View allAll Photos Tagged GS
GS26 is seen as she, is now leaving Glyndyfrdwy Station on the occasion of the Llangollen Railway 1960's weekend on 1st August 2010. I hope you can see a bit of a difference from the previous shot.
The Vespa GS 160 represents the final design iteration of the the most enduring line of Vespas ever made
Looking almost as though it was still in LT service, GS67 (1953) at Bolney on the Brighton Run, 3/5/70.
A Citroën GS with French license plates (from department 84: Vaucluse) in Pallas trim. The GS was introduced in 1970 and built until 1980. The revised GSA natchback version was bult until 1986. The GS was voted European Car of the Year for 1971.
2. decembrī Nacionālo bruņoto spēku Aviācijas bāzē Gaisa spēku Sakaru un lidojumu nodrošinājuma eskadriļas komandiera amatā stājies pulkvežleitnants Ansis Mende, nomainot līdzšinējo Gaisa spēku Sakaru un lidojumu nodrošinājuma eskadriļas komandieri majoru Kasparu Skudrovu.
Foto: Gatis Dieziņš (Aizsardzības ministrija)
Gsouth Chapter from the book Graffitiunderworld: Villains, Vandals, and Visionaries.
See more including audio samples from interviews at Graffitiunderworld.com
29. augustā Nacionālo bruņoto spēku Aviācijas bāzē Lielvārdē Aizsardzības ministrija un NATO Komunikāciju un informācijas aģentūra parakstīja dokumentāciju par jaunas balss sakaru sistēmas nodošanu Gaisa spēkiem.
Balss sakaru sistēmas izveide ir daļa no vienotas NATO gaisa komandvadības un kontroles sistēmas programmnodrošinājuma elementu projekta, ko Latvija ievieš saskaņā ar 2014. gada 11. decembrī parakstīto saprašanās memorandu ar NATO Komunikāciju un informācijas aģentūru. Kopā ar Latviju šajā projektā piedalās Albānija, Bulgārija, Horvātija, Igaunija, Islande, Lietuva, Rumānija, Slovākija un Slovēnija.
Balss sakaru sistēmas ieviešana uzsākta 2016. gadā, NATO Komunikāciju un informācijas aģentūrai noslēdzot līgumu ar Francijas uzņēmumu “CS Communication & Systèmes” un Norvēgijas uzņēmumu “Thales Norway”. Kopējās ar sistēmas izveidi saistītās izmaksas ir 4,3 miljoni eiro, no kuriem 3,1 miljoni eiro ir NATO Drošības investīciju programmas finansējums un 1,2 miljoni eiro – valsts budžeta līdzfinansējums.
Balss sakaru sistēmas izstrāde ir otrais Nacionālo bruņoto spēku Aviācijas bāzē īstenotais NATO Drošības investīciju programmas līdzfinansētais projekts.
Pirmā NATO Drošības investīciju līdzfinansētā projekta ietvaros laikā no 2009. līdz 2013. gadam Nacionālo bruņoto spēku Aviācijas bāzē Lielvārdē tika izbūvēts NATO un nacionālajiem standartiem atbilstošs lidlauks, kā arī izveidota daudzfunkcionāla militārā bāze, kas ir nepieciešama, lai bruņotie spēki varētu pilnvērtīgi īstenot savus uzdevumus valsts aizsardzības nodrošināšanai, kā arī realizēt NATO operāciju atbalsta pasākumus un veikt NATO gaisa patrulēšanas lidmašīnu apkalpošanu.
Foto: Gatis Dieziņš (Aizsardzības ministrija)
No 11. līdz 13. augustam Gaisa spēku labdarības projektā sadarbībā ar Sauszemes spēku Mehanizēto kājnieku brigādi un NATO paplašinātās klātbūtnes Latvijā kaujas grupas karavīriem ģimenes atbalsta centrā “Dzeguzīte” uzbūvēta lapene.
Foto: Armīns Janiks (Aizsardzības ministrija)
Lielvārdes Gaisa spēku aviācijas bāzē Latvijas Nacionālo bruņoto spēku un ASV Armijas un Gaisa spēku karavīri veica kopīgus desantēšanās vingrinājumus no lidmašīnas Lockheed MC-130
Foto: Gatis Dieziņš (Aizsardzības ministrija)
The Citroën GS (1970–80, sedan and wagon) and Citroën GSA (1979–86, liftback and wagon) are small family cars produced by the French automaker Citroën. The GS was voted European Car of the Year for 1971, and was probably the most technologically advanced car in its class when launched, with class leading comfort, safety and aerodynamics.
Market placement
The GS filled the enormous gap in Citroën's range, between the 2CV and Ami economy cars and the luxurious DS executive sedan. The DS had moved significantly upmarket from its predecessor the Citroën Traction Avant, and beyond the finances of most French motorists. Leaving this market gap open for fifteen years allowed other manufacturers entry into the most profitable, high volume market segment in France. This combined with the development costs and new factory for the DS-replacing Citroen CX, the 1974 oil crisis, and an aborted Wankel rotary engine, led Citroën to declare bankruptcy in 1974.
The GS met with instant market acceptance and was the largest selling Citroën model for many years. 1,896,742 GS models and 576,757 GSA models were produced in total.
Unlike the 2CV, DS and SM, the GS was never officially imported to the USA.
Design stage
The GS took 10 years to develop from initial design to launch.
In 1960, work began on two concepts, the 'sporty D,' which became the 1970 SM, and the small family car. Both projects continued in various forms for a decade, with a Wankel engine and hydropneumatic suspension suggested as possibilities, with a new, modern body to match. The first iteration was the "C60," which resembled an Ami 6 with a long, smooth nose.
In 1963, development had moved to "Project F", which was close to being production ready. Citroën decided the car was too similar to the 1965 Renault 16 and by 1967 Project F was suspended. Many of the mechanical components continued to "Project G", which became the GS. The GS was designed by Robert Opron, with a smooth two box design that bears some resemblance to the 1967 design study by Pininfarina Berlina Aerodinamica.
Launch and ongoing development
On 24 August 1970, Citroën launched the GS. The body style was as a "Berline" (essentially a saloon, three lateral windows), in a fastback style with a sharp Kamm tail. The aerodynamics gave the best drag coefficient of any vehicle at the time.
Good aerodynamics enabled the car to make the best of the available power, but the car as launched nevertheless drew criticism that it was underpowered. Citroën addressed the issue with the introduction in September 1972, as an option, of a larger 1,222 cc engine. Claimed power increased from 55 bhp (41 kW; 56 PS) to 60 bhp (45 kW; 61 PS), but it was the improved torque that really marked out the more powerful engine, and which enabled the manufacturer, with the larger engined versions, to raise the second gear ratio and the final drive ratio, increasing the vehicle speed per 1,000 rpm from 23 km/h (14.3 mph) to 24.5 km/h (15.2 mph). Larger front brake discs were also fitted.
Visually the GS bore little resemblance to any other car on the market, until the development of the Citroën CX in 1974.
The fastback design, with a separate trunk, was controversial – a hatchback layout was considered too utilitarian by CEO Pierre Bercot. The 1974 CX shared this feature. The boot was nevertheless exceptionally large, in part due to the positioning of the spare wheel on top of the engine.
Both the early GS (until 1976) and the GSA have the unusual rotating drum speedometer (similar in construction to bathroom scales), rather than the dials found in a conventional dashboard.
The later GS (from 1977 until the introduction of the GSA) had a conventional speedometer.
It was offered in two trims; GS Club as the entry model and GS Pallas (only saloons) with full wheel covers, side mouldings, tinted glass and upgraded upholstery. The GS was also available, from September 1971, as a station wagon (estate) and a similar two-door "service" van.
The GSA replaced the GS in 1979 and added a hatchback. Other modifications included a new grille, new bumpers, new taillights, new hubcaps and new exterior handles. It also had a revised dashboard with the auxiliary controls on column-shaped pods so they could be reached without moving the hands from the single-spoked steering wheel; similar to the CX layout. It was partly replaced by the larger BX in 1982, although production continued in reduced volumes until 1986. Citroen did not re-enter the small family hatchback market until the launch of the ZX in 1991.
Contemporary journalists remarked at the smooth ride quality – the hydropneumatic suspension is designed to absorb bumps and ripples that would be uncomfortable in a conventionally sprung car with just a slight body movement.
Mechanics
The vehicle had a front-wheel drive layout and was powered by a flat-4 air-cooled engine. A series of small engines were available, displacing 1015, 1129, 1222 and 1299 cc. Power ranged from 55 PS (40 kW) to 66 PS (49 kW). Mated to a four speed gearbox, these were able to pull this car up to steady 151 km/h (94 mph) at 6250 rpm (with 1222 cc engine), due to the very aerodynamic body shape. Citroën's 3-speed C-Matic semi-automatic transmission was available as an alternative to the manual gearbox. With the introduction of the GSA a 5-speed gearbox was offered, which made cruising at high speeds more comfortable and economical (the top speed was raised to 164 km/h (102 mph) for both long and short gearbox ratios). The GS and GSA were always low powered and needed full use of the free-revving engines to maintain progress, except when cruising, in the tradition of the Citroën 2CV.
The four-wheel independent suspension featured a double wish-bone layout at the front and trailing arms at the rear. Both axles comprised rigid sub frames that gave the car unmatched road holding for the time, even on its narrow tires (factory-mounted Michelin ZX 145SR15).
Its central hydraulic system, powering the four disc brakes (inboard in front to help lower unsprung weight) and the advanced hydro-pneumatic self-levelling suspension, was derived from the Citroën DS. It also has a feature that increased or decreased braking pressure in accordance with cargo load, without any noticeable difference in the brake pedal response. The powered system was different from the typical assisted systems in that there was virtually no travel on the brake pedal even when braking hard. The hydraulic suspension allowed the car to be raised for rough terrain at low speeds (a feature taking account of the country lanes of its native France) and to full height for easy access to the partially enclosed rear wheels.
[Text from Wikipedia]
Karma has risen from the ashes thanks to Chinese ownership and with it the resurrection of its plan to once again make uniquely styled luxurious EV vehicles such as the swoopy GS-6.
Like the previous Fisker-Karma, Matchbox have been quick to bring out their own version and for which they've done a good job. Very well detailed front and rear with accurate tan interior and glossy blue paint colour.
Part of 2023 Case B found recently at Poundland for just 50p each!
Mint and boxed.
Limerick to Waterford Railway Line - MP Limerick 14.
GS&WR warning notice at Pallas Station, Limerick 23rd January 2011.
The Citroën GS (1970–80, sedan and wagon) and Citroën GSA (1979–86, liftback and wagon) are small family cars produced by the French automaker Citroën. The GS was voted European Car of the Year for 1971, and was probably the most technologically advanced car in its class when launched, with class leading comfort, safety and aerodynamics.
Market placement
The GS filled the enormous gap in Citroën's range, between the 2CV and Ami economy cars and the luxurious DS executive sedan. The DS had moved significantly upmarket from its predecessor the Citroën Traction Avant, and beyond the finances of most French motorists. Leaving this market gap open for fifteen years allowed other manufacturers entry into the most profitable, high volume market segment in France. This combined with the development costs and new factory for the DS-replacing Citroen CX, the 1974 oil crisis, and an aborted Wankel rotary engine, led Citroën to declare bankruptcy in 1974.
The GS met with instant market acceptance and was the largest selling Citroën model for many years. 1,896,742 GS models and 576,757 GSA models were produced in total.
Unlike the 2CV, DS and SM, the GS was never officially imported to the USA.
Design stage
The GS took 10 years to develop from initial design to launch.
In 1960, work began on two concepts, the 'sporty D,' which became the 1970 SM, and the small family car. Both projects continued in various forms for a decade, with a Wankel engine and hydropneumatic suspension suggested as possibilities, with a new, modern body to match. The first iteration was the "C60," which resembled an Ami 6 with a long, smooth nose.
In 1963, development had moved to "Project F", which was close to being production ready. Citroën decided the car was too similar to the 1965 Renault 16 and by 1967 Project F was suspended. Many of the mechanical components continued to "Project G", which became the GS. The GS was designed by Robert Opron, with a smooth two box design that bears some resemblance to the 1967 design study by Pininfarina Berlina Aerodinamica.
Launch and ongoing development
On 24 August 1970, Citroën launched the GS. The body style was as a "Berline" (essentially a saloon, three lateral windows), in a fastback style with a sharp Kamm tail. The aerodynamics gave the best drag coefficient of any vehicle at the time.
Good aerodynamics enabled the car to make the best of the available power, but the car as launched nevertheless drew criticism that it was underpowered. Citroën addressed the issue with the introduction in September 1972, as an option, of a larger 1,222 cc engine. Claimed power increased from 55 bhp (41 kW; 56 PS) to 60 bhp (45 kW; 61 PS), but it was the improved torque that really marked out the more powerful engine, and which enabled the manufacturer, with the larger engined versions, to raise the second gear ratio and the final drive ratio, increasing the vehicle speed per 1,000 rpm from 23 km/h (14.3 mph) to 24.5 km/h (15.2 mph). Larger front brake discs were also fitted.
Visually the GS bore little resemblance to any other car on the market, until the development of the Citroën CX in 1974.
The fastback design, with a separate trunk, was controversial – a hatchback layout was considered too utilitarian by CEO Pierre Bercot. The 1974 CX shared this feature. The boot was nevertheless exceptionally large, in part due to the positioning of the spare wheel on top of the engine.
Both the early GS (until 1976) and the GSA have the unusual rotating drum speedometer (similar in construction to bathroom scales), rather than the dials found in a conventional dashboard.
The later GS (from 1977 until the introduction of the GSA) had a conventional speedometer.
It was offered in two trims; GS Club as the entry model and GS Pallas (only saloons) with full wheel covers, side mouldings, tinted glass and upgraded upholstery. The GS was also available, from September 1971, as a station wagon (estate) and a similar two-door "service" van.
The GSA replaced the GS in 1979 and added a hatchback. Other modifications included a new grille, new bumpers, new taillights, new hubcaps and new exterior handles. It also had a revised dashboard with the auxiliary controls on column-shaped pods so they could be reached without moving the hands from the single-spoked steering wheel; similar to the CX layout. It was partly replaced by the larger BX in 1982, although production continued in reduced volumes until 1986. Citroen did not re-enter the small family hatchback market until the launch of the ZX in 1991.
Contemporary journalists remarked at the smooth ride quality – the hydropneumatic suspension is designed to absorb bumps and ripples that would be uncomfortable in a conventionally sprung car with just a slight body movement.
Mechanics
The vehicle had a front-wheel drive layout and was powered by a flat-4 air-cooled engine. A series of small engines were available, displacing 1015, 1129, 1222 and 1299 cc. Power ranged from 55 PS (40 kW) to 66 PS (49 kW). Mated to a four speed gearbox, these were able to pull this car up to steady 151 km/h (94 mph) at 6250 rpm (with 1222 cc engine), due to the very aerodynamic body shape. Citroën's 3-speed C-Matic semi-automatic transmission was available as an alternative to the manual gearbox. With the introduction of the GSA a 5-speed gearbox was offered, which made cruising at high speeds more comfortable and economical (the top speed was raised to 164 km/h (102 mph) for both long and short gearbox ratios). The GS and GSA were always low powered and needed full use of the free-revving engines to maintain progress, except when cruising, in the tradition of the Citroën 2CV.
The four-wheel independent suspension featured a double wish-bone layout at the front and trailing arms at the rear. Both axles comprised rigid sub frames that gave the car unmatched road holding for the time, even on its narrow tires (factory-mounted Michelin ZX 145SR15).
Its central hydraulic system, powering the four disc brakes (inboard in front to help lower unsprung weight) and the advanced hydro-pneumatic self-levelling suspension, was derived from the Citroën DS. It also has a feature that increased or decreased braking pressure in accordance with cargo load, without any noticeable difference in the brake pedal response. The powered system was different from the typical assisted systems in that there was virtually no travel on the brake pedal even when braking hard. The hydraulic suspension allowed the car to be raised for rough terrain at low speeds (a feature taking account of the country lanes of its native France) and to full height for easy access to the partially enclosed rear wheels.
[Text from Wikipedia]