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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.
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...
Would you like to go to the cinema?
This MOC ist built in a very characteristc shape as you can probably tell. The triangle shaped building was a real challenge to built. As the house is a cinema I found it appropriate to make a part of the wall with some banner ads to save some lego bricks. On top of the cinema there is a luxury penthouse with swimming pool and perfect view over the city.
Rumors of an entry-level Ferrari powered by a six-cylinder engine have been circulating around the media for nearly a decade. Ferrari's chairman Luca di Montezemolo settled the matter once and for all by saying bluntly that there will be no entry-level Ferrari: "A small and cheap Ferrari is not a Ferrari - basta!"
Brand DNA aside, di Montezemolo pointed out that the Ferrari California (picture) has been a runaway success so there is no need for an entry-level model.
Ferrari wishes to remain a pure sports car manufacturer and will not expand its lineup with mainstream models such as a SUV and a four-door sedan.
Current range Ferrari GT & Sportcars:
LaFerrari
LaFerrari: passion, technology, futuristic design and exclusivity. "LaFerrari", the eagerly awaited new model in the limited edition series from the Prancing Horse - of which only 499 examples will be built and more than twice the number of requests has already been received – is still the undisputed start at the Geneva Car Show on the second day, the show is open to the public.
963 bhp for the first hybrid in the history of the Prancing Horse with an absolute record performance: from 0 to 100 km/h in less than 3 seconds and from 0 to 200 km/h in less than 7. Compared to the Enzo the "LaFerrari" consumes less while the Co2 emission has been lowered by 50%.
The new car is a synthesis of the brand’s values, just like Chairman Luca di Montezemolo said during the presentation of the "LaFerrari". “It is the highest expression of excellence of our company: technological innovation, performance, futuristic style, driving pleasure. It is an extraordinary car, destined to our collectors. A car with technical solutions, which in the future will be integrated in our range and which are the benchmark for the entire sector. "LaFerrari" represents the best planning and building capacities in our Company, including those acquired in Formula One, knowledge, unique in the world.”
F12berlinetta*
The F12berlinetta not only ushers in a whole new generation of Prancing Horse 12-cylinders but is also the most powerful and high performance Ferrari ever built.
The F12berlinetta’s 200-bar, direct-injection 6262 cc 65° V12 delivers absolutely unprecedented performance for a naturally aspirated 12-cylinder engine in terms of both power and revs. It has a maximum power output of 740 CV at 8250 rpm, while its specific power output is 118 CV/l, a record for this kind of engine. Responsiveness and strong pick-up are assured by maximum torque of 690 Nm, 80 per cent of which is already on tap at 2500 rpm.
Exceptional strides have also been made with regard to fuel consumption and emissions both of which have been slashed by 30% to 15l/100 km and 350 g/km of CO2, making the F12berlinetta a benchmark for its reference segment.
Its wheelbase is also shorter, the engine and driver seat have been lowered and the rear in more compact thanks to the new suspension and gearbox layout. It is a shorter, lower and narrower car than the previous V12 coupé. Weight distribution is ideal too (54% at the rear) while the centre of gravity is lower and has been moved rearwards in the chassis.
* F12berlinetta receives “Best Sports Car” award from Czech edition of Auto Motor und Sport
The readers of the Czech edition of the prestigious German car magazine Auto Motor und Sport have crowned the F12berlinetta “Best Sports car” in the traditional “Best cars” poll.
It is not the first success of Ferrari brand in the ranking as in previous years Ferrari 458 Italia in 2012 and Ferrari California in 2011 won national awards for “Best Sports car” and “Best Cabrio”. It should also be noted that Ferrari cars dominated the category “Sports car” this year with three models in the top five. Besides winning the category with the F12berlinetta, the FF and 458 Italia were amongst the top five in the sports cars ranking.
FF**
Ferrari FF Revolutionary 12-cylinder. The FF: the Ferrari Four. Four as in four-wheel drive. Four as in the four comfortable seats that cocoon driver and occupants alike.
**Apple and Ferrari: first steps together. Apple and Ferrari are two top brands, known worldwide beyond their fields. Now they started working together on products.
The first result of this collaboration debuted at the Geneva Car Show: the FF, the first Ferrari with 4-wheel-drive, as of today offers a tight integration of the world of Apple thanks to direct access to the infotainment system through the vocal command technogy Siri Eyes Free. Furthermore passengers in the back of the FF can enjoy films, play the latest video games or navigate on the Internet, thanks to two iPad Mini integrated in the backrest.
When last November Apple Senior Vicepresident Internet Software and Service Eddy Cue joined Ferrari's board of directors, Chairman Luca di Montezemolo said that his experience would become very useful: in Geneva we've now seen the first results.
458 Spider
The 458 Spider ushers in a whole new generation of Ferrari convertibles. An effortless marriage of technology, design and beauty, it is also the first car ever to combine a mid-rear engine with a retractable folding hard top that delivers both unprecedented in-cabin comfort when closed and unparalleled Spider performance.
A story that changes with the times but which also continues a glorious tradition founded in great part on fabulous open-top cars designed for hot sunny days: Spiders, Cabriolets and Barchettas. All cars that are spectacularly wonderful to drive because having just the open sky above you as you grip the wheel has a unique and truly unforgettable emotional impact: hearing the engine’s soundtrack, feeling the car’s speed, having the perfumes of the world swirl around you.
The Ferrari 458 Spider offers a whole new set of emotions and adds a genuine sense of sportiness and power to weekend trips à deux. A clever mix of sounds supplied by the car’s 570 horse power incorporates just the right notes, turning it into music to your ears: music that acts as a brilliant soundtrack not only to the pleasure of driving a Prancing Horse car but in-car chat.
458 Italia
The multi-award-winning 458 Italia. The Ferrari 458 Italia continues to go from strength to strength and has garnered over 30 international awards in its short career. Yesterday, it added two further plaudits to that collection at the International Engine of the Year Awards when its V8 was voted “Best Performance Engine” and “Best Engine Above 4 Litres”.
The success being enjoyed by the 458 Italia with both critics and public alike crosses all borders– it has won awards in a host of different nations from the USA to the Far East and Europe. In the US, the mid-rear V8 was named "World Performance Car of the Year". It was also named “Car of the Year” by the Robb Report.
Ferrari California
Ferrari California 30. Having enjoyed worldwide success throughout its career, the new evolution of the Ferrari California is characterised by the number 30. That’s 30 as in the fact that it is 30 kilos lighter and 30 horse power more powerful.
The California’s V8 now punches out a maximum of 490 hp with maximum torque climbing to 505 Nm at 5000 rpm, thanks to new exhaust manifolds and engine mapping. Its torque curve has also been modified and is higher across the engine’s generous rev range too.
2012 financial results reveal best year in Ferrari history
- Revenues: 2.433 billion euro (+ 8%)
- Cars delivered: 7,318 (+ 4.5%)
- Trading profit: 350 million euro (+ 12.1%)
- Net profit: 244 million euro (+17.8%)
- Industrial net cash position: over one billion euro
- Record sales in USA, China, Germany and Great Britain
- Operating margin on Brand-related activities up by 40%
In 2012 Ferrari posted records results in its best ever trading period in the company’s 66-year history. This fact was confirmed when the Ferrari Board of Directors met today under the chairmanship of Luca di Montezemolo to examine the company’s end-of-year results.
All the main economic indicators exceeded the previous records set in 2008 despite a much poorer world economic backdrop.
A total of 7,318 road cars were delivered to the dealership network in 2012 (+4.5 per cent on 2011), while revenues of 2.433 billion euro (up 8 per cent) were recorded.
Trading profit jumped by 12.1 per cent to 350 million euro, with net profits coming in at just under 244 million euro (+17.8 per cent) and ROS (Return on Sales) of 14.4 per cent which is very much on a par with the top companies in the luxury sector.
The company made significant investments over the last 12 months which, including Research and Development, amounted to 324.3 million euro (up from 280 million euro in 2011). This investment was completely self-financed thanks to the company’s consistent cash flow generation, a fact confirmed by its industrial net cash position for 2012 of over one billion euro.
“We are all enormously proud of ending the year with these kinds of results despite the unfavourable economic backdrop in many European nations, and the distinctly hostile one in Italy,” declared Chairman Luca di Montezemolo. “The credit for this goes to the men and women in Ferrari, the strength of the brand, a very complete and highly innovative range, and our gradual expansion into automotive markets worldwide.”
The 2012 results are in line with the company’s geographical sales distribution plan which is divided into equal parts between America, Asia and Europe, including the Middle East. To further boost its presence on the various markets, Ferrari has reorganised its commercial network so that it now has four coordination centres: America, Europe and the Middle East, Greater China, Far East.
Ferrari enjoyed record sales in the USA in 2012 with deliveries there exceeding the 2,000-car mark for the first time (2,058), an increase of 14.6 per cent (Canada included).
Europe performed very impressively with deliveries in Great Britain up by 20.4 per cent (673 cars), and by 17.4 per cent in Switzerland (357). Germany (750 cars, +8.2 per cent) confirmed its position as Ferrari’s most important market in Europe, while other main Countries in the area ended the year in line with 2011.
Results from Italy couldn’t have been more different: despite performing better than the average in a sector that registered a 60 per cent drop in sales in 2012, Ferrari ended the year with 318 cars delivered to dealerships, a 46 per cent decrease on the 2011 figure.
The positive trend in the Middle East and Africa continued with an increase of 4.5 per cent with deliveries of cars rising to 556.
Greater China (People’s Republic of China, Hong Kong and Taiwan) retained its position as the second largest market with a record 784 cars delivered (+4 per cent), just under 500 of which went to China. Japan, a long-established Ferrari market, made a significant return to double-figure growth (+ 14.4 per cent), with 302 cars delivered.
The results delivered by brand-related activities (Retail, Licensing and e-commerce), which underwent reorganisation in 2012, were excellent too, showing a 40 per cent increase in operating margin to over 50 million euro.
Retail results were up 5 per cent, thanks also to a new interior design concept which will be extended to the 50 Ferrari Stores around the world.
Growth was impressive too in licensing (+22 per cent), while e-commerce revenues were in excess of seven million euro (+31 per cent). Ferrari enjoys a particularly extensive presence on the various web channels and social networking sites, having recently passed the 10 million fan mark on Facebook.
On the sponsorship front, the Scuderia welcomed its first Chinese partner, Weichai Power, whose parent company, the Weichai Group, is one of China’s largest conglomerates. Ferrari also strengthened its links with other companies that lead the world in their respective sectors, including Hublot, Kaspersky Lab and TNT.
Aldar headquarters building in Abu Dhabi, UAE, is the first circular building of its kind in the Middle East. The distinctive building was voted the “Best Futuristic Design” by The Building Exchange (BEX) Conference held in Spain. The shape of this building is achieved through the use of structural diagrid, a diagonal grid of steel
Aldar headquarters building in Abu Dhabi, UAE, is the first circular building of its kind in the Middle East. The distinctive building was voted the “Best Futuristic Design” by The Building Exchange (BEX) Conference held in Spain. The shape of this building is achieved through the use of structural diagrid, a diagonal grid of steel
第31回なにわ淀川花火大会から、「 未来のデザイン～6ヵ所ワイド水中花火と10号八重芯変化菊」。
"Futuristic design" in 31st Naniwa Yodogawa Fireworks Festival.
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Rose Seidler house in Wahroonga, built by architect Harry Seidler in 1948. Very modern and futuristic design at that time!
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.
Departing Peterborough with the 1R98 Norwich to Liverpool Lime Street is East Midlands Trains Class 158, 158847.
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.
E.N.A.S.A. - Barcelona
(Empresa Nacional de Autocamiones S.A.)
Chassis n° 0102.150.0121
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 insert. The most remarkable design feature is the dome, or cupula-shaped rear window, hence Cúpula 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 color 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 tht 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'.
2,5 Liter
V8
165 HP
Louwman Museum
Den Haag - The Hague
Nederland - Netherlands
Augustus 2016
The Lagonda All-Terrain Concept is a near future study that continues the evolution of a design language that could be seen in production Lagonda models as soon as 2022. Where the Lagonda Vision Concept shown at last year’s Geneva motor show was purely focused on road travel, this new vehicle broadens Lagonda’s horizons. It appeals to a pioneering spirit of adventure and such is its futuristic design that you could just as easily imagine it roaming the surface of Mars as a mountain in Scotland.
89th Geneva International Motor Show
Internationaler Auto-Salon Genf
Suisse - Schweiz - Switzerland
March 2019
E.N.A.S.A. - Barcelona
(Empresa Nacional de Autocamiones S.A.)
Chassis n° 0102.150.0121
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 insert. The most remarkable design feature is the dome, or cupula-shaped rear window, hence Cúpula 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 color 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 tht 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'.
2,5 Liter
V8
165 HP
Louwman Museum
Den Haag - The Hague
Nederland - Netherlands
Augustus 2016
Created by Duncan Rawlinson using a blend of AI and photography, this image presents a humanoid figure with bright neon green eyes and an intricate network of exposed wiring and circuits. The figure's head is transparent, showcasing the detailed inner structure, from the vibrant cabling to the metallic components, which suggest advanced robotic design. This portrait embodies the fascination with artificial intelligence, capturing a technical and futuristic look that is bound to appeal to technology and robotics enthusiasts.
As a kid I was not too keen on this one but more I get older I like it, the simple and classic yet futuristic design. I don’t know how the real one shoots as I have never had a pleasure of having one to my firearms collection though. The kit depicts the later version with enlarged trigger guard. Although it may look like German Luger P08 but it is a different weapon. It can be frustrating to find 8mm cartridges and release the magazine due to the magazine release located in a rather unconventional spot in the earlier model – perhaps the developer was left handed however this kit has it on the right hand side. Anyway, I see Japanese Manga and Anime design shown in it and it is in their blood!
Because the LS was bankrupt in 1992 some of their kit moulds were purchased by other companies but somehow gun (all non-firing scale model pistol and rifle kits alike) line did not continue anywhere. Perhaps due to the low market demand with possible reason that no one wants to build and paint old school gun kits anymore whereas there are tons of ready built and beautifully finished BB soft airguns and gas guns on the market.
They are not easy to find even in Japan and can be very expensive but I love the challenge to hunt and get one by one in good price and condition and I am very happy to add this one finally to my vintage plastic kit collection.
The 1980 Turin Motor Show marked the 50th anniversary of Pininfarina, and rumours abounded that the celebrated company was going to unveil a unique concept car for Ferrari. To great fanfare the first ever four-door Ferrari was duly unveiled. Sergio Pininfarina, now head of the legendary design firm, named the car in honour of his father and founder of the company, Battista ‘Pinin’ Farina.
The Ferrari Pinin had a wheelbase five centimetres longer than the Ferrari 400 and the 365 GT4 2+2. The futuristic design was the work of Diego Ottina under the direction of Leonardo Fioravanti, who had also been responsible for some of Pininfarina’s greatest Ferrari designs since the ’60s.
Aside from the four-door body style, one of the most notable features of the car was the very low height of the hood. Strikingly, the windows were tinted and mounted flush to hide the A- and B-pillars, giving the impression of a single piece of glass wrapping all the way around from C-pillar to C-pillar. Other unique features of this concept car included ‘multi-parabolic’ lights. Designed in conjunction with Lucas, they were incorporated into the body and utilised three lenses, with the middle one the same colour as the bodywork. The windscreen wipers retracted under a panel to help with streamlining, and the five-spoke wheels were angled like the blades of a turbine.
Interior appointments were given a high priority; special tan Connolly leather wraps most surfaces, and onboard computerisation controls all the passenger comfort features. Along with the extra legroom, afforded by the Pinin’s lengthened wheelbase, the rear-seated passengers also have their own controls as well as a second radio to be used with headphones (much like modern passenger cars).
Though the Pinin concept certainly appeared extremely advanced for the early ’80s, much of the technology was only a conceptualisation of what may have been. Sadly, the Pinin was never to make it into production. FIAT, Ferrari’s parent company, was busy developing smaller cars, such as the Uno, and wasn’t about to spend its precious resources on the first four-door Ferrari. The concept was featured at a number of shows, including the 1980 Los Angeles Auto Show and Carrozzeria Italiana in Pasadena in 1981, however, the Pinin would remain a static show car.
After being displayed at the 2005 Essen Motor Show to celebrate Pininfarina's 75th anniversary, the car was sold in 2008 by RM Auctions on behalf of Swaters for €176,000. The new owner send the Pinin to former Ferrari chief engineer Mauro Forghieri's firm Oral Engineering with the brief to make it a running vehicle. The Oral Engineering team made multiple modifications to the Pinin, installing a Tipo F102 B flat 12 engine from a Ferrari BB 512 as well as other components either taken from other Ferrari models or custom-made. In order to fit the engine, the chassis was modified and strengthened. The original engine mounts were moved up and forward. A gearbox and differential from a 400 GT were installed. A bespoke fuel tank and wiring loom were also commissioned. Although the car had front and rear double wishbone independent suspension from a 400 GT installed from the beginning, suspension modifications were required to make it road-usable, including adjustment of ground clearance and replacement of non-functional springs. The conversion process took approximately 1.5 years.
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.
Although the original debut edition of the Matchbox 2017 Honda Civic came here last year in plentiful quantities at ASDA it looks as though this new for 2019 recolour wont! Whether its ASDA or Mattel to blame for this shambles, at this moment in time one of its most loyal markets has been completely starved of new Matchbox for no particular reason I can find. They sold out quickly at ASDA and at 1.97 each surely must have made a profit for both companies when compared to the one Dollar price point in the U.S.!
Whatever the reason I couldn't bare to miss out on all these new cases and so "sensibly" ordered some directly from the States meaning at this moment in time I am completely up to date with releases, ironically more ahead than this time last year!
This particular casting has had mixed reviews from collectors, its size is a bit too small and front tampo detailing not bold enough. However, its a totally stock non sporty version of this futuristically designed Honda hatchback laden with detailing and wearing another normal looking colour scheme. No unpainted grey plastic in sight either! :-)
Mint and boxed.
E.N.A.S.A. - Barcelona
(Empresa Nacional de Autocamiones S.A.)
Chassis n° 0102.150.0121
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 insert. The most remarkable design feature is the dome, or cupula-shaped rear window, hence Cúpula 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 color 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 tht 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'.
2,5 Liter
V8
165 HP
Louwman Museum
Den Haag - The Hague
Nederland - Netherlands
Augustus 2016
Arriving at Bristol Temple Meads with a train for Weymouth is First Great Western Class 158, 158955.
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.
Glass and steel dominate the interior of Budapest Nyugati station, featuring an expansive, arched roof. Sunlight illuminates the busy platforms below, where travelers navigate alongside stationary blue and white train carriages. The station boasts intricate ironwork and large windows, providing an airy, open atmosphere. People of various ages, some pulling luggage, move through the central concourse. An elevated garden adds greenery to the bustling scene. Historical architecture merges with modern functionality in this key Hungarian transportation hub.
McGaugh Hall is, in my opinion, one of UC Irvine's more distinctive buildings. While many of UCI's buildings are more subdued, reflecting the university's 1960s heritage, McGaugh's futuristic design and unusual color make it unique among the buildings encircling Aldritch Park.
McGaugh Hall is the home of several biological science divisions at UCI.
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...
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...
Aldar headquarters building in Abu Dhabi, UAE, is the first circular building of its kind in the Middle East. The distinctive building was voted the “Best Futuristic Design” by The Building Exchange (BEX) Conference held in Spain. The shape of this building is achieved through the use of structural diagrid, a diagonal grid of steel
The Oriental Pearl Tower, situated in Shanghai, China, is an iconic landmark that defines the city's skyline. Its futuristic design, characterized by its unique spherical and tower structure, makes it stand out along the Huangpu River. Serving both as a broadcasting tower and a popular tourist attraction, the Oriental Pearl Tower offers breathtaking city views from its observation decks. This architectural marvel encapsulates Shanghai's blend of modernity and tradition, drawing visitors from around the world to experience its panoramic vistas and unique design.
Aldar headquarters building is the first circular building of its kind in the Middle East. It is located in Al Raha, Abu Dhabi, United Arab Emirates. The distinctive building was voted the “Best Futuristic Design” by The Building Exchange (BEX) Conference held in Spain. The shape of this building is achieved through the use of structural diagrid, a diagonal grid of steel.
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...
The standard single-deck for Sunderland, in the 1960s was the Leyland Panther. Some were supplied with Marshall bodywork while sixty-seven were supplied with what became a Sunderland style Strachan body with what was at the time a futuristic design and a USA style with trapezoid side windows. A small batch of three Daimler Roadliners and a batch of AEC Swifts were also supplied with this style of coachwork. This smart Panther is seen here on display outside the bus and tram depots at Beamish, the Living Museum of the North, Stanley, Co. Durham, during the museum's three-day "Fares Please!" event on 07/05/2023. © Peter Steel 2023.
E.N.A.S.A. - Barcelona
(Empresa Nacional de Autocamiones S.A.)
Chassis n° 0102.150.0121
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 insert. The most remarkable design feature is the dome, or cupula-shaped rear window, hence Cúpula 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 color 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 tht 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'.
2,5 Liter
V8
165 HP
Louwman Museum
Den Haag - The Hague
Nederland - Netherlands
Augustus 2016
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...
Fantastic semi-futuristic design.
2220 kg.
Max. payload 1280 kg.
Production Renault Master I Series: 1980-1997.
Production Master I this Phase I: 1980-1993.
Note the beautiful Hensen crane. In July 2013 it has been de-assembled and removed for restoration purpose.
See also (in Dutch):[nl.wikipedia.org/wiki/Machinefabriek_Hensen]
Amsterdam-N., Queensday party at NDSM, April 30, 2013.
Vaping AMP Terk RDA: Collaborated with the best known builder in the industry. Advanced and futuristic design with maximum airflow in mind.
Departing Peterborough with the 1R98 Norwich to Liverpool Lime Street is East Midlands Trains Class 158, 158862.
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.
Empresa / Company: Pullman Bus Costa Central
País / Country: Chile
Servicio / Type of Service: Interurbano Nacional
Bus: Marcopolo Viaggio 1050 G7 - Mercedes Benz O500RS (CSHZ28), año 2011
Número Interno / Internal Number: -
Procedencia / Procedence: Brasil - Brazil
Lugar de Foto / Photography Location: Santiago, Chile
La nueva generación de Marcopolo, con un diseño más moderno y futurista. Este bus salía desde el Terminal San Borja rumbo a la ciudad turística de Viña del Mar, en la conurbación del Gran Valparaíso.
The new generation of Marcopolo, with a more modern and futuristic design. This bus was leaving from Terminal San Borja heading to the tourist city of Viña del Mar, in the conurbation of Greater Valparaiso.
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-> Lee más en // Read more about it
At the center of Los Angeles International Airport stands the landmark Theme Building which is home to the spectacular Encounter Restaurant and Bar. With 135-foot high parabolic arches and a futuristic design, the structure is certainly unique and has become one of the most recognizable buildings in the U.S.
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.
The 1980 Turin Motor Show marked the 50th anniversary of Pininfarina, and rumours abounded that the celebrated company was going to unveil a unique concept car for Ferrari. To great fanfare the first ever four-door Ferrari was duly unveiled. Sergio Pininfarina, now head of the legendary design firm, named the car in honour of his father and founder of the company, Battista ‘Pinin’ Farina.
The Ferrari Pinin had a wheelbase five centimetres longer than the Ferrari 400 and the 365 GT4 2+2. The futuristic design was the work of Diego Ottina under the direction of Leonardo Fioravanti, who had also been responsible for some of Pininfarina’s greatest Ferrari designs since the ’60s.
Aside from the four-door body style, one of the most notable features of the car was the very low height of the hood. Strikingly, the windows were tinted and mounted flush to hide the A- and B-pillars, giving the impression of a single piece of glass wrapping all the way around from C-pillar to C-pillar. Other unique features of this concept car included ‘multi-parabolic’ lights. Designed in conjunction with Lucas, they were incorporated into the body and utilised three lenses, with the middle one the same colour as the bodywork. The windscreen wipers retracted under a panel to help with streamlining, and the five-spoke wheels were angled like the blades of a turbine.
Interior appointments were given a high priority; special tan Connolly leather wraps most surfaces, and onboard computerisation controls all the passenger comfort features. Along with the extra legroom, afforded by the Pinin’s lengthened wheelbase, the rear-seated passengers also have their own controls as well as a second radio to be used with headphones (much like modern passenger cars).
Though the Pinin concept certainly appeared extremely advanced for the early ’80s, much of the technology was only a conceptualisation of what may have been. Sadly, the Pinin was never to make it into production. FIAT, Ferrari’s parent company, was busy developing smaller cars, such as the Uno, and wasn’t about to spend its precious resources on the first four-door Ferrari. The concept was featured at a number of shows, including the 1980 Los Angeles Auto Show and Carrozzeria Italiana in Pasadena in 1981, however, the Pinin would remain a static show car.
After being displayed at the 2005 Essen Motor Show to celebrate Pininfarina's 75th anniversary, the car was sold in 2008 by RM Auctions on behalf of Swaters for €176,000. The new owner send the Pinin to former Ferrari chief engineer Mauro Forghieri's firm Oral Engineering with the brief to make it a running vehicle. The Oral Engineering team made multiple modifications to the Pinin, installing a Tipo F102 B flat 12 engine from a Ferrari BB 512 as well as other components either taken from other Ferrari models or custom-made. In order to fit the engine, the chassis was modified and strengthened. The original engine mounts were moved up and forward. A gearbox and differential from a 400 GT were installed. A bespoke fuel tank and wiring loom were also commissioned. Although the car had front and rear double wishbone independent suspension from a 400 GT installed from the beginning, suspension modifications were required to make it road-usable, including adjustment of ground clearance and replacement of non-functional springs. The conversion process took approximately 1.5 years.
Today we present some amazing designs pedestrian bridges from various parts of the world. Peacock bridge design is unique, with the architectural design has been carefully calculated. These bridges dirancnag by several renowned architects such as NEXT Architects, LoebCapote Arquitetura,... freshomedaily.com/?p=41473
#Amazing-Architecture, #Architecture-Design, #Futuristic-Design, #Modern-Design
Photo of pattern on Mercedes concept car front grill. Silver hexagons create a starry sky motif. Found on www.picdrome.com/picture/Mercedes_futuristic_design/categ...
Reversing at Bristol Temple Meads with a service from Portsmouth Harbour to Cardiff Central is First Great Western Class 158, 158950.
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.
This building that was finished in 1997 is built on reclaimed land, alongside a huge expressway in the Odaiba district of Tokyo. It has a structure that is supposed to reflect the nature of this organisation and it's subsidiary companies: four steel-frame pillars are grouped together, symbolic of the consolidation of the group companies, each supporting the other. Fuji TV is a privately run operation that covers the whole of Japan. It has a futuristic design which was popular in Japan during this period.