View allAll Photos Tagged Futuristic-Design,
The Bullring in Birmingham is a fascinating blend of history and modern architecture. Originally a market area dating back to the Middle Ages, it has evolved into a major shopping and commercial hub. The current Bullring shopping centre, opened in 2003, was designed by the architectural firm Benoy. It features a striking, futuristic design, including the iconic Selfridges building, which is covered in 15,000 aluminum discs, giving it a unique, space-age appearance.
The design also incorporates the natural slope of the land, creating multi-level streets and open spaces. St. Martin's Church, a historic landmark, is beautifully integrated into the modern setting, surrounded by cascading water features and terraces. The Bullring is not just a shopping destination but also a symbol of Birmingham's transformation and architectural ambition.
What aspect of the Bullring's design intrigues you the most?
An interior shot of the citie de la mode et du design on the outskirts of Paris, with its futuristic design where the stairs are on the outside of the building.
A big success by any standard both in and out of competition, the Lancia Stratos was developed as a homologation Special for European rallying. After production ceased it became a cult car and is now highly priced as the ‘modern classis' it is. Conceived strictly for rallying, the Lancia Stratos however makes an exciting road car, though it is very far from GT standards in both luxury and refinement.
The concept vehicle responsible for providing the inspiration for the Lancia Stratos Rally car is the Lancia (Bertone) Stratos. The Stratos featured a 1584 cc V4 DOHC with 115 bhp horsepower at 200 rpm. Designed by Marcello Gandini, the same designer responsible for the Lamborghini Countach and Lamborghini Miura, the Stratos concept was a development of the Bertone designed Alfa Romeo Carabo concept from 1968. The Carabo concept was also a Gandini creation.
First revealed at the Turin Motor Show in October of 1970, the Lancia Stratos HF prototype was a styling exercise for Bertone. A futuristic design, the Stratos featured a wedge shaped profile that stood just 33 inches from the ground. Since the vehicle was so low, conventional doors could not be used and instead one accessed the interior of the Stratos by a hinged windscreen. Drivers had to flip up the windscreen and walk into the vehicle. Once inside, visibility was quite restricted since the front windscreen was narrow. The cockpit of the Lancia Stratos was designed specifically for fast forest flying.
The body design was predictably minimal to hold down weight and bulk with its most distinctive features being semi-concealed A-pillars and a door beltline that sharply upswept to the top of the daylight opening. The shape of the resulting unbroken expanse of glass gave the tunnelback roof the appearance of a futuristic crash helmet.
The main body structure was steel, like the chassis, and weight-saving fiberglass was used for tilt-up nose and tail sections. A small box above and behind the powertrain was where cargo space was held. Bins were also molded into the interior door panels for storing helmets.
The same engine utilized on the Lancia 1600 HF Fulvia was used on the Bertone designed Lancia Stratos Zero prototype. A triangular shaped panel hinged upwards to allow access to the mid-mounted engine. Developed for rallying purposes, the legendary Lancia Stratos was unveiled in 1974. The production vehicle Stratos was powered by a 2.4 liter mid-mounted V6 from the Ferrari Dino.
Like no other Lancia before or after, the Lancia Stratos was a shock that left enthusiasts and rally fans breathless. For almost a decade the Stratos streaked across the rally landscape much like a brilliant comet, while discarding past principles, it also fearlessly represented something undeniably new. A phenomenal rally car, the Lancia Stratos set an example to every other car manufacturer in the world. The first viable purpose-built rally car ever built, the Stratos was probably the last purpose-built rally car.
Created by the Bertone coachbuilding company, the Stratos was both radical, yet fully functional. Fiorio realized that for Lancia to continue to compete in the World Rally Championship, the Fulvia HF would need a much more powerful replacement. A the time, four-wheel drive was not an option, so a mid-engined configuration seemed ideal. To reinforce Fiori's convictions, the Bertone show car was featured soon after with a mid-engine Fulvia V4.
The introduction of the Ford mid-engine purpose-built GT70 rally car at the 1971Brussels Motor Show was what truly inspired the impetus behind the Stratos proect. It was after this appearance that Lancia's general manager, Pierugo Gobbato contacted Nuccio Bertone. Though the GT70 was actually never put in production by Ford, it was this that sparked the inspiration of the Lancia Stratos.
As always, there was a minimum production requirement, 500 units for the Lancia Stratos. This was an awkward figure that would necessitate funds for at least semi-permanent tooling as well as design and development. This was a job well suited to the Italian industry. Fiorio masterminded the project, and he envisioned a short, wide coupe with transverse midships drivetrain. Bertone was immediately contracted to style the vehicle and built its unit body/chassis structure.
43 months passed in between the time of conception to the actual birth of the Lancia Stratos. The vehicle was developed to take over and make Lancia the outright world rally champ. The Stratos was both short and wide, with a wheelbase of only 7 feet 1.8 inches, the width of the vehicle was only 5 feet 8.9 inches. Weighing only 1958 lbs, the Stratos was only 3 feet 7.9 inches high. Able to easily exceed 140 mph, the Stratos featured 190 horsepower in roadgoing trim.
Having studied every possible powerteam in the Fiat/Lancia group, Fiorio secured 2.4 liter V-6s and 5-speed transaxles from Ferrari, which was an ideal chouse as they'd be installed exactly as the Dino 246. All-independent suspension, rack-and-pinion steering and four-wheel disc brakes were all specifically designed for the Lancia Stratos.
After 1978 the Stratos was officially retired and no longer was officially entered by the Lancia factory, the vehicle was still going strong. The Lancia team was headed by by Sandro Munari who won its first event as a homologated entry in October of 1974. Mun ari entered alone 40 events with the Lancia Stratos and won 14. The Stratos also won the World Rally Championship in 1974, 1975, and 1976 and remained competitive for another four years. The final major win came in 1979 when a Lancia Stratos entered by the Monaco importer won the famed Monte Carlo Rally. Finally the factory retired the Stratos.
By Jessica Donaldson
[Text from ConceptCarz.com]
www.conceptcarz.com/z21737/Lancia-Stratos-HF.aspx
This Lego miniland-scale Lancia Stratos Rally Racer has been created for Flickr LUGNuts' 100th Build Challenge - our Centenary, titled 'One Hundred Ways to Win!'. In this challenge, a list of 100 challenges is available, kept by the admins. Individuals wishing to enter, request a number from 1-100 (so long as it has not already been requested) - and the admins assign the individual build challenge associated with that number.
In the case of admins entering models - they request that a general LUGNuts member assigns a number - and the admin must build to that challenge number.
In this case, the number 78 was chosen for me, corresponding to the challenge: '78.Any vehicle from the year you were born'. I was born in 1972, the year that the first Stratos rally cars were built, entering in the Rally Championship as Group 5 (un-homologated) entries.
The road cars required to homologate for Group 4 were built through 1973 to 1978.
As can be seen in some of the images here, not only does the car open and close (a real challenge when you look at the chassis), but it also uses the Lego Group RC Rollerskate - so it can zoom around under its own power.
InterClassics 2020
Maastricht, the Netherlands.
‘Where is the front?’ people asked themselves in 1950 when the new Studebaker Champion was introduced. The rather futuristic design was by Raymond Loewy, and compared to its predecessor the new car had a bold, redesigned front end which became known as the ‘bullet nose’, reflecting its strong aviation undertones. Note the panoramic rear window, which is sub-divided; back then it was not possible to manufacture a window like this in one piece.
Parisian-born Raymond Loewy (1893-1986) was one of the greatest industrial designers of the 20th century. In 1919 he emigrated to New York and was amazed by the large gap between the high quality of American products and their poor design. In 1929 he set up his own design studio, and was responsible for the restyling of the Coca-Cola bottle and for the Lucky Strike logo (cigarettes), as well as the design of the Frigidaire refrigerator, the Dutch Sprinter train and Concorde’s initial interior. In the 1950s and 1960s Loewy was chief stylist at Studebaker, where he designed the Champion, the Hawk and the Avanti.
Source: www.louwmanmuseum.nl
Louwman Museum
Den Haag, Netherlands.
Production: 1 of 84 (1951-1958)
[NL] De lijnen van deze Spaanse Pegaso zijn geïnspireerd op de destijds heersende hype rond UFO’s en vliegende schotels. De aluminium carrosserie omsluit als het ware het chassis. Bumpers ontbreken; in plaats daarvan zijn er rozetten met stootrubbers gemonteerd. Het meest bijzondere designkenmerk is echter de koepelvormige achterruit, vandaar de typeaanduiding Cúpula.
Het futuristische ontwerp wordt gerealiseerd door ENASA, tevens moeder-maatschappij van Pegaso, en in 1953 tentoongesteld op de New York Auto Show. Niet alleen vanwege het ontwerp, maar ook door zijn opvallende kleurstelling trekt de auto ieders aandacht, waaronder die van Rafael Trujillo, president van de Dominicaanse Republiek. Trujillo koopt de Pegaso en houdt hem tot aan zijn dood in 1961. Sinds Trujillo’s eigenaarschap heeft deze Pegaso de bijnaam ‘El Dominicano’.
Het Louwman Museum verwerft de Pegaso in 2006 en drie jaar later begint een intensieve restauratie, die tot 2015 zal duren. De auto werd in 2016 tijdens het Concours d’Elegance op Amelia Island (USA) door de internationale jury verkozen tot ‘Best of Show’.
_______________________________________
[EN] The shape of this Spanish Pegaso was inspired by the hype surrounding UFOs and flying saucers at the time. The aluminium coachwork envelops the car as it were. There are no bumpers, just overriders with rubber inserts. The most remarkable design feature is the dome, or cupola-shaped rear window, hence Cúpola in the name.
The futuristic design was created by ENASA, Pegaso’s parent company. The car was displayed at the New York Auto Show in 1953. It was not just the design, but also the spectacular colour scheme that caught everyone’s attention, including that of Rafael Trujillo, President of the Dominican Republic. Trujillo bought the Pegaso and kept it until his death in 1961. Since Trujillo owned the car, it has also been known as ‘El Dominicano’.
The Louwman Museum acquired the Pegaso in 2006 and three years later commenced an extensive restoration that lasted until 2015.
The car won at the 2016 Concours d'Elegance at Amelia Island, where the Pegaso was highly acclaimed, the special jury prize as 'Best of Show'.
Source: www.louwmanmuseum.nl
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The Shape of Speed
Streamlined Automobiles and Motorcycles, 1930–1942
JUN 16 – SEP 16, 2018
Portland Art Museum
The Portland Art Museum is pleased to announce The Shape of Speed: Streamlined Automobiles and Motorcycles, 1930–1942, a special exhibition debuting at the Museum in Summer 2018. Featuring 19 rare streamlined automobiles and motorcycles, The Shape of Speed opens June 16 and will be on view through September 16, 2018.
The concept of streamlining has fascinated people for generations. Beginning in the 1930s and extending until the outbreak of the World War II, automotive designers embraced the challenge of styling and building truly streamlined cars that were fast and fuel-efficient. They were encouraged by the confluence of aircraft design with the sleek shapes of fast railroad locomotives; new advanced highways such as the Autobahns; and events like the 1939 New York City World’s Fair, which showcased futuristic design.
The Shape of Speed presents a select group of rare automobiles and motorcycles that demonstrate how auto designers translated the concept of aerodynamic efficiency into exciting machines that in many cases, looked as though they were moving while at rest.
The Museum will display 17 cars and two motorcycles—the best of that era’s streamlined offerings—from Europe and the United States. Engineering drawings and period photographs will show some of the aircraft, railroad, ship and yacht designs that influenced the automakers.
Featured designers and engineers include European streamlining pioneer Paul Jaray, along with Richard Buckminster Fuller, Norman Bel Geddes, Raymond Loewy, Harley J. Earl, Hermann Ahrens, Georges Paulin, Joseph Figoni, Dr. Wunibald Kamm, Otto Kuhler, Jean Bugatti, Hans Ledwinka, Gordon Buehrig, and others.
“In May of 1967, Barron Hilton – of Hilton Hotels – gave a presentation at the 13th Annual Meeting of the American Astronautical Society where he discusses the possibilities of orbiting and lunar hotels. Even as far back as ’67, Hilton considered such concepts to be perfectly feasible, and essentially inevitable. A shout-out is given to the Hilton depicted on Space Station V in “2001: A Space Odyssey” which would come out about a year later.
This being the 1960’s, of course there would be a “Galaxy Lounge” where guests could enjoy a martini.
Following Hilton was a presentation by Krafft Ehrike (then of North American Aviation) on the subject of “space tourism.” Once again, the concept was treated as wholly valid. He presented a design for a large orbiting tourist destination. While it featured zero-gravity facilities, it wisely was a rotating artificial gravity station, providing for the comfort and convenience of the guests. There would be several “world rooms” with different environments… artificial gravity levels matching the moon and Mars, say.
One assumption was that space launch costs would drop to $10/pound ($71/pound in 2015 dollars). At the time, with the rapid advances in space launch – remember, the first satellite had, at that time, only been launched less than a decade earlier, and now giant Saturn V rockets were preparing to send men to the moon – a price drop to those levels seemed a reasonable assumption. This would be done by having many, many launches of fully reusable vehicles, capable of reliably transporting the guests. The hotel would hold 1100 guests at a time, for 400,000 guest-days per year, and would have an in-orbit weight of 1,000,000 pounds. Profit would be a glittering $5 per guest per day… a total of about $39K/day in 2015 dollars.”
All above, with the image in color…lots of color(s), at the superlative “The Unwanted Blog” website:
Equally superlative, with a ton of other images:, under "Krafft Ehricke’s Astropolis":
www.projectrho.com/public_html/rocket/spacestations.php
Credit: ATOMIC ROCKETS website
A sexy retro-futuristic design, beautifully rendered, commensurate with something from the mind of Krafft Ehricke, by NAA/NR graphic artist Rick Olds. A WIN BTW! Some reverential memories of him:
www.linkedin.com/pulse/when-you-reach-end-era-whats-next-...
Credit: Kevin Alan Mau Photography/LinkedIn
There appear to be a bunch of bottle-suited folks tooling around, along with a multitude of bottle suit berthing/docking ports girdling the central stem near the ‘top’ end. Something akin to paddle boat rentals for the guests. Reckless, but still outstanding!
With the reunification of Germany and the decision to move the capital from Bonn back to Berlin, it was also decided that the original Reichstag building be rebuilt along with a new dome that emphasized a unified Germany. Architect Norman Foster won a commission to design and rebuild the dome in 1993. Foster originally wanted the dome to be a cylinder, after his original design of a parasol-esque building was rejected due to the unrealistic cost. The design of the dome was at first controversial, but has become accepted as one of Berlin's most important landmarks.
The Reichstag dome is a large glass dome with a 360 degree view of the surrounding Berlin cityscape. The debating chamber of the Bundestag, the German parliament, can be seen down below. A mirrored cone in the center of the dome directs sunlight into the building. The dome is open to the public and can be reached by climbing two steel, spiraling ramps that are reminiscent of a double-helix.
But I couldn't visit the ramps because the dome was closed due to maintenance - this was the second time after some years I couldn't visit it due to this reason... :-(
The futuristic design of the Reichstag dome makes it a unique landmark, and symbolizes Berlin's attempt to move away from a past of Nazism and Communism and instead towards a future with a heavier emphasis on a united, democratic Germany.
This remarkable Brissonnet Soucoupe Roulante —literally "rolling saucer"— was built in 1953 by Pierre Brissonnet et Cie in Neuilly-sur-Seine. With its rounded, almost futuristic design and compact size, this vehicle is one of the most remarkable microcars ever seen.
Unique in the world: only one copy is known to have survived.
Engine: Two-stroke engine of approximately 200 cc, coupled to a 3-speed manual gearbox.
Design: Three-wheeled microcar, seating for two people, designed as an affordable urban vehicle.
Historical importance: symbol of post-war French innovation and the search for affordable mobility in the 50s.
Why this vehicle is unique: The Soucoupe Roulante was only produced for a very short time. Its striking appearance – strongly reminiscent of a flying saucer – quickly earned it its nickname. However, the project remained limited to a single car, making this example a unique survivor today. (www.metropoleclassiccars.com/)
Entrepreneur Frans van Haren has a classic car collection that has won prizes at prestigious national and international competitions. Since 2017, he has been presenting his impressive car collection to a wider audience in the futuristic-looking, former furniture showroom 'Metropole' in Druten, the Netherlands. The collection includes some four hundred cars, trucks and motorcycles, making it almost the largest car museum in the Netherlands.
40 Years of Peugeot 309 | Visit to Car Museum Metropole
Druten, the Netherlands.
BAC/Aerospatiale Concorde prototype No.3 G-AXDN shows off her 'ogee' wing shape during the 1974 Farnborough SBAC Airshow
Two French and two British prototypes were built to carry out the pre-production testing of this futuristic design concept - to fly passengers supersonically from continent to continent.
It worked both in theory and in practice except for the financial costs involved.
Sadly, due to a combination of various circumstances, it all came to nought in the end but when I took this shot forty two years ago that was all in the future....instead we stood in awe at her utter beauty and power.
Scanned 35mm Transparency
The Kyoto Station (京都駅, Kyōto-eki) building was constructed on the 1200th anniversary of the capital's foundation in Kyoto. It was opened to the public in 1997 and stands in perfect contrast to many foreign tourists' image of Kyoto as the capital of traditional Japan.
The building's futuristic design and atmosphere was conceived by the Japanese architect Hara Hiroshi. Hara's design attempts to convey historical Kyoto through a modern aesthetic. The station's large main hall with its exposed steel beamed roof, called the Matrix, is meant to reflect both the structure of the station and the grid like layout of Kyoto's street network.
The USS Zumwalt is the lead ship of the Zumwalt class guided missile destroyers. Befitting her futuristic design, the first commanding officer was James Kirk (great great grandfather of the future commander of the starship USS Enterprise...giggle).
As an aside, this is one of the weirdest looking ships in the U.S. Navy's fleet. Built with stealth in mind, it looks like a combination of pre-WW 1 dreadnaught with the forward sloping bow, a submarine, and an office building...all the ingredients then put on sterioids...and voila. No doubt a capable ship but strange looking nonetheless.
A big success by any standard both in and out of competition, the Lancia Stratos was developed as a homologation Special for European rallying. After production ceased it became a cult car and is now highly priced as the ‘modern classis' it is. Conceived strictly for rallying, the Lancia Stratos however makes an exciting road car, though it is very far from GT standards in both luxury and refinement.
The concept vehicle responsible for providing the inspiration for the Lancia Stratos Rally car is the Lancia (Bertone) Stratos. The Stratos featured a 1584 cc V4 DOHC with 115 bhp horsepower at 200 rpm. Designed by Marcello Gandini, the same designer responsible for the Lamborghini Countach and Lamborghini Miura, the Stratos concept was a development of the Bertone designed Alfa Romeo Carabo concept from 1968. The Carabo concept was also a Gandini creation.
First revealed at the Turin Motor Show in October of 1970, the Lancia Stratos HF prototype was a styling exercise for Bertone. A futuristic design, the Stratos featured a wedge shaped profile that stood just 33 inches from the ground. Since the vehicle was so low, conventional doors could not be used and instead one accessed the interior of the Stratos by a hinged windscreen. Drivers had to flip up the windscreen and walk into the vehicle. Once inside, visibility was quite restricted since the front windscreen was narrow. The cockpit of the Lancia Stratos was designed specifically for fast forest flying.
The body design was predictably minimal to hold down weight and bulk with its most distinctive features being semi-concealed A-pillars and a door beltline that sharply upswept to the top of the daylight opening. The shape of the resulting unbroken expanse of glass gave the tunnelback roof the appearance of a futuristic crash helmet.
The main body structure was steel, like the chassis, and weight-saving fiberglass was used for tilt-up nose and tail sections. A small box above and behind the powertrain was where cargo space was held. Bins were also molded into the interior door panels for storing helmets.
The same engine utilized on the Lancia 1600 HF Fulvia was used on the Bertone designed Lancia Stratos Zero prototype. A triangular shaped panel hinged upwards to allow access to the mid-mounted engine. Developed for rallying purposes, the legendary Lancia Stratos was unveiled in 1974. The production vehicle Stratos was powered by a 2.4 liter mid-mounted V6 from the Ferrari Dino.
Like no other Lancia before or after, the Lancia Stratos was a shock that left enthusiasts and rally fans breathless. For almost a decade the Stratos streaked across the rally landscape much like a brilliant comet, while discarding past principles, it also fearlessly represented something undeniably new. A phenomenal rally car, the Lancia Stratos set an example to every other car manufacturer in the world. The first viable purpose-built rally car ever built, the Stratos was probably the last purpose-built rally car.
Created by the Bertone coachbuilding company, the Stratos was both radical, yet fully functional. Fiorio realized that for Lancia to continue to compete in the World Rally Championship, the Fulvia HF would need a much more powerful replacement. A the time, four-wheel drive was not an option, so a mid-engined configuration seemed ideal. To reinforce Fiori's convictions, the Bertone show car was featured soon after with a mid-engine Fulvia V4.
The introduction of the Ford mid-engine purpose-built GT70 rally car at the 1971Brussels Motor Show was what truly inspired the impetus behind the Stratos proect. It was after this appearance that Lancia's general manager, Pierugo Gobbato contacted Nuccio Bertone. Though the GT70 was actually never put in production by Ford, it was this that sparked the inspiration of the Lancia Stratos.
As always, there was a minimum production requirement, 500 units for the Lancia Stratos. This was an awkward figure that would necessitate funds for at least semi-permanent tooling as well as design and development. This was a job well suited to the Italian industry. Fiorio masterminded the project, and he envisioned a short, wide coupe with transverse midships drivetrain. Bertone was immediately contracted to style the vehicle and built its unit body/chassis structure.
43 months passed in between the time of conception to the actual birth of the Lancia Stratos. The vehicle was developed to take over and make Lancia the outright world rally champ. The Stratos was both short and wide, with a wheelbase of only 7 feet 1.8 inches, the width of the vehicle was only 5 feet 8.9 inches. Weighing only 1958 lbs, the Stratos was only 3 feet 7.9 inches high. Able to easily exceed 140 mph, the Stratos featured 190 horsepower in roadgoing trim.
Having studied every possible powerteam in the Fiat/Lancia group, Fiorio secured 2.4 liter V-6s and 5-speed transaxles from Ferrari, which was an ideal chouse as they'd be installed exactly as the Dino 246. All-independent suspension, rack-and-pinion steering and four-wheel disc brakes were all specifically designed for the Lancia Stratos.
After 1978 the Stratos was officially retired and no longer was officially entered by the Lancia factory, the vehicle was still going strong. The Lancia team was headed by by Sandro Munari who won its first event as a homologated entry in October of 1974. Mun ari entered alone 40 events with the Lancia Stratos and won 14. The Stratos also won the World Rally Championship in 1974, 1975, and 1976 and remained competitive for another four years. The final major win came in 1979 when a Lancia Stratos entered by the Monaco importer won the famed Monte Carlo Rally. Finally the factory retired the Stratos.
By Jessica Donaldson
[Text from ConceptCarz.com]
www.conceptcarz.com/z21737/Lancia-Stratos-HF.aspx
This Lego miniland-scale Lancia Stratos Rally Racer has been created for Flickr LUGNuts' 100th Build Challenge - our Centenary, titled 'One Hundred Ways to Win!'. In this challenge, a list of 100 challenges is available, kept by the admins. Individuals wishing to enter, request a number from 1-100 (so long as it has not already been requested) - and the admins assign the individual build challenge associated with that number.
In the case of admins entering models - they request that a general LUGNuts member assigns a number - and the admin must build to that challenge number.
In this case, the number 78 was chosen for me, corresponding to the challenge: '78.Any vehicle from the year you were born'. I was born in 1972, the year that the first Stratos rally cars were built, entering in the Rally Championship as Group 5 (un-homologated) entries.
The road cars required to homologate for Group 4 were built through 1973 to 1978.
As can be seen in some of the images here, not only does the car open and close (a real challenge when you look at the chassis), but it also uses the Lego Group RC Rollerskate - so it can zoom around under its own power.
The FX-Atmos was introduced at the Chicago Auto Show in March 1954 and reflects that era’s fascination with space-age design and technology. It had design elements inspired by jet aircraft, including lever-style steering, a centralized driving position, joystick controls, and a rear monitor. It was even considered as a candidate for a nuclear power plant, which was not a practical option at the time.
The car was styled with headlight/front fender pods that resembled ramjet air intakes and had rocket exhaust-styled taillights and prominent tailfins. The cabin placed the driver in the center and provided two rear seats, all under a clear dome. The driver’s controls and instruments were also futuristic, with dual handgrips instead of a traditional steering wheel and a screen on the dash intended to display radar-sourced highway information.
The FX-Atmos was a significant inspiration in the design of the “Supercar” in the Gerry Anderson TV series of that name. It was a standout at auto shows and a memorable example of mid-century automotive design. Too futuristic for its time, it never made it to production, but it remains an iconic symbol of 1950s Americana and imagination.
[Sources: Bing Copilot, Wikipedia, MotorTrend.com, OldConceptCars.com]
A big success by any standard both in and out of competition, the Lancia Stratos was developed as a homologation Special for European rallying. After production ceased it became a cult car and is now highly priced as the ‘modern classis' it is. Conceived strictly for rallying, the Lancia Stratos however makes an exciting road car, though it is very far from GT standards in both luxury and refinement.
The concept vehicle responsible for providing the inspiration for the Lancia Stratos Rally car is the Lancia (Bertone) Stratos. The Stratos featured a 1584 cc V4 DOHC with 115 bhp horsepower at 200 rpm. Designed by Marcello Gandini, the same designer responsible for the Lamborghini Countach and Lamborghini Miura, the Stratos concept was a development of the Bertone designed Alfa Romeo Carabo concept from 1968. The Carabo concept was also a Gandini creation.
First revealed at the Turin Motor Show in October of 1970, the Lancia Stratos HF prototype was a styling exercise for Bertone. A futuristic design, the Stratos featured a wedge shaped profile that stood just 33 inches from the ground. Since the vehicle was so low, conventional doors could not be used and instead one accessed the interior of the Stratos by a hinged windscreen. Drivers had to flip up the windscreen and walk into the vehicle. Once inside, visibility was quite restricted since the front windscreen was narrow. The cockpit of the Lancia Stratos was designed specifically for fast forest flying.
The body design was predictably minimal to hold down weight and bulk with its most distinctive features being semi-concealed A-pillars and a door beltline that sharply upswept to the top of the daylight opening. The shape of the resulting unbroken expanse of glass gave the tunnelback roof the appearance of a futuristic crash helmet.
The main body structure was steel, like the chassis, and weight-saving fiberglass was used for tilt-up nose and tail sections. A small box above and behind the powertrain was where cargo space was held. Bins were also molded into the interior door panels for storing helmets.
The same engine utilized on the Lancia 1600 HF Fulvia was used on the Bertone designed Lancia Stratos Zero prototype. A triangular shaped panel hinged upwards to allow access to the mid-mounted engine. Developed for rallying purposes, the legendary Lancia Stratos was unveiled in 1974. The production vehicle Stratos was powered by a 2.4 liter mid-mounted V6 from the Ferrari Dino.
Like no other Lancia before or after, the Lancia Stratos was a shock that left enthusiasts and rally fans breathless. For almost a decade the Stratos streaked across the rally landscape much like a brilliant comet, while discarding past principles, it also fearlessly represented something undeniably new. A phenomenal rally car, the Lancia Stratos set an example to every other car manufacturer in the world. The first viable purpose-built rally car ever built, the Stratos was probably the last purpose-built rally car.
Created by the Bertone coachbuilding company, the Stratos was both radical, yet fully functional. Fiorio realized that for Lancia to continue to compete in the World Rally Championship, the Fulvia HF would need a much more powerful replacement. A the time, four-wheel drive was not an option, so a mid-engined configuration seemed ideal. To reinforce Fiori's convictions, the Bertone show car was featured soon after with a mid-engine Fulvia V4.
The introduction of the Ford mid-engine purpose-built GT70 rally car at the 1971Brussels Motor Show was what truly inspired the impetus behind the Stratos proect. It was after this appearance that Lancia's general manager, Pierugo Gobbato contacted Nuccio Bertone. Though the GT70 was actually never put in production by Ford, it was this that sparked the inspiration of the Lancia Stratos.
As always, there was a minimum production requirement, 500 units for the Lancia Stratos. This was an awkward figure that would necessitate funds for at least semi-permanent tooling as well as design and development. This was a job well suited to the Italian industry. Fiorio masterminded the project, and he envisioned a short, wide coupe with transverse midships drivetrain. Bertone was immediately contracted to style the vehicle and built its unit body/chassis structure.
43 months passed in between the time of conception to the actual birth of the Lancia Stratos. The vehicle was developed to take over and make Lancia the outright world rally champ. The Stratos was both short and wide, with a wheelbase of only 7 feet 1.8 inches, the width of the vehicle was only 5 feet 8.9 inches. Weighing only 1958 lbs, the Stratos was only 3 feet 7.9 inches high. Able to easily exceed 140 mph, the Stratos featured 190 horsepower in roadgoing trim.
Having studied every possible powerteam in the Fiat/Lancia group, Fiorio secured 2.4 liter V-6s and 5-speed transaxles from Ferrari, which was an ideal chouse as they'd be installed exactly as the Dino 246. All-independent suspension, rack-and-pinion steering and four-wheel disc brakes were all specifically designed for the Lancia Stratos.
After 1978 the Stratos was officially retired and no longer was officially entered by the Lancia factory, the vehicle was still going strong. The Lancia team was headed by by Sandro Munari who won its first event as a homologated entry in October of 1974. Mun ari entered alone 40 events with the Lancia Stratos and won 14. The Stratos also won the World Rally Championship in 1974, 1975, and 1976 and remained competitive for another four years. The final major win came in 1979 when a Lancia Stratos entered by the Monaco importer won the famed Monte Carlo Rally. Finally the factory retired the Stratos.
By Jessica Donaldson
[Text from ConceptCarz.com]
www.conceptcarz.com/z21737/Lancia-Stratos-HF.aspx
This Lego miniland-scale Lancia Stratos Rally Racer has been created for Flickr LUGNuts' 100th Build Challenge - our Centenary, titled 'One Hundred Ways to Win!'. In this challenge, a list of 100 challenges is available, kept by the admins. Individuals wishing to enter, request a number from 1-100 (so long as it has not already been requested) - and the admins assign the individual build challenge associated with that number.
In the case of admins entering models - they request that a general LUGNuts member assigns a number - and the admin must build to that challenge number.
In this case, the number 78 was chosen for me, corresponding to the challenge: '78.Any vehicle from the year you were born'. I was born in 1972, the year that the first Stratos rally cars were built, entering in the Rally Championship as Group 5 (un-homologated) entries.
The road cars required to homologate for Group 4 were built through 1973 to 1978.
As can be seen in some of the images here, not only does the car open and close (a real challenge when you look at the chassis), but it also uses the Lego Group RC Rollerskate - so it can zoom around under its own power.
the long corridors of Munich airport have this 'colour coded' lighting that turns them into a futuristic design object (the colours may, in fact, signify something, come to think of it - or just serve as aide-memoire to find one's way back to a terminal?)
ERF KV Series 54G 4x2 Dropside (1962) Engine Gardner 100 Diesel
Livery P and J Cotton, Vintage Machinery, Farndon, Cheshire
Registration Number 328 XMA (Cheshire)
ERF ALBUM
www.flickr.com/photos/45676495@N05/albums/72157623665035629
The KV was a radical change for ERF, designed by Dennis Foden who had recently become Managing Director, along with Gerald Broadbent of Sandbach coachbuilders J H Jennings and the ERF Chief Engineer Ernest Sherratt the new Kleer Vue cab (KV) was heralded as a futuristic design with its use of curved glass, on of the first applications in the truck industry and one that created challenges for glass manufacturer Triplex.. It prove popular with operators with its rounded shape and trusty Gardner engine
Diolch am 94,108,591 o olygfeydd anhygoel, mae pob un yn cael ei werthfawrogi'n fawr.
Thanks for 94,108,591 amazing views, every one is greatly appreciated.
Shot 28.05.2022 at Smallwood Steam Rally. Cheshire REF 160-144
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In the 1960s Ferrari's Prototipo 'P series' sports car racers proved highly successful in terms of races won and imaginations captured. Of course speed rather than beauty was the goal of these cars, yet the two were seemingly inexorable at a time when intuition was a guiding principle. The P4, designed by Mauro Forghieri and William Casoli was both a zenith and nadir of the genre – perhaps the most beautiful, yet also increasingly outdated at a time when aerodynamics were coming to the fore.
And so Ferrari commissioned Pininfarina to explore advanced aerodynamics for the 250 P5. Young recruit Leonardo Fioravanti was chosen to design the car because of his mechanical engineering education at the Politecnico di Milano where his studies focused on aerodynamics and car body design.
Revealed at the 1968 Geneva motor show, the P5 won immediate acclaim for its futuristic design, even if some Ferrari purists grumbled at its perceived departure from Ferrari design orthodoxy. Built on P4 chassis number 0862, the two-seat coupe featured a three-litre V12 engine mounted in its tail. A walk around the brilliant white car (later repainted red) revealed a design composed of intersecting convex and concave volumes, its ovoid masses contrasting with deeply scalloped recesses for vents and wheel wells.
Revealed at the 1968 Geneva motor show, the P5 won immediate acclaim for its futuristic design, even if some Ferrari purists grumbled at its perceived departure from Ferrari design orthodoxy. Built on P4 chassis number 0862, the two-seat coupe featured a three-litre V12 engine mounted in its tail. A walk around the brilliant white car (later repainted red) revealed a design composed of intersecting convex and concave volumes, its ovoid masses contrasting with deeply scalloped recesses for vents and wheel wells.
The design featured a low, concave front fascia with a narrow slot for ventilation for the radiator. Just above this, integrated into the hood, was a bank of headlamps. Flanking this front assembly were pontoon-like fairings for the front wheels. It seems Enzo Ferrari was not overly impressed with this, referring to it as the “suppository”.
More successful were the Dino-like ventilation scoops with flow vanes integrated into the openings while at the rear a strong character line outlines the top of the wheel opening and then ascends and curves across the deck lid. Underneath this somewhat duck-tailed assembly, a strong composition of horizontal vanes covers the tail-lights and engine ventilation openings. It's clearly a theme Fioravanti was proud of as it was to reappear on his later Testarossa.
The upper body was almost entirely formed of a transparent teardrop canopy, its gullwing doors revealing a spartan composition of two seats, driving controls and little else. Seats were minimally ergonomic and the headrests are built into the firewall that separates the cabin from the engine compartment.
A Gentlemen’s Agreement
As popular as the P5 was on the car show circuit, changing racing rules and the complex and ever-developing programmes at Ferrari soon meant the P5 would not be developed further. Indeed, Fioravanti and his team were already working on a successor, the P6.
As it slowly became public knowledge that P5 was not to be a part of Modena’s future, an unusual request came to Enzo Ferrari from his longtime friend and associate, Dr. Giuseppe Luraghi, Chairman of Alfa Romeo. If Ferrari was not to continue the development of the P5, would he cede the project to his company to develop further? In a move that would be unheard of today, Il Commendatore granted the request.
[Text from CarDesignNews.com]
cardesignnews.com/articles/concept-car-of-the-week/2016/0...
One of Red Funnel line's RED JET fast catamarans passing disused Fawley Power station on it's journey from West Cowes on the Isle of Wight, to Southampton, Hampshire.
The power station is in the process of being demolished and is currently being used for the storage and painting of wind turbine blades manufactured on the Isle of Wight by VESTAS
Note the futuristic design of the control room on the left.
Picture: Grand National Theatre of China (designed by: Paul Andreu)
Location: Beijing, China
The National Centre for the Performing Arts (Chinese: 国家大剧院), formerly known as the National Grand Theatre[1], and colloquially described as The Egg, is an opera house in Beijing, China. The Centre, an ellipsoid dome of titanium and glass surrounded by an artificial lake, seats 6,500 people in three halls and is 200,000 m² in size. It was designed by French architect Paul Andreu. Construction started in December 2001 and the inaugural concert was held in December 2007.
The exterior of the theater is a titanium accented glass dome that is completely surrounded by a man-made lake. It is said to look like an egg floating on water. It was designed as an iconic feature, something that would be immediately recognizable, like the Sydney Opera House.
The dome measures 212 meters in east-west direction, 144 meters in north-south direction, and is 46 meters high. The main entrance is at the north side. Guests arrive in the building after walking through a hallway that goes underneath the lake. The titanium shell is broken by a glass curtain in north-south direction that gradually widens from top to bottom.
The location, immediately to the west of Tiananmen Square and the Great Hall of the People, and near the Forbidden City, combined with the theatre's futuristic design, created considerable controversy.[1] Paul Andreu countered that although there is indeed value in ancient traditional Chinese architecture, Beijing must also include modern architecture, as the capital of the country and an international city of great importance. His design, with large open space, water, trees, was specially designed to complement the red walls of ancient buildings and the Great Hall of the People, in order to melt into the surroundings as opposed to standing out against them.
Source from Wikipedia: en.wikipedia.org/wiki/National_Centre_for_the_Performing_...
Torre de Collserola is a uniquely designed tower located on the Tibidabo hill in the Serra de Collserola, in Barcelona, Spain. It was designed by architect Sir Norman Foster, and built in 1991 for the 1992 Summer Olympics. It features a pod for floor space like many towers but uses guy wires for lateral support like a mast. Mainly used as a TV and radio transmitter, this futuristic design provides the highest viewpoint over the city. The top antenna reaches 288.4m (946 ft) and the top of the pod, which has thirteen floors, reaches 152m (499 ft).
The tenth floor of the pod is open to the public (Wikipedia).
Panorama HDR from five bracketed exposures (1EV step), handheld.
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La Torre de Collserola es una torre de comunicaciones situada en el Pico de la Vilana (445 m), cerca del Tibidabo (sierra de Collserola), en el municipio de Barcelona. Desde aquí se realizan la mayoría de los enlaces audiovisuales del área metropolitana y la provincia. Esta torre de diseño futurista dispone de un mirador público en el nivel 10 desde donde se divisa la ciudad de Barcelona. Tiene una altura de 288,4 metros y fue diseñada por el arquitecto británico Norman Foster y los ingenieros de caminos Julio Martínez Calzón y Manuel Julià Vilardell (Wikipedia).
Panorama HDR generado de un horquillado de cinco exposiciones (paso de 1EV), sin trípode.
The GM Stiletto was introduced to the public at the 1964 New York World’s Fair. Its low, sharp, elongated silhouette with partially hidden wheels gave it a hovering appearance. It had a unique steering system inspired by aircraft, a rearview camera with a live feed to a cockpit screen, automatic climate control, ultrasonic sensors to detect the distance to incoming obstacles, and a speaker system for both internal and external communications. The dashboard had an advanced instrument cluster consisting of 29 controls, 16 gauges and 30 flashing lights. It also had an early version of what we might now call an AI assistant.
The GM Stiletto was never intended for mass production. It was designed purely as a concept car to showcase futuristic design and technology. The car didn’t even have a powertrain or operable steering and suspension systems. The purpose was to push the boundaries of automotive design without the constraints of practicality, safety, or feasibility.
[Sources: Wikipedia and AutoRevolution.com]
The Montjuïc Communications Tower, also known as the Torre Calatrava, is a striking architectural structure located in the Olympic Park of Montjuïc in Barcelona, Spain. Designed by the renowned architect Santiago Calatrava, the tower was constructed between 1989 and 1992. Its futuristic design, representing an athlete holding the Olympic flame, has become an iconic symbol of the city. The tower also serves as a functional element, transmitting television coverage of the 1992 Olympic Games.
Chengdu, Sichuan province, China - March 29, 2024 : Gaoxin sport center with a unique, futuristic design. The center is located in the south of the city and is surrounded by trees and other greenery. The sky is blue and the sun is shining
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Unleash your dark side with our new Cybergoth doll, featuring a sleek, futuristic design and a mesmerizing swinging backbone that adds an edgy, dynamic twist to your allure.
Fatpack 10 colors and variants also sold individually.
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Based on a Custom 1957 Cadillac with a unique roll bar.
approx 1/64 scale diecast.
Part of the 'HW Designer Dreamz' series.
Produced from 2000 to 2005.
4-wheel steering (check the link) and some futuristic design in one package! Keep roaming...
phantoms.su/uploads/monthly_2018_05/large._draft.jpg.d46a...
Está feita conducindo así que non puden coller nada mellor...en todo caso creo que se aprecia que é moi grande...
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Está hecha conduciendo así que no pude hacer nada mejor...en todo caso creo que se aprecia que es muy grande...
A big success by any standard both in and out of competition, the Lancia Stratos was developed as a homologation Special for European rallying. After production ceased it became a cult car and is now highly priced as the ‘modern classis' it is. Conceived strictly for rallying, the Lancia Stratos however makes an exciting road car, though it is very far from GT standards in both luxury and refinement.
The concept vehicle responsible for providing the inspiration for the Lancia Stratos Rally car is the Lancia (Bertone) Stratos. The Stratos featured a 1584 cc V4 DOHC with 115 bhp horsepower at 200 rpm. Designed by Marcello Gandini, the same designer responsible for the Lamborghini Countach and Lamborghini Miura, the Stratos concept was a development of the Bertone designed Alfa Romeo Carabo concept from 1968. The Carabo concept was also a Gandini creation.
First revealed at the Turin Motor Show in October of 1970, the Lancia Stratos HF prototype was a styling exercise for Bertone. A futuristic design, the Stratos featured a wedge shaped profile that stood just 33 inches from the ground. Since the vehicle was so low, conventional doors could not be used and instead one accessed the interior of the Stratos by a hinged windscreen. Drivers had to flip up the windscreen and walk into the vehicle. Once inside, visibility was quite restricted since the front windscreen was narrow. The cockpit of the Lancia Stratos was designed specifically for fast forest flying.
The body design was predictably minimal to hold down weight and bulk with its most distinctive features being semi-concealed A-pillars and a door beltline that sharply upswept to the top of the daylight opening. The shape of the resulting unbroken expanse of glass gave the tunnelback roof the appearance of a futuristic crash helmet.
The main body structure was steel, like the chassis, and weight-saving fiberglass was used for tilt-up nose and tail sections. A small box above and behind the powertrain was where cargo space was held. Bins were also molded into the interior door panels for storing helmets.
The same engine utilized on the Lancia 1600 HF Fulvia was used on the Bertone designed Lancia Stratos Zero prototype. A triangular shaped panel hinged upwards to allow access to the mid-mounted engine. Developed for rallying purposes, the legendary Lancia Stratos was unveiled in 1974. The production vehicle Stratos was powered by a 2.4 liter mid-mounted V6 from the Ferrari Dino.
Like no other Lancia before or after, the Lancia Stratos was a shock that left enthusiasts and rally fans breathless. For almost a decade the Stratos streaked across the rally landscape much like a brilliant comet, while discarding past principles, it also fearlessly represented something undeniably new. A phenomenal rally car, the Lancia Stratos set an example to every other car manufacturer in the world. The first viable purpose-built rally car ever built, the Stratos was probably the last purpose-built rally car.
Created by the Bertone coachbuilding company, the Stratos was both radical, yet fully functional. Fiorio realized that for Lancia to continue to compete in the World Rally Championship, the Fulvia HF would need a much more powerful replacement. A the time, four-wheel drive was not an option, so a mid-engined configuration seemed ideal. To reinforce Fiori's convictions, the Bertone show car was featured soon after with a mid-engine Fulvia V4.
The introduction of the Ford mid-engine purpose-built GT70 rally car at the 1971Brussels Motor Show was what truly inspired the impetus behind the Stratos proect. It was after this appearance that Lancia's general manager, Pierugo Gobbato contacted Nuccio Bertone. Though the GT70 was actually never put in production by Ford, it was this that sparked the inspiration of the Lancia Stratos.
As always, there was a minimum production requirement, 500 units for the Lancia Stratos. This was an awkward figure that would necessitate funds for at least semi-permanent tooling as well as design and development. This was a job well suited to the Italian industry. Fiorio masterminded the project, and he envisioned a short, wide coupe with transverse midships drivetrain. Bertone was immediately contracted to style the vehicle and built its unit body/chassis structure.
43 months passed in between the time of conception to the actual birth of the Lancia Stratos. The vehicle was developed to take over and make Lancia the outright world rally champ. The Stratos was both short and wide, with a wheelbase of only 7 feet 1.8 inches, the width of the vehicle was only 5 feet 8.9 inches. Weighing only 1958 lbs, the Stratos was only 3 feet 7.9 inches high. Able to easily exceed 140 mph, the Stratos featured 190 horsepower in roadgoing trim.
Having studied every possible powerteam in the Fiat/Lancia group, Fiorio secured 2.4 liter V-6s and 5-speed transaxles from Ferrari, which was an ideal chouse as they'd be installed exactly as the Dino 246. All-independent suspension, rack-and-pinion steering and four-wheel disc brakes were all specifically designed for the Lancia Stratos.
After 1978 the Stratos was officially retired and no longer was officially entered by the Lancia factory, the vehicle was still going strong. The Lancia team was headed by by Sandro Munari who won its first event as a homologated entry in October of 1974. Mun ari entered alone 40 events with the Lancia Stratos and won 14. The Stratos also won the World Rally Championship in 1974, 1975, and 1976 and remained competitive for another four years. The final major win came in 1979 when a Lancia Stratos entered by the Monaco importer won the famed Monte Carlo Rally. Finally the factory retired the Stratos.
By Jessica Donaldson
[Text from ConceptCarz.com]
www.conceptcarz.com/z21737/Lancia-Stratos-HF.aspx
This Lego miniland-scale Lancia Stratos Rally Racer has been created for Flickr LUGNuts' 100th Build Challenge - our Centenary, titled 'One Hundred Ways to Win!'. In this challenge, a list of 100 challenges is available, kept by the admins. Individuals wishing to enter, request a number from 1-100 (so long as it has not already been requested) - and the admins assign the individual build challenge associated with that number.
In the case of admins entering models - they request that a general LUGNuts member assigns a number - and the admin must build to that challenge number.
In this case, the number 78 was chosen for me, corresponding to the challenge: '78.Any vehicle from the year you were born'. I was born in 1972, the year that the first Stratos rally cars were built, entering in the Rally Championship as Group 5 (un-homologated) entries.
The road cars required to homologate for Group 4 were built through 1973 to 1978.
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My first image from my ongoing project, Black and White City. I will be posting a few of them in the following days, hope you like them.
Jan Kaplický ( /ˈjæn ˈkæplɪtski/; Czech: [ˈjan ˈkaplɪt͡skiː]; 18 April 1937 – 14 January 2009) was a world-renowned Czech architect who spent a significant part of his life in the United Kingdom. He was the leading architect behind the innovative design office, Future Systems. He was best known for the futuristic Selfridges Building in Birmingham, England, and the Media Centre at Lord's Cricket Ground in London. In February 2007, he won the international architectural competition for the new building of the National Library of the Czech Republic in Prague, a project that was subsequently cancelled.
en.wikipedia.org/wiki/Jan_Kaplick%C3%BD
Kaplicky in Black and White
Kaplicky in Black and White
The Space Needle is one of the most recognizable landmarks in the world and is a treasured Seattle icon. Built for the 1962 World’s Fair—the Century 21 Exposition whose theme was “The Age of Space”—the tower’s futuristic design was inspired by the idea that the fair needed a structure to symbolize humanity’s Space Age aspirations. Since its grand opening on April 21, 1962, the landmark continues to symbolize the innovative and forward-thinking spirit of Seattle. Located at Seattle Center, the Space Needle stands at 605’ tall and is one of the most photographed structures in the world
El Gran Teatro Nacional de China, también conocido como «El Huevo», es un teatro de ópera en Pekín (República Popular China). Abrió sus puertas en junio de 2007. El arquitecto francés Paul Andreu fue el encargado de diseñarlo, con una planificación de coste inicial de unos 2.688 millones de yuanes. El teatro puede acoger hasta 6.500 personas en sus 200.000 m² de superficie.
El exterior del teatro es una cúpula de titanio y cristal completamente rodeada por un lago artificial. Se dice que parece un huevo flotando en el agua. Los invitados acceden al edificio después de caminar a través de un vestíbulo que discurre por debajo del lago. Fue diseñado como un icono, algo que fuese inmediatamente reconocible, como la Ópera de Sídney en Australia.
La ubicación, inmediatamente al oeste del Gran Salón del Pueblo y cerca de la Ciudad Prohibida, no era la opción más popular. Algunos piensan que el diseño general es demasiado moderno. Paul Andreu contestó que aunque en China existe un sentimiento especial acerca de la arquitectura tradicional, Pekín debe incluir diseños de arquitectura modernos debido a su condición capital del país y ciudad internacional de gran importancia. Su diseño, de gran superficie, agua, árboles y otros elementos, fue confeccionado para ser complementario a las paredes rojas de los antiguos edificios y del Gran Salón del Pueblo, además de fundirse bien con los alrededores. Aun así, muchos ciudadanos creen que el contraste es demasiado grande y no pega con los alrededores.
Se anunció que el 70% de las entradas se venderán a bajo precio para los ciudadanos corrientes, mientras que un 10% de las entradas se venderá a precios relativamente caros para diferentes segmentos del mercado. Para su funcionamiento, el 60% del alto coste de operación se debe subvencionar entre el Gobierno chino y las autoridades municipales de Pekín.
es.wikipedia.org/wiki/Gran_Teatro_Nacional_de_China
The National Centre for the Performing Arts (NCPA) (simplified Chinese: 国家大剧院; traditional Chinese: 國家大劇院; pinyin: Guójiā dà jùyuàn; literally: National Grand Theatre), and colloquially described as The Giant Egg (巨蛋), is an arts centre containing an opera house in Beijing, People's Republic of China. The Centre, an ellipsoid dome of titanium and glass surrounded by an artificial lake, seats 5,452 people in three halls and is almost 12,000 m² in size. It was designed by French architect Paul Andreu. Construction started in December 2001 and the inaugural concert was held in December 2007.
The exterior of the theater is a titanium-accented glass dome that is completely surrounded by a man-made lake. It is said to look like an egg floating on water, or a water drop. It was designed as an iconic feature, something that would be immediately recognizable.
The dome measures 212 meters in east–west direction, 144 meters in north–south direction, and is 46 meters high. The main entrance is at the north side. Guests arrive in the building after walking through a hallway that goes underneath the lake. The titanium shell is broken by a glass curtain in north–south direction that gradually widens from top to bottom.
The location, immediately to the west of Tiananmen Square and the Great Hall of the People, and near the Forbidden City, combined with the theatre's futuristic design, created considerable controversy.[3] Paul Andreu countered that although there is indeed value in ancient traditional Chinese architecture, Beijing must also include modern architecture, as the capital of the country and an international city of great importance. His design, with large open space, water, trees, was specially designed to complement the red walls of ancient buildings and the Great Hall of the People, in order to melt into the surroundings as opposed to standing out against them.
The director of the art committee of the National Centre for the Performing Arts and the standing committee member of the Standing Committee of the Chinese People's Political Consultative Conference, Mr Wu Zuqiang (吴祖强) and the publicist / deputy director of the National Centre for the Performing Arts Mr Deng (邓一江) have announced that 70 percent of the tickets would be sold at low price for ordinary citizens, while 10% of the tickets would be sold at relatively expensive prices for separate market segments, and the 60% of annual operational cost needed to be subsidized by the government would be divided between the central government and the Beijing municipal government.
en.wikipedia.org/wiki/National_Centre_for_the_Performing_...(China)
The Bakelite Travelcade was a touring exhibition. Visitors could watch a hydraulic molding press turning powder into souvenir spoons.
Bakelite is a synthetic plastic developed by Leo Baekeland in Yonkers, New York. It had electrical nonconductivity and heat-resistant properties which made it useful in electrical insulators, radio and telephone casings.
The BMW Welt building has been an architectural landmark in Munich, Germany, since it was completed in 2007. It functions as a splendid display hall for BMW products, as well as a customer delivery facility for new cars and a conference center. It was designed by the highly innovative architectural group Coop Himmelb(l)au.
I visited the building both during the day and at night, and was delighted and highly impressed by the futuristic design, elegant sweeping and curving lines and the unusual surface material that is semi-translucent and makes the building shine both day and night.. The signature feature of the building is this huge vortex-shaped front pod of glass and metal, designed to represent a storm. The building is particularly beautiful at night, when it gleams from the interior lights and external spotlights, and has the exotic look of a huge spaceship.
Evoluon in Eindhoven, The Netherlands. It is a former science museum erected by the electronics and electrical company Philips in 1966. Since its construction, it has become a landmark and a symbol for the city. Nowadays it serves as a conference centre.
The building is unique due to its very futuristic design, resembling a landed flying saucer. The architects only got two demands for the design of the building: it had to be "spectacular" and it had to be possible to hold exhibitions in the building.
In the 1960s and 1970s the Evoluon attracted large visitor numbers, since its interactive exhibitions were a new and unique concept in the Netherlands at that time. But when competing science museums opened in other cities, for example Nemo in Amsterdam, the number of visitors began to decline. After several years of losing money, the original museum closed down in 1989 and the Evoluon was converted into a conference centre, opening in 1998.
The Incheon Tri-Bowl was constructed in commemoration of the ‘Global Fair & Festival 2009 Incheon, Korea’, which was held in the second half of 2009. This art and cultural space (B, F1~ F3) is located in Incheon-si, Yeonsu-gu, Songdo-dong and is the product of over 25 billion won worth of investment. The building is sheathed in gray aluminum that reflects the sunlight during the day and is illuminated by a number of lighting fixtures at night. To get to the building, visitors must cross over a bridge that spans a pool of water 90m wide, 50.5m long, and 30cm deep.
Copyright © 2014 Azihan Yusoff Photography. All rights reserved. Do not copy without my permission. This image is available for purchase. Kindly feel free to contact me at azihanyusoff@gmail.com.
A big success by any standard both in and out of competition, the Lancia Stratos was developed as a homologation Special for European rallying. After production ceased it became a cult car and is now highly priced as the ‘modern classis' it is. Conceived strictly for rallying, the Lancia Stratos however makes an exciting road car, though it is very far from GT standards in both luxury and refinement.
The concept vehicle responsible for providing the inspiration for the Lancia Stratos Rally car is the Lancia (Bertone) Stratos. The Stratos featured a 1584 cc V4 DOHC with 115 bhp horsepower at 200 rpm. Designed by Marcello Gandini, the same designer responsible for the Lamborghini Countach and Lamborghini Miura, the Stratos concept was a development of the Bertone designed Alfa Romeo Carabo concept from 1968. The Carabo concept was also a Gandini creation.
First revealed at the Turin Motor Show in October of 1970, the Lancia Stratos HF prototype was a styling exercise for Bertone. A futuristic design, the Stratos featured a wedge shaped profile that stood just 33 inches from the ground. Since the vehicle was so low, conventional doors could not be used and instead one accessed the interior of the Stratos by a hinged windscreen. Drivers had to flip up the windscreen and walk into the vehicle. Once inside, visibility was quite restricted since the front windscreen was narrow. The cockpit of the Lancia Stratos was designed specifically for fast forest flying.
The body design was predictably minimal to hold down weight and bulk with its most distinctive features being semi-concealed A-pillars and a door beltline that sharply upswept to the top of the daylight opening. The shape of the resulting unbroken expanse of glass gave the tunnelback roof the appearance of a futuristic crash helmet.
The main body structure was steel, like the chassis, and weight-saving fiberglass was used for tilt-up nose and tail sections. A small box above and behind the powertrain was where cargo space was held. Bins were also molded into the interior door panels for storing helmets.
The same engine utilized on the Lancia 1600 HF Fulvia was used on the Bertone designed Lancia Stratos Zero prototype. A triangular shaped panel hinged upwards to allow access to the mid-mounted engine. Developed for rallying purposes, the legendary Lancia Stratos was unveiled in 1974. The production vehicle Stratos was powered by a 2.4 liter mid-mounted V6 from the Ferrari Dino.
Like no other Lancia before or after, the Lancia Stratos was a shock that left enthusiasts and rally fans breathless. For almost a decade the Stratos streaked across the rally landscape much like a brilliant comet, while discarding past principles, it also fearlessly represented something undeniably new. A phenomenal rally car, the Lancia Stratos set an example to every other car manufacturer in the world. The first viable purpose-built rally car ever built, the Stratos was probably the last purpose-built rally car.
Created by the Bertone coachbuilding company, the Stratos was both radical, yet fully functional. Fiorio realized that for Lancia to continue to compete in the World Rally Championship, the Fulvia HF would need a much more powerful replacement. A the time, four-wheel drive was not an option, so a mid-engined configuration seemed ideal. To reinforce Fiori's convictions, the Bertone show car was featured soon after with a mid-engine Fulvia V4.
The introduction of the Ford mid-engine purpose-built GT70 rally car at the 1971Brussels Motor Show was what truly inspired the impetus behind the Stratos proect. It was after this appearance that Lancia's general manager, Pierugo Gobbato contacted Nuccio Bertone. Though the GT70 was actually never put in production by Ford, it was this that sparked the inspiration of the Lancia Stratos.
As always, there was a minimum production requirement, 500 units for the Lancia Stratos. This was an awkward figure that would necessitate funds for at least semi-permanent tooling as well as design and development. This was a job well suited to the Italian industry. Fiorio masterminded the project, and he envisioned a short, wide coupe with transverse midships drivetrain. Bertone was immediately contracted to style the vehicle and built its unit body/chassis structure.
43 months passed in between the time of conception to the actual birth of the Lancia Stratos. The vehicle was developed to take over and make Lancia the outright world rally champ. The Stratos was both short and wide, with a wheelbase of only 7 feet 1.8 inches, the width of the vehicle was only 5 feet 8.9 inches. Weighing only 1958 lbs, the Stratos was only 3 feet 7.9 inches high. Able to easily exceed 140 mph, the Stratos featured 190 horsepower in roadgoing trim.
Having studied every possible powerteam in the Fiat/Lancia group, Fiorio secured 2.4 liter V-6s and 5-speed transaxles from Ferrari, which was an ideal chouse as they'd be installed exactly as the Dino 246. All-independent suspension, rack-and-pinion steering and four-wheel disc brakes were all specifically designed for the Lancia Stratos.
After 1978 the Stratos was officially retired and no longer was officially entered by the Lancia factory, the vehicle was still going strong. The Lancia team was headed by by Sandro Munari who won its first event as a homologated entry in October of 1974. Mun ari entered alone 40 events with the Lancia Stratos and won 14. The Stratos also won the World Rally Championship in 1974, 1975, and 1976 and remained competitive for another four years. The final major win came in 1979 when a Lancia Stratos entered by the Monaco importer won the famed Monte Carlo Rally. Finally the factory retired the Stratos.
By Jessica Donaldson
[Text from ConceptCarz.com]
www.conceptcarz.com/z21737/Lancia-Stratos-HF.aspx
This Lego miniland-scale Lancia Stratos Rally Racer has been created for Flickr LUGNuts' 100th Build Challenge - our Centenary, titled 'One Hundred Ways to Win!'. In this challenge, a list of 100 challenges is available, kept by the admins. Individuals wishing to enter, request a number from 1-100 (so long as it has not already been requested) - and the admins assign the individual build challenge associated with that number.
In the case of admins entering models - they request that a general LUGNuts member assigns a number - and the admin must build to that challenge number.
In this case, the number 78 was chosen for me, corresponding to the challenge: '78.Any vehicle from the year you were born'. I was born in 1972, the year that the first Stratos rally cars were built, entering in the Rally Championship as Group 5 (un-homologated) entries.
The road cars required to homologate for Group 4 were built through 1973 to 1978.
ERF KV Series Flatbed (1961)
Livery F R Somerset, Road Transport and Contractors. Coombs Valley, Chepel en le Frith
Owner R Somerset, Chapel en le Frith
Registration Number SJL 660 (Holland, Lincolnshire)
ERF ALBUM
www.flickr.com/photos/45676495@N05/albums/72157623665035629
The KV was a radical change for ERF, designed by Dennis Foden who had recenctly become Managing Director, along with Gerald Broadben of Sandbach coachbuilders J H Jennings and the ERF Chief Engineer Ernest Sherratt the new Kleer Vue cab (KV) was heralded as a futuristic design with its use of curved glass, on of the first applications in the truck industry and one that created challenges for glass manufacturer Triplex.. It prove popular with operatorswith its rounded shape and trusty Gardner engine
Thankyou for a massive 54,531,272 views
Shot 29.08.2016 at the Shrewesbury Steam Fair REF 121-022
Hurrying through Cosford with a Birmingham to Pwllheli and Aberystwyth service are Arriva Trains Wales Class 158's, 158822 and 158819. At Machynlleth, the train divides and continues separately to the two towns on the Welsh Coast, with one unit travelling the half-hour journey to Aberystwyth, whilst the other winds its way through the Welsh Valleys before reaching Pwllheli 2 hours and 10 minutes later, but only covering a distance of 57 miles!
The Class 158's have become one of the most important part of the semi-fast and inter-regional services of the UK passenger network, operating a variety of local and intercity trains pretty much across the entire length and breadth of the country.
The Class 158's were conceived to replace many of the elderly heritage DMU's from the 1950's that continued to soldier on into the 1980's. Desperate to improve the somewhat archaic reputation of British Rail regional passenger sector Regional Railways, the company began design of units that had a more express-passenger design rather than the previous Class 150 based units which were built largely for the purpose of high capacity suburban use. With a futuristic design, lower density intercity style seating, and being powered by Cummins NTA855R1, these units were the fastest of BREL (British Rail Engineering Limited) units of the 1980's, with a top speed of 90mph.
In all, 182 sets were constructed between 1989 and 1992, with two variations created for differing regional purposes. The first 165 sets were built as two-car units for a majority of the UK network, whilst 17 were built as three-car sets primarily for the higher density West Yorkshire networks around Leeds, York and Sheffield. Distribution of these units was widespread across the entire UK network apart from the South East. Scotrail were the first to receive their units on express services to the Highlands and to replace Push/Pull Loco-hauled services between Glasgow and Edinburgh. Other locations included services across Wales and the South West of England under the brand Alphaline, as well as working on Trans-Pennine operations between Blackpool, Manchester, Liverpool, Leeds, York and Hull. Some units were also hired out by InterCity to operate shorter distance cross country services in the North West of England and on the Southern Region around Portsmouth.
So popular was the design of these units, that Regional Railways ordered too many, and thus had many of the later 3-car sets left as spares. These were sold to Network SouthEast and used on express services between London Waterloo and Exeter to replace ageing loco-hauled stock from 1994. State Railway of Thailand also took an interest, ordering a set of 12 three-car units in 1990 to operate express services in Southeast Asia, these units differing in design with metre-gauge, differing end gangways, additional air conditioning and hinged doors instead of automatic plug-doors. These units continue to operate today, and have recently undergone a major refurbishment in 2011.
Upon privatisation, the fleet has remained largely where it was originally, but with some changes to the fleets and their usage. The class is still the mainstay of long-distance operations in Scotland under Scotrail, whilst Arriva Trains Wales works these units around Wales and the Midlands. First Great Western employ these units on operations between Cardiff, Bristol and Portsmouth, converting several sets into 3-cars by splitting some sets into centre carriages. First Trans-Pennine Express replaced their Class 158's with Class 185 Desiro units in 2006, sending their fleet south to Southwest Trains where 30 sets were converted to Class 159's. Northern Rail continue to operate sets on their Trans-Pennine services between Blackpool and York, as well as on the South and West Yorkshire passenger network. Probably the most lengthy uses of these trains is with East Midlands Trains, who work the sets between Liverpool and Norwich via Manchester and Peterborough, as well as on a variety of routes around Nottingham and Lincoln.
All units are today still in use, and provide an important part of the UK railway network, maintaining a busy but useful life.
A view of the new (it opened last year) Kings Cross Tunnel Light Wall, which is 90m long.
The left side (as viewed here) is entirely composed of LED lighting panels. They are capable of producing any colour...but while I was there, they remained resolutely white.
Ah well...I'm sure I can manage another visit on a future trip to London. :-)
It's quite a futuristic design and has been described as the 'Star Trek Tunnel'.
Dongdaemun Design Plaza (DDP).
Un centro culturale situato nel quartiere Dongdaemun ed è un importante punto di riferimento dello sviluppo urbano di Seoul.
È stato progettato dagli architetti Zaha Hadid e Samoo, con un design tipicamente neofuturistico caratterizzato da forme curve, levigate e allungate.
Il centro è composto da una piazza, un parco multiuso costruito vicino ai resti delle mura della fortezza che circondava l'antica Seoul, vari locali e centri commerciali, spazi espositivi di vario genere e zone pedonali.
Esteticamente si distingue per la costruzione della facciata con calcestruzzo rivestito con una superficie in acciaio e alluminio ad effetto specchiato.
Internamente vi è un giardino composta da 25 550 "rose e fiori elettronici" artificiali che si illuminano attraverso dei LED.
Il DDP è stato uno dei motivi principali della designazione di Seoul come World Design Capital nel 2010.
La costruzione è iniziata nel 2009 ed è stata ufficialmente inaugurata il 21 marzo 2014.
Dongdaemun Design Plaza (DDP).
A cultural center located in the Dongdaemun district and is an important landmark of the urban development of Seoul.
It was designed by architects Zaha Hadid and Samoo, with a typically neo-futuristic design characterized by curved, smooth and elongated shapes.
The center consists of a plaza, a multipurpose park built near the remains of the fortress walls that surrounded ancient Seoul, various venues and shopping centers, exhibition spaces of various kinds and pedestrian areas.
Aesthetically it stands out for the construction of the facade with concrete covered with a steel and aluminum surface with a mirrored effect.
Inside there is a garden composed of 25,550 artificial "electronic roses and flowers" that light up with LEDs.
The DDP was one of the main reasons for the designation of Seoul as World Design Capital in 2010.
Construction began in 2009 and was officially inaugurated on March 21, 2014.
IMG20240426162230m
Dongdaemun, Seoul, "Dongdaemun Design Plaza", DDP, Seul
The Lincoln Futura made its official public debut on January 8, 1955, at the Chicago Auto Show, after being shown to the press earlier that week. Beyond auto shows, the Futura had a significant impact on pop culture. It was modified by Hollywood customizer George Barris into the Batmobile for the 1966 TV series “Batman.” The car was also featured in the 1959 movie “It Started with a Kiss,” starring Debbie Reynolds and Glenn Ford.
The Lincoln Futura was designed by Ford’s lead stylists, Bill Schmidt and John Najjar, and was hand-built by Ghia in Turin, Italy. It boasted a 300-horsepower V-8 engine, push-button transmission controls, and a distinctive double-dome canopy roof. Its body style was a 2-door coupe with a front engine, rear-wheel-drive layout. Its original pearlescent finish was created using ground fish scales to achieve a shimmering effect.
The styling elements of the Futura, such as its headlights and tailfins, influenced the design of production Lincolns in the following years, and its concave front grille inspired the grille on the 1960 Mercury Monterey and the 1960 Ford Galaxie. [Sources: Wikipedia and Bing Copilot]
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I took this picture of the Duke Energy Center in downtown Charlotte, NC. By deliberately shaking the camera, I created a dynamic effect that distorts the skyscraper's sleek lines and reflective surfaces. The result is a unique and almost abstract interpretation of modern architecture, emphasizing the interplay of light and reflections in the urban landscape.
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