueva Ecija via Abad Santos Avenue / Radial Road 9 (Rizal Avenue Extension)–EDSA-Monumento–NLEX-Balintawak–NLEX-Tabang / N1 (Maharlika Highway) / Jose Abad Santos Avenue (Olongapo–Gapan Road)
Municipalities/cities passing: Guiguinto/Plaridel/Pulilan/Baliuag/San Rafael/San Ildefonso/San Miguel/Gapan City/San Isidro/Jaen
Type of Operation: Provincial Operation Public Utility Bus (Ordinary Class)
Area of Operation: Central Luzon (Region III)
Shot Location: Doña Remedios Trinidad Highway (Maharlika Highway), Barangay Cut-cot, Pulilan, Bulacan
Date Taken: July 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.
This is actually the cane configuration I found I liked best after finishing the cane and playing around with it...
Company/Owner: King's Coach Tour and Transport Corporation
Fleet/Bus Number: 807
Classification: Air-conditioned Tourist Chartered Bus
Coachbuilder: Kia Motors Corporation
Body Model: Kia Granbird SD-I Greenfield (Hyundai Universe face-lifted)
Engine Model: Hyundai D6AC (Q340)
Chassis Model: Kia KM948 (KN2GBB122YK)
Transmission: Manual (5-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)
––––––––––
Company/Owner: AJU Global Transport Corporation
Fleet/Bus Number: 832
Classification: Air-conditioned Tourist Chartered Bus
Coachbuilder: Isuzu-Kawasaki Coach, Ltd.
Body Model: Isuzu Grand Cruiser
Engine Model: Isuzu 10PC1
Chassis Model: Isuzu P-LV719R
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 17, 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.
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.
This photo shows the most recent and perhaps now my "final" setup for this bike. After experimenting with numerous different configurations for the saddle, handlebars, brake levers and hand grips during the past few years, I have now basically returned to the very first setup I had considered after first purchasing the bike - which was then still equipped with the original factory specified drop style handlebar.
The bike still has the original Nervar cotterless alloy crankset with chainguard ring, Shimano derailleurs and stem mounted friction shifters, fluted alloy straight seatpin with steel saddle clip, 27" wheelset with 6-speed Maillard Helicomatic hubs, and Weinmann center-pull brakes. You can click here to view details of all these components within my Flickr Set.
Unfortunately, the original fork had to be replaced after it was damaged when the bike was left locked in a parking lot (yes, a very bad location for a bicycle rack!). On the other hand, this inexpensive new chrome plated steel fork from Taiwan is probably better quality than the original seamed welded steel fork, so I feel no great sense of loss apart from considerations of maintaining cosmetic originality for the frameset.
The seat tube may look short, but it measures 57cm to the top and that makes this one of the largest mass produced Mixte frames I have seen. Because the head tube is higher than the seat tube this would translate closer to an even larger sized standard diamond-style frame - probably 58.5mm (center to center) would be a reasonable size estimate for a Mens version of the same bike with a horizontal top tube. This is also a long bike with a wheelbase of 110cm and it has a virtual horizontal top tube measurement of 58.5cm.
If you look at the small catalog photo which I included in the Flickr Set I had created for this bike, you can see the original factory presentation. This was very different than Peugeot's other Mixte models - which were all equipped for a more upright riding position. The geometry of this frame is the same, so I can only guess that after adding a drop handlebar this was marketed as a more "sporty" choice for a young female rider uncomfortable with purchasing a standard "man's" bike. And it would also have been fitted with a more narrow racing-style saddle than the wide and often sprung saddles found on most other Mixte bikes.
Although this bike may now look odd to those accustomed to seeing Mixte bikes fashioned for a more vertical and relaxed leisurely riding position, this is my best solution for both my physical proportions and my intended purpose - a comfortable yet quick riding machine for city commuting and shopping excursions. And this includes year-round, all-weather riding. Wheel clearances on this bike are sufficient to allow a spare 700c wheelset with studded tires for icy winter roads... while leaving the fenders in place!
If anyone is curious about the specific dimensions of the handlebar just click here and review the specifications for the more curved example. I most often ride this bike with my hands forward at the curve. So, for me, the drop style brake levers which I have mounted are always within easy reach of my finger tips. If a more upright riding position were preferred, inverse levers fastened to the ends would be a good choice... or MTB levers... or old Weinmann Tourist style levers would work nicely too.
Company/Owner: Brewster Travel Canada, Inc.
Fleet/Bus Number: 1145
Classification: Air-conditioned Deluxe Tourist Chartered Shuttle Bus (with restroom)
Coachbuilder: Setra/Motor Coach Industries, Inc.
Body Model: Setra/Motor Coach S417HDH
Engine Model: Detroit Diesel Series 60
Chassis Model: Setra S417HDH (WKKA34CD863)
Transmission: 6-speed Automatic Transmission
Suspension: Tri-axle Leaf Spring Suspension
Seating Configuration: 2×2
Seating Capacity: 56
Route: Columbia Icefield, Jasper National Park-Skywalk, Jasper National Park–Jasper Town Proper, Alberta and vice versa
Shot Location: Columbia Icefield Discovery Centre, Jasper, Alberta, Canada
Date Taken: July 2, 2016 (Mountain Daylight Time: GMT -6:00); July 3, 2016 (Manila Time: GMT +8:00)
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 mentioned above are subjected for verification and may be changed without prior notice.
Jill
Ingame
INI Configuration: 5K
NVIDIA DSR: 5K
Adjustments: Saturation and Sharpness
NVIDIA Geforce GTX 670
jsc2022e062414 (July 29, 2022) - A view of the full Gateway configuration with Orion attached.
Credit: NASA
Company/Owner: Pangasinan Five Star Bus Company, Inc.
Fleet/Bus Number: 3556
Classification: Air-conditioned Provincial Bus
Coachbuilder: (Suzhou) Higer Bus Company, Ltd.
Body Model: Higer KLQ6127LA Tourist
Engine Model: Yuchai YC6L330-42 (L62SA)
Chassis Model: Higer KLQ6127 monocoque chassis (LKLR1LSK1**)
Transmission: 6-speed Manual Transmission
Suspension: Air Suspension
Seating Configuration: 2×2
Seating Capacity: 49
Franchise route: unknown
Route: Pasay City [PSY]–San Carlos City, Pangasinan [SCS, PN] via E2 (Skyway Stage 3); N215 (Dau Access Road); E1 (NLEX–SLEX Connector-España; NLEX-Balintawak–NLEX-Dau–SCTEX-Tarlac City – TPLEX-Tarlac–TPLEX-Pura/Gerona) / Gerona–Pura Road; N2 (MacArthur Highway) / N212 (Carmen–Alcala Road and Alcala–Bayambang Road) / N242 (Camiling–Malasiqui–Santa Barbara Road) / N211 (Villasis–Malasiqui Road, Malasiqui–San Carlos Road)
Municipalities/cities passing: Singat (Pura)/Gerona/Paniqui/Moncada/San Manuel/Carmen (Rosales) [CEN]/Santo Tomas/Alcala/Bautista/Bayambang [BMB]/Malasiqui
Type of Operation: Provincial Operation Public Utility Bus (Regular Class with USB charging ports)
Area of Operation: Ilocos Region (Region I)
Shot location: N215, Brgy. Dau, Mabalacat City, Pampanga
Date and time taken: April 9, 2024 (4:18 pm)
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. Do not (re)upload this in any social media platforms (especially in YouTube and TikTok).
** 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.
Classification: Airconditioned Provincial Operation
Coachbuilder: Xiamen Golden Dragon Tourism Autos
Model: Golden Dragon XML6127 "Marcopolo"
Engine: YuChai YC6G300-20
Chassis: Golden Dragon XML6127D52
Airconditioning unit: Overhead Unit
Suspension: Air-Suspension
Seating Configuration: 2x2
Seating Capacity: 53 Passengers
Aston Martin DB5 (1963-65) Engine 3995cc S6 OHV Production 1023
Registration Number BSX 8 B (West Lothian)
ASTON MARTIN SET
www.flickr.com/photos/45676495@N05/sets/72157623759800132...
Launched in 1963 as an evolution of the DB4, and featuring a larger capacity Tadek Marek designed engine mated to a new ZF five speed gearbox and three SU carburettors developing 282bhp. Standard equipment on the DB5 included reclining seats, wool pile carpets, electric windows, twin fuel tanks, chrome wire wheels, oil cooler, magnesium-alloy body built to superleggera patent technique, full leather trim in the cabin and even a fire extinguisher. All models have two doors and are of a 2+2 configuration. A three-speed Borg-Warner DG automatic transmission was available also available.
The DB5 also became famous as the first James Bond car (in film) appearing in the film of Goldfinger.
Many thanks for a fantabulous
47,522,322 views
Shot at the NEC Classic Car Show 13:11:2015 Ref. 112-036
“SPACE SHUTTLE SYSTEM--Space Shuttle orbiter deploys satellite payload that will be carried to synchronous orbit by command-controlled Space Tug, following delivery of payload to Earth orbit. North American Rockwell’s (NR) Space Division will build multi-billion dollar reusable shuttle space transportation system under contract to National Aeronautics and Space Administration. Space Shuttle will be able to deliver up to 65,000 pounds of varied payload to Earth orbit, then return to Earth for future missions.”
Note the low-mounted & canted/angled OMS pod(s). And of course at this time, the hinged, flip-out forward RCS thrusters.
Thanks to the excellent “SECRET PROJECTS Forum” website, specifically, user flateric’s June 4, 2007 post, the orbiter depicted is “Pre-Phase-C, Configuration E-0401”. As extracted from AIAA paper 78-1469, “Space Shuttle Orbiter Configuration Case History”, presented at the AIAA AIRCRAFT SYSTEMS AND TECHNOLOGY CONFERENCE, Los Angeles, California, August 21-23, 1978. OUTSTANDING! At (account (recommended) required to resolve):
www.secretprojects.co.uk/threads/us-space-shuttle-project...
Artwork possibly by Henry Lozano Jr.? Donald Bester? Or, although I think it’s before his time, Manuel E. Alvarez?
www.autogespot.com/porsche-991-carrera-s-cabriolet-1/2014...
This is for sure the best Porsche 991 Carrera S Cabriolet I've ever seen, and probably it won't be beated. The Exterior in white, the whole interior is red carrera in Natural leather. Also combine with the red hood. And the rims in black are more beautiful than the stock color. Althought I'd choose the 20" Carrera Classic rims.
Artist's view of the configuration of Ariane 6 using two boosters (A62).
ESA and European industry are currently developing a new-generation launcher: Ariane 6. This follows the decision taken at the ESA Council meeting at Ministerial level in December 2014, to maintain Europe’s leadership in the fast-changing commercial launch service market while responding to the needs of European institutional missions.
This move is associated with a change in the governance of the European launcher sector, based on a sharing of responsibility, cost and risk by ESA and industry.
The participating states are: Austria, Belgium, France, Germany, Ireland, Italy, Netherlands, Norway, Romania, Spain, Sweden and Switzerland.
Credit: ESA–David Ducros, 2016
Company/Owner: Victory Liner, Inc.
Fleet/Bus Number: 232
Classification: Air-conditioned Provincial Bus
Coachbuilder: (Zhengzhou) Yutong Bus Company, Ltd.
Body Model: Yutong C12PRO II ZK6122HD9
Engine Model: Yuchai YC6L310-20 (L32YA)
Chassis Model: Yutong ZK6122CRD9 (LZYTATE60D1)
Transmission: Manual (6-speed forward, 1-speed reverse)
Suspension: Air Suspension
Seating Configuration: 2×2
Seating Capacity: 51
Route: N/A [Baguio City, Benguet–Cubao, Quezon City]
Municipalities/cities passing: N/A
Type of Operation: Provincial Operation Public Utility Bus (Regular Class)
Area of Operation: Cordillera Administrative Region (CAR)
––––––––––
Company/Owner: Victory Liner, Inc.
Fleet/Bus Number: 6028
Classification: Air-conditioned Provincial Bus
Coachbuilder: Santarosa Motor Works, Inc./Columbian Motors Corporation
Body Model: Nissan Diesel/Santarosa EXFOH
Engine Model: Nissan Diesel PF6-TA (PF6-A)
Chassis Model: Nissan Diesel JA450SSN
Transmission: 6-speed Manual Transmission
Suspension: Leaf Spring Suspension
Seating Configuration: 2×2
Seating Capacity: 49
Route: N/A [Baguio City, Benguet–Sampaloc, Manila City]
Municipalities/cities passing: N/A
Type of Operation: Provincial Operation Public Utility Bus (Regular Class)
Area of Operation: Cordillera Administrative Region (CAR)
––––––––––
Company/Owner(s): Victory Liner, Inc.
Fleet/Bus Number(s): 2107 and 2139
Classification(s): Air-conditioned Provincial Bus
Coachbuilder(s): Santarosa Motor Works, Inc./Columbian Motors Corporation
Body Model(s): MAN/Santarosa EXFOH HD A55
Engine Model(s): MAN D2866LOH27
Chassis Model(s): MAN 18.310 HOCL (PBMA55)
Transmission(s): Automatic (6-speed forward, 1-reverse)
Suspension(s): Electronically-Controlled Air Suspension (ECAS)
Seating Configuration(s): 2×2
Seating Capacity(ies): 49
Route(s): N/A [2107: Baguio City, Benguet–Cubao, Quezon City; 2139: Baguio City, Benguet–Sampaloc, Manila City]
Municipalities/cities passing: N/A
Type of Operation: Provincial Operation Public Utility Bus (Regular Class)
Area of Operation(s): Cordillera Administrative Region (CAR)
Shot Location: Victory Liner Baguio Passenger Center, Utility Road corner Marcoville Street, Baguio City, Benguet
Date Taken: June 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.
Model of a mining excavator in front shovel configuration in scale 1:28.5. This 300 tonne machine is a representative of Liebherr's most popular size class and is ideally suited to load a fleet of 100 tonne payload mining trucks.
When LEGO introduced its 42100 Liebherr R 9800, I knew I had to get that set immediately after release. But I also knew from the beginning, that I would not like the official model's Technic design and that I had to build my own version.
Here it is, scaled larger than 42100, but on the other hand representing a much smaller machine than the 9800. About 300 vs. 800 tonnes in real life. This allowed me to use the main components of the official LEGO model to build my R 994 B. I used the clamshell bucket, the Power Functions XL actuators and the tracks and sprockets.
The main difference from 42100 lies in the electric components of my model. The following functions are all powered by two Power Functions rechargeable battery boxes and controlled by three SBricks via bluetooth connection and Brick Controller 2 app:
- Left and right crawler treads each using a Power Functions L motor
- Slewing of the upper structure using two Power Functions M motors
- Boom cylinders: one Power Functions XL motor
- Stick cylinders: one Power Functions L motor
- Bucket cylinders: one Power Functions M motor
- Clamshell bucket: one Brick Engine V1 motor (compatible to Power Functions)
- Access ladder: one Power Functions M motor
- Service flap: one Power Functions M motor
- Lighting: three pairs of Power Functions LEDs
Besides the main drive and digging functions, the model features a retractable access ladder and a lowerable service flap on the underside of the upper structure frame. The service flap is used to refuel and grease the excavator.
While building the Liebherr R 994 B Litronic in 1:28.5 scale, I could refer to a highly detailed diecast model of the very same machine in 1:50 scale.
Ex-CVL siya.
Company/Owner: Baliwag Transit, Inc.
Fleet/Bus Number: 9992
Classification: Air-conditioned Provincial Bus
Coachbuilder: Pilipinas Hino Auto Body, Inc./Partex Auto Body, Inc. (rebody); Santarosa Motor Works, Inc./Columbian Motors Corporation (original)
Body Model: Nissan Diesel/Partex/Hino MR53
Original Body Model: Nissan Diesel/Santarosa Flexi
Engine Model: Nissan Diesel PE6-T
Chassis Model: Nissan Diesel RB31SX
Transmission: Manual (6-speed forward, 1-speed reverse)
Suspension: Leaf Spring Suspension
Seating Configuration: 2×2
Seating Capacity: 49
Route: Cubao, Quezon City–San Jose 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/Cabanatuan City/Talavera/Santo Domingo/Science City of Muñoz
Type of Operation: Provincial Operation Public Utility Bus (Regular Class)
Area of Operation: Central Luzon (Region III)
Shot Location: Doña Remedios Trinidad Highway (Maharlika Highway), Barangay Cut-cot, Pulilan, Bulacan
Date Taken: July 20, 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.
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Model of a mining excavator in front shovel configuration in scale 1:28.5. This 300 tonne machine is a representative of Liebherr's most popular size class and is ideally suited to load a fleet of 100 tonne payload mining trucks.
When LEGO introduced its 42100 Liebherr R 9800, I knew I had to get that set immediately after release. But I also knew from the beginning, that I would not like the official model's Technic design and that I had to build my own version.
Here it is, scaled larger than 42100, but on the other hand representing a much smaller machine than the 9800. About 300 vs. 800 tonnes in real life. This allowed me to use the main components of the official LEGO model to build my R 994 B. I used the clamshell bucket, the Power Functions XL actuators and the tracks and sprockets.
The main difference from 42100 lies in the electric components of my model. The following functions are all powered by two Power Functions rechargeable battery boxes and controlled by three SBricks via bluetooth connection and Brick Controller 2 app:
- Left and right crawler treads each using a Power Functions L motor
- Slewing of the upper structure using two Power Functions M motors
- Boom cylinders: one Power Functions XL motor
- Stick cylinders: one Power Functions L motor
- Bucket cylinders: one Power Functions M motor
- Clamshell bucket: one Brick Engine V1 motor (compatible to Power Functions)
- Access ladder: one Power Functions M motor
- Service flap: one Power Functions M motor
- Lighting: three pairs of Power Functions LEDs
Besides the main drive and digging functions, the model features a retractable access ladder and a lowerable service flap on the underside of the upper structure frame. The service flap is used to refuel and grease the excavator.
While building the Liebherr R 994 B Litronic in 1:28.5 scale, I could refer to a highly detailed diecast model of the very same machine in 1:50 scale.