View allAll Photos Tagged Iteration
I somehow enjoy reflecting about my equipment once in a while, one could call it already a tradition as this is already my third iteration. Looking back, once more much has changed. Hence, I would highlight two main aspects: 1) Equipment meeting the requirements 2) quality of the pictures.
1) Equipment and requirements
Over the time I have realized that requirements can change much more often than I would have imagined and hoped for. Back in 2006 when I joined Pentax, apart from affordability the size & volume was a major reason. The more I became settled, less important became both aspects. Intrigued by the much proclaimed "full frame" look I bought a much larger system (Canon 5D & lenses), only to realize that this was too much for my use case and my photography would not improve accordingly. Fully back to Pentax, I restructured my lenses.
In 2013 I finally got my driving license for motorcycles, revamping my preferences. Portability became more important yet again. In preparation of a south east Asian holiday and reflecting the experience from China, I spontaneously bought into the Micro Four Thirds System with an E-PL3, 14-42 II and the 45mm. The holiday plans did not work out, but the results I gained impressed me. Moreover, I've found the EVF to be very useful. Adjusting the exposure to match my expectations is much easier, shooting black and white is amazing, and so is the Single AF e.g. combined with face detection. Soon a 20mm F1.7, 12-50mm, OMD EM5 and 40-150mm followed.
In result, my Pentax did not get much sunlight. Hesitating to sell anything, I gave myself more time. But every time I picked up the Pentax, it was too large, too heavy and I was disappointed by the OVF. The MFT equipment just meets my requirements even better. Quality-wise I did not lose much, but gained a lot of portability, usability and quality.
2) Quality of my pictures
Looking back I am much more satisfied with the results from last year. What is the reason? Pretty simple: I did shoot much more. Whenever I go for a walk, visit friends, go for a ride with my bike - I have a lightweight, capable camera with me. I can even use two cameras as I did in Istanbul without feeling burdened by the weight. Though I sometimes feel sorry for my remaining Pentax stuff, I am so happy currently. Sure, there is still some GAS. For Pro Zooms such as the 12-40mm, the Panasonic 15mm F1.7, the Sony or Fuji system. But in the end, I would hardly gain anything apart from weight again. Why?
I have started to print again. A pretty simple A4 Canon printer (MG7550) gives me a lot of great moments because I can print whenever I want in a very decent quality using Canon ink and paper. No strings (cables) attached due to wifi/NFC. Brilliant! In terms of post processing I have now signed Adobe's creative cloud. Again, in terms of usability a huge gain: I am on regular business trips and can post process my pictures on the iPad, synchronize and take it from there when I am at home.
So what is the bottom line?
A: Know your preferences and the limitations of the equipment you use. M43 has limited DOF and noise performance, but that currently does not bother me. The IBIS and a small flash (Metz 24 AF) cover the noise performance, the Panasonic Summilux 25mm and Olympus 45mm give me the DOF I need.
B: Next conclusion: output medium. Printing A4 and A3, some of the limitations just disappear - literally. Noise is much less of an issue. Same accounts for most of the web sizes for pictures.
Thanks for reading, best regards and great light for everyone!
Marcel
Previous Versions:
PS:
Kit lens & adapted Samyang 85mm are missing...
The final iteration of the P5 appeared in September 1967. Now powered by the 3,528-cubic-centimetre (215.3 cu in) Rover V8 engine also used in the 3500, the car was badged as the "3.5 Litre", and commonly known as the 3½ Litre. The final letter in the "P5B" model name came from Buick, the engine's originator. Rover did not have the budget to develop a new engine, hence they chose to redevelop the lightweight aluminium engine available from Buick.
Output of 160 hp (120 kW) was claimed along with improved torque. When introduced in 1967 the Buick designed V8 produced 160 PS (118 kW; 158 hp) at 5,200 rpm and 210 lb⋅ft (280 N⋅m) of torque at 2,600 rpm.
The exterior was mostly unchanged, apart from bold '3.5 Litre' badging, a pair of fog lights which were added below the head lights, creating a striking 4 light array, and the fitting of chrome Rostyle wheels with black painted inserts. The P5B existed as both the 4-door coupé and saloon body style until end of production. Production ended in 1973, by when 9,099 coupés and 11,501 saloons had been built.
The 3½ Litre saloon variant was a favourite of high-ranking Government Ministers, and served as Prime Ministerial transport for Harold Wilson, Edward Heath, James Callaghan and Margaret Thatcher. As testament to their suitability, the last batch of P5Bs to roll off the Rover line in June 1973 was purchased by the British government and placed in storage, to be released for government use as required.
As for most of the models built his November, the Rover P5B 3.5 Litre is a major redesign of a previously created model. In LUGNuts there was a build challenge named 'Redo or Redemption' just for this type of build.
*******************************************************************************
This image and its name are protected under copyright laws.
All their rights are reserved to my own and unique property.
Any download, copy, duplication, edition, modification,
printing, or resale is stricly prohibited.
*******************************************************************************
Jerusalem band / torus computed from the deformations and copies of eight Jerusalem cylinders.
103 424 vertices.
155 136 triangles.
Latest iteration of my 29er bikepacking rig. New for this trip were the additions of a large Revelate front pocket and feedbag.
This was also the first time I carried a pack so that I could bring a fishing rig (and extra water). That rather sucked as I was completely drenched in sweat the whole time I wore it. I'm talking freakish sweating. Love the pack for singletrack trips, but not for touring. I'll also look into more packable trout fishing rigs for this sort of trip.
All the bags worked really well. I'll likely swap the harness for the sweetroll, as this was an older harness with reverse buckles (prone to sagging).
Forgot to take a desk photo last year, but it's still early enough in 2014 that I'm going to pretend this is last year's photo. I've iterated enough on this setup that I'm pretty happy with it.
Move your mouse over the image to see notes (or if you're stuck with Flickr's "new photo experience" then click on the Tags icon below).
Date: August 2015
Medium: Digital Photomontage
Dimensions: 20" x 27"
© 2015 Tony DeVarco and Mayako Nakamura
Here is an image of Iteration I and Iteration II- flic.kr/p/qtP85h
In collaboration with the work of Mayako Nakamura www.flickr.com/photos/ma85/
An interview (in English) with Mayako on her working methods- www.theactofpainting.com/interviews/interview-mayako-naka...
The last iteration for the week, back at Pikes Peak but with Pro Image 100, a film I'd not shot before. C41 kit although a bit long in the tooth was able to handle without much issue. With such a vista the Xpan was just a joy to use despite the freezing cold and winds on this 14-er. I didn't bring gloves so had to heat my hands on some tea and of course, since they were available, the requisite donuts made at the high altitude. Thanks again to those flicker-ans who continue to share their images - they are fantastic!
Next iteration of the shorts--reduced the crotsh a bit too much to fit a Barbie properly, but they fit the Dynamite Girls torso just fine! And the remaining large piece of the strawberry print was just large enough to make the hat...
Date: August 2015
Medium: Digital Photomontage
Dimensions: 20" x 48"
© 2015 Tony DeVarco and Mayako Nakamura
Here is an image of Iteration I and Iteration II-
www.flickr.com/photos/tonydevarco/16688449731/in/dateposted/
In collaboration with the work of Mayako Nakamura www.flickr.com/photos/ma85/
An interview (in English) with Mayako on her working methods- www.theactofpainting.com/interviews/interview-mayako-naka...
*******************************************************************************
This image and its name are protected under copyright laws.
All their rights are reserved to my own and unique property.
Any download, copy, duplication, edition, modification,
printing, or resale is stricly prohibited.
*******************************************************************************
Deformations of the Sierpinski tetrahedron.
Mitsubishi's fourth iteration of the Galant Σ/Eterna Σ debuted many new innovations for Mitsubishi. Their new 'Sirius' engine was offered in turbocharged form for performance enthusiasts in some markets. For economy, an 'Astron' 4D55, the first turbodiesel engine in a Japanese passenger car, was also offered. Unusually, the fourth Galant was never offered with a naturally aspirated diesel engine. The 2.3L Turbo D was first shown at the 1980 Paris Motor Show. A new electronic fuel injection system was introduced on some versions of the gasoline Astron engine. The car was sold as the Mitsubishi Galant in most export markets, although in both Australia and New Zealand it was known as the Mitsubishi Sigma.
For the second generation in a row Mitsubishi could claim to be building an award-winning car, as this was chosen as Car of the Year in New Zealand in 1981. The cars sold there were again locally assembled with 1.6 and two-litre engines, and a choice of transmissions and trim. As elsewhere, the wagon versions carried over the old body style with a new nose and interior.
The fourth generation sedan and coupé were both slightly larger than the third generation cars. Additional emphasis was given to ergonomics, aerodynamics, and safety. Shoulder room, leg room, and head space were all increased, and the trunk was slightly enlarged for more luggage capacity. The interior was made quieter with additional carpeting and other acoustic dampening materials and a double-thickness front bulkhead. The wagon version was also changed, although from the firewall back the vehicle remained the same as the previous version. Production of the wagon version continued in Australia until 1987 when it was replaced by the new Magna.
From 1982 to 1983, some of the Australian Sigmas, which had the carried-over 2.0 or 2.6-litre locally made inline-four engine, were exported to the United Kingdom with the Lonsdale badge, in en effort at circumventing the voluntary import quota restrictions adopted by Japanese manufacturers. However the car was unsuccessful, and for 1983 and 1984 it carried Mitsubishi Sigma badges in the UK before imports were finally discontinued.
The two door coupé was also redesigned for 1980 and was sold through 1983. While continuing with the Galant Λ/Eterna Λ label for the domestic Japanese market, the fourth generation was known as the Mitsubishi Scorpion in Australia, and the Dodge Challenger and Plymouth Sapporo in the United States.
A later iteration of the foggy beach shot I posted earlier in the week. This was my favourite of all of them - it was almost dark, and I was using live composite mode - the camera was taking multiple shots of the highlights only.
Decisive Action 3 is the third iteration of a MOC-driven war game in which players compete for control of the world using armies, air forces, and navies build from Lego.
The game is run by a dedicated staff (Keith Goldman, Michael Rutherford and Caleb Inman) who do not play in the game, so there is no conflict of interest or bias. The rules are published, and enforcement of those rules is consistent and transparent. All players are treated equally in all aspects of the game. The rules bind all players equally.
Decisive Action 3 is a game for competitive, creative, Lego builders who like to communicate. To succeed in the game, you will have to build in diverse styles, and within highly restrictive rules. Above all, in this game you will have to build, post, review and attack. You will have to do it quickly, and you will have to it often.
Make no mistake, DA is difficult. If it were easy, the game would be called "checkers" not "Decisive Action 3." If you are thin skinned. If you can't take a punch and walk it off... this may not be the best game for you. In Decisive Action, you can count on competing in an environment of respect, but that doesn't take any of the sting out of defeat. And in this game, every player but one WILL feel that sting.
However, if you are resilient, creative, and looking to develop as a MOC builder, a strategist, and a communicator, and if you are looking to meet other like minded builders, then come and check out the action on MOCpages.
The game begins on 4/6/18 at 1:00pm PDT(Pacific Daylight Time) If you're interested in playing and you don't have a MOCpages account, I encourage you to act quickly, the account verification process can take up to two weeks.
Observe. Assess. Decide, and then commit.
Ignorance may be bliss... but indecision kills.
This is Decisive Action.
The original drawing was on paper in pencil. Before I painted it for the previous iteration of this portrait, I photographed it with the iPad and imported it to Skribl for painting, again! Link to the discussion www.flickr.com/groups/1384462@N22/discuss/721576234618481...
*******************************************************************************
This image and its name are protected under copyright laws.
All their rights are reserved to my own and unique property.
Any download, copy, duplication, edition, modification,
printing, or resale is stricly prohibited.
*******************************************************************************
From the Sierpinki tetrahedron.
My latest iteration and the one I like the best so far. Its a combination of a few different techniques with a few additional masks and layers thrown in. I actually used almost a double Luminance layer on this, one of just Ha and one with Ha+OIII then blended them for a master Luminance. Then used most of the color technique as two tries ago but with an additional layer of the last (yellow) process to get a little more of the 3D look on some of the nebula.
I think I can up the dynamic contrast a bit more in areas, but I think I am on the right track
My plurk theme/design at the moment -plurk.com/user/hellfroze.
Please visit http://plurk.hellfroze.net/ for plurk css tips & tricks.
Update: new iteration here
*******************************************************************************
This image and its name are protected under copyright laws.
All their rights are reserved to my own and unique property.
Any download, copy, duplication, edition, modification,
printing, or resale is stricly prohibited.
*******************************************************************************
32 390 vertices
65 536 triangles
You can tell I've been suffering through a drought of subject matter when I'm reduced to aiming the camera at myself and then spending too much time messing with this in Photoshop in hopes of improving on the real life me.
My talk on AI from iterative algorithms on the USS Hornet just came out. Here's the video of my talk.
Date: March 2016
Medium: Digital Photomontage
Locations: Tokyo Japan and Santa Cruz, CA.
Dimension: 64" x 32"
© 2016 Tony DeVarco and Mayako Nakamura
In collaboration with the artist Mayako Nakamura www.flickr.com/photos/ma85/
La victoire sur soi-même: elle se passe de vos acclamations. Une action qui dédaigne tous les gestes désordonnés, qui refuse de se perdre dans les orages de la poussière et les remuements des dunes; une action qui s'en tient à l'essence de nous même, au soin de la racine, à la culture profonde de notre vigne, à la santé du cep, voilà mon fils, qui compte. Le seul orgueil d'en avoir fini avec toutes les ambitions vaines, et d'être le feu qui fait oraison à la lumière. Se conquérir sans cesse, pour atteindre à la connaissance suprême dans le suprême amour. Et dans le rien de tout, faire porter à ce néant la fleur d'un sourire qui ne doit pas se flétrir, voilà des conquêtes. (...) Tu ne te connais pas. Laisse là ces mépris: ils font vivre en nous la vermine, dont ils veulent nous venger. Défais-toi de ces colères puériles. Purge ces flammes trop lourdes de fumée. Réserve ta puissance à d'autres entreprises. Garde toi pour le feu, toi qui es tout feu. Et ton sang même est feu. Tourne-toi désormais vers les seuls objets qui te sollicitent, où tout aspire à la beauté. Pour l'étincelle de l'instant comme pour le temps éternel, ta passion est là uniquement.
- André SUARES, Voyage du condottière.
*******************************************************************************
This image and its name are protected under copyright laws.
All their rights are reserved to my own and unique property.
Any download, copy, duplication, edition, modification,
printing, or resale is stricly prohibited.
*******************************************************************************
Deformation of the Jerusaleme cube.
The latest iteration of my scanning rig - 18mm MDF board and 3/8in threaded rod.
SOOOOOO much more stable and easy to use than an inverted tripod, with no vibration to speak of at all. And it's up on a bench with saves my back, and it lets my tripod get back to being a tripod.
I've changed my scanning technique too - I still take around 10 to 25 digital frames per 6x9 slide, with 50% overlap, but notice that the camera is now cross-wise to the transparency so that there aren't any frames of "just sky" for the stitching software to struggle with - it has a horrible time trying to find control points when there isn't much detail in the frame, and that seems to cause the only stitching failures I encounter.
Additionally, I have started shooting each frame as a bracketed stack to get more dynamic range and rescue a LOT of highlight and shadow detail - 4 to 6 images 2 stops apart, and then fusing each stack in Photomatix Pro, using the "soft" preset, which gives really natural results. Photomatix has a "Batch" menu, so I can set up a big merge job for several hundred images and then just go to bed!
I have also given up on stitching with Hugin - it's too manual and makes too many stitching errors. I'm now using Autopano Giga, which works great if you enforce a lens focal length on the image properties tab of > 1000mm (I use 9999mm) so it does a totally flat stitch, and render with a planar perspective. The resulting image is just a little sharper than the one from Hugin too. Autopano also has fantastic "fire and forget" workflow, which means I can go do something else while it renders the frames for several slides in one go (I put the merged HDR files for each slide in a separate sub-folder, so Autopano sees each one as a separate panorama).
Here is an example of the results - around 46 megapixels, cropped down from around 62 megapixels in this instance:
www.flickr.com/photos/119759627@N06/15174233631/sizes/o/
I'm still using my old-school Schnieder Componon enlarger lens on some cheap x-mount extender rings and a m42 mount adapter ring, however I am starting to suspect it is not resolving all the detail off the slide - I can read some of those signs with the 10x loupe, but they are blurry in the digitized image. I think I am going to have to try a modern computer-designed-aspherical-low-dispersion-multi-coated-autofocus macro lens for comparison.
Next task after that: laser-cut acrylic film holders, and an Arduino controlled stepper motor setup with a Ruby script driving a Sony a5100 with 30mm macro lens via Sony's RESTful wireless API, to make it almost fully automatic!
credit for original inspiration:
petapixel.com/2012/12/23/why-you-should-digitize-your-fil...
One of the most iconic Touring Cars in Australia, Dick Johnson's Greens-Tuf Falcon was seen in 3 iterations.
Pictured
A recreation of Dick Johnson’s famous Greens-Tuf Ford Falcon as part of a new program launched by V8 Race Experience.
The firm, which runs a fleet of late-model, production based Falcon and Commodore V8s throughout Australia, has added the replica to its stable with the endorsement of Johnson.
Although not part of Johnson’s team during the Group C era, DJR legend John Bowe’s ongoing association with V8 Race saw him kick-start the replica idea.
Like the original it has a Volkmann Motorsport built 351 Cleveland V8 that produces around 500bhp.
No#3
The XE Falcon campaigned by the team was built over the 1983/84 off-season, and made its debut at the opening event of the 1984 season.
Dick completed a highly consistent season - finishing on the podium at every event, and despite only taking one round win (at Surfers Paradise Raceway), claimed the 1984 ATCC in the car.
John French returned to drive with Dick in the endurance races, and after starting third at Bathurst, the race ended for the car with a broken axle after 107 laps. Following the final Group C-era race in November 1984, the car was retired from competition and retained by the team. The car now forms part of the Bowden collection.
No#2
The 2nd car was purchased by the team from a fellow competitor (Andrew Harris) on the Saturday evening of Bathurst 1983, the DJR, Harris and TAFE Repair teams worked through the night to convert this 'new' car into a DJR Greens-Tuf XE, as a replacement for the car destroyed in Hardie's Heroes.
The conversion included stripping the damaged shell of its undamaged mechanical components, installing them into the new car, repainting & signwriting, and electrical work.
The rebuilt car was rolled onto the grid - with its paintwork still damp - to a standing ovation, just in time for the race start. Unfortunately a faulty electrical fuse in the dash ended the team’s day after 61 laps.
The car was sold following the Bathurst 1000 race, as a new DJR XE Falcon was under construction for 1984.
No#1
Debuted in the 1982 Endurance Races in Palmer Red Roo pipe colours (blue car with red bumpers), the XE Falcon had several changes & upgrades over the XD model. At Bathurst 1982, Dick, again paired with John French, crossed the line in 4th place, however was later excluded due to a technical infringement.
Still with Red Roo signage, but now all-blue in colour, the 1983 ATCC season was a tough one, as the team continued to develop the car with new homologated components (including larger wheels & tyres and a new aero pack). Dick finished the ATCC season in 6th place.
For the 1983 Endurance races, Dick paired with Kevin Bartlett, and the car appeared in the famous Greens-Tuf colours for the first time. During the Hardie’s Heroes (top 10 shootout) at Bathurst, Dick clipped the tyre bundle on the exit of Forrest’s Elbow, sending the car crashing through the trees next to the track. The mechanicals of the destroyed car were transferred into a new car rebuilt overnight at Bathurst.
Arca (Iteration I)
2018
20 x 26.75 inches (508 x 680 millimeters)
Archival inkjet print on paper
© 2018 Tony DeVarco & Mayako Nakamura
Arca (Iteration II)
2018
20 x 26.75 inches (508 x 680 millimeters)
Acrylic, charcoal, pastel, pencil on archival digital print on paper
© 2018 Tony DeVarco & Mayako Nakamura
Part of the new series Bonnie DeVarco is calling "Figure | Ground" in collaboration with the Japanese Artist Mayako Nakamura.
Mayako Nakamura's Flickr site: www.flickr.com/photos/ma85/
Iteration ~ Mark Kielkucki
1982
18 x 24 inches
Acrylic on watercolor paper
More work from the 1980s here: kielkucki.com/p_1980.htm
Here is my second iteration of one of my favorite ships of Star Wars -- the Delta-7 Aethersprite Delta-7 Jedi Starfighter.
@khatmorg & @atlas_er are big influences on this design -- especially the cockpit area of @khatmorg & the wings by @atlas_er. Biggest difference in mine is the overall length is shorter by two studs (which I think is more accurate).
Overall I'm really happy with how it came out. I tried my best to eliminate all gaps, and make it smooth as possible. I've very proud of the green accent on the back wings, and how I was able to keep the front wing/hood area smooth.
I couldn't squeeze in rear landing gear, but I love how the underside came out.
This second iteration of the Sherpa pick-up is presented in the traditional livery of James McBride of Dalkeith in Midlothian. The company did operate a Sherpa service van, but this pick-up and the style of livery application are both fictional. Whilst no looker, the Sherpa was generally considered to be pleasant to drive, particularly when fitted with the 1.8 Marina petrol engine (a diesel option was also available). A very good article on the Sherpa can be found here (08-Sep-18):
www.aronline.co.uk/commercials/leyland-commercials/sherpa...
All rights reserved. For the avoidance of doubt, this means that it would be a criminal offence to post this image on Facebook or elsewhere (please post a link instead). Follow the link below for terms and conditions, additional information about my work; and to request work from me:
www.flickr.com/photos/northernblue109/6046035749/in/set-7...
*******************************************************************************
This image and its name are protected under copyright laws.
All their rights are reserved to my own and unique property.
Any download, copy, duplication, edition, modification,
printing, or resale is stricly prohibited.
*******************************************************************************
Is actually a Jerusalem twisted cube at iteration #3
The Dodge Charger is an American automobile manufactured by the Dodge division of Chrysler. There have been several different Dodge vehicles, on three different platforms, bearing the Charger nameplate. The name is generally associated with a performance model in the Dodge range; however, it has also adorned a hatchback, a sedan, and a personal luxury coupe.
The three main iterations of the Dodge Charger produced were a muscle car from 1966 to 1978, a subcompact car from 1983 to 1987 and the present-day sports sedan built since 2006.
The name was also carried by a 1999 concept car that differed substantially from the Charger eventually placed into production for the 2006 model year. A similar name, the Ramcharger, was used for the truck-based vehicle.
First iteration of this, there are a few little niggles (not least the face that my living room is not big enough and I couldn't get tips of fingers in frame) and a whole 'nother run to fit together similarly, but of course I'm going to share. From the second 'I want to take your photo' shoot. But not *the* image for that shoot. That's going to take frickin' hours to put together. This one was about two a half. I'm also claiming this as a Myths and Legends. Shiva!
Representing a much earlier iteration of the AEC Reliance chassis than the heavyweight Clyde Coast example, ex Alexander Northern NAC147 is a 470-powered 2MU3RV type, with Alexander DP41F body. It returned to Kirkby Stephen in 2016, having spent nearly 8 years off the road, due to other projects, busy careers and other commitments. Its last visit to Kirkby Stephen was in 2008, the year of the big snow. Other than a spot of bother with a fuel line on its return to Scotland, it performed well, and its diminutive size makes it an ideal bus for this rally.
PLEASE DO NOT COPY, SHARE OR POST ON ANY OTHER WEBSITE OR OTHERWISE USE MY PICTURES WITHOUT MY PERMISSION.
One of the most iconic Touring Cars in Australia, Dick Johnson's Greens-Tuf Falcon was seen in 3 iterations.
Pictured
A recreation of Dick Johnson’s famous Greens-Tuf Ford Falcon as part of a new program launched by V8 Race Experience.
The firm, which runs a fleet of late-model, production based Falcon and Commodore V8s throughout Australia, has added the replica to its stable with the endorsement of Johnson.
Although not part of Johnson’s team during the Group C era, DJR legend John Bowe’s ongoing association with V8 Race saw him kick-start the replica idea.
Like the original it has a Volkmann Motorsport built 351 Cleveland V8 that produces around 500bhp.
No#3
The XE Falcon campaigned by the team was built over the 1983/84 off-season, and made its debut at the opening event of the 1984 season.
Dick completed a highly consistent season - finishing on the podium at every event, and despite only taking one round win (at Surfers Paradise Raceway), claimed the 1984 ATCC in the car.
John French returned to drive with Dick in the endurance races, and after starting third at Bathurst, the race ended for the car with a broken axle after 107 laps. Following the final Group C-era race in November 1984, the car was retired from competition and retained by the team. The car now forms part of the Bowden collection.
No#2
The 2nd car was purchased by the team from a fellow competitor (Andrew Harris) on the Saturday evening of Bathurst 1983, the DJR, Harris and TAFE Repair teams worked through the night to convert this 'new' car into a DJR Greens-Tuf XE, as a replacement for the car destroyed in Hardie's Heroes.
The conversion included stripping the damaged shell of its undamaged mechanical components, installing them into the new car, repainting & signwriting, and electrical work.
The rebuilt car was rolled onto the grid - with its paintwork still damp - to a standing ovation, just in time for the race start. Unfortunately a faulty electrical fuse in the dash ended the team’s day after 61 laps.
The car was sold following the Bathurst 1000 race, as a new DJR XE Falcon was under construction for 1984.
No#1
Debuted in the 1982 Endurance Races in Palmer Red Roo pipe colours (blue car with red bumpers), the XE Falcon had several changes & upgrades over the XD model. At Bathurst 1982, Dick, again paired with John French, crossed the line in 4th place, however was later excluded due to a technical infringement.
Still with Red Roo signage, but now all-blue in colour, the 1983 ATCC season was a tough one, as the team continued to develop the car with new homologated components (including larger wheels & tyres and a new aero pack). Dick finished the ATCC season in 6th place.
For the 1983 Endurance races, Dick paired with Kevin Bartlett, and the car appeared in the famous Greens-Tuf colours for the first time. During the Hardie’s Heroes (top 10 shootout) at Bathurst, Dick clipped the tyre bundle on the exit of Forrest’s Elbow, sending the car crashing through the trees next to the track. The mechanicals of the destroyed car were transferred into a new car rebuilt overnight at Bathurst.
The XD was the first iteration of the project known as 'Blackwood' - the new Falcon launched in 1979. The result was a large family car, designed to look as modern and compact as possible, despite being based on the preceding XA-XC Falcon platform, itself derived from the US model of 1966.
The car had a very modern appearance for the time, very crisp edged, in the manner of Pininfarina and Italdesign designs seen in Europe on cars such as the FIAT 130 and the VW Golf.
The fuel crises during the 1970s had led to a number of studies to develop a smaller, lighter car, potentially in combination with Mazda. Indecision (a common Ford malady) led to a re-skin of the existing car, despite an observed swing to smaller cars. The Blackwood was fitted with 3.3L and 4.1L inline six-cylinder engines, along with 5.0L and 5.8L V8 engines.
The main Australian competitor, Holden, had developed a new car, derived from the GM Europe V-Var platform, debuting in 1978, including a 4-cylinder engine, had Ford sweating out the remainder of the year, with ever-reducing sales of the outgoing XC Falcon model.
Despite these headwinds, there was still a perceived customer need for a broad rear seat, an advantage that Ford made the most of in advertising materials for the new car.
Enter the 1980s, and despite a general movement to smaller cars, a reduction in fuel prices, along with fuel efficiency gains to the Falcon engine (in conjunction with Honda), let to an upswing in Falcon sales (at the expense of the Commodore, delivering Ford Australia market leadership for the first time.
The indecision that had put the company at risk had delivered the car that the market had wanted once the fuel crisis had subsided. Ford enjoyed healthy profits throughout the life of Blackwood (1979-1988), while Holden had required significant cash-injections from its GM parent to provide the funds to develop a bigger car as a more direct competitor to the Falcon (the VN Commodore) in late 1988.
Shown here is the XD Falcon wagon model (with optional driving lights), which drove on a longer wheelbase than the regular sedan model. This was popular with families, as the second row could be optioned with four seatbelt positions. Like a few models this month, a model just like this was owned by family friends at the time.
An curious little anecdote. For some reason my father (who was otherwise quite mechanically practical) when offered to drive the car at some point, and for inexplicable reason, was unable to drive the car, as he did not know how to operate the automatic transmission controls - odd that I can remember this detail from 35 years ago.
From left to right: I hope you can tell that those skeleton-based construction things are meant to go to the grey O(O)O joint. The ideas was to be able to attach a pretty wide regular Kanohi mask. Don't really have the pieces to put it into practice, but you're welcome to try it if you have the parts! Please give credit if you've seen it here though. I foresee using those trans-purple claws (the stuff of dreams, yo) from Terak in this way...
The other white skeleton piece is meant to go to the head next to it. LDD won't let me put it right, but I think you can tell where it goes. I was thinking it could maybe fit the new mask connections, but I'm not so sure now. If you want, have a shot at making it work! I'd love to see some improvements on this.
And the last one is pretty obvious: half of Splitface's head turned on the side, makes a mask that looks mysteriously like this: biosector01.com/wiki/index.php/Mask_of_Elemental_Energy
One of the most iconic Touring Cars in Australia, Dick Johnson's Greens-Tuf Falcon was seen in 3 iterations.
Pictured
A recreation of Dick Johnson’s famous Greens-Tuf Ford Falcon as part of a new program launched by V8 Race Experience.
The firm, which runs a fleet of late-model, production based Falcon and Commodore V8s throughout Australia, has added the replica to its stable with the endorsement of Johnson.
Although not part of Johnson’s team during the Group C era, DJR legend John Bowe’s ongoing association with V8 Race saw him kick-start the replica idea.
Like the original it has a Volkmann Motorsport built 351 Cleveland V8 that produces around 500bhp.
No#3
The XE Falcon campaigned by the team was built over the 1983/84 off-season, and made its debut at the opening event of the 1984 season.
Dick completed a highly consistent season - finishing on the podium at every event, and despite only taking one round win (at Surfers Paradise Raceway), claimed the 1984 ATCC in the car.
John French returned to drive with Dick in the endurance races, and after starting third at Bathurst, the race ended for the car with a broken axle after 107 laps. Following the final Group C-era race in November 1984, the car was retired from competition and retained by the team. The car now forms part of the Bowden collection.
No#2
The 2nd car was purchased by the team from a fellow competitor (Andrew Harris) on the Saturday evening of Bathurst 1983, the DJR, Harris and TAFE Repair teams worked through the night to convert this 'new' car into a DJR Greens-Tuf XE, as a replacement for the car destroyed in Hardie's Heroes.
The conversion included stripping the damaged shell of its undamaged mechanical components, installing them into the new car, repainting & signwriting, and electrical work.
The rebuilt car was rolled onto the grid - with its paintwork still damp - to a standing ovation, just in time for the race start. Unfortunately a faulty electrical fuse in the dash ended the team’s day after 61 laps.
The car was sold following the Bathurst 1000 race, as a new DJR XE Falcon was under construction for 1984.
No#1
Debuted in the 1982 Endurance Races in Palmer Red Roo pipe colours (blue car with red bumpers), the XE Falcon had several changes & upgrades over the XD model. At Bathurst 1982, Dick, again paired with John French, crossed the line in 4th place, however was later excluded due to a technical infringement.
Still with Red Roo signage, but now all-blue in colour, the 1983 ATCC season was a tough one, as the team continued to develop the car with new homologated components (including larger wheels & tyres and a new aero pack). Dick finished the ATCC season in 6th place.
For the 1983 Endurance races, Dick paired with Kevin Bartlett, and the car appeared in the famous Greens-Tuf colours for the first time. During the Hardie’s Heroes (top 10 shootout) at Bathurst, Dick clipped the tyre bundle on the exit of Forrest’s Elbow, sending the car crashing through the trees next to the track. The mechanicals of the destroyed car were transferred into a new car rebuilt overnight at Bathurst.
The XD was the first iteration of the project known as 'Blackwood' - the new Falcon launched in 1979. The result was a large family car, designed to look as modern and compact as possible, despite being based on the preceding XA-XC Falcon platform, itself derived from the US model of 1966.
The car had a very modern appearance for the time, very crisp edged, in the manner of Pininfarina and Italdesign designs seen in Europe on cars such as the FIAT 130 and the VW Golf.
The fuel crises during the 1970s had led to a number of studies to develop a smaller, lighter car, potentially in combination with Mazda. Indecision (a common Ford malady) led to a re-skin of the existing car, despite an observed swing to smaller cars. The Blackwood was fitted with 3.3L and 4.1L inline six-cylinder engines, along with 5.0L and 5.8L V8 engines.
The main Australian competitor, Holden, had developed a new car, derived from the GM Europe V-Var platform, debuting in 1978, including a 4-cylinder engine, had Ford sweating out the remainder of the year, with ever-reducing sales of the outgoing XC Falcon model.
Despite these headwinds, there was still a perceived customer need for a broad rear seat, an advantage that Ford made the most of in advertising materials for the new car.
Enter the 1980s, and despite a general movement to smaller cars, a reduction in fuel prices, along with fuel efficiency gains to the Falcon engine (in conjunction with Honda), let to an upswing in Falcon sales (at the expense of the Commodore, delivering Ford Australia market leadership for the first time.
The indecision that had put the company at risk had delivered the car that the market had wanted once the fuel crisis had subsided. Ford enjoyed healthy profits throughout the life of Blackwood (1979-1988), while Holden had required significant cash-injections from its GM parent to provide the funds to develop a bigger car as a more direct competitor to the Falcon (the VN Commodore) in late 1988.
Shown here is the XD Falcon wagon model (with optional driving lights), which drove on a longer wheelbase than the regular sedan model. This was popular with families, as the second row could be optioned with four seatbelt positions. Like a few models this month, a model just like this was owned by family friends at the time.
An curious little anecdote. For some reason my father (who was otherwise quite mechanically practical) when offered to drive the car at some point, and for inexplicable reason, was unable to drive the car, as he did not know how to operate the automatic transmission controls - odd that I can remember this detail from 35 years ago.