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From the early Apollo Command Service Module (CSM) instrument panel, January 1966.
Its function was to gauge propellants feeding the CSM main engine (SPS) and also allowed the crew to assume manual control of propellant feed rates.
Mouse over the photo for details from the Apollo Operations Handbook, November 12, 1966.
All of these knobs, and manual overrides, backup shunts, and display and sensor test features achieve one goal - to keep the flow rate of the two propellant fluids in a 2:1 ratio for the SPS rocket engine.
It was pulled out of a warehouse IVO Edwards AFB (apparently made its way from NASA via DRMO surplus facility there).
I admit I disliked fuji when it started. From the X100 to the XPro1, the camera system, despite its completely seducing color science output, was completely out of sync with my practice in terms of autofocus speed and file. Now the X system has matured into something that I find very hard to match for mirrorless camera photography.
The XT1 comes to solve pretty much all the problems I had with the system: AF and Camera Operations (once u get used to the nobs, hard to go back to menus) are reliable and quick, Lightroom 5.7 renders the file beautifully (with Classic Chrome) and the viewfinder is bigger than that of a full frame dSLR. Not only the camera is now a great camera, the lens system is superb in its consistency: the 14, 23 and 56 are great highly recommended lenses and perform equally marvellously in sharpness, colors and BOKEH while also looking darn good with the Fuji design language. Image quality wise, you get clean files at most of the modern ISOs 200-6400 (you can push the 6400 raw up to 12800 if u want without much penalty or color shifts).
The running cost of ownership is also even more interesting. The body goes for around 1K$ and the rest of the "super prime lenses" (you'd want to shoot prime with this one) go for 1k$ or less each. You can get yourself up and running for less than a full frame camera with equivalent quality lenses.The XT1 ain't still sunshine and rainbow though: It requires the extra grip to enjoy shooting with it, it is not light, the battery lasts as much as a film roll, you can't use exposure compensation on "manual" mode to shift the auto-ISO values, the RAW files are HUGE 30-40mb a piece, low-light AF works fast as long as you have a contrast zone to hunt for but then you also have a magnificent manual focus experience. Classic Chrome (also available in LR 5.7) redefines the fuji photography experience by offering a raw file free of color distorsions and true of natural colors as well as a butt load of great micro-contrast off the file.
All in all, I have to say that I fell in love with it. It is truly the best enthusiast mirrorless system I've come across and it's now well matured.
If you use a full frame dSLR: switching to fuji will depend if you want the premium lenses or the full frame IQ but can't afford the steep 2K$ per lens or 2-4K$ per body, also if you want to sacrifice the extensive "flash system" that dSLRs have.
If you are using a crop sensor dSLR: switching to fuji will depend if you want to keep investing in photography lenses and equipment and don't have to shoot unpredictable fast moving subjects, like birdies.
If you use a Sony: switching to fuji will depend if you are fed up with the teenage identity crisis unpredictability of the system's evolution (new tech = new "test" camera = no "conclusion" camera = less lenses for existing cameras = change the name). The A7 system will flourish to lead the mirrorless trend one day but before that day comes, you have at least until 2016.
If you use a m43 camera: switching to fuji will depend if are willing to drop a bunch of practical technical features: super fast AF (fuji is DARN FAST but m43 cameras are INSTANT FAST), video (I don't shoot video) or image stabilisation or clinical sharpness (fuji images are sharp! but not as pixel sharp as m43... I mean no camera is as pixel sharp as the m43 an) or the touchscreen af point selection... all this for an upgrade in image aesthetics that's a compromise of m43 compactness (somewhat) and passionated lens designs (m43's got good lenses but no "omg wow what the heck" lenses, sorry)
If you shoot film: This is IT. Film nobs, Film look, Film grain, Film output… on digital. This is fujifilm making a camera with the color science they apply on their negatives, all of it.
Chassis n° 0051
Les Grandes Marques du Monde au Grand Palais
Bonhams
Estimated : € 580.000 - 780.000
Parijs - Paris
Frankrijk - France
February 2018
- Genuine works car
- First registered to FIAT Auto Spa
- Abarth Classiche certified
- 100% original and never restored
- Ready to enjoy
From the mid-1960s until the early 1990s, Lancia was a major force in international rallying, winning the World Rally Championship for Makes no fewer than 11 times between 1972 and 1992, including a remarkable six successive victories commencing in 1987. During the same period, Lancia drivers won the European Rally Championship on 14 occasions and the World Drivers' Championship (only instigated in 1978) four times. The models used – Fulvia HF, Stratos, Rally 037, and the Delta family: S4, HF, and Integrale – are among the most successful rally cars of all time.
Following Audi's lead, Lancia had introduced a new four-wheel-drive World Rally Championship contender in 1985, the Delta S4, which bore more than a passing resemblance to its road-going namesake. That deliberate likeness though, was merely skin deep, for the two cars had next to nothing in common mechanically. For whereas the Delta road car was a conventional, front-wheel-drive, five-seater hatchback, the two-seater S4 carried its engine where the rear seat passengers would have been and concealed a tubular spaceframe chassis - similar to that of the Rally 037 and incorporating fully adjustable all-independent suspension – beneath lightweight composite bodywork. Featuring numerous aerodynamic aids designed to increase downforce at high speeds, both front and rear sections of the S4's body were quickly detachable in the case of an accident.
The transmission drove all four wheels via central and rear differentials while the Abarth-designed 1.759 cc, 16-valve engine broke new ground also, employing both supercharging and turbo-charging to reduce the effects of 'turbo lag' at low revs. As the FIA applied a 'x1.4' formula to the capacity of forced induction engines, the Delta S4 ran in the up-to-2.500 cc class, which permitted a minimum weight of 890 kg (1,958 lbs). A maximum power output of around 400bhp was available from the start, rising to in excess of 500bhp by the end of development.
After the required 200 Stradale (road-going) models required by Group B regulations had - allegedly - been constructed, the competition version made its first appearance in November 1985 at the RAC Rally, Henri Toivonen and Markku Alén finishing 1st and 2nd respectively to record one of the most successful debuts in rallying history. The Delta S4 went on to score three more World Championship victories in 1986, securing Lancia 2nd place in the Makes' competition and 2nd place for Alén in the Drivers', before being compulsorily retired at the end of the year when the FIA imposed Group A regulations for 1987. The FIA's decision had been prompted by a series of serious accidents, including Toivonen's fatal crash in Corsica at the wheel of a works S4, which also claimed the life of his co-driver, Sergio Cresto.
In use for only 13 months, the Lancia Delta S4 is one of the rarest of Group B rally cars. There is considerable doubt that Lancia actually produced the 200 road cars required for homologation, expert opinion being that fewer than 80 exist today. Genuine works cars are even rarer.
The Lancia Delta S4 Group B rally car offered here was first registered on 20th October 1986 in Turin as 'TO 44805F' to FIAT Auto Spa. It is not a converted Stradale model but a genuine works rally car built by Abarth, which had previously been acting as parent-company FIAT's competitions department and had recently merged with Lancia's Squadra Corse. It is finished in the distinctive white livery of the famous Martini drinks company, Lancia's sponsors at the time.
According to Abarth, '0051' is probably one of the three 'muletto' (reconnaissance) cars built. It was never raced in the World Championship, and along with its contemporaries was rendered obsolete when Group B was cancelled at the end of 1986. The registration was changed to 'TO-44816F' soon afterwards, and then in 1988 the car was sold to Comauto, an Italian Racing team. Subsequently, the Lancia belonged to two different Italian collections before being sold to German collector, John Bosch, a major Ferraristi who was drove for Audi and Opel in the 1970s and '80s. The file of this rare Delta S4 includes important documents like a copy of the car's original Italian registration document; original conformity and homologation paperwork; Abarth Classiche certificate, etc.
The current owner purchased the Lancia on 17th June 2008 and participated with it in the Rally Legend in 2008, 2009, and 2015. The owner also entered 'Les Boucles de Spa' in 2012 with the car, while Frenchman Bruno Saby (a Lancia Delta S4 driver in 1988) drove it at the Legend Show Serre Chevalier that same year on the ice racetrack.
This ultra-rare ex-works Lancia is in excellent condition and 100% original in specification, even retaining its original seats marked with the names of Markku Alén and his co-driver, Ilkka Kivimäki. We are advised that for security reasons, the original fuel tanks have been replaced by more secure ones for the Legend Show. An additional front light is included in the sale as well as the original fuel tanks. Regularly maintained by an Abarth Classiche professional team, this rare ex-works Lancia Group B supercar is ready to enjoy.
Windhoff High Output Plant System units 99 70 9132 001-8 and 99 70 9131 010-9 pass through Shirebrook Station on its way from Swindon to the test track at the site of the former High Marnham Power Station.
Mercedes SLS AMG Coupe Electric Drive
With the new Mercedes-Benz SLS AMG Coupé Electric Drive, Mercedes-AMG is entering a new era: the locally emission-free super sports car featuring advanced technology from the world of Formula 1 is the most exclusive and dynamic way in which to drive an electric car. The most powerful AMG high-performance vehicle of all time has four electric motors producing a total output of 552 kW and a maximum torque of 1000 Nm. As a result, the gullwing model has become the world's fastest electrically-powered series production vehicle: the Mercedes-Benz SLS AMG Coupé Electric Drive accelerates from zero to 100 km/h in 3.9 seconds.
A new dimension of driving performance - a convincing synonym for the AMG brand promise are the outstanding driving dynamics which come courtesy of AMG Torque Dynamics as well as torque distribution to individual wheels, which is made possible by means of wheel-selective all-wheel drive. The most "electrifying" gullwing model ever has been developed in-house by Mercedes-AMG GmbH. The high-voltage battery for the SLS AMG Coupé Electric Drive is the result of cooperation between Mercedes-AMG and Mercedes AMG High Performance Powertrains in Brixworth (GB). This is an area in which the British Formula 1 experts were able to contribute their extensive know-how with KERS hybrid concepts.
"The SLS AMG Coupé Electric Drive is setting new standards for cars with electric drives. As the most powerful gullwing model ever, it is also representative of the enduring innovational strength of Mercedes-AMG. Our vision of the most dynamic electric vehicle has become a reality. With the help of our colleagues at Mercedes AMG High Performance Powertrains in Brixworth, we are bringing exciting advanced technology from the world of Formula 1 to the road", according to Ola Källenius, Chairman of the Board of Management of Mercedes-AMG GmbH.
Mercedes SLS AMG Coupe Electric Drive (2014)
2014 Mercedes-Benz SLS AMG Coupe Electric Drive
Pioneering, visionary, electrifying: the powerful and locally emission-free super sports car with electric drive also embodies the development competence of Mercedes-AMG GmbH. With this innovative and unique drive solution, AMG - as the performance brand of Mercedes-Benz - is demonstrating its technological leadership in this segment. The Mercedes-Benz SLS AMG Coupé Electric Drive is aimed at technology-minded super sports car fans who are open to new ideas and enthusiastic about ambitious high-tech solutions for the future of motoring.
Enormous thrust thanks to 1000 Nm of torque
The pioneering drive package in the SLS AMG Coupé Electric Drive is impressive and guarantees a completely innovative and electrifying driving experience: enormous thrust comes courtesy of four synchronous electric motors providing a combined maximum output of 552 kW and maximum torque of 1000 Nm. The very special gullwing model accelerates from zero to 100 km/h in 3.9 seconds, and can reach a top speed of 250 km/h (electronically limited). The agile response to accelerator pedal input and the linear power output provide pure excitement: unlike with a combustion engine, the build-up of torque is instantaneous with electric motors - maximum torque is effectively available from a standstill. The spontaneous build-up of torque and the forceful power delivery without any interruption of tractive power are combined with completely vibration-free engine running characteristics.
The four compact permanent-magnet synchronous electric motors, each weighing 45 kg, achieve a maximum individual speed of 13,000 rpm and in each case drive the 4 wheels selectively via a axially-arranged transmission design. This enables the unique distribution of torque to individual wheels, which would normally only be possible with wheel hub motors which have the disadvantage of generating considerable unsprung masses.
Powerful, voluminous, dynamic, emotional and authentic: the characteristic sound of the Mercedes-Benz SLS AMG Coupé Electric Drive embodies the sound of the 21st century. After an elaborate series of tests as well as numerous test drives, the AMG experts have created a sound which captures the exceptional dynamism of this unique super sports car with electric drive. Starting with a characteristic start-up sound, which rings out on pressing the "Power" button on the AMG DRIVE UNIT, the occupants can experience a tailor-made driving sound for each driving situation: incredibly dynamic when accelerating, subdued when cruising and as equally characteristic during recuperation. The sound is not only dependent on road speed, engine speed and load conditions, but also reflects the driving situation and the vehicle's operating state with a suitable driving noise. Perfect feedback for the driver is guaranteed thanks to a combination of the composed sound, the use of the vehicle's existing inherent noises and the elimination of background noise - this is referred to by the experts as "sound cleaning". The impressive sound comes courtesy of the standard sound system with eleven loudspeakers.
Advanced Formula 1 technology: high-voltage lithium-ion battery
Battery efficiency, performance and weight: in all three areas Mercedes-AMG is setting new standards. The high-voltage battery in the SLS AMG Coupé Electric Drive boasts an energy content of 60 kWh, an electric load potential of 600 kW and weighs 548 kg - all of which are absolute best values in the automotive sector. The liquid-cooled lithium-ion high-voltage battery features a modular design and a maximum voltage of 400 V.
Advanced technology and know-how from the world of Formula 1 have been called on during both the development and production stages: the battery is the first result of the cooperation between Mercedes-AMG GmbH in Affalterbach and Mercedes AMG High Performance Powertrains Ltd. Headquartered in Brixworth in England, the company has been working closely with Mercedes-AMG for a number of years. F1 engine experts have benefited from its extensive expertise with the KERS hybrid concept, which made its debut in the 2009 Formula 1 season. At the Hungarian Grand Prix in 2009, Lewis Hamilton achieved the first historic victory for a Formula 1 vehicle featuring KERS hybrid technology in the form of the Mercedes-Benz KER System. Mercedes AMG High Performance Powertrains supplies the Formula 1 teams MERCEDES AMG PETRONAS, Vodafone McLaren Mercedes and Sahara Force India with Mercedes V8 engines and the KERS.
The high-voltage battery consists of 12 modules each comprising 72 lithium-ion cells. This optimised arrangement of a total of 864 cells has benefits not only in terms of best use of the installation space, but also in terms of performance. One technical feature is the intelligent parallel circuit of the individual battery modules - this helps to maximise the safety, reliability and service life of the battery. As in Formula 1, the battery is charged by means of targeted recuperation during deceleration whilst the car is being driven.
High-performance control as well as effective cooling of all components
A high-performance electronic control system converts the direct current from the high-voltage battery into the three-phase alternating current which is required for the synchronous motors and regulates the energy flow for all operating conditions. Two low-temperature cooling circuits ensure that the four electric motors and the power electronics are maintained at an even operating temperature. A separate low-temperature circuit is responsible for cooling the high-voltage lithium-ion battery. In low external temperatures, the battery is quickly brought up to optimum operating temperature with the aid of an electric heating element. In extremely high external temperatures, the cooling circuit for the battery can be additionally boosted with the aid of the air conditioning. This also helps to preserve the overall service life of the battery system.
Quick charge function via special wall box
Ideally the Mercedes-Benz SLS AMG Coupé Electric Drive is charged with the aid of a so-called wall box. Installed in a home garage, this technology provides a 22 kW quick-charge function, which is the same as the charging performance available at a public charging station. A high-voltage power cable is used to connect the vehicle to the wall box, and enables charging to take place in around three hours. Without the wall box, charging takes around 20 hours. The wall box is provided as an optional extra from Mercedes-AMG in cooperation with SPX and KEBA, two suppliers of innovative electric charging infrastructures for the automotive industry.
Eight-stage design for maximum safety
To ensure maximum safety, the SLS AMG Coupé Electric Drive makes use of an eight-stage safety design. This comprises the following features:
•all high-voltage cables are colour-coded in orange to prevent confusion
•comprehensive contact protection for the entire high-voltage system
•the lithium-ion battery is liquid-cooled and accommodated in a high-strength aluminium housing within the carbon-fibre zero-intrusion cell
•conductive separation of the high-voltage and low-voltage networks within the vehicle and integration of an interlock switch
•active and passive discharging of the high-voltage system when the ignition is switched to "off"
•in the event of an accident, the high-voltage system is switched off within fractions of a second
•continuous monitoring of the high-voltage system for short circuits with potential compensation and insulation monitors
•redundant monitoring function for the all-wheel drive system with torque control for individual wheels, via several control units using a variety of software
By using this design, Mercedes-AMG ensures maximum safety during production of the vehicle and also during maintenance and repair work. Of course the Mercedes-Benz SLS AMG Coupé Electric Drive also meets all of the statutory and internal Mercedes crash test requirements.
All-wheel drive with AMG Torque Dynamics enables new levels of freedom
Four motors, four wheels - the intelligent and permanent all-wheel drive of the SLS AMG Coupé Electric Drive guarantees driving dynamics at the highest level, while at the same time providing the best possible active safety. Optimum traction of the four driven wheels is therefore ensured, whatever the weather conditions. According to the developers, the term "Torque Dynamics" refers to individual control of the electric motors, something which enables completely new levels of freedom to be achieved. The AMG Torque Dynamics feature is permanently active and allows for selective distribution of forces for each individual wheel. The intelligent distribution of drive torque greatly benefits driving dynamics, handling, driving safety and ride comfort. Each individual wheel can be both electrically driven and electrically braked, depending on the driving conditions, thus helping to
•optimise the vehicle's cornering properties,
•reduce the tendency to oversteer/understeer,
•increase the yaw damping of the basic vehicle,
•reduce the steering effort and steering angle required,
•increase traction,
•and minimise ESP® and ASR intervention.
The AMG Torque Dynamics feature boasts a great deal of variability and individuality by offering three different transmission modes:
•Comfort (C): comfortable, forgiving driving characteristics
•Sport (S): sporty, balanced driving characteristics
•Sport plus (S+): sporty, agile driving characteristics
AMG Torque Dynamics enables optimum use of the adhesion potential between the tyres and the road surface in all driving conditions. The technology allows maximum levels of freedom and as such optimum use of the critical limits of the vehicle's driving dynamics. Outstanding handling safety is always assured thanks to the two-stage Electronic Stability Program ESP®.
"AMG Lightweight Performance" design strategy
The trailblazing body shell structure of the Mercedes-Benz SLS AMG Coupé Electric Drive is part of the ambitious "AMG Lightweight Performance" design strategy. The battery is located within a carbon-fibre monocoque which forms an integral part of the gullwing model and acts as its "spine". The monocoque housing is firmly bolted and bonded to the aluminium spaceframe body. The fibre composite materials have their roots in the world of Formula 1, among other areas. The advantages of CFRP (carbon-fibre reinforced plastic) were exploited by the Mercedes-AMG engineers in the design of the monocoque. These include their high strength, which makes it possible to create extremely rigid structures in terms of torsion and bending, excellent crash performance and low weight. Carbon-fibre components are up to 50 percent lighter than comparable steel ones, yet retain the same level of stability. Compared with aluminium, the weight saving is still around 30 percent, while the material is considerably thinner. The weight advantages achieved through the carbon-fibre battery monocoque are reflected in the agility of the SLS AMG Coupé Electric Drive and, in conjunction with the wheel-selective four-wheel drive system, ensure true driving enjoyment. The carbon-fibre battery monocoque is, in addition, conceived as a "zero intrusion cell" in order to meet the very highest expectations in terms of crash safety. It protects the battery modules inside the vehicle from deformation or damage in the event of a crash.
The basis for CFRP construction is provided by fine carbon fibres, ten times thinner than a human hair. A length of this innovative fibre reaching from here to the moon would weigh a mere 25 grams. Between 1000 and 24,000 of these fibres are used to form individual strands. Machines then weave and sew them into fibre mats several layers thick, which can be moulded into three-dimensional shapes. When injected with liquid synthetic resin, this hardens to give the desired structure its final shape and stability.
Optimum weight distribution and low centre of gravity
The purely electric drive system was factored into the equation as early as the concept phase when the super sports car was being developed. It is ideally packaged for the integration of the high-performance, zero-emission technology: by way of example, the four electric motors and the two transmissions can be positioned as close to the four wheels as possible and very low down in the vehicle. The same applies to the modular high-voltage battery. Advantages of this solution include the vehicle's low centre of gravity and balanced weight distribution - ideal conditions for optimum handling, which the electrically-powered gullwing model shares with its petrol-driven sister model.
New front axle design with pushrod damper struts
The additional front-wheel drive called for a newly designed front axle: unlike the series production vehicle with AMG V8 engine, which has a double wishbone axle, the SLS AMG Coupé Electric Drive features an independent multi-link suspension with pushrod damper struts. This is because the vertically-arranged damper struts had to make way for the additional drive shafts. As is usual in a wide variety of racing vehicles, horizontal damper struts are now used, which are operated via separate push rods and transfer levers. Thanks to this sophisticated front-axle design, which has already been tried and tested in the world of motorsport, the agility and driving dynamics of the Mercedes-Benz SLS AMG Coupé Electric Drive attain the same high levels as the V8 variant. Another distinguishing feature is the speed-sensitive power steering with rack-and-pinion steering gear: the power assistance is implemented electrohydraulically rather than just hydraulically.
AMG ceramic composite brakes for perfect deceleration
The SLS AMG Coupé Electric Drive is slowed with the aid of AMG high-performance ceramic composite brakes, which boast direct brake response, a precise actuation point and outstanding fade resistance, even in extreme operating conditions. The over-sized discs - measuring 402 x 39 mm at the front and 360 x 32 mm at the rear - are made of carbon fibre-strengthened ceramic, feature an integral design all round and are connected to an aluminium bowl in a radially floating arrangement.
The ceramic brake discs are 40 percent lighter in weight than the conventional, grey cast iron brake discs. The reduction in unsprung masses not only improves handling dynamics and agility, but also ride comfort and tyre grip. The lower rotating masses at the front axle also ensure a more direct steering response - which is particularly noticeable when taking motorway bends at high speed.
Exclusive, high-quality design and appointments
Visually, the multi-award-winning design of the SLS AMG is combined with a number of specific features which are exclusive to the Electric Drive variant. The front apron has a striking carbon-look CFRP front splitter which generates downforce on the front axle. The radiator grille and adjacent air intakes adorn special areas painted in the vehicle colour and with bionic honeycomb-shaped openings. They are not only a visual highlight but, thanks to their aerodynamically optimised design, also improve air flow over the cooling modules mounted behind them. Darkened headlamps also impart a sense of independence to the front section. Viewed from the side, the "Electric Drive" lettering stands out on the vehicle side, as do the AMG 5-twin-spoke light-alloy wheels with their specific paint design. The SLS AMG Electric Drive comes as standard with 265/35 R 19 tyres on the front and 295/30 R 20 tyres on the rear. The overall look is rounded off to dynamic effect by the new diffuser-look rear apron, and the darkened rear lamps. One feature reserved exclusively for the SLS AMG Coupé Electric Drive is the "AMG electricbeam magno" matt paint finish. A choice of five other colours is available at no extra cost.
When the exterior colour AMG electricbeam magno is chosen, the high-quality, sporty interior makes use of this body colour for the contrasting stitching - the stitching co-ordinates perfectly with designo black Exclusive leather appointments. AMG sports seats and numerous carbon-fibre trim elements in the interior underscore the exclusive and dynamic character of what is currently the fastest electric car. Behind the new AMG Performance steering wheel there is a newly designed AMG instrument cluster: instead of a rev counter, there is a power display providing information on the power requirements, recuperation status, transmission modes and battery charge.
AMG Performance Media as standard
The AMG DRIVE UNIT comprises the electronic rotary switch for selecting the three transmission modes of "C" (Controlled Efficiency), "S" (Sport) and "S+" (Sport plus), which the driver can use to specify different performance levels from the electric motors, which in turn also changes the top speed and accelerator pedal response. Behind the buttons for "power" and "ESP On/Off", there are also buttons for AMG Torque Dynamics and AMG Setup.
In addition to carbon-fibre exterior mirrors, AMG carbon-fibre engine compartment cover, COMAND APS, Media Interface, Blind Spot Assist and reversing camera, the standard equipment also includes the AMG Performance Media system. Besides full high-speed mobile internet access, the system provides information on engine performance, lateral and longitudinal acceleration, tyre pressure, vehicle setup and lap times, as well displaying a variety of additional information such as:
•vehicle energy flow
•battery charge status
•burrent range
•AMG Torque Dynamics
•temperatures of the battery and motors
•energy consumption kWh/100 km
The Mercedes-Benz SLS AMG Coupé Electric Drive will be celebrating its market launch in 2013. The price in Germany (incl. 19% VAT) will be 416,500 EUR.
Katsucon 22 - Feb 12-14, 2016
Gaylord National Convention Center
Photography © Philip Moyer
www.flickr.com/photos/magnet_terp/
magnetic-terp-output.tumblr.com
Jaguar E Type ser. 3 (1971-75) Engine 5343 cc V12 OC output of 272 bhp with four Zenith Stromberg carburettors Production 7990 Roadsters
Registration Number TUK 302 L (Wolverhampton)
JAGUAR SET
www.flickr.com/photos/45676495@N05/sets/72157623671588245...
Recognisable from the flared wheel arches, and grille in the front air intake. The series three had a V12 5343 cc engine shoehorned into the existing engine bay. Built on a longer 105 inch wheelbase and available as a 2 door 2 seater Roadster or a 2 2 seater Coupe. Automatic transmission and wire wheels optional. Top speed around 150 mph and a 0-100 mph in 15 seconds. The forty nine of the last fifty cars were Roadsters finished in black and had a plaque on the fascia to mark the end of a great series of British sportscar
Many thanks for a fantabulous 37,132,000 views
Shot at the Black Country Car Show, Himley Hall 06.09.2015 Ref 106-874
This exhibited Ro 80 in Racing Yellow is a test vehicle, in which a new generation of advanced Wankel rotary engine was trialled. The dual-injector engine develops 170 PS, powering the low-drag saloon to a top speed of 220 km/H. The standard chassis coped well with the extra power output ; the trial models were simply equipped with an anti-roll bar on the rear axle and wider wheels and tyre combinations. All further development work on Wankel engines ceased in Neckarsulm in 1978.
2 x 750 cc
Wankel 2-rotor
170 PS @ 6.000 rpm
Vmax : 220 km/h
37.374 ex. (Ro 80)
Techno Classica 2017
Essen
Deutschland - Germany
April 2017
Camera: Sony IPELA SNC-CH260
Output resolution: 1920x1080
all 30 minutes via SMTP
all 30 seconds via FTP
Leica M240, Summilux-M 75mm
The Porsche 918 Spyder is a mid-engined plug-in hybrid hypercar designed by Porsche. The Spyder is powered by a normally-aspirated 4.6 liter V8 engine, developing 608 horsepower (453 kW), with two electric motors delivering an additional 279 horsepower (208 kW) for a combined output of 887 horsepower (661 kW). The 918 Spyder's 6.8 kWh lithium-ion battery pack delivers an all-electric range of 12 mi (19 km) under EPA's five-cycle tests.[1] The car has a top speed of around 340 km/h (210 mph).[3]
The 918 Spyder is a limited edition supercar, and Porsche plans to manufacture 918 units as a 2015 model year. Production began on September 18, 2013, with deliveries initially scheduled to begin in December 2013.[4][5] The starting price is US$847,000.[3] It is the second plug-in hybrid car from Porsche, after the 2014 Panamera S E-Hybrid.[6] The 918 Spyder was sold out in December 2014. The country with the most orders is the United States with 297 units.[7]
The 918 Spyder was first shown as a concept at the 80th Geneva Motor Show in March 2010.[4] The production version was unveiled at the September 2013 Frankfurt Motor Show.[8] Porsche also unveiled the RSR racing variant of the 918 at the 2011 North American International Auto Show, which combines hybrid technology first used in the 997 GT3 R Hybrid, with styling from the 918 Spyder.[9]
The 918 Spyder is a mid-engined two-seater sports car designed by Michael Mauer.[10] It is powered by a 4.6 litre V8 engine. The engine is built on the same architecture as the one used in the RS Spyder Le Mans Prototype racing car without any engine belts.
The 918 Spyder development mule in La Condamine, April 2013.
The engine weighs 135 kg according to Porsche and it delivers 608 horsepower (453 kW) at 8,500 rpm and 528 N·m (389 lbf·ft) of maximum torque.[3] This is supplemented by two electric motors delivering an additional 279 hp (208 kW).[11] One 154 hp (115 kW)[3] electric motor drives the rear wheels in parallel with the engine and also serves as the main generator.[11] This motor and engine deliver power to the rear axle via a 7-speed gearbox coupled to Porsche's own PDK double-clutch system. The front 125 hp (93 kW)[3] electric motor directly drives the front axle; an electric clutch decouples the motor when not in use.[11] The total system delivers 887 hp (661 kW) and 1,275 N·m (940 lbf·ft) of torque.[3] By October 2012 the engineering design was not finalized,[11] but Porsche provided performance figures of 0–100 km/h (62 mph) in 2.5 seconds,[12] 0-200 km/h (120 mph) in 7.2 seconds, 300 kilometres per hour (190 mph) in 19.9 seconds and a top speed of 340 kilometres per hour (210 mph).[3] In Car and Driver's independent test of the Porsche 918, C/D achieved 0-60 mph in 2.2 seconds (making it the fastest car C/D has ever tested), 0-100 mph in 4.9 seconds, 0-180 mph in 17.5 seconds, and the 1/4 mile in 9.8 seconds.[13][14] In Motor Trend's independent test of the Porsche 918, they also claimed it was the fastest car to 60 mph that they had ever tested.[15] It stopped from 60-0 mph in 94 feet, and broke Motor Trend's figure 8 record at 22.2 seconds.[15]
The energy storage system is a 312-cell, liquid-cooled 6.8 kW·h lithium-ion battery positioned behind the passenger cell. In addition to a plug-in charge port at the passenger-side B-pillar, the batteries are also charged by regenerative braking and by excess output from the engine when the car is coasting. CO2 emissions are 79 g/km[6] and fuel consumption is 3.0 L/100 km (94 imperial mpg/78 us mpg) under the New European Driving Cycle (NEDC).[16] The U.S. Environmental Protection Agency (EPA) under its five-cycle tests rated the 2015 model year Porsche 918 Spyder energy consumption in all-electric mode at 50 kWh per 100 miles, which translates into a combined city/highway fuel economy of 67 miles per gallon gasoline equivalent (MPG-e) (3.5 L/100 km; 80 mpg-imp gasoline equivalent).[1] When powered only by the gasoline engine, EPA's official combined city/highway fuel economy is 22 mpg-US (11 L/100 km; 26 mpg-imp).[1]
The 4.6 litre V-8 petrol engine can recharge an empty battery on about two litres of fuel.[17] The supplied Porsche Universal Charger requires seven hours to charge the battery on a typical 110 volt household AC socket or two hours on a dedicated Charging Dock installed with a 240 volt industrial supply. An optional DC Speed Charging Station can restore the battery to full capacity in 25 minutes.[18]
Rear view of the 918 Spyder.
The 918 Spyder offers five different running modes: E-Drive allows the car to run under battery power alone, using the rear electric motor and front motor, giving a range of 18 miles (29 km) for the concept model.[18] The official U.S. EPA all-electric range is 12 mi (19 km). The total range with a full tank of gasoline and a fully charged battery is 420 miles (680 km) according to EPA tests.[1] Under the E-Drive mode the car can reach 93 mph (150 km/h).[4] Three hybrid modes (Hybrid, Sport and Race) use both the engine and electric motors to provide the desired levels of economy and performance. In Race mode a push-to-pass button initiates the Hot Lap setting, which delivers additional electrical power.[19] The chassis is a carbon-fibre-reinforced plastic monocoque.
On July 28, 2010, after 2000 declarations of interest, the Supervisory Board of Dr. Ing. h.c. F. Porsche AG, Stuttgart, gave the green light for series development of the 918 Spyder.[20]
Nürburgring lap time record[edit]
Porsche announced that on September 4, 2013, a 918 fitted with the optional 'Weissach Package' set a Nürburgring lap time of 6:57 on the 12.8 mi (20.6 km) road course, reducing the previous record by 14 seconds, and making it the first series production street-legal automobile to break the 7 minute barrier (The fastest time of 6:55 is held by a Radical SR8, however cannot be converted to street use in certain countries).[23][33]
Source: Wikipedia
en.wikipedia.org/wiki/Porsche_918
Manual control: full output (5 manual settings from full power down to 1/16 output.
Flash Range: 0.6 to 20m (2 to 65ft)
Operating Modes: TTL, Auto, Manual and Strobe. 6 settings from f/2.0 to f/11 (ISO 100) in automatic mode.
Guide number (ISO 100, in): 118 (ft), 36 (m)
Angle of coverage: 78°horizontal and 60° vertical 24mm wideangle lense; also supports 24mm, 28mm, 35mm, 50mm, 70mm, and 85mm coverage.
Flash working range: 0.6 to 18m (2.0 ft ~ 65 ft.) with indicative increments in 0.6, 0.8, 1, 1.5, 2, 3, 4, 6, 9, 13 and 18m
Film speed range in TTL auto flash mode: ISO 25 to 1000 with Nikon F4-series, F90(x), F-801s, F70, F-601s, F50 or F-401x; with F-401s and older: ISO 25 to 400.
Recycling time: Approx. 7 seconds minimum (full discharge)
AF-Assist Illuminator: Automatically fires LED beam toward subject when performing autofocus with all Nikon AF SLRs which includes Nikon F4-series, F90(x), F-801s, F70, F-601s, F50 or F-401x in insufficient light. But not operative in Continuous servo mode and manual control.
Power source: Four 1.5V AA-type alkaline-manganese or NiCd AA batteries or SD-7 battery pack
Dimensions (without mounting foot): Approx. 80mm x 131mm x 100mm (approx. 3.1" x 5.1" x 3.9")
Weight (without batteries): Approx. 390g (13.7 oz)
Other features: Ready-light, rear curtain sync with capable Nikon AF SLRs; accumulator connectors for external power pack and TTL-Multi-Flash connector. Light sensor for auto flash; IR-LED for AF-assist for handling light in low-light situations but not operative when using Continuous AF-Servo or Manual mode.
Although its probably not possible for any toy maker to match the sheer output of Hot Wheels and Matchbox with their never ending supply of brand new castings and recolours to keep the average collector hooked, Welly do try to bring out several new castings each year which then get the odd recolour thereafter. One of their newer efforts is this superb little Subaru Impreza WRX STI which just bristles with desirability without the need to have showy graphics or loud paintwork. Its a deliciously stock looking model with a realistic colour choice designed to keep this 1/64 diecast looking accurate and believable plus it helps show off all that lovely detailing to lights, badges and grille. Bought earlier this year from my usual Bulgarian Ebayer. Mint and boxed.