The Volkswagen Type 2, known officially (depending on body type) as the Transporter, Kombi or Microbus, or, informally, as the Bus (US) or Camper (UK), is a forward control panel van introduced in 1950 by the German automaker Volkswagen as its second car model. Following – and initially deriving from Volkswagen's first model, the Type 1 (Beetle) – it was given the factory designation Type 2.

 

As one of the forerunners of the modern cargo and passenger vans, the Type 2 gave rise to forward control competitors in the United States in the 1960s, including the Ford Econoline, the Dodge A100, and the Chevrolet Corvair 95 Corvan, the latter adopting the Type 2's rear-engine configuration.

 

European competition included the 1947-1981 Citroën H Van, the 1959-1980 Renault Estafette (both FF layout), and the 1953-1965 FR layout Ford Transit.

 

Japanese manufacturers also introduced the platform in different configurations, such as the Nissan Caravan, Toyota LiteAce and the Subaru Sambar.

 

Like the Beetle, the van has received numerous nicknames worldwide, including the "microbus", "minibus", and, because of its popularity during the counterculture movement of the 1960s, Hippie van/wagon, and still remains iconic for many hippies today.

 

Brazil contained the last factory in the world that produced the T2. Production in Brazil ceased on December 31, 2013, due to the introduction of more stringent safety regulations in the country. This marks the end of an era with the rear-engine Volkswagens manufactured (after the 2002 termination of its T3 successor in South Africa), which originated in 1935 with their Type 1 prototypes.

 

HISTORY

The concept for the Type 2 is credited to Dutch Volkswagen importer Ben Pon. (It has similarities in concept to the 1920s Rumpler Tropfenwagen and 1930s Dymaxion car by Buckminster Fuller, neither of which reached production.) Pon visited Wolfsburg in 1946, intending to purchase Type 1s for import to the Netherlands, where he saw an improvised parts-mover and realized something better was possible using the stock Type 1 pan. He first sketched the van in a doodle dated April 23, 1947, proposing a payload of 690 kg and placing the driver at the very front. Production would have to wait, however, as the factory was at capacity producing the Type 1.

 

When capacity freed up, a prototype known internally as the Type 29 was produced in a short three months. The stock Type 1 pan proved to be too weak so the prototype used a ladder chassis with unit body construction. Coincidentally the wheelbase was the same as the Type 1's. Engineers reused the reduction gear from the Type 81, enabling the 1.5 ton van to use a 25 hp (19 kW) flat four engine.

 

Although the aerodynamics of the first prototypes were poor (with an initial drag coefficient of Cd=0.75), engineers used the wind tunnel at the Technical University of Braunschweig to optimize the design. Simple changes such as splitting the windshield and roofline into a "vee" helped the production Type 2 achieve Cd=0.44, exceeding the Type 1's Cd=0.48. Volkswagen's new chief executive officer Heinz Nordhoff (appointed 1 January 1948) approved the van for production on 19 May 1949 and the first production model, now designated Type 2, rolled off the assembly line to debut 12 November. Only two models were offered: the Kombi (with two side windows and middle and rear seats that were easily removable by one person), and the Commercial. The Microbus was added in May 1950, joined by the Deluxe Microbus in June 1951. In all 9,541 Type 2s were produced in their first year of production.

 

An ambulance model was added in December 1951 which repositioned the fuel tank in front of the transaxle, put the spare tire behind the front seat, and added a "tailgate"-style rear door. These features became standard on the Type 2 from 1955 to 1967. 11,805 Type 2s were built in the 1951 model year. These were joined by a single-cab pickup in August 1952, and it changed the least of the Type 2s until all were heavily modified in 1968.

 

Unlike other rear engine Volkswagens, which evolved constantly over time but never saw the introduction of all-new models, the Transporter not only evolved, but was completely revised periodically with variations retrospectively referred to as versions "T1" to "T5" (a nomenclature only invented after the introduction of the front-drive T4 which replaced the T25). However, only generations T1 to T3 (or T25 as it is still called in Ireland and Great Britain) can be seen as directly related to the Beetle (see below for details).

 

The Type 2, along with the 1947 Citroën H Van, are among the first 'forward control' vans in which the driver was placed above the front roadwheels. They started a trend in Europe, where the 1952 GM Bedford CA, 1958 RAF-977, 1959 Renault Estafette, 1960 BMC Morris J4, and 1960 Commer FC also used the concept. In the United States, the Corvair-based Chevrolet Corvan cargo van and Greenbrier passenger van went so far as to copy the Type 2's rear-engine layout, using the Corvair's horizontally opposed, air-cooled engine for power. Except for the Greenbrier and various 1950s–70s Fiat minivans, the Type 2 remained unique in being rear-engined. This was a disadvantage for the early "barndoor" Panel Vans, which could not easily be loaded from the rear because the engine cover intruded on interior space, but generally advantageous in traction and interior noise.

 

VARIANTS

The Type 2 was available as a:

 

Panel van, a delivery van without side windows or rear seats.

Double-door Panel Van, a delivery van without side windows or rear seats and cargo doors on both sides.

High Roof Panel Van (German: Hochdach), a delivery van with raised roof.

Kombi, from German: Kombinationskraftwagen (combination motor vehicle), with side windows and removable rear seats, both a passenger and a cargo vehicle combined.

Bus, also called a Volkswagen Caravelle, a van with more comfortable interior reminiscent of passenger cars since the third generation.

Lotação (share-taxi), a version exclusive to Brazil, with 6 front-hinged doors for the passenger area and 4 bench-seats, catering to the supplemental public transport segment.[citation needed] Available from 1960 to 1989, in both the split-window and "clipper" (fitted with the bay-window front panel) bodystyles.

Samba-Bus, a van with skylight windows and cloth sunroof, first generation only, also known as a Deluxe Microbus. They were marketed for touring the Alps.

Flatbed pickup truck, or Single Cab, also available with wider load bed.

Crew cab pick-up, a flatbed truck with extended cab and two rows of seats, also called a Doka, from German: Doppelkabine.

Westfalia camping van, "Westy", with Westfalia roof and interior. Included optional "pop up" top.

Adventurewagen camping van, with high roof and camping units from Adventurewagen.

Semi-camping van that can also still be used as a passenger car and transporter, sacrificing some camping comforts. "Multivan" or "Weekender", available from the third generation on.

 

Apart from these factory variants, there were a multitude of third-party conversions available, some of which were offered through Volkswagen dealers. They included, but were not limited to, refrigerated vans, hearses, ambulances, police vans, fire engines and ladder trucks, and camping van conversions by companies other than Westfalia. There were even 30 Klv 20 rail-going draisines built for Deutsche Bundesbahn in 1955.

 

In South Africa, it is known as a well-loved variation of the ice cream van (first, second and third generations). The mere sight of one (in South Africa) sparks the familiar rhyme: I scream, We scream, We all scream for Ice-Cream!

 

FIRST GENERATION (T1; 1950–1967)

The first generation of the Volkswagen Type 2 with the split windshield, informally called the Microbus, Splitscreen, or Splittie among modern fans, was produced from 8 March 1950 through the end of the 1967 model year. From 1950 to 1956, the T1 (not called that at the time) was built in Wolfsburg; from 1956, it was built at the completely new Transporter factory in Hanover. Like the Beetle, the first Transporters used the 1100 Volkswagen air-cooled engine, an 1,131 cc, DIN-rated 18 kW (24 PS; 24 bhp), air-cooled flat-four-cylinder 'boxer' engine mounted in the rear. This was upgraded to the 1200 – an 1,192 cc 22 kW (30 PS; 30 bhp) in 1953. A higher compression ratio became standard in 1955; while an unusual early version of the 30 kW (41 PS; 40 bhp) engine debuted exclusively on the Type 2 in 1959. This engine proved to be so uncharacteristically troublesome that Volkswagen recalled all 1959 Transporters and replaced the engines with an updated version of the 30 kW engine. Any 1959 models that retain that early engine today are true survivors. Since the engine was totally discontinued at the outset, no parts were ever made available.

 

The early versions of the T1 until 1955 were often called the "Barndoor" (retrospectively called T1a since the 1990s), owing to the enormous rear engine cover, while the later versions with a slightly modified body (the roofline above the windshield is extended), smaller engine bay, and 15" roadwheels instead of the original 16" ones are nowadays called the T1b (again, only called this since the 1990s, based on VW's retrospective T1,2,3,4 etc. naming system.). From the 1964 model year, when the rear door was made wider (same as on the bay-window or T2), the vehicle could be referred to as the T1c. 1964 also saw the introduction of an optional sliding door for the passenger/cargo area instead of the outwardly hinged doors typical of cargo vans.

 

In 1962, a heavy-duty Transporter was introduced as a factory option. It featured a cargo capacity of 1,000 kg instead of the previous 750 kg, smaller but wider 14" roadwheels, and a 1.5 Le, 31 kW (42 PS; 42 bhp) DIN engine. This was so successful that only a year later, the 750 kg, 1.2 L Transporter was discontinued. The 1963 model year introduced the 1500 engine – 1,493 cc as standard equipment to the US market at 38 kW (52 PS; 51 bhp) DIN with an 83 mm bore, 69 mm (2.72 in) stroke, and 7.8:1 compression ratio. When the Beetle received the 1.5 L engine for the 1967 model year, its power was increased to 40 kW (54 PS; 54 bhp) DIN.

 

German production stopped after the 1967 model year; however, the T1 still was made in Brazil until 1975, when it was modified with a 1968–79 T2-style front end, and big 1972-vintage taillights into the so-called "T1.5" and produced until 1996. The Brazilian T1s were not identical to the last German models (the T1.5 was locally produced in Brazil using the 1950s and 1960s-era stamping dies to cut down on retooling, alongside the Beetle/Fusca, where the pre-1965 body style was retained), though they sported some characteristic features of the T1a, such as the cargo doors and five-stud 205 mm Pitch Circle Diameter rims. Wheel tracks varied between German and Brazilian production and with 14-inch, 15-inch and 16-inch wheel variants but commonly front track varied from 1290 mm to 1310 mm and rear track from 1370 mm to 1390 mm.

 

Among American enthusiasts, it is common to refer to the different models by the number of their windows. The basic Kombi or Bus is the 11-window (a.k.a. three-window bus because of three side windows) with a split windshield, two front cabin door windows, six rear side windows, and one rear window. The DeLuxe model featured eight rear side windows and two rear corner windows, making it the 15-window (not available in Europe). Meanwhile, the sunroof DeLuxe with its additional eight small skylight windows is, accordingly, the 23-window. From the 1964 model year, with its wider rear door, the rear corner windows were discontinued, making the latter two the 13-window and 21-window respectively. The 23- and later 21-window variants each carry the nickname 'Samba', or in Australia, officially 'Alpine'.

 

SAMBA

The Volkswagen Samba, in the United States also known as Sunroof Deluxe, was the most luxurious version of the T1. Volkswagen started producing Sambas in 1951.

 

Originally Volkswagen Vans were classified according to the number of windows they had. This particular model had 23 and later 21 windows including eight panoramic windows in the roof. To distinguish it from the normal 23 or 21-window Volkswagen van the name Samba was coined.

 

Instead of a sliding door at the side the Samba had two pivot doors. In addition the Samba had a fabric sunroof. At that time Volkswagen advertised with the idea of using the Samba to make tourist trips through the Alps.

 

Sambas were painted standard in two colors. Usually, the upper part was colored white. The two colored sections were separated by a decorative strip. Further the bus had a so-called "hat": at the front of the van the roof was just a little longer than the car itself to block the sun for the driver. The windows had chrome tables and the van had a more comprehensive dashboard than the normal T1.

 

When Volkswagen started producing the successor of the T1 (the T2) the company also stopped producing the Samba so there are no Sambas in later versions of the Transporter.

 

US CHICKEN TAX

Certain models of the Volkswagen Type 2 played a role in a historic episode during the early 1960s, known as the Chicken War. France and West Germany had placed tariffs on imports of U.S. chicken. Diplomacy failed, and in January 1964, two months after taking office, President Johnson imposed a 25% tax (almost ten times the average U.S. tariff) on potato starch, dextrin, brandy, and light trucks. Officially, the tax targeted items imported from Europe as approximating the value of lost American chicken sales to Europe.

 

In retrospect, audio tapes from the Johnson White House, revealed a quid pro quo unrelated to chicken. In January 1964, President Johnson attempted to convince United Auto Workers' president Walter Reuther not to initiate a strike just before the 1964 election, and to support the president's civil rights platform. Reuther, in turn, wanted Johnson to respond to Volkswagen's increased shipments to the United States.

 

The Chicken Tax directly curtailed importation of German-built Type 2s in configurations that qualified them as light trucks – that is, commercial vans (panel vans) and pickups. In 1964, U.S. imports of automobile trucks from West Germany declined to a value of $5.7 million – about one-third the value imported in the previous year. After 1971, Volkswagen cargo vans and pickup trucks, the intended targets, "practically disappeared from the U.S. market". While post-1971 Type 2 commercial vans and single-cab and double-cab pickups can be found in the United States today, they are exceedingly rare. Any post-1971 specimen found ostensibly has had its import tariff paid. As of 2013, the "chicken tax" remains in effect.

 

SECOND GENERATION (T2; 1967–1979)

In late 1967, the second generation of the Volkswagen Type 2 (T2) was introduced. It was built in Germany until 1979. In Mexico, the Volkswagen Kombi and Panel were produced from 1970 to 1994. Models before 1971 are often called the T2a (or "Early Bay"), while models after 1972 are called the T2b (or "Late Bay").

 

This second-generation Type 2 lost its distinctive split front windshield, and was slightly larger and considerably heavier than its predecessor. Its common nicknames are Breadloaf and Bay-window, or Loaf and Bay for short. At 1.6 L and 35 kW (48 PS; 47 bhp) DIN, the engine was also slightly larger. The battery and electrical system was upgraded to 12 volts, making it incompatible with electric accessories from the previous generation. The new model also did away with the swing axle rear suspension and transfer boxes previously used to raise ride height. Instead, half-shaft axles fitted with constant velocity joints raised ride height without the wild changes in camber of the Beetle-based swing axle suspension. The updated Bus transaxle is usually sought after by off-road racers using air-cooled Volkswagen components.

 

The T2b was introduced by way of gradual change over three years. The first models featured rounded bumpers incorporating a step for use when the door was open (replaced by indented bumpers without steps on later models), front doors that opened to 90° from the body, no lip on the front guards, unique engine hatches, and crescent air intakes in the D-pillars (later models after the Type 4 engine option was offered, have squared off intakes). The 1971 Type 2 featured a new, 1.6 L engine with dual intake ports on each cylinder head and was DIN-rated at 37 kW (50 PS; 50 bhp). An important change came with the introduction of front disc brakes and new roadwheels with brake ventilation holes and flatter hubcaps. Up until 1972, front indicators are set low on the nose rather than high on either side of the fresh air grille – giving rise to their being nicknamed "Low Lights". 1972's most prominent change was a bigger engine compartment to fit the larger 1.7- to 2.0-litre engines from the Volkswagen Type 4, and a redesigned rear end which eliminated the removable rear apron and introduced the larger late tail lights. The air inlets were also enlarged to accommodate the increased cooling air needs of the larger engines.

In 1971 the 1600cc Type 1 engine as used in the Beetle, was supplemented with the 1700cc Type 4 engine – as it was originally designed for the Type 4 (411 and 412) models. European vans kept the option of upright fan Type 1 1600 engine but the 1700 Type 4 became standard for US spec models.

 

In the Type 2, the Type 4 engine was an option for the 1972 model year onward. This engine was standard in models destined for the US and Canada. Only with the Type 4 engine did an automatic transmission become available for the first time in the 1973 model year. Both engines displaced 1.7 L, DIN-rated at 49 kW (67 PS; 66 bhp) with the manual transmission and 46 kW (63 PS; 62 bhp) with the automatic. The Type 4 engine was enlarged to 1.8 L and 50 kW (68 PS; 67 bhp) DIN for the 1974 model year and again to 2.0 L and 52 kW (71 PS; 70 bhp) DIN for the 1976 model year. The two-litre option appeared in South African manufactured models during 1976, originally only in a comparably well-equipped "Executive" model. The 1978 2.0 L now featured hydraulic valve lifters, eliminating the need to periodically adjust the valve clearances as on earlier models. The 1975 and later U.S. model years received Bosch L-Jetronic electronic fuel injection as standard equipment; 1978 was the first year for electronic ignition, utilizing a hall effect sensor and digital controller, eliminating maintenance-requiring contact-breaker points. As with all Transporter engines, the focus in development was not on power, but on low-end torque. The Type 4 engines were considerably more robust and durable than the Type 1 engines, particularly in Transporter service.

 

In 1972, for the 1973 model year, exterior revisions included relocated front turn indicators, squared off and set higher in the valance, above the headlights. Also, square-profiled bumpers, which became standard until the end of the T2 in 1979, were introduced in 1973. Crash safety improved with this change because of a compressible structure behind the front bumper. This meant that the T2b was capable of meeting US safety standards for passenger cars of the time, though not required of vans. The "VW" emblem on the front valance became slightly smaller.

 

Later model changes were primarily mechanical. By 1974, the T2 had gained its final shape. Very late in the T2's design life, during the late 1970s, the first prototypes of Type 2 vans with four-wheel drive (4WD) were built and tested.

 

T2c

The T2c, with a roof raised by about 10 cm was built starting in the early 1990s for the South American and Central American markets. Since 1991, the T2c has been built in México with the water-cooled 1.8 L inline four-cylinder 53 kW (72 PS; 71 bhp) carbureted engine - easily identified by the large, black front-mounted radiator - and since 1995 with the 1.6 L air-cooled engines for the Brazilian market.

 

Once production of the original Beetle was halted in late 2003, the T2 was the only Volkswagen model with an air-cooled, rear-mounted boxer engine, but then the Brazilian model shifted to a water-cooled engine on 23 December 2005. There was a 1.6 L 50 hp (37 kW; 51 PS) water-cooled diesel engine available from 1981 to 1985, which gave fuel economy of 15 km/l to 18 km/l - but gave slow performance and its insufficient cooling system led to short engine life.

 

The end of the Volkswagen air-cooled engine on a worldwide basis was marked by a Special Edition Kombi. An exclusive Silver paint job, and limited edition emblems were applied to only 200 units in late 2005, and were sold as 2006 models.

 

Stricter emissions regulations introduced by the Brazilian government for 2006 forced a shift to a flexible-fuel water-cooled engine[citation needed] able to run on petrol or alcohol. Borrowed from the Volkswagen Fox, the engine is a rear-mounted EA-111 1.4 L 8v Total Flex 1,390 cc, 58 kW (79 PS; 78 bhp) on petrol, and 60 kW (82 PS; 80 bhp) when run on ethanol, and 124 N·m (91 lbf·ft) torque. This version was very successful, despite the minor changes made to the overall T2-bodied vehicle. It still included the four-speed transmission, but a new final-drive ratio enabled cruising at 120 km/h (75 mph) at 4,100 rpm. Top speed was 130 km/h (81 mph). 0 to 100 km/h (0 to 62 mph) acceleration took 22.7 seconds (vs. 29.5 seconds for the last air-cooled version). Other improvements included 6.6% better fuel economy, and nearly 2 dB less engine noise.

 

The Volkswagen Type 2 is by far the longest model run in Brazil, having been introduced in September 1950 as the Volkswagen "Kombi", a name it has kept throughout production.[citation needed] Only produced in two versions, bus (nine-seater or 12-seater – a fourth row is added for metro transportation or school bus market) or panel van, it offers only one factory option, a rear window defogger.[citation needed] As of June 2009, the T2 was being built at the Volkswagen Group's São Bernardo do Campo plant at a rate of 97 per day.

 

The production of the Brazilian Volkswagen Kombi ended in 2013 with a production run of 600 Last Edition vehicles.[28] A short movie called "Kombi's last wishes" was made by VW Brazil.

 

POST_TYPE 2 GENERATIONS

THIRD GENERATION (T3; 1979–1992)

The Volkswagen Type 2 (T3) also known as the T25, (or Vanagon in the United States), the T3 platform was introduced in 1980, and was one of the last new Volkswagen platforms to use an air-cooled engine. The Volkswagen air-cooled engine was phased out for a water-cooled boxer engine (still rear-mounted) in 1984. Compared to its predecessor the T2, the T3 was larger and heavier, with square corners replacing the rounded edges of the older models. The T3 is sometimes called "the wedge" by enthusiasts to differentiate it from earlier Kombis.

 

FOURTH GENERATION (T4; 1990–2003)

Since 1990, the Transporter in most world markets has been front-engined and water-cooled, similar to other contemporary Volkswagens, almost two decades later than it did for the passenger cars. T4s are marketed as Transporter in Europe. In the United States, Volkswagen Eurovan is the brand name.

 

FITH GENERATION (T5; 2003–2015)

The Volkswagen Transporter T5 range is the fifth generation of Volkswagen Commercial Vehicles medium-sized light commercial vehicle and people movers. Launched 6 January 2003, the T5 went into full production in April 2003, replacing the fourth generation range.

 

Key markets for the T5 are Germany, the United Kingdom, Russia, France and Turkey. It is not sold in the US market because it is classed as a light truck, accruing the 25% chicken tax on importation. The T5 has a more aerodynamic design. The angle of the windshield and A-pillar is less; this makes for a large dashboard and small bonnet.

 

In June 2009, Volkswagen Commercial Vehicles announced the one-millionth T5 rolled off the production line in Hanover.

 

T5 GP introduced in 2010. Heavily face-lifted with some new power plants including the 180 bi-turbo range topper. These new engines saw the demise of the now "dirty" 5 cylinder units.

 

Late 2015 will see the arrival of the "Neu Sechs", the New 6. The T6 will offer further engine changes in early 2016, but will launch with the previous generation engines. The new engines will see the introduction of Ad-Blu to meet with euro 6 emission compliance. The new 6 was expected by many to be more than just a face lift.

 

With the T6 now hitting the roads it is very clear it would appear to be just a face lift. New front, new tailgate and a new dash. There are quality improvements, sound deadening, new colours and improved consumption, but many believe VW have missed an opportunity to go back to the top.

Sixth generation (T6; 2015–)

 

The new T6 will launch with the old Euro 5 non AdBlue power-plants, but will be offered with a Euro 6 diesel engine with 204bhp and AdBlue. Three further Euro 6 Adblue diesel power-plants with 84ps, 102ps and 150ps will also be offered.

 

There is some debate in the community over whether the T6 is a new model, or simply a face-lift. There are obvious external changes to the nose and tailgate, while internally there is a new dash in 2 versions. Volkswagen are claiming refinement to ride, handling and noise levels.

 

ADDITIONAL DEVELOPMENTS

In 2001, a Volkswagen Microbus Concept was created, with design cues from the T1 generation in a spirit similar to the New Beetle nostalgia movement. Volkswagen planned to start selling it in the United States market in 2007, but it was scrapped in May 2004 and replaced with a more cost-effective design to be sold worldwide.

 

NAMES AND NICKNAMES

Like the Beetle, from the beginning, the Type 2 earned many nicknames from its fans. Among the most popular,[citation needed] at least in Germany, are VW-Bus and Bulli (or Bully) or Hippie-van or the bus. The Type 2 was meant to be officially named the Bully, but Heinrich Lanz, producer of the Lanz Bulldog farm tractor, intervened. The model was then presented as the Volkswagen Transporter and Volkswagen Kleinbus, but the Bully nickname still caught on.

 

The official German-language model names Transporter and Kombi (Kombinationskraftwagen, combined-use vehicle) have also caught on as nicknames. Kombi is not only the name of the passenger variant, but is also the Australasian and Brazilian term for the whole Type 2 family; in much the same way that they are all called VW-Bus in Germany, even the pickup truck variations. In Mexico, the German Kombi was translated as Combi, and became a household word thanks to the vehicle's popularity in Mexico City's public transportation system. In Peru, where the term Combi was similarly adopted, the term Combi Asesina (Murdering Combi) is often used for buses of similar size, because of the notorious recklessness and competition of bus drivers in Lima to get passengers. In Portugal it is known as Pão-de-Forma (Breadloaf) because its design resembles a bread baked in a mold. Similarly, in Denmark, the Type 2 is referred to as Rugbrød (Rye bread). Finns dubbed it Kleinbus (mini-bus), as many taxicab companies adopted it for group transportation; the name Kleinbus has become an appellative for all passenger vans. The vehicle is also known as Kleinbus in Chile.

 

In the US, however, it is a VW bus, a "vee-dub", a minibus, a hippie-mobile, hippie bus, or hippie van, "combie", Microbus or a Transporter to aficionados. The early versions produced before 1967 used a split front windshield (giving rise to the nickname "Splitty"), and their comparative rarity has led to their becoming sought after by collectors and enthusiasts. The next version, sold in the US market from 1968 to 1979, is characterised by a large, curved windshield and is commonly called a "bay-window". It was replaced by the Vanagon, of which only the Westfalia camper version has a common nickname, "Westy".

 

It was called Volksie Bus in South Africa, notable in a series of that country's TV commercials. Kombi is also a generic nickname for vans and minibuses in South Africa and Swaziland, often used as a means of public transportation. In Nigeria it was called Danfo.

 

In the UK, it is known as a "Campervan". In France, it was called a "camping-car" (usually hyphenated) though this has been expanded to include other, often more specialized vehicles in more recent times.

 

MEXICAN PRODUCTION

T2 production began in 1970 at the Puebla assembly factory.

 

Offered initially only as a nine-passenger version called the Volkswagen Kombi, and from 1973 also its cargo van version called the Volkswagen Panel, both variants were fitted with the 1.5 L air-cooled boxer engine and four-speed manual gearbox. In 1974, the 1.6 L 44 bhp (33 kW; 45 PS) boxer engine replaced the 1.5 previous one, and production continued this way up to 1987. In 1987, the water-cooled 1.8 L 85 bhp (63 kW; 86 PS) inline four-cylinder engine replaced the air-cooled 1.6 L. This new model is recognisable by its black grille (for its engine coolant radiator), bumpers and moldings.

 

In 1975, Volkswagen de Mexico ordered two specially made pickups from Germany, one single cab and one double cab, for the Puebla plant. These were evaluated for the possibility of building pickups in Mexico, and were outfitted with every option except the Arctic package, including front and rear fog lights, intermittent wipers, trip odometer, clock, bumper rubber, PVC tilt, and dual doors on the single cab storage compartment. VW de Mexico was interested in having the lights, wiring, brake systems and other parts manufactured in Mexico. Ultimately, VW de Mexico declined to produce pickups, and the pickups were sold to an Autohaus, a Volkswagen dealer in San Antonio, Texas, since they could not be sold in Mexico. By law, no German-made Volkswagens were to be sold in Mexico. These are probably the only pickups that were produced in Germany for Mexican import, and have the "ME" export code on the M-code plate. The green double cab was sold to a new owner in New York, and has been lost track of. The light gray (L345, licht grau) single cab still exists. Pickups were not manufactured in Mexico, nor were they imported into Mexico from Germany, save for these two examples.

 

In 1988, a luxury variant – the Volkswagen Caravelle – made its debut in the Mexican market to compete with the Nissan Ichi Van, which was available in cargo, passenger and luxury versions.

 

The main differences between the two are that the Caravelle was sold as an eight-passenger version, while the Combi was available as a nine-passenger version, the Caravelle was only painted in metallic colors, while the Combi was only available in non-metallic colors, and the Caravelle was fitted with an AM/FM stereo cassette sound system, tinted windows, velour upholstery, reading lights, mid and rear headrests, and wheel covers from the European T25 model.

 

In 1991, the 10 cm higher roof made its debut in all variants, and the Combi began to be offered in eight- or nine-passenger variants. In 1991, since Mexican anti-pollution regulations required a three-way catalytic converter, a Digifant fuel injection system replaced the previous carburetor. The three variants continued without change until 1994.

 

In 1994, production ended in Mexico, with models being imported from Brazil. The Caravelle was discontinued, and both the Combi and the Panel were only offered in white color and finally in 2002, replaced by the T4 EuroVan Pasajeros and EuroVan Carga, passenger and cargo van in long wheelbase version, inline five-cylinder 2.5 L 115 bhp and five-speed manual gearbox imported from Germany.

 

WIKIPEDIA

+++ DISCLAIMER +++

Nothing you see here is real, even though the conversion or the presented background story might be based historical facts. BEWARE!

 

Some background:

The Víðarr (or Vidar, "Wide ruler", a Nordic god among the Æsir associated with vengeance) or officially SAAB OAS 41 is Sweden's first manned aircraft with stealth technology, and the first aircraft of its kind in Europe in operational service.

 

"OAS" is an abbreviation of the aircraft's primary tactical roles: "Osynlig Attack Spaning", "Unseen attack and reconnaissance missions". Much of the OAS 41's technology and elements were developed and tested on unmanned vehicles, namely SAAB's SHARC and FILUR demonstrators.

 

SHARC (Swedish Highly Advanced Research Configuration) was an experimental unmanned aerial vehicle (UAV) built by Saab AB. Since the late 90-ies SAAB had been carrying out preliminary studies about several Unmanned Aerial Vehicles (UAV) concepts but not taking them into flying demonstrators.

 

In 2001 it was decided to start the SHARC Technology Demonstrator (SHARC TD) project.

Because of a limited budget and good in-house experiences from flight tests of instrumented sub-scale aircraft, it was decided that the SHARC TD should be in 1:4 scale of the original SHARC design. One of the major goals of the project was to test the airworthiness process for a military UAV or aircraft of similar layout, and this could well be achieved even with sub scaled aircraft. Even the goal of testing a lean development process for demonstrators could be achieved in that way.

 

The SHARC TD project was initiated in 2001 with first flight less than one year later, on February 11th 2002, with the basic version. The more advanced version made its maiden flight on April 9th 2003, less than two years after project start.

 

In September 2003 the SHARC flew a number of missions out of visual range, ranging around 20 km from the control station location. In January 2004 the effort towards the development of the ATOL functionalities was initiated, and led to a successful flight test campaign in August 2004, during which fully autonomous mission were demonstrated, from standstill to standstill.

 

The SHARC system was composed by two flying demonstrators (BS-001 and -002), a GCS and some GSE for engine start and cooling air supply on ground. The SHARC TD is a 60 kg jet-engine driven aircraft. The airframe was manufactured in light-weight composite materials; the airframe weighed only 8 kg (without landing gear).

 

The payload consisted of a forward looking colour video camera. The avionic system (hardware and software) was designed and manufactured by SAAB and is based on Flight Test Instrumentation system COMET 15 used in the Gripen and Viggen fighter a/c.

Before the decision to develop an in house avionic system, a market survey was conduced, but no existing system had been fulfilling specifications. Electro-optic fibres, or “fly-by-light”, were used to the actuators in order to minimize the risk for Electro Magnetic Interference.

 

Saab and FMV’s technology demonstrator program FILUR made its first flight in 2006. FILUR’s main objective was to show the tactical importance of stealth technology applied on aerial vehicles, to gain experience and to set a foundation for stealth requirements for future aerial systems and air-surveillance systems.

 

The focus with the FILUR program was on low signature, for both radar and IR-signature. “Static measurements of radar cross section (RCS) made late 2004 showed really good performance and corresponded with calculated data. In flight measurements of stealth performance will be done as a next step”, said Jan Boström FILUR Project Manager, Saab Aerosystems.

 

The technology developed in FILUR would be used for future Saab systems, being UAVs or manned aircraft, which became the OAS 41 which had been under development since 2004.

The SAAB OAS 41 made its maiden flight in 2012, and in early 2014 a pre-production batch of five aircraft has been assigned to Skaraborgs Flygflottilj ("Skaraborg Air Force Wing") F 7 in Satenäs, where the aircraft are operated alongside JAS 39 Gripen multi-purpose fighters for evaluation and integration.

 

Conceptually the OAS 41 is very similar to the much earlier US-American F-117, dedicated to ground attacks with precision weapons, attacks against coastal/sea targets and reconnaissance missions.

 

All ordnance or equipment is carried internally in a large bay which is covered by sliding doors. Typical weapons include up to three Rb 75 (AGM-65 Maverick) missiles, two GBU-12 laser-guided smart bombs or two AGM 119 "Penguin" anti-ship missiles. Iron or cluster bombs as well as pods with unguided missiles are also an option.

 

Beyond that, the aircraft can also carry air-to-air missiles like the actice radar RB 99 (AIM-129 AMRAAM) or the IR-guided Rb 74 (AIM-9L Sidewinder), up to four of each.

 

The OAS 41 does not feature an internal gun, even though up to two podded Mauser BK 27 cannons can be carried internally. Overall, its range of weapons is highly identical to what the JAS 39 Gripen can deploy.

 

Alternatively to offensive loads, the OAS 41 can carry camera of sensor pallets in its belly, making it highly adaptable.

 

It is uncertain how many aircraft wil actually be built, since the Swedish Air Force officially announced that the OAS 41 is not to replace its JAS 39 fleet, rather complement it or take over exclusive missions due to its stealth features. The type's limited performance will probably confine to a limited scope of missions, and with the running cost reductions it is not expected that more than 30 OAS 41's will ever leave the production line for the Swedish Air Force, unless it would be exported and follow in the Gripen's footsteps, but this remains doubtful.

  

General characteristics:

Crew: 1

Length: 6.70 m (21 ft 11 in)

Wingspan: 18,29 m (59 ft 11 in)

Height: 3,96 m (13 ft)

Wing area: ~68 m² (729 ft²)

Empty weight: 6.739 kg (14.844 lb)

Internal fuel: 2.500 l

Max. takeoff weight: 13.600 kg (29,760 lb)

 

Powerplant:

2× Svenska Flygmotor RM13S turbofans (General Electric CF34-3S), with 4.150 each

 

Performance:

Maximum speed: 692 mph (1.115 km/h) at height

Cruise speed: Mach 0.7

Landing speed: 210 km/h

Range: 4.828 km (3.000 mi) with internal fuel

Service ceiling: 13.381 m (43.830 ft)

Rate of climb: 60 m/s (11.811 ft/min)

 

Armament:

Up to 3.000 kg of ordnance, all carried in a ventral bomb bay, including air-to-ground and air-to-air missile, smart and iron bombs, gun and rocket pods, ECM equipment and pallets with cameras and sensors for reconnaissance missions.

  

The kit and its assembly:

This stealth aircraft is basically a scale-o-rama project: it is a Dragon B-2 bomber in 1:200 scale turned into a 1:72 scale aircraft.

 

What sounds easy is more complex than it appears: you need a cockpit with a proper canopy, the landing gear has to be adjusted and there are many small details that need attention.

 

For the cockpit installation I decided to implant a complete X-32 section from a Revell kit, it replaces the complete B-2 spine. It appears a bit bulgy, but upon close inspection of the potential internal layout I found that you can either have a flush canopy OR a bomb bay. Since I wanted to keep the latter (and enlarged it), the cockpit went a bit higher.

 

As a result, the original X-32 canopy looked much to bulbous, it was way too high. Searching through the spares pile I eventually turned up an old F-18B canopy, which, reversed and cut into shape, could be transplanted onto the X-32's cockpit frame, even tough some sculpting at the rear was necessary. Since the F-18 canopy had some glue stains I had to sand and polish it, and as a final coat I decided to apply some light brown translucent paint. Fit is not 100%, though, but it looks good now.

 

The high cockpit necessitated some visual counter-balance at the rear. Originally I had hoped to keep the OAS 41 fin-free, but I eventually dug out a pair of F-117 fins that were cut down in length and glued to the airframe, slightly canted outwards.

 

The landing gear is all new. The massive front strut comes from a F-117, the wheel from the X-32. The front well was enlarged, as good as possible, but it is still too short... don't lokk there closely. ;)

 

The main landing gear struts were taken from the X-32, while the wheels come from the F-117. The wells were lengthened at the rear, so that the longer legs find enough space.

 

The B-2's original bomb bay was cut out and replaced by a completely scratched interior that allows the carriage of a pair of laser-guided bombs, which come from the scrap box.

 

The exhaust slits were modified, too. They were made wider, and inside a kind of ramps were added - the original 1:200 B-2 has nothing inside. For the same reason I also added light blocks, pieces of dark grey foamed plastic, inside of the air intakes and the exhausts.

Finally, at the aircraft's front, some pitots were added, but that's all since the overall hull was to remain clean.

  

Painting and markings:

I originally had the plan to make this a Japanese aircraft, but then I decided to make it a (kind of) tribute to the innovative Swedish aircraft industry - the SAAB OAS was born, and it was to carry an appropriate, if not odd, paint scheme.

 

Even though "Fields & Meadows", made popular by the Saab 37 Viggen, was an option, I did not want to copy that style. But an angular scheme appeared logical as to confuse the aircraft contours. The splinter paint scheme I eventually settled upon was vaguely inspired by Norwegian "Skjold" class coastal patrol ships, which have stealthy hulls and carry a three-colored spinter scheme in grey, sand and dark brown. Odd for a ship, one might say, but in front of the typical Norwegian rocky coastline, it is highly effective, and even on the open sea, viewed from above, it is not a bad scheme at all.

 

The pattern was vaguely lent from the Skjold boats, and I used different tones which would IMHO be more versatile: a reddish brown (WWII French Earth Brown), Field Grey and Olive Drab, in a wraparound scheme.

 

Together with the edgy shape of the aircraft this turned out to be pretty effective - a bit of a surprise!

 

The rest was rather straightforward: white for the air intakes and the landing gear, the cockpit and the bomb bay were painted in Neutral Grey.

 

The pair of internal GBU-12s was painted in light grey, a typical tone for such weapons in Swedish use witn the JAS 39 Gripen.

 

The kit received a light black ink washing and some panel painting with lighter shades of the basic tone, just to amphasize contours and simulate some structure and acccess panels esp. in the engine area.

 

After decal application (puzzled together, among others, from an Italeri JAS 39 Gripen) the kit was sealed with Revell's matt acrylic varnish.

  

In the end, a rather simple whif - I am not a friend of stealth aircraft, since they are IMHO boring. The splinter scheme changes this a bit, and the high cockpit does not look that bad at all, even though the original X-32 canopy looked REALLY weird.

Blue hour after sunset

 

Blaue Stunde nach Sonnenuntergang

 

The Arc de Triomphe de l'Étoile (UK: /ˌɑːrk də ˈtriːɒmf, - ˈtriːoʊmf/, US: /- triːˈoʊmf/, French: [aʁk də tʁijɔ̃f də letwal]; "Triumphal Arch of the Star"), often simply called the Arc de Triomphe, is one of the most famous monuments in Paris, France. It is located at the western end of the Champs-Élysées, at the centre of the Place Charles de Gaulle—formerly known as the Place de l'Étoile—named for the star-shaped configuration formed by the convergence of twelve radiating avenues. The monument is situated at the intersection of three arrondissements: the 16th (to the south and west), the 17th (to the north), and the 8th (to the east). Commissioned to honor those who fought and died for France during the French Revolutionary and Napoleonic Wars, the Arc bears the names of French victories and generals engraved on its inner and outer surfaces. Beneath its vault lies the Tomb of the Unknown Soldier from World War I, marked by an eternal flame commemorating unidentified fallen soldiers.

 

The central cohesive element of the Axe historique ("historical axis", a sequence of monuments and grand thoroughfares on a route running from the courtyard of the Louvre to the Grande Arche de la Défense), the Arc de Triomphe was designed by Jean-François Chalgrin in 1806; its iconographic programme depicts heroically nude warriors and set the tone for public monuments with triumphant patriotic messages. Inspired by the Arch of Titus in Rome, the Arc de Triomphe has an overall height of 49.54 m (162.5 ft), width of 44.82 m (147.0 ft) and depth of 22.21 m (72.9 ft), while its large vault is 29.19 m (95.8 ft) high and 14.62 m (48.0 ft) wide. The smaller transverse vaults are 18.68 m (61.3 ft) high and 8.44 m (27.7 ft) wide.

 

Paris's Arc de Triomphe was the tallest triumphal arch until the completion of the Monumento a la Revolución in Mexico City in 1938, which is 67 m (220 ft) high. The Arch of Triumph in Pyongyang, completed in 1982, is modeled on the Arc de Triomphe and is slightly taller at 60 m (197 ft). The Grande Arche in La Défense near Paris is 110 m (361 ft) high, and, if considered to be a triumphal arch, is the world's tallest.

 

History

 

Construction and late 19th century

 

The Arc de Triomphe is located on the right bank of the Seine at the centre of a dodecagonal configuration of twelve radiating avenues.

 

It was commissioned in 1806, after the victory at Austerlitz by Emperor Napoleon at the peak of his fortunes. Laying the foundations alone took two years and, in 1810, when Napoleon entered Paris from the west with his new bride, Archduchess Marie-Louise of Austria, he had a wooden mock-up of the completed arch constructed. The architect, Jean-François Chalgrin, died in 1811 and the work was taken over by Louis-Robert Goust.

 

During the Bourbon Restoration, construction was halted until 1823, and it would not be completed until the reign of Louis Philippe I in 1836, by architects Louis-Robert Goust and Jean-Nicolas Huyot, under the direction of Louis-Étienne Héricart de Thury, then by Guillaume-Abel Blouet. The final cost was reported at about 10 million francs (equivalent to an estimated €65 million or $75 million in 2020).

 

Various designs were proposed to crown the monument with a monumental sculptural group, yet none was permanently realized. In 1838, Bernard Seurre submitted La France victorieuse ("Victorious France"), depicting a chariot drawn by six horses. In 1840, this proposal gave way to a temporary sculptural group representing Napoleon I, installed above the arch by the architect Guillaume-Abel Blouet for the return of the Emperor's remains. In preparing this installation, Blouet returned to a scheme he had drafted in 1834, modifying it by substituting the originally intended allegorical figure of France with that of the Emperor.

 

From 1882 to 1886, a quadriga by Alexandre Falguière was erected above the arch. The work, entitled Triomphe de la Révolution ("The Triumph of the Revolution"), depicted a chariot drawn by horses advancing "to crush Anarchy and Despotism". Executed in plaster, the group was hoisted to the summit of the monument in order to assess its visual effect. The result was judged unconvincing; although the sculpture remained in place for four years, its material deteriorated under exposure to the elements and it was ultimately removed. Following this episode, the proposal to crown the monument was ultimately abandoned.

 

20th century

 

It is said that on the day the Battle of Verdun began in 1916, the sword carried by the figure of the Republic in La Marseillaise sculptural group broke off. The relief was immediately hidden by tarpaulins to conceal the accident and avoid any undesired ominous interpretations. On 7 August 1919, three weeks after the Paris victory parade marking the end of hostilities in World War I, Charles Godefroy flew his Nieuport biplane under the arch's primary vault, with the event captured on newsreel. Jean Navarre was the pilot who was tasked to make the flight, but he died on 10 July 1919 when he crashed near Villacoublay while training for the flight.

 

Following its construction, the Arc de Triomphe became the rallying point of French troops parading after successful military campaigns and for the annual Bastille Day military parade. Famous victory marches around or under the Arc have included the Germans in 1871, the French and Allies in 1919, the Germans in 1940, and the French and Allies in 1944[16] and 1945. After the interment of the Unknown Soldier, however, all military parades (including the aforementioned post-1919) have avoided marching through the actual arch. The route taken is up to the arch and then around its side, out of respect for the tomb and its symbolism. Both Adolf Hitler in 1940 and Charles de Gaulle in 1944 observed this custom.

 

By the early 1960s, the monument had grown very blackened from coal soot and automobile exhaust, and during 1965–1966 it was cleaned through bleaching. In the prolongation of the Avenue des Champs-Élysées, a new arch, the Grande Arche de la Défense, was built in 1982, completing the line of monuments that forms Paris's Axe historique. After the Arc de Triomphe du Carrousel and the Arc de Triomphe de l'Étoile, the Grande Arche is the third arch built on the same perspective.

 

In 1995, the Armed Islamic Group of Algeria placed a bomb near the Arc de Triomphe which wounded 17 people as part of a campaign of bombings.

 

On 12 July 1998, when France won the FIFA World Cup for the first time after defeating Brazil 3–0 at the Stade de France, images of the players including double goal scorer Zinedine Zidane and their names along with celebratory messages were projected onto the arch.

 

21st century

 

In late 2018, the Arc de Triomphe suffered acts of vandalism during the yellow vests protests. A crowd of demonstrators sprayed the monument with graffiti and ransacked its museum. In September 2021, the Arc was wrapped in a silvery blue fabric and red rope, as part of L'Arc de Triomphe, Wrapped, a posthumous project planned by artists Christo and Jeanne-Claude since the early 1960s.

 

Design

 

Monument

 

The astylar design is by Jean-François Chalgrin (1739–1811), in the Neoclassical version of ancient Roman architecture. Among the major French academic sculptors represented on the Arc de Triomphe are Jean-Pierre Cortot, François Rude, Antoine Étex, James Pradier, and Henri Lemaire.

 

The main sculptures are not integral friezes but are treated as independent trophies applied to the vast ashlar masonry masses, not unlike the gilt-bronze appliqués on Empire furniture. The four sculptural groups at the base of the Arc are The Triumph of 1810 (by Jean-Pierre Cortot), The Resistance of 1814 and The Peace of 1815 (both by Antoine Étex), and the most renowned of them all, The Departure of the Volunteers of 1792, commonly called La Marseillaise (by François Rude). The face of the allegorical representation of France calling forth her people on this last was used as the belt buckle for the honorary rank of Marshal of France. The sculptures representing Triumph, Resistance and Peace commemorate Napoleon's victories, the invasion of France in 1814, and the end of hostilities in 1815.

 

On the attic above the richly sculptured frieze of soldiers are 30 shields engraved with the names of major French victories in the French Revolution and Napoleonic wars. The inside walls of the monument list the names of 660 officers, among which are 558 French generals of the First French Empire; the names of those killed in battle are underlined. Also inscribed, on the shorter sides of the four supporting columns, are the names of the major French victories in the Napoleonic Wars. Battles that took place during the Hundred Days are not included.

 

Inside the monument, a permanent exhibition, conceived by artist Maurice Benayoun and architect Christophe Girault, opened in February 2007.

 

Tomb of the Unknown Soldier

 

Beneath the Arc is the Tomb of the Unknown Soldier from World War I. Interred on Armistice Day 1920, an eternal flame burns in memory of the dead who were never identified (now in both world wars).

 

A ceremony is held at the Tomb of the Unknown Soldier every 11 November on the anniversary of the Armistice of 11 November 1918 signed by the Entente Powers and Germany in 1918. It was originally decided on 12 November 1919 to bury the unknown soldier's remains in the Panthéon, but a public letter-writing campaign led to the decision to bury him beneath the Arc de Triomphe. The coffin was put in the chapel on the first floor of the Arc on 10 November 1920, and put in its final resting place on 28 January 1921. The slab on top bears the inscription: Ici repose un soldat français mort pour la Patrie, 1914–1918 ("Here rests a French soldier who died for the Fatherland, 1914–1918").

 

In 1961, U.S. President John F. Kennedy and First Lady Jacqueline Kennedy paid their respects at the Tomb of the Unknown Soldier, accompanied by President Charles de Gaulle. After the 1963 assassination of President Kennedy, Mrs. Kennedy remembered the eternal flame at the Arc de Triomphe and requested that an eternal flame be placed next to her husband's grave at Arlington National Cemetery in Virginia.

 

Details

 

The four main sculptural groups on each of the Arc's pillars are:

 

The Departure of the Volunteers of 1792, also called La Marseillaise, by François Rude (southern façade, right). This sculptural group celebrates the cause of the French First Republic during the Battle of Valmy. Above the volunteers is the winged personification of Liberty. The group served as a recruitment tool in the early months of World War I and encouraged the French to invest in war loans in 1915–1916.

 

The Triumph of 1810, by Jean-Pierre Cortot (southern façade, left). This group celebrates the Treaty of Schönbrunn and features Napoleon, crowned by the goddess of Victory.

 

The Resistance of 1814, by Antoine Étex (northern façade, right). This group commemorates the French Resistance to the Allied Armies during the War of the Sixth Coalition.

 

The Peace of 1815, by Antoine Étex (northern façade, left). This group commemorates the Treaty of Paris, concluded in that year.

 

Six reliefs sculpted on the façades of the arch, representing important moments of the French Revolution and of the Napoleonic era include:

 

The Battle of Aboukir, 25 July 1799, by Bernard Seurre (southern façade, left).

 

The Funeral of General Marceau, 21 September 1796, by Henri Lemaire (southern façade, right).

 

The Battle of Jemappes, 6 November 1792, by Carlo Marochetti (eastern façade).

 

The Capture of Alexandria, 3 July 1798, by John-Étienne Chaponnière (northern façade, left).

 

The Crossing of the Arcole Bridge, 15 November 1796, by Jean-Jacques Feuchère (northern façade, right).

 

The Battle of Austerlitz, 2 December 1805, by Théodore Gechter (western façade).

 

The names of 158 battles fought by the French First Republic and the First French Empire are engraved on the monument. Among them, 30 battles are engraved on the attic.

 

96 battles are engraved on the inner façades, under the great arches.

 

The names of 660 military leaders who served during the French First Republic and the First French Empire are engraved on the inner façades of the small arches. Underlined names signify those who died on the battlefield.

 

The spandrels of the great arches are decorated with allegorical figures representing characters in Roman mythology (by James Pradier).

 

Access

 

The Arc de Triomphe is accessible by the RER and Métro, with the closest stop being the Charles de Gaulle–Étoile station. Due to heavy traffic on the roundabout of which the Arc is the centre, pedestrians use two underpasses accessible from the Champs-Élysées and the Grande Armée avenues. A spiral stairway with 240 steps leads visitors to the museum level in the attic of the monument, where large models of the Arc and interactive exhibits on its history, construction, and cultural significance are displayed. Another 40 steps lead to the rooftop terrace, offering a panoramic view of Paris. Elevators providing access to the museum and rooftop terrace are available.

 

The location of the Arc, as well as the Place de l'Étoile, is shared between three arrondissements: the 16th (to the south and west), the 17th (to the north), and the 8th (to the east).

 

Replicas

 

While many structures around the world resemble the Arc de Triomphe, some were actually inspired by it. Replicas that used its design as a model include the Rosedale World War I Memorial Arch in Kansas City, United States (1924); the Arcul de Triumf in Bucharest, Romania (1936); the Arch of Triumph in Pyongyang, North Korea (1982); a miniature version at the Paris Casino in Las Vegas, United States (1999); and the Simpang Lima Gumul Monument in Kediri, Indonesia (2008).

 

(Wikipedia)

 

Der Arc de Triomphe de l’Étoile (dt. Triumphbogen an der Place de l’Étoile) oder kurz Arc de Triomphe ist ein von 1806 bis 1836 errichtetes Denkmal im Zentrum der Place Charles de Gaulle in Paris.

 

Das Bauwerk gehört zu den Wahrzeichen der Metropole und wird vom Centre des monuments nationaux (dt. Zentrum für nationale Monumente) verwaltet, das dem Ministerium für Kultur untersteht.

 

Unter dem Triumphbogen liegt das Grabmal des unbekannten Soldaten aus dem Ersten Weltkrieg mit der täglich gewarteten Ewigen Flamme, im Französischen Flamme du Souvenir (dt. Flamme der Erinnerung) genannt, im Gedenken an die Toten, die nie identifiziert wurden. Das ganze Jahr hindurch finden Kranzniederlegungen und Ehrungen statt, die ihren Höhepunkt in der Parade am 11. November finden, dem Jahrestag des Waffenstillstands von Compiègne im Jahr 1918.

 

Für Fußgänger ist der Arc de Triomphe nur durch eine Unterführung erreichbar; der Triumphbogen verfügt über eine Aussichtsplattform.

 

Der Arc de Triomphe de l’Étoile ist nicht zu verwechseln mit dem weniger bekannten und kleineren Arc de Triomphe du Carrousel, der sich zwischen dem Palais du Louvre und dem Jardin des Tuileries befindet.

 

Geschichte

 

Der Triumphbogen diente dem Ruhm der kaiserlichen Armeen und wird von manchen pathetisch als „Altar des Vaterlandes“ bezeichnet, denn an diesem Ort finden die feierlichsten staatlichen Zeremonien Frankreichs statt; häufig führen Festumzüge von hier aus die Avenue des Champs Élysées hinunter oder enden mit dem Arc de Triomphe als Ziel.

 

Er steht im Zentrum der Place Charles de Gaulle (bis 1970 Place de l’Étoile), am westlichen Ausläufer der Avenue des Champs Élysées. Er ist Teil der „historischen Achse“, einer Reihe von Monumenten und großen Straßen, die aus Paris herausführen. Zwölf Avenuen gehen sternförmig von diesem Triumphbogen ab. Die heutige Form des Platzes entstand 1854, war in Grundzügen aber bereits seit dem späten 18. Jahrhundert so ähnlich angelegt worden, wenn auch nur mit vier Straßen.

 

Der Triumphbogen selbst wurde von Kaiser Napoleon I. nach der Schlacht bei Austerlitz zur Verherrlichung seiner Siege 1806 in Auftrag gegeben. Am 15. August 1806 wurde der Grundstein zum Bau gelegt. Zwei Jahre dauerte der Bau der Fundamente. 1810 erhoben sich die vier Pylonen des Triumphbogens aber erst bis zu einer Höhe von 1 m. Napoleon heiratete am 1. April 1810 die habsburgische Prinzessin Marie-Louise; er ließ dazu ein provisorisches Modell des Triumphbogens aus Holz und Stuck in originaler Größe errichten. Ähnlich dem Elefanten der Bastille stand diese Ehrenpforte längere Zeit. Der Triumphbogen wurde (anders als der Elefant) letztlich fertiggestellt.

 

Als der zuständige Architekt Jean-François Chalgrin im Januar 1811 gestorben war und Napoleon am 6. April 1814 abdankte, wurden die Bauarbeiten gestoppt. Louis XVIII. ließ sie 1824 unter der Leitung von Héricart de Thury fortsetzen. 1830 entschied sich König Louis-Philippe I. (oft Bürgerkönig genannt), zur napoleonischen Konzeption zurückzukehren. Er und Adolphe Thiers entschieden über den figurativen Schmuck und seine Ausführenden. Der Bogen wurde 1836 von Huyot und Blouet fertiggestellt. Am 25. Juni 1836 schoss ein 26-jähriger Anarchist namens Louis Alibaud auf die Kutsche des Königs und verfehlte ihn nur knapp. Der König beschloss daraufhin, nicht an der geplanten großen Militärparade teilzunehmen, die am 29. Juli zur Erinnerung an den sechsten Jahrestag der Julirevolution von 1830 und zur Einweihung des Bogens stattfinden sollte.

 

Jean Navarre, ein Fliegerass im Ersten Weltkrieg, hatte den Plan, am 14. Juli 1919 bei einer Siegesparade durch den Triumphbogen zu fliegen. Navarre stürzte aber am 10. Juli 1919 beim Üben für diesen Flug ab und starb. Am 7. August 1919 durchflog Charles Godefroy mit einer Nieuport 11 „Bébé“ den Triumphbogen. Im Oktober 1981 flog Alain Marchand durch den Triumphbogen.

 

Der Rundkurs der letzten Kilometer der Schlussetappe der Tour de France, die seit 1975 auf der Avenue des Champs Élysées endet, umrundet den Arc de Triomphe. Bis 2013 führte der Rundkurs direkt vor dem Arc de Triomphe eine Wende aus (und umkreiste ihn somit nicht).

 

Am Abend des 9. Januar 2015 wurden die Worte „Paris est Charlie“ auf den Triumphbogen projiziert. Die Parole, eine Abwandlung von „Je suis Charlie“, war ein Bekenntnis zu den demokratischen Werten der Meinungs- und Pressefreiheit und eine Solidaritätsbekundung mit den Mitarbeitern des Satiremagazins Charlie Hebdo, die von islamistischen Attentätern erschossen worden waren.

 

Am 1. Dezember 2018 wurde die Figur der Marianne am Triumphbogen schwer beschädigt, als es im Zuge der Protestaktionen der Gelbwestenbewegung zu schweren Ausschreitungen kam.

 

Beschreibung

 

Der Triumphbogen ist 49,54 m hoch, 44,82 m breit und 22,21 m tief. Der große Gewölbebogen misst 29,19 m in der Höhe und 14,62 m in der Breite, der kleine Bogen 18,68 m in der Höhe und 8,44 m in der Breite. Der Entwurf ist im Stil der antiken römischen Architektur gehalten. Die vier Figurengruppen an der Basis des Bogens zeigen Der Auszug der Freiwilligen von 1792, allgemein bekannt als Die Marseillaise (von François Rude), Der Triumph von 1810 (Jean-Pierre Cortot), Der Widerstand von 1814 und Der Frieden von 1815 (Antoine Étex). Oben sind auf den Flächen rund um den Bogen Flachreliefs mit Nachbildungen von wichtigen revolutionären und napoleonischen Siegen eingelassen. Die Innenwände des Triumphbogens beherbergen ein kleines Museum.

 

Inschriften

 

Die Innenwände des Triumphbogens führen die Namen von:

 

660 Militärs – Die meisten davon waren Generäle der Ersten Französischen Republik (1792–1804) und des Ersten Kaiserreichs (1804–1815). Unterstrichene Namen kennzeichnen Personen, die im Kampf gefallen sind.

 

158 Schlachten – Die 30 bedeutendsten Schlachten Napoleons beginnend mit Valmy sind zuoberst auf dem Fries in fast 50 Metern Höhe zu sehen, während 128 weitere Kriegsereignisse auf den Pfeilern zu finden sind. Verzeichnet sind nur siegreiche Schlachten.

 

Reliefs

 

Berühmt ist der Triumphbogen auch wegen der bedeutenden Reliefs, die er trägt. Sie wurden 1833 bei den Bildhauern Antoine Étex, Jean-Pierre Cortot und vor allem François Rude in Auftrag gegeben.

 

Die Ostfassade zeigt das berühmteste Relief, die Marseillaise (dt. Auszug der Freiwilligen von 1792) von Rude, die auch Le chant du départ, also das Abschiedslied, genannt wird. Es stellt eine Gruppe ausziehender Krieger dar, die in offensichtlich revolutionärer oder erhoben nationaler Gesinnung – zumindest kann man das in dieser Szene vermuten – das neue Revolutionslied der Marseillaise auf den Lippen haben, das erst am 25. April 1792 komponiert worden war.

 

François Rude übertrifft mit dem heroischen Schwung seiner Darstellung die seiner Konkurrenten auf diesem Triumphbogen bei weitem. Er begann als akademischer Klassizist, aber mit diesem seinem bekanntesten Werk vollzog Rude als einer der ersten die Abkehr vom Klassizismus und die Hinwendung zur Romantik, zu einer neuen heroischen Leidenschaftlichkeit in der Bildhauerei, ähnlich wie Eugène Delacroix in der Malerei.

 

Interessant ist ein Vergleich der beiden Reliefs dieser Seite. Es handelt sich auf der anderen Seite um den „Triumph Napoleons nach dem Frieden von 1810“ (der „Triumph“ verherrlicht den Frieden von Wien) von Jean-Pierre Cortot. Das Relief von Cortot steht noch ganz in der Tradition der klassizistischen Statik, der gemessenen Heldenverehrung, des symmetrischen, wohlproportionierten Bildaufbaus – mit anderen Worten der „erhabenen Langeweile“.

 

Auch bei den Reliefs von Antoine Etex auf der Westseite ist diese Atmosphäre deutlich zu spüren, beispielsweise beim „Frieden“. Hier hat man noch den Eindruck, dass die Themen von einer Schauspielertruppe auf einer Theaterbühne dargestellt werden, dass hier Motive aus dem Arsenal zusammengestellt worden sind.

 

Auf den vier Außenseiten des Bogens befinden sich sechs Flachreliefs, die jeweils berühmte Schlachten zeigen. Unter den sechs Bildhauern ist auch Jean-Jacques Feuchère mit einer Darstellung des Übergangs über die Brücke von Arcole zu sehen.

 

Kunst

 

Das Künstlerpaar Christo und Jeanne-Claude beabsichtigte, das Bauwerk im Zeitraum vom 19. September 2020 für 16 Tage bis zum 4. Oktober 2020 für seine Kunstaktion L’Arc de Triomphe, Wrapped (Project for Paris, Place de l’Étoile – Charles de Gaulle) zu verhüllen. Christo verstarb jedoch am 31. Mai 2020. Seinem Wunsch gemäß wurde das Projekt, dessen erste Pläne aus den 1960er Jahren stammten, von seinem Neffen postum umgesetzt. Die Verhüllung war nach zweimonatiger Vorbereitungsarbeit am 18. September fertiggestellt und dauerte bis zum 3. Oktober 2021. Eingesetzt wurden 25.000 Quadratmeter Stoff und 3.000 Meter rote Seile, die jeweils weiterverwendet werden.

 

Rezeption

 

Während viele Bauwerke auf der ganzen Welt dem Arc de Triomphe ähneln, wurden einige tatsächlich von ihm inspiriert. Bekannte Beispiele sind der Triumphbogen in Bukarest und der Triumphbogen in Pjöngjang. Zusätzlich zu diesen Nachahmungen gibt es noch weitere Bögen und Denkmäler weltweit, die vom Arc de Triomphe beeinflusst wurden, sei es in Bezug auf das Design, die Größe oder die verwendete Architektur.

 

(Wikipedia)

the last original....

 

Bus No: A-309

Year released: 2008

Capacity: 49; 2x2 seating configuration

Route: Cubao/Pasay-San Carlos via Dau/SCTEX-Concepcion/Capas/San Miguel/Tarlac/Sta. Ignacia/Camiling/Bayambang/Malasiqui

Body: Higer Bus Co. Ltd.

Model: 2008 Higer KLQ6119 AC Series

Engine: Yuchai

Fare: Airconditioned

Transmission System: M/T

Plate No.: TXP-114(NCR- National Capital Region)

Taken on: June 22, 2013

Location: Romulo Highway, Brgy. Malacampa, Camiling, Tarlac

 

Note: Any individual or representative of this subjected bus who wants to use this picture for commercial or personal purposes, pls coordinate me by sending a private message in my FB Account:

www.facebook.com/leonidas.smith.984?ref=tn_tnmn

Thank you and have a good day.....

 

The first ten aircraft were designated B-47A and were evaluation aircraft. The first was delivered in December 1950, and its configuration was very much like the XB-47. All of the A-variants were powered by the J47-GE-11 turbojet engines, offering the same 5,200 lbf (23 kN) of thrust as the earlier J47-GE-3, and had built-in rocket-assisted take-off (RATO) bottles. Four aircraft were equipped with the K-2 bombing and navigation system (BSN), HD-21D autopilot, an analog computer, APS-23 radar, and a Y-4 or Y-4A bombsight. Two were fitted with a tail turret mounting two 20mm cannons; one used an Emerson A-2 fire control system (FCS), and another with a General Electric A-5 FCS. The eight other Stratojets lacked defensive armaments.

 

This image shows a B-47A (Serial Number: 49-1909) sitting on the apron. This Stratojet was the last B-47A model produced and redesignated EB-47A on April 1952. It was relegated as a ground instructional airframe in May 1953. Most B-47As were redesignated or retired by 1952, but one aircraft (Serial Number: 49-1900) continued high-speed flight tests for NACA at Edwards AFB for a few more years. The B-47As were fitted with ejection seats. The pilot and copilot ejected upward, while the navigator had a downward ejection seat built by Stanley Aviation. The minimum safe ejection altitude was about 500 ft (150 m). In the 1950s, there were no suitable “dummies” to test ejection seats, so the task fell to real people. Several volunteers were injured testing the downward ejection seat. The first person to successfully use it was USAF Colonel Arthur M. Henderson, who ejected over Choctawhatchee Bay near Eglin AFB in Florida on 7 October 1953.

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.

mainline mode..

 

Bus No: 3505

Year released: 2005

Capacity: 53; 2x2 seating configuration

Route: Manila/Avenida-Tarlac via San Miguel/Capas/SCTEX-Concepcion/Dau

Body: Santarosa Philippines

Model: 2005 SR-Eurobus AC Series

Chassis: Nissan Diesel RB46SR

Engine: Nissan Diesel PE6T

Fare: Airconditioned

Aircon System: Denso LD7 overhead a/c

Transmission System: M/T

Plate No.: CVY-900

Taken on: May 11, 2010

Location: PRBL Tarlac Terminal, Brgy. Sto. Cristo, Tarlac City, Tarlac

INSTRUCTIONS AVAILABLE FOR P558 SUPERDUTY - MULTIPLE CONFIGURATIONS

 

On September 24, 2015, Ford unveiled the 2017 Ford Super Duty line at the 2015 State Fair of Texas. he frame is made from 95% high strength steel and the body (like the contemporary F-150) is made from 6000 series aluminum alloy. For the first time since 1999, both the Super Duty and F-150 lines are constructed using the same cab.

 

For 2017 production, the Super Duty line shares its powertrain lineup with its 2016 predecessor: a 6.2L gasoline V8, 6.8L V10 (F-450 and above), with a 6.7L diesel V8 available in all versions. The 6.2L gasoline V8 engine remains at 385 hp but torque rises from 405 lb-ft to 430 lb-ft. Additionally, the gasoline V8 produces its max torque at over 700 rpm less than the previous 405 lb-ft engine. The 6.7L diesel engine also remains at the same 440 hp (323 kW) but torque increases from 860 lb-ft upwards to 925 lb-ft.

 

The 2020 Super Duty debuted at the 2019 Chicago Auto Show. It features a revised grille and tailgate design, new wheel options, and higher-quality interior materials for the Limited trim. A new 7.3-liter gasoline engine is available. Nicknamed "Godzilla", it makes 430 horsepower and 475 lb-ft of torque.

 

Cab configurations continue to be 2-Door Regular Cab, 4-Door Super Cab, and 4-Door Super Crew Cab, with Short Box (6' 9") and Long Box (8') bed lengths. The truck will be available in F-250, F-350, and F-450 pickup truck models, and F-350, F-450, and F-550 chassis cab models. All will be available in both 4X2 and 4X4 configurations. The F-350 will be the only model available in either Single Rear Wheel (SRW) or Dual Rear Wheel (DRW) configurations, the F-450 and F-550 will only be available in a Dual Rear Wheel (DRW) configuration, and the F-250 will only be available in a Single Rear Wheel configuration.

 

I have received quite a few e-mails asking for info on my Digiscoping set-up.

So here we are.

The GI comes with a Kit lens as standard and can be used with Kowas 25x eyepiece(No vignetting) and also with the 30x eyepiece(some vignetting).NOTE :Using this method you can Digiscope in auto-focus with the G1.

However the image you see here shows the G1 kit lens removed and a 4/3 t-adapter inserted into the GI.

Kowas Photo-Adapter ref:TSN-PZ 680mm-1000mm(Expensive,around 650 euros) is attached to the t-adapter and the TSN screws directly into the scope.

Now,with this configuration you can only shoot in manual focus,using the scopes focusing.

This mehod has advantages and disadvantages.

1.Manual focus method.Greater focal length is achieved but !!! IF YOUR FOCUS ON THE SUBJECT IS NOT PERFECT,YOU MAY AS WELL BIN THE IMAGE.NO PRISONERS TAKEN.NOT FOR EVERYBODY THIS METHOD.

2.Kit Lens configuration.Great for fast moving subjects such as waders but !!!!,if you move around a lot searching for your subjects (I do) the Kit-lens can move away from the eyepiece a fraction and you have to start fiddling around to set everything up again.NOT IDEAL.Yet if you are static,no problems.

I have tried both methods and i now shoot 100% in Manual.But again,a question of choice.

One more thing to say re: above image:BE AWARE?THIS SYSTEM IS VERY HEAVY !!!!.SO TAKE PLENTY OF VITAMIN PILLS BEFORE STARTING OUT FOR A DAY !!!!!! lol.No,to be serious for a moment.It is heavy for a reason :Strength and Stability.Essential for Digiscoping success.

The Kowa Scope and GI are attached to Kowa's DA10 universal Mounting System(Around 350 euros) and then to a Top-Range Manfrotto Tripod (Again around 350 euros).Get the best tripod you can afford.YOU MUST HAVE COMPLETE STABILITY AND STRENGTH IN THE TRIPOD.

THE DA10 IS ESSENTIAL FOR DIGISCOPING SUCCESS WHY ?

Stability(I keep using this word,in other words NO MOVEMENT WHEN TAKING THE IMAGE) is so important in digiscoping and i have found that even in very high wind conditions using the DA10 gives me incredible stability and everything is locked down "Tight".No movement at all.It must be said that using the kit lens configuration there is not the same degree of stabiliy,because there are 2 elements (Lens and Eyepiece) that can move slightly.I just sling the gear over my shoulder and move on,spot a subject AND BE READY TO SHOOT INTANTLY.

I have so much confidence in the stability that i shoot all the time using my finger and NOT a cable release.Just one final point as to why i use the G1.I started digiscoping using the Nikon coolpix P6000 a wonderful camera for Digiscoping BUT it had to be used with a Hoodman Loupe so that in bright sunlight you could see what you were trying to shoot !!!!.I found the system cumbersome with elastic bands wound around the scope A real messy operation and there is no possibility of "Rapid Fire" shooting as you have with the G1. With the P6000 only one shot could be taken at one time.

Finally.

This system works for me but as i said earlier it's not for everyone.Unfortunately,to digiscope successfully is not cheap.DO NOT UNDER ANY CIRCUMSTANCES BUY A CHEAP SCOPE OR CAMERA.YOU WILL BE DISSAPPOINTED IN THE RESULTS.This set-Up will cost you around 4200 euros.God !!!!! i've just had a heart attack !!!! lol.

If you would like to see images from "Master" Digiscopers using Kowa Scopes check out my flickr friends photostreams.They are all using different cameras and different methods but their images are amazing.

1.Kevin Bolton.

2.Paul Hackett.(Thanks Paul for all your invaluable help when i began,you started me off "On the Right Track".

3.h2otara(Tara Tanaka) Kowa/GI.(Tara helped me enormously when i began 2 years ago)

4.Roy Halpin.

I hope this post will help people who are interested in Digiscoping.For me it is form of bird photography with tremendous challenges and is immensely rewarding.

Best wishes from North West France.

One of the most revered Ferraris is the 330 P4. It immediately draws attention with curvaceously low lines and a sleek, yet aggressive demeanor. And since only one completely original car remains, it's an elusive sight for many fans. Interestingly, the P4 is also one of the last Ferrari prototypes that still resembles a sports car. The original body was drawn up by stylist Piere Drogo and the factory tweaked his design to be more purposeful every year.

 

The 330P was built during a very exciting time for sports car enthusiasts. By the time the P4 was lapping the world's circuits, Ford had finally pulled together their GT40 program and made history by beating Ferrari at the 1965 24 Hours of Le Man. However, Ferrari persisted with a much smaller-engined prototypes in hopes that their technical sophistication and superb handling would outclass Ford's big-block might. Technical engineer Mauro Forghieri was responsible for the 1967 challenge.

 

This P4 was the culmination of a series of rear-engine Ferraris that progressively got larger, as much as weight balance and transaxles would allow. By 1964, these rear-engine cars had worked their way up to Ferrari's largest engine, the long-block, Lampredi V12. By the time the 330 P4 debuted in 1967, Ferrari included such novelties as Lucas fuel injection and intakes that were mounted directly on the cam covers.

 

The P4's raced alongside both the 330 P3 which was an earlier evolution of the car, and the 412P which was a much less complicated version of the P4 that did without fuel injection and opted for regular carburetion. P4s were outwardly distinct amongst this crowd as they had slight smaller bodies and were built as open-air spyders.

 

Easily, the P4's best moment came at Daytona when Enzo Ferrari got his sweet revenge and placed 1-2-3 at one of America's most respected sports-car races. Until his death, Enzo kept a picture of the trio on their final lap of the momentous race. Other notable victories included the car's debut 1000 km races at Monza, but the P4s were beaten at Lemans by Ford's superb 7-litre Mk IV.

 

Three chassis, numbers 0856; 0858 and 0860 were originally made and raced as close coupes. These were all converted into spyders for the Brands Hatch BOAC 500 race. Regulations at the end of the season meant that Ferraris famous P racers had to come to an end in Europe, however two of the P4s were radically prepared for Group 7 Can-Am duty. Afterwards the world was left with only one P4 in its original configuration; because of this, chassis 0856 is now one of the most valuable cars in the world.

 

Due to its attractive body, tremendous history and massive rarity the P4 has also been a popular kit car. Companies such as Noble have gone as far to make a series production of these replicas and up to 100 have been made with various engines. These cars vary quite a bit depending on the owner's level of detail, but most can fool a Ferrari enthusiast into believing he's seen the real deal from afar.

  

Chassis by Chassis

 

0856-Owned by Canadian Lawrence Stroll, 0856 is the only P4 that retains its original body and mechanics. For this reason, Lawrence's car is one of the few Ferraris that almost every collector in the world would like to get his hands on. Before Ferrari was the feature marque at Monterey, Lawrence sent 0856 to Bob Smith coachworks for some minor touchups. The resulting job was magnificent, and a definite highlight of the weekend.

 

0846-Another remaining Ferrari that resembles a P4 is Jim Glickenhaus' 330 P3/4. It was built using parts from David Piper with assistance from Ferrari and has since caused a rift in the community. While Jim has proven that accident damage to the chassis he has matches the damage 0846 received at LeMans, established entities such as Cavallino Magazine will not accept the car as a real Ferrari. One major point of contention is the coupe body Jim originally put on the car. His 330, started out life as a P3 Roadster and was never made with a coupe body. After getting the tail section from another car, 0846 was brought back to its original and correct configuration.

 

Story by Richard Owen with assistance from Paul Skett

 

[Text from Supercars.net]

 

Read more at www.supercars.net/cars/556.html#TbX2KBmpZw1rp1rU.99

 

This Lego miniland-scale Ferrari 330 P4 Sports Prototype Racer s/n 0856 (1967), has been created for Flickr LUGNuts' 89th Build Challenge, - "Over a Million, Under a Thousand", - a challenge to build vehicles valued over one million (US) dollars, or under one thousand (US) dollars.

 

Alongside is modelled a UCS (Ultimate Collector Series) scale Ferrari Tipo 237 V12 engine.

 

The Tipo 237 V12 fitted in the 330 P4 was built to the following specifications:

 

Engine: Aluminum, Type 237 60º V12

Position: Mid Longitudinal

Aspiration: Natural

Valvetrain:DOHC, 3 Valves per Cyl

Fuel feed:Lucas Fuel Injection

Displacement:3967 cc / 242.1 in³

Bore: 77 mm / 3.03 in

Stroke: 71 mm / 2.8 in

Compression:11.0:1

Power: 335.6 kw / 450.0 bhp @ 8000 rpm

Specific output:113.44 bhp per litre

bhp/weight:568.18 bhp per tonne

 

Read more at www.supercars.net/cars/556.html#TbX2KBmpZw1rp1rU.99

INSTRUCTIONS AVAILABLE FOR P558 SUPERDUTY - MULTIPLE CONFIGURATIONS

 

On September 24, 2015, Ford unveiled the 2017 Ford Super Duty line at the 2015 State Fair of Texas. he frame is made from 95% high strength steel and the body (like the contemporary F-150) is made from 6000 series aluminum alloy. For the first time since 1999, both the Super Duty and F-150 lines are constructed using the same cab.

 

For 2017 production, the Super Duty line shares its powertrain lineup with its 2016 predecessor: a 6.2L gasoline V8, 6.8L V10 (F-450 and above), with a 6.7L diesel V8 available in all versions. The 6.2L gasoline V8 engine remains at 385 hp but torque rises from 405 lb-ft to 430 lb-ft. Additionally, the gasoline V8 produces its max torque at over 700 rpm less than the previous 405 lb-ft engine. The 6.7L diesel engine also remains at the same 440 hp (323 kW) but torque increases from 860 lb-ft upwards to 925 lb-ft.

 

The 2020 Super Duty debuted at the 2019 Chicago Auto Show. It features a revised grille and tailgate design, new wheel options, and higher-quality interior materials for the Limited trim. A new 7.3-liter gasoline engine is available. Nicknamed "Godzilla", it makes 430 horsepower and 475 lb-ft of torque.

 

Cab configurations continue to be 2-Door Regular Cab, 4-Door Super Cab, and 4-Door Super Crew Cab, with Short Box (6' 9") and Long Box (8') bed lengths. The truck will be available in F-250, F-350, and F-450 pickup truck models, and F-350, F-450, and F-550 chassis cab models. All will be available in both 4X2 and 4X4 configurations. The F-350 will be the only model available in either Single Rear Wheel (SRW) or Dual Rear Wheel (DRW) configurations, the F-450 and F-550 will only be available in a Dual Rear Wheel (DRW) configuration, and the F-250 will only be available in a Single Rear Wheel configuration.

 

The configuration of 3 different classic signals next to three different tracks remains (for now) making for a reason to shoot this backlit scene of NS 21A at Lenox Tower.

 

-NS ES44DC #7581, C44-9W #9042 leading power

-NS Train #21A

-NS (ex-Wabash) Brooklyn District, near MP D475

-Lenox Tower

-Along Highway 203, Mitchell, IL

-August 11, 2018

 

TT1_0764_edited-1

Artist's view of the two configurations of Ariane 6 using two boosters (A62) or 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

When i was a kid I made a cardboard model similar to this, and it also sported the folding vertical wing. I supposed that the wing tips housed targeting sensors, and that they were placed in that geometric configuration for triangulation calculations.

 

The folding wing allows the ground crew to access all the sensors and adjust or replace them more easily.

The Federation starship USS Navigator NCC-1105 was a Gemini-class long range exploration ship from the early 23rd Century. Notable for its distinctive twin saucer sections, the Gemini-class was the last gasp of Starfleet’s early period of experimentation with starship configurations that produced the Daedalus-class.

 

At this early period of Federation history there was a certain amount of experimentation on the part of Starfleet R&D to find the “best” configuration for efficient warp field geometry, and many of these experiments found their way into production as NX vessels. A few of these proved interesting enough to make it all the way into true Federation starship classes, and the dual saucer Gemini design was one of the most promising of these.

 

Designed to replace the Daedalus-class in the long-range exploration role, the dual saucer was intended to combine the greater internal volume of the Daedalus with the more optimal warp configuration of the saucer shape. Development began in the early 2180s, but owing to political dynamics within Starfleet R&D the first prototype USS Gemini NX-1100 was not completed until 2197, one year after the decommissioning of the last of the Daedalus-class.

 

For most of the 2180s, sections of Starfleet’s exploration division were in the grip of a coterie of Daedalus enthusiasts led by Admiral Rafael Cruz. Advocates of the spherical primary hull’s greater internal volume over the now-conventional saucer, they were willing to put up with the lower sustainable warp velocities that a sphere configuration ship could produce, in order to maintain the greater living and working space that they felt was psychologically necessary for long voyages. Admiral Cruz refused to authorise construction of any Starfleet exploration ship that was not designed with a spherical primary hull.

 

The dual saucer design was developed by Andorian Captain Hyel Tashar of Starfleet R&D, in order to try and work around Admiral Cruz’ stubborn adherence to the sphere design. However it was not until the Admiral’s 2189 retirement that construction of the prototype was ordered.

 

Following successful builders’ trials an initial flight of six Gemini-class vessels (including the prototype NCC-1100) were ordered by Starfleet exploration division, who were by now desperate for any vessel that could replace the decommissioned Daedaluses in the long-range explorer role.

 

The Gemini design was a very successful one in terms of its fitness for its role, as the ship’s paired 89m-diameter saucers provided a substantial amount of internal space for a ship so much smaller than classes like the NX and Constitution. This allowed the Gemini--class to incorporate large amounts of laboratory facilities and crew amenities in quite a small hull footprint, making them highly sought-after vessels by Starfleet captains of explorer ships.

 

The Gemini-class’ downfall in terms of ship lineage sprang from the same root as its success. The dual saucer section added a level of complexity that resulted in elongated construction times for the class, and three similarly-sized single-saucer ships could be constructed in the time it took to produce two Geminis. Given the increasing tensions with the Klingon Empire throughout the early 23rd Century, Starfleet was more interested in numbers of hulls as a deterrent to Klingon aggression rather than in the particular qualities of the Gemini design. The class remains the only dual-saucer production design in Starfleet’s history.

 

USS Navigator NCC-1105 was the last of the class to be constructed, and commissioned in 2219 according to the Terran calendar. She performed admirably in several three-year long range exploration missions between the 2220s and 2250s, pushing the boundaries of Federation explored space into the Beta Quadrant.

 

Specifications:

Length:222.25m

Beam:94.3m

Height:48.6m

Decks:15

Complement:280 officers, crew and researchers

Inservice Date:2197-2244

Speed (old scale):Warp 5.8 (cruising)

Warp 7.2 (maximum safe speed)

Weaponry:8 single-emitter phaser turrets

1 forward photon torpedo tube

Defences:Deflector shield

Auxiliary craft:6 shuttlecraft

 

additional emblem on the front......

 

Bus No: 1877

Year released: 2002

Capacity: 49; 2x2 seating configuration

Route: Pasay/Cubao-Dagupan via Dau/SCTEX-Concepcion/Capas/San Miguel/Tarlac/Paniqui/Moncada/Carmen/Villasis/Urdaneta

Body: Santarosa Motorworks Inc.

Model: 2002 SR-EXFOH AC Series

Chassis: Nissan Diesel JA450SSN

Engine: Nissan Diesel PF6A

Fare: Airconditioned

Transmission System: M/T

Plate No.: CWV-857 (Region III- Central Luzon)

Taken on: May 29, 2013

Location: McArthur Highway, Brgy. Sto. Nicolas, Tarlac City, Tarlac

 

Note: Any individual or representative of this subjected bus who wants to use this picture for commercial or personal purposes, pls coordinate me by sending a private message in my FB Account:

www.facebook.com/leonidas.smith.984?ref=tn_tnmn

Thank you and have a good day.....

 

Hounslow West Underground Station, 6 April 2023. The original station was opened in 1884 as Hounslow Barracks by the Hounslow & Metropolitan Railway but worked by the Metropolitan District Railway from the beginning and subsequently was absorbed by it in 1903. The line was a branch from the H&MR/MDR’s extension from Mill Hill Park (now Acton Town) to Hounslow Town but eventually became the main terminus of the branch, Hounslow Town closing in 1909. Hounslow Barracks was renamed Hounslow West in 1925. In July 1931 a new replacement station of the same name opened immediately adjoining the old one, which was demolished. This station was built by the Underground Electric Railways of London in preparation for the extension of Piccadilly Railway services which began running in January 1933. District Line services ceased serving Hounslow West in October 1964.

 

In 1971-75 an extension of the Piccadilly Line to Hatton Cross (and onto Heathrow Airport by 1977) was constructed and as the terminal platforms of Hounslow West were on the wrong alignment and of the configuration for the extension to continue there, a new cut & cover line and underground platforms were built just to the north, but linked to the ticket hall by a long, glazed, steel, surface walkway over a new car park on the site of the former terminal platforms - a very unusual arrangement. It is a Grade II listed building.

 

Frank Pick, the Managing Director of the UERL, gave the responsibility of designing the new stations on the Acton Town – Hounslow line to his favoured architectural consultant, Charles Holden, rather than the UERL’s own Chief Architect, Stanley Heaps. Despite this awkward situation, the two architects, to their credit, worked well together. Hounslow West, although primarily of Holden design, seems to have involved a close collaboration with Heaps.

 

Although Hounslow West was the last station on the Acton Town - Hounslow line, it was the first to have been rebuilt and whilst the others reflect Holden’s change of direction architecturally after he and Pick visited Scandinavia, the Netherlands and Germany in 1930 to see the latest architectural developments, Hounslow West is of his earlier Art Deco style (presumably because the design was fixed before the visit) as reflected in the Morden extension of the Northern Line. Indeed, it is very similar to Morden station. Instead of being a brick-clad drum or cube design, Hounslow West is clad in Portland Stone and is of unusual heptagonal shape.

 

Pictured is the Portland Stone faced frontage. Note the original brass-bordered advertisement display panels.

the survivior

 

Bus No: 2297

Year released: 1997

Capacity: 53; 2x2 seating configuration

Route: Manila/Avenida-Alaminos via Dau/SCTEX-Concepcion/Capas/Tarlac/Camiling/San Clemente/Mangatarem/Aguilar/Socony

Body: Santarosa Motorworks Inc. (rehab by BCT)

Model: 1997 SR-Flxtar AC RE Series

Chassis: Nissan Diesel RB46S

Engine: Nissan Diesel PE6T

Fare: Airconditioned

Transmission System: M/T

Plate No.: CVY-830(Region III-Central Luzon)

Taken on: May 24, 2013

Location: Romulo Highway, Brgy. Malacampa, Camiling, Tarlac

 

Note: Any individual or representative of this subjected bus who wants to use this picture for commercial or personal purposes, pls coordinate me by sending a private message in my FB Account:

www.facebook.com/leonidas.smith.984?ref=tn_tnmn

Thank you and have a good day.....

New Haven Railroad condemned GE EP-3 (Flat Bottom) electric locomotive # 351 & GE EP-4 (Streamliner) electric locomotive, both of the 2-C+C-2 configuration, are seen stored at the Oak Point Yard in the Bronx, New York, during the early 1960's. Big white condemned "C" letters have been painted on the sides of these locomotives. The New Haven's big electric locomotive fleet was retired much too early, because many miles of service were remaining in these locomotives. Both of these locomotives had a 2-C+C-2 wheel arrangement, with six powered driving axles. The pantographs have been removed from the locomotives.

 

The name of the photographer that took this photo is unknown. This photo is from the Mac Seabree Collection.

 

Copyright Disclaimer under Section 107 of the Copyright Act of 1976, allowance is made for “fair use” for the purposes such as criticism, comment, news reporting, teaching, scholarship, and research. Fair use is a use permitted by copyright statute that might otherwise be infringing. Non-profit, educational or personal use tips the balance in favor of fair use.

Company/Owner: Baliwag Transit, Inc.

Fleet/Bus Number: 1304

Classification: Air-conditioned Provincial Bus

Coachbuilder: Santarosa Motor Works, Inc./Columbian Manufacturing Corporation

Body Model: Santarosa Daewoo Bus BS106

Engine Model: Doosan DE08TIS

Chassis Model: Daewoo BS106 (PL5UM52HDCK)

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

Suspension: Leaf Spring Suspension

Seating Configuration: 3×2

Seating Capacity: 61

Route: Baliuag, Bulacan–Cubao, Quezon City via Old Cagayan Valley Road / N1 (Doña Remedios Trinidad Highway)

Municipalities/cities passing: Pulilan/Plaridel/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 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.

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

The Citroën DS (French pronunciation: ​[si.tʁɔ.ˈɛn de ɛs]) is a front-engine, front-wheel-drive executive car manufactured and marketed by the French company Citroën from 1955 to 1975 in sedan, wagon/estate and convertible body configurations. Italian sculptor and industrial designer Flaminio Bertoni and the French aeronautical engineer André Lefèbvre styled and engineered the car. Paul Magès developed the hydropneumatic self-levelling suspension.

 

Noted for its aerodynamic, futuristic body design and innovative technology, the DS set new standards in ride quality, handling, and braking—and was the first production car equipped with disc brakes.

 

Citroën sold 1,455,746 examples, including 1,330,755 built at the manufacturer's Paris Quai André-Citroën production plant.

 

The DS came third in the 1999 Car of the Century poll recognizing the world's most influential auto designs and was named the most beautiful car of all time by Classic & Sports Car magazine

 

MODEL HISTORY

After 18 years of secret development as the successor to the Traction Avant, the DS 19 was introduced on 5 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. During the 10 days of the show, the DS took in 80,000 deposits; a record that has stood for over 60 years.

 

Contemporary journalists said the DS pushed the envelope in the ride vs. handling compromise possible in a motor vehicle.

 

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 was a symbol of French ingenuity. The DS was distributed to many territories throughout the world.

 

It also posited the nation's relevance in the Space Age, during the global race for technology of the Cold War. Structuralist philosopher Roland Barthes, in an essay about the car, said that it looked as if it had "fallen from the sky". An American advertisement summarised this selling point: "It takes a special person to drive a special car".

 

Because they were owned by the technologically aggressive tire manufacturer Michelin, Citroën had designed their cars around the technically superior radial tire since 1948, and the DS was no exception.

 

The car featured a novel hydropneumatic suspension including an automatic leveling system and variable ground clearance, developed in-house by Paul Magès. This suspension allowed the DS to travel quickly on the poor road surfaces common in France.

 

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), though the shift lever controlled a powered hydraulic shift mechanism in place of a mechanical linkage, and a fibreglass roof which lowered the centre of gravity and so reduced weight transfer. Inboard front brakes (as well as independent suspension) reduced unsprung weight. Different front and rear track widths and tyre sizes reduced the unequal tyre loading, which is well known to promote understeer, typical of front-engined and front-wheel drive cars.

 

As with all French cars, the DS design was affected by the tax horsepower system, which effectively mandated very small 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 third in the 1999 Car of the Century competition, and fifth on Automobile Magazine's "100 Coolest Cars" listing in 2005. 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.

 

NAME

Both the DS and its simpler sibling, the ID, used a punning name. "DS" is pronounced in French as "Déesse" (goddess); "ID" is pronounced as "Idée" (idea). An intermediate model was called the DW.

 

MOTORSPORT

The DS was successful in motorsports like rallying, where sustained speeds on poor surfaces are paramount, and won the Monte Carlo Rally in 1959. In the 1000 Lakes Rally, Pauli Toivonen drove a DS19 to victory in 1962.

 

In 1966, the DS won the Monte Carlo Rally again, with some controversy as the competitive BMC Mini-Cooper team was disqualified due to rule infractions. Ironically, Mini was involved with DS competition again two years later, when a drunk driver in a Mini in Sydney Australia crashed into the DS that was leading the 1968 London–Sydney Marathon, 98 miles from the finish line. The DS was still competitive in the grueling 1974 London-Sahara-Munich World Cup Rally, where it won over 70 other cars, only 5 of which even completed the entire event.

 

TECHNICAL INNOVATION - HYDRAULIC SYSTEMS

In conventional cars, hydraulics are only used in brakes and power steering. In the DS they were also used for the suspension, clutch and transmission. The cheaper 1957 ID19 did have manual steering and a simplified power-braking system. An engine driven pump pressurizes the closed system to 2,400 pounds per square inch.

 

At a time when few passenger vehicles had independent suspension on all wheels, the application of the hydraulic system to the car's suspension system to provide a self-levelling system was an innovative move. This suspension allowed the car to achieve sharp handling combined with very high ride quality, frequently compared to a "magic carpet".

 

The hydropneumatic suspension used was pioneered the year before, on the rear of another car from Citroën, the top of range Traction Avant 15CV-H.

 

IMPACT ON CITROEN BRAND DEVELOPMENT

The 1955 DS cemented the Citroën brand name as an automotive innovator, building on the success of the Traction Avant, which had been the world's first mass-produced unitary body front-wheel-drive car in 1934. In fact, the DS caused such a huge sensation that Citroën was apprehensive that future models would not be of the same bold standard. No clean sheet new models were introduced from 1955 to 1970.

 

The DS was a large, expensive executive car and a downward brand extension was attempted, but without result. Throughout the late 1950s and 1960s Citroën developed many new vehicles for the very large, profitable market segments between the 2CV and the DS, occupied by vehicles like the Peugeot 403, Renault 16 and Ford Cortina, but none made it into production. Either they had uneconomic build costs, or were ordinary "me too" cars, not up to the company's high standard of innovation. As Citroën was owned by Michelin from 1934 to 1974 as a sort of research laboratory, such broad experimentation was possible. Michelin after all was getting a powerful advertisement for the capabilities of the radial tire Michelin had invented, when such experimentation was successful.

 

New models based on the small, utilitarian 2CV economy car were introduced, notably the 1961 Ami. It was also designed by Flaminio Bertoni and aimed to combine Three-box styling with the chassis of the 2CV. The Ami was very successful in France, but less so on export markets. Many found the styling controversial, and the car noisy and underpowered. The Dyane, was a modernised 2CV with a hatchback, competed with the 2CV inspired Renault 4 Hatchback. All these 2 cylinder models were very small, so there remained a wide market gap to the DS range all through the 1960s.

 

In 1970, Citroën finally introduced a car to target the mid-range - the Citroën GS, which won the "European car of the Year" for 1971 and sold 2.5 million units. It combined a small 55 horsepower flat-4 air-cooled engine with Hydropneumatic suspension. The intended 106 horsepower Wankel rotary-engined version with more power did not reach full production.

 

REPLACING THE DS

The DS remained popular and competitive throughout its production run. Its peak production year was 1970. Certain design elements like the somewhat narrow cabin, column-mounted gearstick, and separate fenders began to seem a little old-fashioned in the 1970s.

 

Citroën invested enormous resources to design and launch an entirely new vehicle in 1970, the SM, which was in effect a thoroughly modernized DS, with similar length, but greater width. The manual gearbox was a modified DS unit. The front disc brakes were the same design. Axles, wheel bearings, steering knuckles, and hydraulic components were either DS parts or modified DS parts.

 

The SM had a different purpose than replacing the 15-year-old DS design however - it was meant to launch Citroën into a completely new luxury grand touring market segment. Only fitted with a costly, exotic Maserati engine, the SM was faster and much more expensive than the DS. The SM was not designed to be a practical 4-door saloon suitable as a large family car, the key market for vehicles of this type in Europe. Typically, manufacturers would introduce low-volume coupés based on parts shared with an existing saloon, not as unique models, a contemporary example being the Mercedes-Benz SLC-Class.

 

The SM's high price and limited utility of the 2+2 seating configuration, meant the SM as actually produced could not seize the mantle from the DS.

 

So, while the design funds invested would allow the DS to be replaced by two cars - a 'modern DS' and the smaller CX, it was left to the CX alone to provide Citroën's large family or executive car in the model range.

 

The last DS came off the production line on 24 April 1975 - the manufacturer had taken the elementary precaution of building up approximately eight-month's of inventory of the "break" (estate/station wagon) version of the DS, to cover the period till Autumn 1975 when the estate/station wagon version of the CX would be introduced.

 

DEVELOPMENT

The DS always maintained its size and shape, with easily removable, unstressed body panels, but certain design changes did occur. During the 20-year production life improvements were made on an ongoing basis.

ID 19 submodel to extend brand downwards (1957–69)

 

The 1955 DS19 was 65% more expensive than the car it replaced, the Citroën Traction Avant. This affected potential sales in a country still recovering economically from World War II, so a cheaper submodel, the Citroën ID, was introduced in 1957.

 

The ID shared the DS's body but was less powerful and luxurious. Although it shared the engine capacity of the DS engine (at this stage 1,911 cc), the ID provided a maximum power output of only 69 hp compared to the 75 hp claimed for the DS19. Power outputs were further differentiated in 1961 when the DS19 acquired a Weber-32 twin bodied carburettor, and the increasing availability of higher octane fuel enabled the manufacturer to increase the compression ratio from 7.5:1 to 8.5:1. A new DS19 now came with a promised 83 hp of power. The ID19 was also more traditional mechanically: it had no power steering and had conventional transmission and clutch instead of the DS's hydraulically controlled set-up. Initially the basic ID19 was sold on the French market with a price saving of more than 25% against the DS, although the differential was reduced at the end of 1961 when the manufacturer quietly withdrew the entry level ID19 "Normale" from sale. A station wagon variant, the ID Break, was introduced in 1958.

 

D SPECIAL AND D SUPER (1970–75)

The ID was replaced by the D Spécial and D Super in 1970, but these retained the lower specification position in the range. The D Super was available with the DS21 2175ccm engine and a 5 speed gearbox, and named the D Super 5.

 

SERIE 2 - NOSE REDESIGN IN 1962

In September 1962, the DS was restyled with a more aerodynamically efficient nose, better ventilation and other improvements. It retained the open two headlamp appearance, but was available with an optional set of driving lights mounted on the front fenders. All models in the range changed nose design at the same time, including the ID and station wagon models.

Series 3 - Nose redesign in 1967 with Directional headlights

 

In late 1967, for the 1968 model year, the DS and ID was again restyled, by Robert Opron, who also styled the 1970 SM and 1974 CX. This version had a more streamlined headlamp design, giving the car a notably shark-like appearance. This design had four headlights under a smooth glass canopy, and the inner set swivelled with the steering wheel. This allowed the driver to see "around" turns, especially valuable on twisting roads driven at high speed at night.

 

Behind each glass cover lens, the inboard high-beam headlamp swivels by up to 80° as the driver steers, throwing the beam along the driver's intended path rather than uselessly across the curved road. The outboard low-beam headlamps are self-leveling in response to pitching caused by acceleration and braking.

 

However, this feature was not allowed in the US at the time (see World Forum for Harmonization of Vehicle Regulations), so a version with four exposed headlights that did not swivel was made for the US market.

 

This 'turning headlight' feature was new to the market - it had only been seen before on the very rare three headlight 1935 Tatra 77A. The Tucker, which never was mass-produced, had a central headlight that turned with the steering. 45 years later, it is now a commonly available feature, even in the United States.

 

NEW GREEN HYDRAULIC FLUID

The original hydropneumatic system used a vegetable oil liquide hydraulique végétal (LHV), similar to that used in other cars at the time, but later switched to a synthetic fluid liquide hydraulique synthétique (LHS). Both of these had the disadvantage that they are hygroscopic, as is the case with most brake fluids. Disuse allows water to enter the hydraulic components causing deterioration and expensive maintenance work. The difficulty with hygroscopic hydraulic fluid was exacerbated in the DS/ID due to the extreme rise and fall in the fluid level in the reservoir, which went from nearly full to nearly empty when the suspension extended to maximum height and the six accumulators in the system filled with fluid. With every "inhalation" of fresh moisture- (and dust-) laden air, the fluid absorbed more water.

 

For the 1967 model year, Citroën introduced a new mineral oil-based fluid LHM (Liquide Hydraulique Minéral). This fluid was much less harsh on the system. LHM remained in use within Citroën until the Xantia was discontinued in 2001.

 

LHM required completely different materials for the seals. Using either fluid in the incorrect system would completely destroy the hydraulic seals very quickly. To help avoid this problem, Citroën added a bright green dye to the LHM fluid and also painted all hydraulic elements bright green. The former LHS parts were painted black.

 

All models, including the station wagon and ID, were upgraded at the same time. The hydraulic fluid changed to the technically superior LHM in all markets except the US and Canada, where the change did not take place until January 1969, due to local regulations.

 

INTERNATIONAL SALES AND PRODUCTION

The DS was primarily manufactured at the Quai André-Citroën in the Javel neighborhood of Paris, with other manufacturing facilities in the United Kingdom, South Africa, the former Yugoslavia (mostly Break Ambulances), and Australia.

 

Australia constructed their own D variant in the 1960s at Heidelberg, Victoria, identified as the ID 19 "Parisienne." Australian market cars were fitted with options as standard equipment such as the "DSpecial DeLuxe" that were not available on domestic European models.

 

Until 1965, cars were assembled at the manufacturer's Slough premises, to the west of London, using a combination of French made knock down kits and locally sourced components, some of them machined on site. A French electrical system superseded the British one on the Slough cars in 1962, giving rise to a switch to "continental style" negative earthing. After 1965 cars for the British market were imported fully assembled from the company's French plant. The British-built cars are distinguished by their leather seats, wooden (early ID19 models) one piece plastic (early DS19 models) dashboards, chromed number plate mount let into the front bumper, and (on pre-1962 cars) Lucas-made electrics. These were all right hand drive cars.

 

The DS was built and sold in South Africa from 1959 to 1975.

 

The DS was sold in Japan, but the models were built in France and left hand drive.

 

DS IN NORTH AMERICA

The DS was sold in North America from 1956 to 1972. Despite its popularity in Europe, it didn't sell well in the United States, and little better in Canada. While promoted as a luxury car, it did not have the basic features that American buyers expected to find on such a vehicle, such as an automatic transmission, air conditioning, power windows, or a powerful engine. The DS was designed specifically to address the French market, with punitive tax horsepower taxation of large engines, as well as very poor roads – it's no great mystery that it was a fish out of water when those constraints were removed.

 

Jay Leno described the sporadic supply of spare parts as a problem for 1970s era customers, based on his early experiences working at a Citroën dealer in Boston.

 

The DS was expensive, with a 115 hp (86 kW) vehicle costing $4,170 in 1969, when the price was $4,500 for a 360 hp (268 kW) Buick Electra 225 4 door sedan. For all years, 38,000 units were sold.

 

US regulations at the time also banned one of the car's more advanced features: its composite headlamps with aerodynamic covered lenses. Based on legislation that dated from 1940, all automobiles sold in the U.S. were required to have round, sealed beam headlamps that produced a meager 75,000 candlepower. The powerful quartz iodine swiveling headlamps designed for the 1968 model DS represented so many performance improvements at once that they were far beyond what the regulations could allow.[50] Even the aerodynamic headlight covers were illegal – as seen on the 1968 Jaguar E-Type. It took the lobbying muscle of Ford to point out that the government was requiring two contradictory things – safety, by ensuring that all headlights were best-of-breed circa 1940, and fuel economy through the CAFE standard – by definition, cars with poor aerodynamics are sacrificing fuel economy. Composite bulb lamps and aerodynamic covered headlights were not permitted until 1983.

 

The European lamps were legal in Canada, including the directional headlamps.

 

The hydraulic fluid change in 1967 was another brain teaser for U.S. automotive regulators at the Department of Transportation. NHTSA follows the precautionary principle, also used by the Food and Drug Administration, where new innovations are prohibited until their developers can prove them to the regulators; this stifles the experimentation that automakers need to advance their products. NHTSA had already approved a brake fluid they considered safe – DOT 3 brake fluid, which is red and hygroscopic to promote internal rust. This completely different fluid, used in aircraft applications – the technically superior green LHM (Liquide Hydraulique Mineral) – took NHTSA two years to analyze for automotive use. Approval finally came in January 1969, so half the U.S. cars of the 1969 model year use red fluid and half use green fluid.

 

DESIGN VARIATIONS

PALLAS

In 1965 a luxury upgrade, the DS Pallas (after Greek goddess Pallas), was introduced. This included comfort features such as better noise insulation, a more luxurious (and optional leather) upholstery and external trim embellishments. From 1966 the Pallas model received a driver's seat with height adjustment.

 

STATION WAGON, FAMILIALE AND AMBULANCE

A station wagon version was introduced in 1958. It was known by various names in different markets (Break in France, Safari and Estate in the UK, Wagon in the US, and Citroën Australia used the terms Safari and Station-Wagon). It had a steel roof to support the standard roof rack. 'Familiales' had a rear seat mounted further back in the cabin, with three folding seats between the front and rear squabs. The standard Break had two side-facing seats in the main load area at the back.

 

The Ambulance configuration was similar to that of the Break, but with a 60/30 split in the rear folding seat to accommodate a stretcher. A 'Commerciale' version was also available for a time.

 

The Safari saw use as a camera car, notably by the BBC. The hydropneumatic suspension produces an unusually steady platform for filming while driving.

 

CONVERTIBLE

Rarest and most collectable of all DS variants, a convertible was offered from 1958 until 1973. The Cabriolet d'Usine (factory convertible) were built by French carrossier Henri Chapron, for the Citroën dealer network. It was an expensive car, so only 1,365 were sold. These DS convertibles used a special frame which was reinforced on the sidemembers and rear suspension swingarm bearing box, similar to, but not identical to the Break (Station Wagon) frame.

 

CHAPRON VARIATIONS

In addition, Chapron also produced a few coupés, non-works convertibles and special sedans (including the "Prestige", same wheelbase but with a central divider, and the "Lorraine" notchback).

 

BOSSAERT COUPE

Between 1959 and 1964, Hector Bossaert produced a coupé on a DS chassis shortened by 470 mm. While the front end remained unchanged, the rear end featured notchback styling.

 

THE REACTOR

In 1965, noted American auto customizer Gene Winfield created The Reactor, a Citroën DS chassis, with a turbocharged 180 hp (130 kW) flat-six engine from the Corvair driving the front wheels. Since the DS already had the engine behind the front wheels, the longer engine meant only one row of seats. This was draped in a streamlined, low slung, aluminum body.

 

The Reactor was seen in American Television programs of the era, such as Star Trek: The Original Series episode 2.25 ("Bread and Circuses)," Batman episodes 110 ("Funny Feline Felonies") and 111 (driven by Catwoman Eartha Kitt), and Bewitched, which devoted its episode 3.19 ("Super Car") to The Reactor.

 

MICHELIN PLR

The Michelin PLR is a mobile tire evaluation machine, based on the DS Break, built in 1972, later used for promotion.

Technical details

 

SUSPENSION

In a hydropneumatic suspension system, each wheel is connected, not to a spring, but to a hydraulic suspension unit consisting of a hydraulic accumulator sphere of about 12 cm in diameter containing pressurised nitrogen, a cylinder containing hydraulic fluid screwed to the suspension sphere, a piston inside the cylinder connected by levers to the suspension itself, and a damper valve between the piston and the sphere. A membrane in the sphere prevented the nitrogen from escaping. The motion of the wheels translated to a motion of the piston, which acted on the oil in the nitrogen cushion and provided the spring effect. The damper valve took place of the shock absorber in conventional suspensions. The hydraulic cylinder was fed with hydraulic fluid from the main pressure reservoir via a height corrector, a valve controlled by the mid-position of the anti-roll bar connected to the axle. If the suspension was too low, the height corrector introduced high-pressure fluid; if it was too high, it released fluid back to the fluid reservoir. In this manner, a constant ride height was maintained. A control in the cabin allowed the driver to select one of five heights: normal riding height, two slightly higher riding heights for poor terrain, and two extreme positions for changing wheels. (The correct term, oleopneumatic (oil-air), has never gained widespread use. Hydropneumatic (water-air) continues to be preferred overwhelmingly.)

 

The DS did not have a jack for lifting the car off the ground. Instead, the hydraulic system enabled wheel changes with the aid of a simple adjustable stand. To change a flat tyre, one would adjust the suspension to its topmost setting, insert the stand into a special peg near the flat tyre, then readjust the suspension to its lowermost setting. The flat tyre would then retract upwards and hover above ground, ready to be changed. This system, used on the SM also, was superseded on the CX by a screw jack that, after the suspension was raised to the high position, lifted the tire clear of the ground. The DS system, while impressive to use, sometimes dropped the car quite suddenly, especially if the stand was not placed precisely or the ground was soft or unlevel.

 

SOURCE AND RESERVE OF PRESSURE

The central part of the hydraulic system was the high pressure pump, which maintained a pressure of between 130 and 150 bar in two accumulators. These accumulators were very similar in construction to the suspension spheres. One was dedicated to the front brakes, and the other ran the other hydraulic systems. (On the simpler ID models, the front brakes operated from the main accumulator.) Thus in case of a hydraulic failure, the first indication would be that the steering became heavy, followed by the gearbox not working; only later would the brakes fail.

 

Two different hydraulic pumps were used. The DS used a seven-cylinder axial piston pump driven off two belts and delivering 175 bar (2,540 psi) of pressure. The ID19, with its simpler hydraulic system, had a single-cylinder pump driven by an eccentric on the camshaft.

 

GEARBOX AND CLUTCH

HYDRAULIQUE OR CITROMATIC

The DS was initially offered only with the "hydraulique" four-speed semi-automatic (bvh—"boîte de vitesses hydraulique") gearbox.

 

This was a four-speed gearbox and clutch, operated by a hydraulic controller. To change gears, the driver flicked a lever behind the steering wheel to the next position and eased-up on the accelerator pedal. The hydraulic controller disengaged the clutch, engaged the nominated gear, and re-engaged the clutch. The speed of engagement of the clutch was controlled by a centrifugal regulator sensing engine rpm and driven off the camshaft by a belt, the position of the butterfly valve in the carburettor (i.e., the position of the accelerator), and the brake circuit. When the brake was pressed, the engine idle speed dropped to an rpm below the clutch engagement speed, thus preventing friction while stopped in gear at traffic lights. When the brake was released, the idle speed increased to the clutch dragging speed. The car would then creep forward much like automatic transmission cars. This drop in idle throttle position also caused the car to have more engine drag when the brakes were applied even before the car slowed to the idle speed in gear, preventing the engine from pulling against the brakes. In the event of loss of hydraulic pressure (following loss of system fluid), the clutch would disengage, to prevent driving, while brake pressure reserves would allow safe braking to standstill.

 

MANUAL - FOUR SPEED AND FIVE-SPEED

The later and simpler ID19 had the same gearbox and clutch, manually operated. This configuration was offered as a cheaper option for the DS in 1963. The mechanical aspects of the gearbox and clutch were completely conventional and the same elements were used in the ID 19. In September 1970, Citroën introduced a five-speed manual gearbox, in addition to the original four-speed unit.

 

FULLY AUTOMATIC

In September 1971 Citroën introduced a 3-speed fully automatic Borg-Warner 35 transmission gearbox, on the DS 21 and later DS 23 models. It is ironic that the fully automatic transmission DS was never sold in the US market, where this type of transmission had gained market share so quickly that it became the majority of the market by this time. Many automatic DSs, fuel-injected DS 23 sedans with air conditioning, were sold in Australia.

 

ENGINES

The DS was originally designed around an air-cooled flat-six based on the design of the 2-cylinder engine of the 2CV, similar to the motor in the Porsche 911. Technical and monetary problems forced this idea to be scrapped.

 

Thus, for such a modern car, the engine of the original DS 19 was also old-fashioned. It was derived from the engine of the 11CV Traction Avant (models 11B and 11C). It was an OHV four-cylinder engine with three main bearings and wet liners, and a bore of 78 mm and a stroke of 100 mm, giving a volumetric displacement of 1911 cc. The cylinder head had been reworked; the 11C had a reverse-flow cast iron cylinder head and generated 60 hp (45 kW) at 3800 rpm; by contrast, the DS 19 had an aluminium cross-flow head with hemispherical combustion chambers and generated 75 hp (56 kW) at 4500 rpm.

 

Like the Traction Avant, the DS had the gearbox mounted in front of the engine, with the differential in between. Thus some consider the DS to be a mid engine front-wheel drive car.

 

The DS and ID powerplants evolved throughout its 20-year production life. The car was underpowered and faced constant mechanical changes to boost the performance of the four-cylinder engine. The initial 1911 cc three main bearing engine (carried forward from the Traction Avant) of the DS 19 was replaced in 1965 with the 1985 cc five-bearing wet-cylinder motor, becoming the DS 19a (called DS 20 from September 1969).

 

The DS 21 was also introduced for model year 1965. This was a 2175 cc, five main bearing engine; power was 109 hp This engine received a substantial increase in power with the introduction of Bosch electronic fuel injection for 1970, making the DS one of the first mass-market cars to use electronic fuel injection. Power of the carbureted version also increased slightly at the same time, owing to the employment of larger inlet valves.

 

Lastly, 1973 saw the introduction of the 2347 cc engine of the DS 23 in both carbureted and fuel-injected forms. The DS 23 with electronic fuel injection was the most powerful production model, producing 141 hp (105 kW).

 

IDs and their variants went through a similar evolution, generally lagging the DS by about one year. ID saloon models never received the DS 23 engine or fuel injection, although the Break/Familiale versions received the carburetted version of the DS 23 engine when it was introduced, supplemented the DS20 Break/Familiale.

 

The top of the range ID model, The DSuper5 (DP) gained the DS21 engine (the only model that this engine was retained in) for the 1973 model year and it was mated to a five-speed gearbox. This should not be confused with the 1985 cc DSuper fitted with an optional "low ratio" five-speed gearbox, or with the previous DS21M (DJ) five-speed.

 

IN POPULAR CULTURE

President Charles de Gaulle survived an assassination attempt at Le Petit-Clamart near Paris on August 22, 1962, planned by Algerian War veteran Jean-Marie Bastien-Thiry. The plan was to ambush the motorcade with machine guns, disable the vehicles, and then close in for the kill. De Gaulle praised the unusual abilities of his unarmoured DS with saving his life – the car was peppered with bullets, and the shots had punctured the tyres, but the car could still escape at full speed. This event was accurately recreated in the 1973 film The Day of the Jackal.

 

Beyond de Gaulle and the French aristocracy, the roomy DS also appealed to French taxi drivers.

 

Outside France, the car drew an eclectic customer mix, such as Cosmonaut Yuri Gagarin, Pope John XXIII, painter Marc Chagall, and actors Ken Berry, Jeff Bridges, and Rosamund Pike.

 

The DS appeared in several episodes of contemporary television series Mission: Impossible, including substantial appearances in 'The Slave' (ep. 2.06) and 'Robot' (ep. 4.09).

 

An ode to Jane Child's DS21 appears on her 1989 self-titled album.

 

In 1989, the film Back to the Future Part II featured a modified Citroen DS as a flying taxicab, when the main characters travel 30 years into the future (2015). Scarface (1983 film) with Al Pacino and the 2009 television series The Mentalist both feature the DS in key roles. According to Internet Movie Cars Database, the DS/ID has made over 2,000 film and television appearances so far.

 

Two films focus on the DS, including The Goddess of 1967 about a Japanese man purchasing a DS (goddess or déesse in French) in Australia, and 1995's Icelandic-Japanese road movie Cold Fever.

 

LEGACY

Citroën DS values have been rising – a 1973 DS 23 Injection Electronique "Decapotable" (Chapron Convertible) sold for EUR €176,250 (USD $209,738) at Christie's Rétromobile in February 2006. and a similar car sold by Bonhams in February 2009 brought EUR €343,497 (USD $440,436). On 18 September 2009 a 1966 DS21 Decapotable Usine was sold by Bonhams for a hammer price of UK£131,300. Bonhams sold another DS21 Decapotable (1973) on 23 January 2010 for EUR €189,000.

 

The DS's beloved place in French society was demonstrated in Paris on 9 October 2005 with a celebration of the 50th anniversary of its launch. 1,600 DS cars drove in procession past the Arc de Triomphe.

 

From 2005 to 2008, a young Frenchman named Manuel Boileau travelled around the world in a 1971 DS ambulance. It was an 80,000 kilometer journey across 38 countries called Lunaya World Tour. While traveling through Laos, he located the forlorn 1974 DS Prestige belonging to Sisavang Vatthana, the last King of the Kingdom of Laos, which is now preserved and restored by specialists in Bangkok.

 

In 2009, Groupe PSA created a new brand - DS Automobiles, intended as high quality, high specification variations on existing models, with differing mechanics and bodywork. This brand ranges across four models, the DS3, DS4, DS5, and the China-only SUV DS 6. The DS3, launched in March 2010, is based on Citroen's new C3, but is more customisable and unique, bearing some resemblance to the original DS, with its "Shark Fin" side pillar. These have created their own niches, with the DS4 being a mix of a crossover and a coupe and the DS5 mixing a coupe and an estate. Many feature hybrid-diesel engines to maximise efficiency.

 

WIKIPEDIA

Luntsolar 60mm B1200 Single stack configuration

Stack of 800 frames

PlayerOne Mars-M

 

Mosaic of 3 shots

 

Autostakkert

Impgg

Pixinsight

Photoshop

Company/Owner: Luzon Cisco Transport, Inc.

Fleet/Bus Number: 306

Classification: Air-conditioned Provincial Bus

Coachbuilder: (Suzhou) Higer Bus Company, Ltd.

Body Model: Higer V91 KLQ6119QE3

Engine Model: Yuchai YC6G270-30 (G65QA/G5ASA)

Chassis Model: Higer KLQ6112 (LKLR1HSF3CB)

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)

 

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.

Once you understand how this system works, you can play around with it and make this other configuration of stars.

 

Folded from a square of 20 cm on the side of "Casa de Papel" paper.

 

Using Ale Beber's technique for the KNB Star, similar to some of the works of O'Sorigami.

shadow box from Tim Holtz 'Configurations' decorated with individually hand cut paper from various suppliers, notably K&Co, 7 Gypsies, & Basic Grey. interior boxes have five separate pieces cut to fit box dimensions. Exterior has about six to eight pieces attached. exterior edges coverd with Tim Holtz tissue tape. interior edges hand sanded and retouched with Ranger 'rusty hinge' distress ink. charms and embellishment various sources; Tim Holtz, Industrial Chic, Blue Moon etc including personal stash. Legs from Tim Holtz. natural pieces: sticks, twigs, moss, lichen from my back yard. birds, nests and eggs from Michaels Crafts.

irrestible to nature & bird lovers! my first attempt at such a project; it took over a year to complete.

Luzon Branch's AYW

 

Ceres Tours 11662

 

Company/Owner: Ceres Tours, Inc.

Route: San Jose-PITX

Area of Service: Occidental Mindoro, MIMAROPA (R4-B)

Type of Service: PUB Provincial Operation Bus

Classification: Deluxe Airconditioned Bus

Coachbuilder: (Xiamen) KingLong Bus United Automotive Ind., Ltd.

Model: XMQ6128AYW

Chassis: LA6R1HSL

Engine: YC6L330-42

Transmission: M/T

Speed: 6 Forward, 1 Reverse

Suspension Type: Airsuspension

Seat Configuration: 2x2 with CR

Maximum Capacity: 49+2

Shot Location: Parañaque Integrated Terminal Exchange, Parañaque City

Date Taken: September 29, 2022

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.

Configuration options for the WMR.

 

From top to bottom, the machine gun (WMR-MG), assault rifle (WMR-AR), and shotgun (WMR-SG) derivatives for the WMR.

 

This is not for the contest, if you must know.

Excerpt from www.bwst.ca/the-artists/benoy:

 

Nancy Benoy is a self-taught artist working in acrylic, watercolour, and reclaimed materials. This Hamiltonian is recognized for abstract works driven by curiosity of colour and shape to create joy. She is an acclaimed arts educator and advocate with 20 years of experience spreading her enthusiasm.

 

Artist Statement:

 

Curiosity is at the core of my art practice. I am influenced by colour, line and shape and their interaction to create pieces that spark sustained observation and joy. Sustainability has guided me into using offcuts and paints destined for the landfill to elevate the discarded and unwanted.

A bicycle, also called a cycle or bike, is a human-powered or motor-powered, pedal-driven, single-track vehicle, having two wheels attached to a frame, one behind the other. A bicycle rider is called a cyclist, or bicyclist.

 

Bicycles were introduced in the late 19th century in Europe, and by the early 21st century, more than 1 billion were in existence at a given time. These numbers far exceed the number of cars, both in total and ranked by the number of individual models produced. They are the principal means of transportation in many regions. They also provide a popular form of recreation, and have been adapted for use as children's toys, general fitness, military and police applications, courier services, bicycle racing and bicycle stunts.

 

The basic shape and configuration of a typical upright or "safety bicycle", has changed little since the first chain-driven model was developed around 1885. However, many details have been improved, especially since the advent of modern materials and computer-aided design. These have allowed for a proliferation of specialized designs for many types of cycling.

 

The bicycle's invention has had an enormous effect on society, both in terms of culture and of advancing modern industrial methods. Several components that eventually played a key role in the development of the automobile were initially invented for use in the bicycle, including ball bearings, pneumatic tires, chain-driven sprockets and tension-spoked wheels.

 

ETYMOLOGY

The word bicycle first appeared in English print in The Daily News in 1868, to describe "Bysicles and trysicles" on the "Champs Elysées and Bois de Boulogne". The word was first used in 1847 in a French publication to describe an unidentified two-wheeled vehicle, possibly a carriage. The design of the bicycle was an advance on the velocipede, although the words were used with some degree of overlap for a time.

 

Other words for bicycle include "bike", "pushbike", "pedal cycle", or "cycle". In Unicode, the code point for "bicycle" is 0x1F6B2. The entity 🚲 in HTML produces.

 

HISTORY

The "Dandy horse", also called Draisienne or Laufmaschine, was the first human means of transport to use only two wheels in tandem and was invented by the German Baron Karl von Drais. It is regarded as the modern bicycle's forerunner; Drais introduced it to the public in Mannheim in summer 1817 and in Paris in 1818. Its rider sat astride a wooden frame supported by two in-line wheels and pushed the vehicle along with his or her feet while steering the front wheel.

 

The first mechanically-propelled, two-wheeled vehicle may have been built by Kirkpatrick MacMillan, a Scottish blacksmith, in 1839, although the claim is often disputed. He is also associated with the first recorded instance of a cycling traffic offense, when a Glasgow newspaper in 1842 reported an accident in which an anonymous "gentleman from Dumfries-shire... bestride a velocipede... of ingenious design" knocked over a little girl in Glasgow and was fined five shillings.

 

In the early 1860s, Frenchmen Pierre Michaux and Pierre Lallement took bicycle design in a new direction by adding a mechanical crank drive with pedals on an enlarged front wheel (the velocipede). This was the first in mass production. Another French inventor named Douglas Grasso had a failed prototype of Pierre Lallement's bicycle several years earlier. Several inventions followed using rear-wheel drive, the best known being the rod-driven velocipede by Scotsman Thomas McCall in 1869. In that same year, bicycle wheels with wire spokes were patented by Eugène Meyer of Paris. The French vélocipède, made of iron and wood, developed into the "penny-farthing" (historically known as an "ordinary bicycle", a retronym, since there was then no other kind). It featured a tubular steel frame on which were mounted wire-spoked wheels with solid rubber tires. These bicycles were difficult to ride due to their high seat and poor weight distribution. In 1868 Rowley Turner, a sales agent of the Coventry Sewing Machine Company (which soon became the Coventry Machinists Company), brought a Michaux cycle to Coventry, England. His uncle, Josiah Turner, and business partner James Starley, used this as a basis for the 'Coventry Model' in what became Britain's first cycle factory.

The dwarf ordinary addressed some of these faults by reducing the front wheel diameter and setting the seat further back. This, in turn, required gearing - effected in a variety of ways - to efficiently use pedal power. Having to both pedal and steer via the front wheel remained a problem. Englishman J.K. Starley (nephew of James Starley), J.H. Lawson, and Shergold solved this problem by introducing the chain drive (originated by the unsuccessful "bicyclette" of Englishman Henry Lawson), connecting the frame-mounted cranks to the rear wheel. These models were known as safety bicycles, dwarf safeties, or upright bicycles for their lower seat height and better weight distribution, although without pneumatic tires the ride of the smaller-wheeled bicycle would be much rougher than that of the larger-wheeled variety. Starley's 1885 Rover, manufactured in Coventry is usually described as the first recognizably modern bicycle. Soon the seat tube was added, creating the modern bike's double-triangle diamond frame.

 

Further innovations increased comfort and ushered in a second bicycle craze, the 1890s Golden Age of Bicycles. In 1888, Scotsman John Boyd Dunlop introduced the first practical pneumatic tire, which soon became universal. Willie Hume demonstrated the supremacy of Dunlop's tyres in 1889, winning the tyre's first-ever races in Ireland and then England. Soon after, the rear freewheel was developed, enabling the rider to coast. This refinement led to the 1890s invention of coaster brakes. Dérailleur gears and hand-operated Bowden cable-pull brakes were also developed during these years, but were only slowly adopted by casual riders.

 

The Svea Velocipede with vertical pedal arrangement and locking hubs was introduced in 1892 by the Swedish engineers Fredrik Ljungström and Birger Ljungström. It attracted attention at the World Fair and was produced in a few thous and units.

 

In the 1870s many cycling clubs flourished. They were popular in a time when there were not cars on the market and the principal mode of transportation was horse-drawn vehicles, such the horse and buggy or the horsecar. Among the earliest clubs was The Bicycle Touring Club, which has operated since 1878. By the turn of the century, cycling clubs flourished on both sides of the Atlantic, and touring and racing became widely popular. The Raleigh Bicycle Company was founded in Nottingham, England in 1888. It became the biggest bicycle manufacturing company in the world, making over two million bikes per year.

 

Bicycles and horse buggies were the two mainstays of private transportation just prior to the automobile, and the grading of smooth roads in the late 19th century was stimulated by the widespread advertising, production, and use of these devices. More than 1 billion bicycles have been manufactured worldwide as of the early 21st century. Bicycles are the most common vehicle of any kind in the world, and the most numerous model of any kind of vehicle, whether human-powered or motor vehicle, is the Chinese Flying Pigeon, with numbers exceeding 500 million. The next most numerous vehicle, the Honda Super Cub motorcycle, has more than 60 million units made, while most produced car, the Toyota Corolla, has reached 35 million and counting.

 

USES

From the beginning and still today, bicycles have been and are employed for many uses. In a utilitarian way, bicycles are used for transportation, bicycle commuting, and utility cycling. It can be used as a 'work horse', used by mail carriers, paramedics, police, messengers, and general delivery services. Military uses of bicycles include communications, reconnaissance, troop movement, supply of provisions, and patrol. See also: bicycle infantry.

 

The bicycle is also used for recreational purposes, such as bicycle touring, mountain biking, physical fitness, and play. Bicycle competition includes racing, BMX racing, track racing, criterium, roller racing, sportives and time trials. Major multi-stage professional events are the Giro d'Italia, the Tour de France, the Vuelta a España, the Tour de Pologne, and the Volta a Portugal.

 

Bikes can be used for entertainment and pleasure, such as in organised mass rides, artistic cycling and freestyle BMX.

 

TECHNICAL ASPECTS

The bicycle has undergone continual adaptation and improvement since its inception. These innovations have continued with the advent of modern materials and computer-aided design, allowing for a proliferation of specialized bicycle types, improved bicycle safety, and riding comfort.

 

TYPES

Bicycles can be categorized in many different ways: by function, by number of riders, by general construction, by gearing or by means of propulsion. The more common types include utility bicycles, mountain bicycles, racing bicycles, touring bicycles, hybrid bicycles, cruiser bicycles, and BMX bikes. Less common are tandems, low riders, tall bikes, fixed gear, folding models, amphibious bicycles, cargo bikes, recumbents and electric bicycles.

 

Unicycles, tricycles and quadracycles are not strictly bicycles, as they have respectively one, three and four wheels, but are often referred to informally as "bikes" or "cycles".

 

DYNAMICS

A bicycle stays upright while moving forward by being steered so as to keep its center of mass over the wheels. This steering is usually provided by the rider, but under certain conditions may be provided by the bicycle itself.

 

The combined center of mass of a bicycle and its rider must lean into a turn to successfully navigate it. This lean is induced by a method known as countersteering, which can be performed by the rider turning the handlebars directly with the hands or indirectly by leaning the bicycle.

 

Short-wheelbase or tall bicycles, when braking, can generate enough stopping force at the front wheel to flip longitudinally. The act of purposefully using this force to lift the rear wheel and balance on the front without tipping over is a trick known as a stoppie, endo, or front wheelie

 

PERFORMANCE

The bicycle is extraordinarily efficient in both biological and mechanical terms. The bicycle is the most efficient human-powered means of transportation in terms of energy a person must expend to travel a given distance. From a mechanical viewpoint, up to 99% of the energy delivered by the rider into the pedals is transmitted to the wheels, although the use of gearing mechanisms may reduce this by 10–15%. In terms of the ratio of cargo weight a bicycle can carry to total weight, it is also an efficient means of cargo transportation.

 

A human traveling on a bicycle at low to medium speeds of around 16–24 km/h uses only the power required to walk. Air drag, which is proportional to the square of speed, requires dramatically higher power outputs as speeds increase. If the rider is sitting upright, the rider's body creates about 75% of the total drag of the bicycle/rider combination. Drag can be reduced by seating the rider in a more aerodynamically streamlined position. Drag can also be reduced by covering the bicycle with an aerodynamic fairing. The fastest recorded unpaced speed on a flat surface is 144.18 km/h.

 

In addition, the carbon dioxide generated in the production and transportation of the food required by the bicyclist, per mile traveled, is less than 1/10 that generated by energy efficient motorcars.

 

PARTS

FRAME

The great majority of modern bicycles have a frame with upright seating that looks much like the first chain-driven bike. These upright bicycles almost always feature the diamond frame, a truss consisting of two triangles: the front triangle and the rear triangle. The front triangle consists of the head tube, top tube, down tube, and seat tube. The head tube contains the headset, the set of bearings that allows the fork to turn smoothly for steering and balance. The top tube connects the head tube to the seat tube at the top, and the down tube connects the head tube to the bottom bracket. The rear triangle consists of the seat tube and paired chain stays and seat stays. The chain stays run parallel to the chain, connecting the bottom bracket to the rear dropout, where the axle for the rear wheel is held. The seat stays connect the top of the seat tube (at or near the same point as the top tube) to the rear fork ends.

 

Historically, women's bicycle frames had a top tube that connected in the middle of the seat tube instead of the top, resulting in a lower standover height at the expense of compromised structural integrity, since this places a strong bending load in the seat tube, and bicycle frame members are typically weak in bending. This design, referred to as a step-through frame or as an open frame, allows the rider to mount and dismount in a dignified way while wearing a skirt or dress. While some women's bicycles continue to use this frame style, there is also a variation, the mixte, which splits the top tube laterally into two thinner top tubes that bypass the seat tube on each side and connect to the rear fork ends. The ease of stepping through is also appreciated by those with limited flexibility or other joint problems. Because of its persistent image as a "women's" bicycle, step-through frames are not common for larger frames.

 

Step-throughs were popular partly for practical reasons and partly for social mores of the day. For most of the history of bicycles' popularity women have worn long skirts, and the lower frame accommodated these better than the top-tube. Furthermore, it was considered "unladylike" for women to open their legs to mount and dismount – in more conservative times women who rode bicycles at all were vilified as immoral or immodest. These practices were akin to the older practice of riding horse sidesaddle.

 

Another style is the recumbent bicycle. These are inherently more aerodynamic than upright versions, as the rider may lean back onto a support and operate pedals that are on about the same level as the seat. The world's fastest bicycle is a recumbent bicycle but this type was banned from competition in 1934 by the Union Cycliste Internationale.

 

Historically, materials used in bicycles have followed a similar pattern as in aircraft, the goal being high strength and low weight. Since the late 1930s alloy steels have been used for frame and fork tubes in higher quality machines. By the 1980s aluminum welding techniques had improved to the point that aluminum tube could safely be used in place of steel. Since then aluminum alloy frames and other components have become popular due to their light weight, and most mid-range bikes are now principally aluminum alloy of some kind. More expensive bikes use carbon fibre due to its significantly lighter weight and profiling ability, allowing designers to make a bike both stiff and compliant by manipulating the lay-up. Virtually all professional racing bicycles now use carbon fibre frames, as they have the best strength to weight ratio. A typical modern carbon fiber frame can weighs less than 1 kilogram.

 

Other exotic frame materials include titanium and advanced alloys. Bamboo, a natural composite material with high strength-to-weight ratio and stiffness has been used for bicycles since 1894. Recent versions use bamboo for the primary frame with glued metal connections and parts, priced as exotic models.

 

DRIVETRAIB AND GEARING

The drivetrain begins with pedals which rotate the cranks, which are held in axis by the bottom bracket. Most bicycles use a chain to transmit power to the rear wheel. A very small number of bicycles use a shaft drive to transmit power, or special belts. Hydraulic bicycle transmissions have been built, but they are currently inefficient and complex.

 

Since cyclists' legs are most efficient over a narrow range of pedaling speeds, or cadence, a variable gear ratio helps a cyclist to maintain an optimum pedalling speed while covering varied terrain. Some, mainly utility, bicycles use hub gears with between 3 and 14 ratios, but most use the generally more efficient dérailleur system, by which the chain is moved between different cogs called chainrings and sprockets in order to select a ratio. A dérailleur system normally has two dérailleurs, or mechs, one at the front to select the chainring and another at the back to select the sprocket. Most bikes have two or three chainrings, and from 5 to 11 sprockets on the back, with the number of theoretical gears calculated by multiplying front by back. In reality, many gears overlap or require the chain to run diagonally, so the number of usable gears is fewer.

 

An alternative to chaindrive is to use a synchronous belt. These are toothed and work much the same as a chain – popular with commuters and long distance cyclists they require little maintenance. They can't be shifted across a cassette of sprockets, and are used either as single speed or with a hub gear.

 

Different gears and ranges of gears are appropriate for different people and styles of cycling. Multi-speed bicycles allow gear selection to suit the circumstances: a cyclist could use a high gear when cycling downhill, a medium gear when cycling on a flat road, and a low gear when cycling uphill. In a lower gear every turn of the pedals leads to fewer rotations of the rear wheel. This allows the energy required to move the same distance to be distributed over more pedal turns, reducing fatigue when riding uphill, with a heavy load, or against strong winds. A higher gear allows a cyclist to make fewer pedal turns to maintain a given speed, but with more effort per turn of the pedals.

 

With a chain drive transmission, a chainring attached to a crank drives the chain, which in turn rotates the rear wheel via the rear sprocket(s) (cassette or freewheel). There are four gearing options: two-speed hub gear integrated with chain ring, up to 3 chain rings, up to 11 sprockets, hub gear built into rear wheel (3-speed to 14-speed). The most common options are either a rear hub or multiple chain rings combined with multiple sprockets (other combinations of options are possible but less common).

 

STEERING

The handlebars connect to the stem that connects to the fork that connects to the front wheel, and the whole assembly connects to the bike and rotates about the steering axis via the headset bearings. Three styles of handlebar are common. Upright handlebars, the norm in Europe and elsewhere until the 1970s, curve gently back toward the rider, offering a natural grip and comfortable upright position. Drop handlebars "drop" as they curve forward and down, offering the cyclist best braking power from a more aerodynamic "crouched" position, as well as more upright positions in which the hands grip the brake lever mounts, the forward curves, or the upper flat sections for increasingly upright postures. Mountain bikes generally feature a 'straight handlebar' or 'riser bar' with varying degrees of sweep backwards and centimeters rise upwards, as well as wider widths which can provide better handling due to increased leverage against the wheel.

 

SEATING

Saddles also vary with rider preference, from the cushioned ones favored by short-distance riders to narrower saddles which allow more room for leg swings. Comfort depends on riding position. With comfort bikes and hybrids, cyclists sit high over the seat, their weight directed down onto the saddle, such that a wider and more cushioned saddle is preferable. For racing bikes where the rider is bent over, weight is more evenly distributed between the handlebars and saddle, the hips are flexed, and a narrower and harder saddle is more efficient. Differing saddle designs exist for male and female cyclists, accommodating the genders' differing anatomies and sit bone width measurements, although bikes typically are sold with saddles most appropriate for men. Suspension seat posts and seat springs provide comfort by absorbing shock but can add to the overall weight of the bicycle.

 

A recumbent bicycle has a reclined chair-like seat that some riders find more comfortable than a saddle, especially riders who suffer from certain types of seat, back, neck, shoulder, or wrist pain. Recumbent bicycles may have either under-seat or over-seat steering.

 

BRAKES

Bicycle brakes may be rim brakes, in which friction pads are compressed against the wheel rims; hub brakes, where the mechanism is contained within the wheel hub, or disc brakes, where pads act on a rotor attached to the hub. Most road bicycles use rim brakes, but some use disk brakes. Disc brakes are more common for mountain bikes, tandems and recumbent bicycles than on other types of bicycles, due to their increased power, coupled with an increased weight and complexity.

 

With hand-operated brakes, force is applied to brake levers mounted on the handlebars and transmitted via Bowden cables or hydraulic lines to the friction pads, which apply pressure to the braking surface, causing friction which slows the bicycle down. A rear hub brake may be either hand-operated or pedal-actuated, as in the back pedal coaster brakes which were popular in North America until the 1960s.

 

Track bicycles do not have brakes, because all riders ride in the same direction around a track which does not necessitate sharp deceleration. Track riders are still able to slow down because all track bicycles are fixed-gear, meaning that there is no freewheel. Without a freewheel, coasting is impossible, so when the rear wheel is moving, the cranks are moving. To slow down, the rider applies resistance to the pedals, acting as a braking system which can be as effective as a conventional rear wheel brake, but not as effective as a front wheel brake.

 

SUSPENSION

Bicycle suspension refers to the system or systems used to suspend the rider and all or part of the bicycle. This serves two purposes: to keep the wheels in continuous contact with the ground, improving control, and to isolate the rider and luggage from jarring due to rough surfaces, improving comfort.

 

Bicycle suspensions are used primarily on mountain bicycles, but are also common on hybrid bicycles, as they can help deal with problematic vibration from poor surfaces. Suspension is especially important on recumbent bicycles, since while an upright bicycle rider can stand on the pedals to achieve some of the benefits of suspension, a recumbent rider cannot.

 

Basic mountain bicycles and hybrids usually have front suspension only, whilst more sophisticated ones also have rear suspension. Road bicycles tend to have no suspension.

 

WHEELS AND TIRES

The wheel axle fits into fork ends in the frame and fork. A pair of wheels may be called a wheelset, especially in the context of ready-built "off the shelf", performance-oriented wheels.

 

Tires vary enormously depending on their intended purpose. Road bicycles use tires 18 to 25 millimeters wide, most often completely smooth, or slick, and inflated to high pressure in order to roll fast on smooth surfaces. Off-road tires are usually between 38 and 64 mm wide, and have treads for gripping in muddy conditions or metal studs for ice.

 

ACCESSORIES

Some components, which are often optional accessories on sports bicycles, are standard features on utility bicycles to enhance their usefulness, comfort, safety and visibility. Mudguards, or fenders, protect the cyclist and moving parts from spray when riding through wet areas and chainguards protect clothes from oil on the chain while preventing clothing from being caught between the chain and crankset teeth. Kick stands keep bicycles upright when parked, and bike locks deter theft. Front-mounted baskets, front or rear luggage carriers or racks, and panniers mounted above either or both wheels can be used to carry equipment or cargo. Pegs can be fastened to one, or both of the wheel hubs to either help the rider perform certain tricks, or allow a place for extra riders to stand, or rest. Parents sometimes add rear-mounted child seats, an auxiliary saddle fitted to the crossbar, or both to transport children. Training wheels are sometimes used when learning to ride.

 

Toe-clips and toestraps and clipless pedals help keep the foot locked in the proper pedal position and enable cyclists to pull and push the pedals. Technical accessories include cyclocomputers for measuring speed, distance, heart rate, GPS data etc. Other accessories include lights, reflectors, mirrors, racks, trailers, bags, water bottles and cages, and bell. Bicycle lights, reflectors, and helmets are required by law in some geographic regions depending on the legal code. It is more common to see bicycles with bottle generators, dynamos, lights, fenders, racks and bells in Europe. Bicyclists also have specialized form fitting and high visibility clothing.

 

Bicycle helmets can reduce injury in the event of a collision or accident, and a suitable helmet is legally required of riders in many jurisdictions. Helmets may be classified as an accessory or as an item of clothing.

 

Bike trainers are used to enable cyclists to cycle while the bike remains stationary. They are frequently used to warm up before races or indoors when riding conditions are unfavorable.

 

Bicycles can also be fitted with a hitch to tow a trailer for carrying cargo, a child, or both.

 

STANDARDS

A number of formal and industry standards exist for bicycle components to help make spare parts exchangeable and to maintain a minimum product safety.

 

The International Organization for Standardization (ISO) has a special technical committee for cycles, TC149, that has the scope of "Standardization in the field of cycles, their components and accessories with particular reference to terminology, testing methods and requirements for performance and safety, and interchangeability".

 

The European Committee for Standardization (CEN) also has a specific Technical Committee, TC333, that defines European standards for cycles. Their mandate states that EN cycle standards shall harmonize with ISO standards. Some CEN cycle standards were developed before ISO published their standards, leading to strong European influences in this area. European cycle standards tend to describe minimum safety requirements, while ISO standards have historically harmonized parts geometry.

 

MAINTENANCE AND REPAIR

Maintenance of adequate tire inflation is the most frequent and troublesome concern for cyclists and many means and methods are employed to preserve pneumatic integrity. Thicker tires, thicker tubes, tire liners (of a number of rather impenetrable devices installed between the tire and tube), liquid sealing compounds squeezed into the tube, and automotive-style patch kits are all used to reliably contain the typical tire pressures of 40 to 60 pounds per square inch that are required for bicycle operation. Thin, light bicycle tires are particularly vulnerable to penetration and subsequent deflation caused by goat's heads and other burs, colloquially known as stickers. Inflation of bicycle tires to pressures higher than typical for automotive use requires special pumps. The complexity of bicycle tire maintenance and repair may cause many to not consider the bicycle for transport or leisure.

 

Some bicycle parts, particularly hub-based gearing systems, require considerable torque for dis-assembly and may thus need professional services. Self-service and assisted-service maintenance and repair may be available.

 

Some cyclists choose self-service: they maintain their own bicycles, perhaps as part of their enjoyment of the hobby of cycling or simply for economic reasons.

There exist several hundred assisted-service Community Bicycle Organizations worldwide. At a Community Bicycle Organization, laypeople bring in bicycles needing repair or maintenance; volunteers teach them how to do the required steps.

Full service is available from bicycle mechanics at a local bike shop. In areas where it is available, some cyclists purchase roadside assistance from companies such as the Better World Club or the American Automobile Association.

 

TOOLS

There are specialized bicycle tools for use both in the shop and on the road. Many cyclists carry tool kits. These may include a tire patch kit (which, in turn, may contain any combination of a hand pump or CO2 Pump, tire levers, spare tubes, self-adhesive patches, or tube-patching material, an adhesive, a piece of sandpaper or a metal grater (for roughing the tube surface to be patched), Special, thin wrenches are often required for maintaining various screw fastened parts, specifically, the frequently lubricated ball-bearing "cones". and sometimes even a block of French chalk.), wrenches, hex keys, screwdrivers, and a chain tool. There are also cycling specific multi-tools that combine many of these implements into a single compact device. More specialized bicycle components may require more complex tools, including proprietary tools specific for a given manufacturer.

 

LEGAL REQUIREMENTS

Early in its development, as with automobiles, there were restrictions on the operation of bicycles. Along with advertising, and to gain free publicity, Albert A. Pope litigated on behalf of cyclists.

 

The 1968 Vienna Convention on Road Traffic of the United Nations considers a bicycle to be a vehicle, and a person controlling a bicycle (whether actually riding or not) is considered an operator. The traffic codes of many countries reflect these definitions and demand that a bicycle satisfy certain legal requirements before it can be used on public roads. In many jurisdictions, it is an offense to use a bicycle that is not in a roadworthy condition.

 

In most jurisdictions, bicycles must have functioning front and rear lights when ridden after dark. As some generator or dynamo-driven lamps only operate while moving, rear reflectors are frequently also mandatory. Since a moving bicycle makes little noise, some countries insist that bicycles have a warning bell for use when approaching pedestrians, equestrians, and other cyclists, though sometimes a car horn can be used when a 12 volt battery is available.

 

Some countries require child and/or adult cyclists to wear helmets, as this may protect riders from head trauma. Countries which require adult cyclists to wear helmets include Spain, New Zealand and Australia. Mandatory helmet wearing is one of the most controversial topics in the cycling world, with proponents arguing that it reduces head injuries and thus is an acceptable requirement, while opponents argue that by making cycling seem more dangerous and cumbersome, it reduces cyclist numbers on the streets, creating an overall negative health effect (fewer people cycling for their own health, and the remaining cyclists being more exposed through a reversed safety in numbers effect).

 

THEFT

Bicycles are popular targets for theft, due to their value and ease of resale. The number of bicycles stolen annually is difficult to quantify as a large number of crimes are not reported. Around 50% of the participants in the Montreal International Journal of Sustainable Transportation survey were subjected to a bicycle theft in their lifetime as active cyclists. Most bicycles have serial numbers that can be recorded to verify identity in case of theft.

 

LONGEST BICYCLE

The worlds longest bicycle was created by Santos and University of South Australia. It measures at 41.42 m long.

 

WIKIPEDIA

At work I walked outside briefly today. It'd been raining.

Nikon D800E + 70-200mm F/2.8 Nikkor Lens vs. Sony A7r + 35mm F/2.8 Carl Zeiss Lens! Both in 45surfer bracket configurations, with Sony NEX-6 cameras attached to the upper cameras with a bracket, for shooting stills and video at the same time! Guess which is heavier! :) The new 45surfer rig is a bit lighter, but that will change a bit when Sony comes out with longer zooms for the Sony A7r.

 

Both are great! The Sony NEX-6 bracketed to the D800E has the 50mm F/1.8 lens on it, while the Sony NEX-6 bracketed to the Sony A7R has the 35mm F/2.8 lens on it!

 

Check out some video!

www.youtube.com/watch?v=RiOMrZIEzg8

www.youtube.com/watch?v=Y7gq_gCk0jE

 

The Sony ILCE7R A7r rocks! Was using the B+W 49mm Kaesemann Circular Polarizer MRC Filter on partly cloudy day with some intermittent sun, but mostly cloudy. Check out the low glare off the rocks and water and dramatic, polarizwer-enhanced sky! Super sharp images and crystal-clear pictures!

 

Was testing the Sony HVL-F60M External Flash on the Sony A7r. You can see it going off in some of the photos (check the exif if in doubt)--worked great, but it overheated a bit sooner than my Nikon flash on the D800E. But it's all good!

 

Here's some epic goddess video shot at the same time as stills using my 45surfer method/philosophy:

www.youtube.com/watch?v=bUbE0ay7UeI

www.youtube.com/watch?v=eC-M9fVwk9k

 

Join Johnny Ranger McCoy's youtube channel for goddess video shot @ the same time as the stills with the Sony A7 !

 

www.youtube.com/user/bikiniswimsuitmodels

 

Beautiful swimsuit bikini model goddess on a beautiful December Malibu afternoon! Shot it yesterday. :) Love, love, love the new Sony A7 R!

 

Was a fun test shoot. Many, many more to come!

 

All the best on your Epic Hero's Journey from Johnny Ranger McCoy!

 

Join my facebook!

www.facebook.com/45surfHerosJourneyMythology

Follow me on facebook www.facebook.com/elliot.mcgucken !

This is a photograph from a set of photographs taken at the St. Coca's AC 5KM Road Race 2017 which was held in Kilcock, Co. Kildare, Ireland at 20:00 on Friday 30th June 2017. This superb road race is now firmly established again as one of the fastest and best organised road races of its kind in Leinster. The race follows a left handed course around a well known local walking route around Laragh and in the closing kilometer runs parallel to the Royal Canal into the finish at the railway station in the town having started at the primary school close to the St. Coca's running track. In fact for several hundred meters after the 4KM marker towards the finish the course runs parallel with the railway, canal and the R148 between Kilcock and Maynooth. This geographic feature is one of only a small number towns with this parallel configuration in all of Europe.

 

The members of St. Coca's AC and the many volunteers from the local community must be given great praise for organising another fantastic night of racing for runners, joggers, and walkers. The 5KM course is very flat with the exception of short incline up a motorway overpass and makes its way along narrow country lanes sheltered on either side by hedgerows. These roads offer a great contrast from the urban population of Kilcock which has grown as a satellite town of the greater Dublin area. The nice summer evening made for an enjoyable night for everyone with a large crowd gathering at the finish to cheer on participants. Refreshments and prize awards were held in the Gaelscoil near to both the race start and close to the St. Coca's running track. Running clubs and groups from all over Leinster and beyond were represented in the race tonight.

  

Electronic timing and event management was provided by Irish company MyRunResults.com (Website: www.myrunresults.com/)

  

This photograph is part of a larger set of photographs from the St. Coca's AC 5KM Road Race 2017 which can be found in the following Flickr Photoset: www.flickr.com/photos/peterm7/albums/72157682901644263

  

GPS Trace of the 5KM Course (the route of the course has not changed in a few years) connect.garmin.com/activity/194011978

  

Photographs from previous St. Coca's AC 5KM Road Races on our Flickr photostream:

 

Our photographs on Flickr from the St. Coca's AC 5KM Road Race 2016: www.flickr.com/photos/peterm7/albums/72157670088473266

 

Our photographs on Flickr from the St. Coca's AC 5KM Road Race 2015: www.flickr.com/photos/peterm7/sets/72157655117810205

 

Our photographs on Flickr from the St. Coca's AC 5KM Road Race 2014: www.flickr.com/photos/peterm7/sets/72157645423471903

 

Our photographs on Flickr from the St. Coca's AC 5KM Road Race 2013: www.flickr.com/photos/peterm7/sets/72157634382263872

 

Our photographs on Flickr from the St. Coca's AC 5KM Road Race 2012: www.flickr.com/photos/peterm7/sets/72157630347296616

 

Our photographs on Flickr from the St. Coca's AC 5KM Road Race 2011: www.flickr.com/photos/peterm7/sets/72157627042558602

  

br/>

Can I use these photographs directly from Flickr on my social media account(s)?

 

Yes - of course you can! Flickr provides several ways to share this and other photographs in this Flickr set. You can share directly to: email, Facebook, Instagram, Pinterest, Twitter, Tumblr, LiveJournal, and Wordpress and Blogger blog sites. Your mobile, tablet, or desktop device will also offer you several different options for sharing this photo page on your social media outlets.

 

BUT..... Wait there a minute....

We take these photographs as a hobby and as a contribution to the running community in Ireland. We do not charge for our photographs. Our only "cost" is that we request that if you are using these images: (1) on social media sites such as Facebook, Tumblr, Pinterest, Twitter,LinkedIn, Google+, VK.com, Vine, Meetup, Tagged, Ask.fm,etc or (2) other websites, blogs, web multimedia, commercial/promotional material that you must provide a link back to our Flickr page to attribute us or acknowledge us as the original photographers.

 

This also extends to the use of these images for Facebook profile pictures. In these cases please make a separate wall or blog post with a link to our Flickr page. If you do not know how this should be done for Facebook or other social media please email us and we will be happy to help suggest how to link to us.

 

I want to download these pictures to my computer or device?

 

You can download this photographic image here directly to your computer or device. This version is the low resolution web-quality image. How to download will vary slight from device to device and from browser to browser. Have a look for a down-arrow symbol or the link to 'View/Download' all sizes. When you click on either of these you will be presented with the option to download the image. Remember just doing a right-click and "save target as" will not work on Flickr.

 

I want get full resolution, print-quality, copies of these photographs?

 

If you just need these photographs for online usage then they can be used directly once you respect their Creative Commons license and provide a link back to our Flickr set if you use them. For offline usage and printing all of the photographs posted here on this Flickr set are available free, at no cost, at full image resolution.

 

Please email petermooney78 AT gmail DOT com with the links to the photographs you would like to obtain a full resolution copy of. We also ask race organisers, media, etc to ask for permission before use of our images for flyers, posters, etc. We reserve the right to refuse a request.

 

In summary please remember when requesting photographs from us - If you are using the photographs online all we ask is for you to provide a link back to our Flickr set or Flickr pages. You will find the link above clearly outlined in the description text which accompanies this photograph. Taking these photographs and preparing them for online posting takes a significant effort and time. We are not posting photographs to Flickr for commercial reasons. If you really like what we do please spread the link around your social media, send us an email, leave a comment beside the photographs, send us a Flickr email, etc. If you are using the photographs in newspapers or magazines we ask that you mention where the original photograph came from.

 

I would like to contribute something for your photograph(s)?

Many people offer payment for our photographs. As stated above we do not charge for these photographs. We take these photographs as our contribution to the running community in Ireland. If you feel that the photograph(s) you request are good enough that you would consider paying for their purchase from other photographic providers or in other circumstances we would suggest that you can provide a donation to any of the great charities in Ireland who do work for Cancer Care or Cancer Research in Ireland.

 

Let's get a bit technical: We use Creative Commons Licensing for these photographs

We use the Creative Commons Attribution-ShareAlike License for all our photographs here in this photograph set. What does this mean in reality?

The explaination is very simple.

Attribution- anyone using our photographs gives us an appropriate credit for it. This ensures that people aren't taking our photographs and passing them off as their own. This usually just mean putting a link to our photographs somewhere on your website, blog, or Facebook where other people can see it.

ShareAlike – anyone can use these photographs, and make changes if they like, or incorporate them into a bigger project, but they must make those changes available back to the community under the same terms.

 

Above all what Creative Commons aims to do is to encourage creative sharing. See some examples of Creative Commons photographs on Flickr: www.flickr.com/creativecommons/

 

I ran in the race - but my photograph doesn't appear here in your Flickr set! What gives?

 

As mentioned above we take these photographs as a hobby and as a voluntary contribution to the running community in Ireland. Very often we have actually ran in the same race and then switched to photographer mode after we finished the race. Consequently, we feel that we have no obligations to capture a photograph of every participant in the race. However, we do try our very best to capture as many participants as possible. But this is sometimes not possible for a variety of reasons:

 

     ►You were hidden behind another participant as you passed our camera

     ►Weather or lighting conditions meant that we had some photographs with blurry content which we did not upload to our Flickr set

     ►There were too many people - some races attract thousands of participants and as amateur photographs we cannot hope to capture photographs of everyone

     ►We simply missed you - sorry about that - we did our best!

  

You can email us petermooney78 AT gmail DOT com to enquire if we have a photograph of you which didn't make the final Flickr selection for the race. But we cannot promise that there will be photograph there. As alternatives we advise you to contact the race organisers to enquire if there were (1) other photographs taking photographs at the race event or if (2) there were professional commercial sports photographers taking photographs which might have some photographs of you available for purchase. You might find some links for further information above.

 

Don't like your photograph here?

That's OK! We understand!

 

If, for any reason, you are not happy or comfortable with your picture appearing here in this photoset on Flickr then please email us at petermooney78 AT gmail DOT com and we will remove it as soon as possible. We give careful consideration to each photograph before uploading.

 

I want to tell people about these great photographs!

Great! Thank you! The best link to spread the word around is probably http://www.flickr.com/peterm7/sets

 

aka streetlight blues!

Gatling gun configuration .. Its bound to be effective with slower motorists on the roads

 

GreazeFest

Brisbane

A VIP-configuration Boeing 727, seen parked at Stansted Airport.

 

Built in 1968, this is one of the shorter-length 727s, now designated as a -100, and has been 'quiet wing' modifications to help with engine noise regulations.

 

From what I can ascertain, its former owner was a Donald Trump of the USA! It was formerly registered as VP-BDJ; the N800AK registration appears to be reused from another B727.

Languishing at the back of the Depot is Ballina Based Leyland Leopard E8(CZA668).

Converted into a Ambulance Configuration These vehicles were used to bring disabled pilgrims from the railway station at Claremorris to the shrine at Knock. After some years out of use E8 was brought to Dromod for preservation in September 1994.

the twin on different ways..

 

Bus No: 818281

Year released: 2009

Capacity: 53; 2x2 seating configuration

Route: Manila/Avenida-Baguio via Dau/SCTEX-Concepcion/Capas/Tarlac/Paniqui/Carmen/Villasis/Urdaneta/Rosario

Body: Santarosa Philippines

Model: 2009 SR-NV620 AC Series

Chassis: Nissan Diesel JA450SSN

Engine: Nissan Diesel PF6A

Fare: Airconditioned

Aircon System: Denso LD8i overhead a/c

Transmission System: M/T

Plate No.: AWA-861

============================================================

Bus No: 818280

Year released: 2009

Capacity: 53; 2x2 seating configuration

Route: Manila/Avenida-Baguio via Dau/SCTEX-Concepcion/Capas/Tarlac/Paniqui/Carmen/Villasis/Urdaneta/Rosario

Body: Santarosa Philippines

Model: 2009 SR-NV620 AC Series

Chassis: Nissan Diesel JA450SSN

Engine: Nissan Diesel PF6A

Fare: Airconditioned

Aircon System: Denso LD8i overhead a/c

Transmission System: M/T

Plate No.: AWA-594

Taken on: May 25, 2011

Location: DBCI/STI/GTSCI Bus Stop, Brgy. San Roque, Tarlac City, Tarlac

Moved the Coffee Chain to the front left now, still looks alright...

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.

movement of opinion and emotion

mycupbrimswithtiddles.blogspot.com/

Valentine sunset with Kercam21, Trevor Tutt and Mic Steel

'Nuff Said!!!!

The church dedicated to the Saviour's Configuration ("Metamorfosi tou Sotira") is built in the middle of "Palio Chorio" ("Old Village"). It was constructed in the 16th century (1520) and it has the same architectural style as the other two small churches of the village, that of "Panagia Theotokos" and that of Saint George "Perachoritis". Up until 1994, liturgies were conducted daily since it was considered as the village's main church.

It is a rectangular church of the Basilica style and with elements of the Byzantine style. It can accommodate up to 100-150 faithful. Externally it is made of stone and whitewashed.

The inhabitants built extensions to the church in 1880 and 1960 because the village was continuously growing. When they dug the floor they discovered many pieces of frescoes, which surely came from this church. Indeed, they were able to read the name of the hagiographer who was named Symeon Afxentis. He is known for his frescoes of the "Panagia Theotokos" and "Archangel" churches in the village of Galata.

The icon screen is woodcut, as also are the two Psalters that can be found in the church.

There are various remarkable representations dating back to the 16th and 17th century. The icon screen is of various different chronologies.

www.kakopetriavillage.com/churches.html

 

The settlement of Kakopetria, although mentioned by the mediaeval annalists, existed -at least- since the Frank domination era. The village's region was inhabited around the 6th - 7th century and the various excavations that have been conducted in 1938 around the old village of Kakopetria (in the Ailades venue) prove this. During the excavations a dispenser of an ancient shrine -most probably belonging to the goddess Athena- came to light. A large number of movable findings were found, mainly terra-cotta, many of which depict the goddess Athena, as well as small, limestone, statues and parts of statues and bronze and iron shafts from spearheads and arrows. The findings most probably date back to the Archaic and Classic eras of Cyprus. Other statuettes represent Hercules and are an indication that he was also worshiped in the area along with the goddess Athena. These findings are found in the Archaeological Museum of Nicosia.

en.wikipedia.org/wiki/Kakopetria

 

The Amber Shadow has the same modular configuration as the Ellaria. By default the Amber Shadow consists of the forward section containing the bridge, bunks, refresher, reliquary, and the main corridor opening up to the boarding ramp. The mid section being a dual bay cargo hold, with extendable loading ramps, complete with a plethora of tools/maintenance equipment, weapons, secret storage compartments, as well as 2 Jetpack charging/upgrade stations. The rear section consists of a small cargo hold and engineering containing the 2 primary thrusters, as well as an additional boarding/cargo ramp. Each section of the Ellaria and Amber Shadow are interchangeable as needed.

 

Amber Shadow Loadout:

• A deployable heavy fighter, the Shadow Dart, equipped with quad laser cannons and two proton torpedoes. It can be controlled by the Amber Shadow when connected, adding to the ship’s firepower.

• Dual forward-facing 6-barreled gatling blaster cannons.

• Two shield projectors mounted on the forward wings.

• Four dual-barreled Point Defense Cannons (PDCs) atop the cargo hold doors.

• Deployable from a hatch below the bridge: 6-14 Spider-like infiltrator drones with micro boosters and a variety of tools for independent or coordinated operations. These drones stealthily infiltrate target ships to hack systems, disable external components, conduct reconnaissance, or neutralize targets with stun blasters when needed.