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Miniature bottle of wonderful perfume with little zipped pouch. For Macro Mondays. This week's theme: Pushpull.
Happy Macro Mondays/ HMM
Photographed at the 2nd Annual Grand Car Show at the Copper Shores Village in Pleasant Hill, Iowa.
Developed with Darktable 3.6.0
For this theme of "Button", I wanted to give the impression of a butterfly collector's pin board with specimens on it. However, the 7.5cm maximum frame size was to much of a limitation and so I've had to go for just one of the specimens, the lesser spotted illuminated red pushbutton (latching type).
Taken with a Helios 44M on 2cm of extension tubes at F/11. Illuminated top and bottom with two mobile phones. Width of image is about 35mm.
This is the footswitch pushbutton for a guitar effect pedal called "Soul Vibe", which produces a vibrato effect. For #MacroMondays theme #ButtonsandBows. The imnage covers about 1.5 inches across the width.
It's the bottom three buttons on a vintage, 12-button Touch-Tone telephone, along with the earpiece end of the handset. Yes, it still works; I have it on my desk in my office. :-)
Macro Mondays: "Button" theme
Our Daily Challenge: "Starts With The Letter P" (push buttons & phone)
HMM
1957 Mercury Turnpike Cruiser
The Mercury Turnpike Cruiser is a series of automobiles that were produced by the Mercury division of Ford for the 1957 and 1958 model years. Named to commemorate the creation of the Interstate Highway System, the Turnpike Cruiser was marketed as the flagship Mercury model line, slotted above the Montclair.
The Turnpike Cruiser was produced as a luxury two-door and a four-door hardtop sedan. During the 1957 model year, a convertible, called the Convertible Cruiser, was offered on a limited basis, which served as a pace car for the Indianapolis 500 auto race. Mercury fitted the Turnpike Cruiser with a wide variety of advanced features for the time of its production, including a retractable rear window marketed as the "Breezeway", compound-curve windshield, mechanical pushbutton transmission controls and a trip computer.
In total, 23,268 examples of the Turnpike Cruiser were produced over two years. Mercury discontinued the Turnpike Cruiser for the 1958 model year, phasing its content into the Park Lane product line.
For 1957, the Turnpike Cruiser was fitted with a 368 cubic-inch, 290 hp V8. Sharing its name with the car, the engine was offered as an option across the rest of the Mercury line. For 1958, two all-new "Marauder" engines were introduced: a 383 cubic-inch, 330 hp V8 was standard (and shared with the Montclair and Colony Park); and a 430 cubic-inch, 360 hp (shared with the Park Lane). An optional triple-two barrel carburetor "Super Marauder" version of the 430 V8 produced 400 hp. Exclusive to Mercury, the Super Marauder was the first factory-produced engine with a 400 hp output, a response to the 375/390 hp 1957 Chrysler 300C.
While sharing much of its body with the Montclair, the Turnpike Cruiser was distinguished by several exterior design features. Although not legalized across the entire United States until 1958, "Quadri-Beam" dual headlamps were fitted as standard equipment, the only 1957 Mercury to do so, as well as one of very few cars from that year to be equipped as such. For states that still mandated single headlights, a standard setup was used. In place of contrasting paint, the scalloped tailfins were gold-anodized. Along with its retractable "Breezeway" rear window, the Turnpike Cruiser received a separate roofline, with a windshield curving into the roof. The windshield was among the first to use tint to reduce solar glare.
Mechanik einer Morsetaste «Junker-Taste» (Joseph Junker GmbH, Honef/Rh). Das grosse Rändelrad in der Mitte dient zur Einstellung des Tastenhubs, das kleine links für die Einstellung des Tastendrucks. Die Junker-Taste wurde 1931 patentiert und bis 2014 weitgehend unverändert gebaut.
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Mechanism of a Morse key "Junker Key" (Joseph Junker GmbH, Honef/Rh). The large knurled wheel in the middle is for adjusting the key stroke, the small one on the left is for adjusting the keystroke. The Junker key was patented in 1931 and manufactured largely unchanged until 2014.
Something Old:This is a replica of a 1933 telephone. Something New: this phone has modern features: push button dialing, adjustable receiver and volume controls, last number redial, and a clear electronic ring. It’s my very recent purchase and it WORKS!😃
Georgetown Cruise Night, Nashville North
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en.wikipedia.org/wiki/Chevrolet_Advance_Design
P7060122 Anx2 Q90 1400h 1.5k f25 f50
Endlich hat der Sekretär den ultimativen Beweis dafür gefunden, dass wir TATSÄCHLICH in der Matrix leben....
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Finally, Secretary has found the ultimate proof that we actually ARE living in the matrix...
Oldsmobile was at the forefront of a quiet revolution taking place in engine development in the early post-World War II period. It began with studies conducted by GM’s engineering-research genius Charles Kettering, who had discovered the performance and economy benefits of using high compression ratios in combination with leaded fuels, directly leading Cadillac and Oldsmobile to each design their own compact, high-compression OHV V-8s. And while Cadillac beat Oldsmobile to developing the first modern V-8, it was Olds General Manager Sherrod E. Skinner who (in one of those moments of inspiration that dot the pages of automotive history) conceived of dropping the powerful Olds “Rocket V-8” engine into a mid-size, lightweight body. Positioned between the 6-cylinder 76 and full-sized 98 models, the 1949 Oldsmobile 88 heralded the beginning of a new performance age in America and a new image for Oldsmobile. When this 1956 Oldsmobile Super 88 convertible rolled out onto Michigan Avenue from the Lansing assembly plant, it enjoyed a well-earned reputation as the hottest “family” car in the country. Its Rocket V-8 boasted 324 CI and 240 HP with a strong 340 lb-ft of torque on hand, thanks to its 9.25:1 compression, Rochester Quadra-Jet 4-barrel carburetor, advanced hydraulic-lifter cam and dual exhaust. Since restoration, it presents in eye-catching two-tone Festival Red and Alcan White with a power-operated white convertible top and wide whitewall tires on matching-red steel wheels with full-size spinner wheel covers. In addition to a Jetaway automatic transmission and power steering and brakes, this Super 88 convertible sports a 12-volt Delco Remy generator and period-correct Delco battery. Finished with a festive red and white leather-upholstered interior with courtesy lamps, in-dash clock and Deluxe pushbutton radio, this Olds “halo car” shows excellent overall finish throughout, reflecting the build quality for which these cars were renowned.
Mecum
The House: Visitors to the Hotchkiss-Fyler House Museum can view this grand home as it was when last occupied by Gertrude Fyler Hotchkiss in 1956. That year, Mrs. Hotchkiss bequeathed her Main Street property to the Torrington Historical Society and with that gift also gave the organization its permanent home. Today, visitors are able to take a guided tour of this Queen Anne style Victorian which features fine woodwork, stenciled walls, murals, and original family furnishings. The house is open for guided tours seasonally April through October and is also decorated for Christmas each December.
Commissioned in 1897 by Torrington residents Orsamus and Mary Fyler, the house was designed by New Haven architect William Allen and constructed by the Hotchkiss Brothers Company of Torrington. Upon completion in 1900, the home was occupied by the Fylers, their only child Gertrude, and Gertrude’s husband Edward Hotchkiss (whose family owned the building company). Various staff also resided in the house but none as long as the last housekeeper, Elizabeth Hritzo, who was employed by the family for over 30 years.
Morsetaste «Junker-Taste» (Joseph Junker GmbH, Honef/Rh). Die «Junker-Taste» wurde 1931 patentiert und bis 2014 weitgehend unverändert gebaut.
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Morse key "Junker Key" (Joseph Junker GmbH, Honef/Rh). The “Junker key” was patented in 1931 and manufactured largely unchanged until 2014.
Auf der Brücke der «Cap San Diego». Die «Cap San Diego» ist ein nach wie vor seetüchtiges Museumsschiff (Baujahr 1961) und hat seinen Liegeplatz an der Überseebrücke des Hamburger Hafens.
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At the bridge of the "Cap San Diego". The "Cap San Diego" is a still seaworthy museum ship (built in 1961) and is moored at the Overseas Bridge (in German: "Überseebrücke") at the Port of Hamburg.
... but decide sagely!
The problem is: I don´t know what will happen... haha!
Thank you for viewing, faving and commenting!
Auf der Brücke der «Cap San Diego». Die «Cap San Diego» ist ein nach wie vor seetüchtiges Museumsschiff (Baujahr 1961) und hat seinen Liegeplatz an der Überseebrücke des Hamburger Hafens.
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At the bridge of the "Cap San Diego". The "Cap San Diego" is a still seaworthy museum ship (built in 1961) and is moored at the Overseas Bridge (in German: "Überseebrücke") at the Port of Hamburg.
Do you remember electro-mechanical timers? This one lets you control a table lamp for 24 hours without touching it.
The dial is 2.5 inches in diameter.
Two illuminated pushbutton switches showing off their colorful translucent button caps. The set is similar to ones I photographed in 2016 and used as the cover photo for one of my albums, but these use LED light sources instead of traditional incandescent light bulbs.
The 1961 Chrysler 300G was the final year for fins on the 300, marking the end of Virgil Exner's FlightSweep designs, but they did go out in a grand way!
Chrysler's first-generation Letter Cars hammered the competition during the 1955-'56 NASCAR seasons. The full-size fliers then went on to set speed records at Daytona in '57, prior to both the AMA ban on motorsports and NASCAR's embargo on elaborate fuel delivery systems. In spite of those two apparent setbacks, Chrysler continued to improve its top-of-the- line V-8 engine as well as the now-legendary luxury performance machine that engine came wrapped in. So, the mighty Letter Cars thundered on, in production form, at the command of well-heeled owners seeking grown-up thrills. By 1961, Chrysler had moved up the alphabet to the letter "G."
The post-'57 Letter Cars were no longer eligible for circle track racing, but the 300G was still a force to be reckoned with in street trim, thanks to performance equipment that not only sounded good—413 cubic inches, Cross-Ram, dual four-barrels—but backed it up with 375 or an optional 400 horsepower, delivering a 0-60-mph time of 8.2 seconds (Motor Life, April 1961). Though not the fastest time turned by contemporary road test periodicals, it occurred during a period when most full-size cars could barely achieve 60 mph in less than 10 or 11 seconds while simultaneously maintaining an air of luxury.
Today, the 1961 300G is among the legion of groundbreaking Mopar performance cars, respected for its stunning combination of power and styling. Its value is bolstered by low production numbers— just 1,280 hardtops and 337 convertibles were built. These cars remain in the upper stratosphere of postwar American collector cars, but prices in recent years have held steady. Is this your time to grab one of the few remaining pieces of Letter Car history? Here's what you should keep in mind when you begin to shop.
The Cross-Ram Induction system's 30-inch "Long Rams" hide the big 413 V-8 from view.
Engines
Chrysler engineers specified a 413-cu.in. wedge to go under the hood of every 300G. Introduced into the RB-Series of V-8s in 1959, the 413 had a 4.18-inch bore and a 3.75-inch stroke with a forged-steel crankshaft. Compression was advertised as 10.1:1 and the cylinder heads breathed through 2.08/1.60-inch intake/exhaust valves, while a .430-inch lift, 268-degree camshaft dictated valve action. Also included was a pair of Carter AFB four-barrel carburetors. There were, however, two versions of the 413 installed, which were differentiated by the intake manifolds.
Referred to as Ram Induction and initially appearing in 1960, the elongated aluminum intakes were designed based on much older principles involving resonance and its effect on a compression wave of, in this case, the fuel/air mixture. Though we won't go into greater depth regarding the physics here, intake tube length had a direct effect on the timing of the fuel delivery, or ramming, into each cylinder bore, maximizing engine output at certain rpm ranges.
A pair of Carter AFB four-barrel carburetors provide the fuel/air mix.
With these basics in mind, expansion of midrange output was the main target of the base 300G 413 and the engineers thus calculated 30-inch runners would be ideal. Referred to as the Long Ram intakes, they were designed to fit neatly under the hood and crisscross (hence the Cross Ram moniker) over the top of the engine, each fitted with a single four-barrel carburetor at the outboard location. In this configuration, the engine hit 375 hp at 5,000 rpm and 495 lb-ft of torque at 2,800 rpm, effectively providing passing power on demand without sacrificing full-throttle acceleration.
Optional was the high-performance Short Ram version. Though this intake system looked identical to the Long Ram at first blush, the separate internal runners measured only 15 inches in length, raising the engine's power band and enabling it to make peak horsepower at 5,200 rpm, with peak torque at 3,600 rpm. This meant that Chrysler's advertised Short Ram ratings were 400 hp and 465 lb-ft of torque.
Visually, a keen eye can spot the difference between the Long and Short Ram intakes. The Long Rams feature a visible valley between each pair of runners for the entire length; they also have a seven-digit casting number that begins with "19." Short Rams sport only a partial valley between runners; their seven-digit casting number begins with "21." Finally, Short Ram 413 engines were designed for those more interested in straight-line contests and are therefore the rarer of the two.
Transmissions
Backing either engine was the already-durable 727 TorqueFlite automatic, which was issued as standard equipment. Like other Chryslers of the day, the three-speed unit was shifted via pushbutton on the dash; it contained first and second gear ratios of 2.45:1 and 1.45:1, respectively. Replacing the French-made four-speed on the option chart was a floor-shifted three-speed manual, which is a relative rarity today. First and second gear ratios were 2.55:1 and 1.49:1; the two gears were not synchronized, making for some uncomfortable downshifts for the uninitiated. Furthermore, contemporary road tests complained of a long second-to-third gate while hinting that the better performer in transferring torque to the differential was the TorqueFlite.
Swivel front seats, upholstered in ventilated leather, were standard on the 300G.
Differential
The final transfer point for the torque from either engine was a standard 8.-inch open differential with semi-floating axles and a 3.23:1 final drive ratio, although some printed material suggests that a 3.15:1 ratio was employed when the three-speed manual was installed. While this unit was known for its durability, dealers were also able to provide a number of more highway-friendly or performance-oriented grear ratios, even if the optional Sure-Grip (positive traction) unit was installed on the assembly line.
Contemporary magazines reported an average mpg rating of 9 to 13 with a three-speed/3.23 arrangement, yet in terms of power off the line, both Motor Trend (8.3-second 0-60 mph) and Motor Life (8.2 seconds) stated that the 300G had more acceleration potential waiting to be unleashed if geared accordingly.
The center console provided some storage and housed a tachometer.
Chassis
Each 300G hardtop and convertible was derived from the New Yorker, which meant they shared the same basic unit-body/subframe platform and 126-inch wheelbase; however, the similarities were limited beyond that. For instance, though an independent front torsion bar suspension system was used, the 44 x 1.08-inch torsion bars were thicker and 40 percent stiffer than those on other Chryslers, rated for 175 lb-in. The same can be said of the rear semi-elliptic leaf-sprung suspension, rated for 135 lb-in (or 50 percent stiffer) than those on the New Yorker. For reference, the rear springs were comprised of seven leaves, measuring 60 x 2.50 inches. Power steering, with its 15.7:1 gear ratio, was also standard equipment, as were heavy-duty shocks.
In short, the chassis was engineered and better suited for high-speed highway travel and maneuverability rather than a short drive across the city. It could also handle short, quarter-mile blasts if, as discussed, geared accordingly.
Brakes
Although equipment upgrades were made in other areas, the hydraulic drum-brake system was the same as found in the New Yorker series. Drum brakes, measuring 12 x 2.50-inches, were utilized at each corner. Power assist was standard, so stopping the roughly 4,200-pound performer was easier; however, as with other drumbrake systems, each corner needed to be adjusted equally to prevent directional pull during sudden stops. Additionally, Chrysler employed two wheel cylinders per front assembly—a fact to keep in mind when seeking replacement parts.
Wheels and Tires
Unlike the previous 300F, the new 300G was bestowed with larger 15 x 6-inch pressed-steel wheels, which were then shod with 8.00-15 Goodyear Blue Streak "racing-type" tires that featured white sidewalls. According to one report, the width of the whitewall itself ranged from 3- to 3 3/16-inches. Vented "300" wheel covers completed the ensemble, and no options were available.
Body and Interior
Styling updates made to the '61 Chryslers, including the 300G, probably did more to generate higher sales than printed virtues touting the fleet's combination of power and comfort, marking the end of Virgil Exner's FlightSweep designs. The changes began with a complete revamp of the front end, where the grille was simply inverted. The top-to-bottom inward canted grille sides were harmoniously complemented by equally canted quad headlamps, running lamps, and bumper ends, while also matching the angle of the rear fins— which were also slightly redesigned. At the opposite end, the faux spare tire decklid inlay was scrapped, providing a cleaner expanse of sleek sheetmetal. Other than appropriate badging denoting the letter "G," little else appeared to change on the 219.8-inch-long body; the greenhouse and rear fenders were carry-over items, with the exception of the leading edge of the fins found on each door.
Interiors remained exquisitely plush. A full-length, front-to-rear tunneled center console divided the interior in two, creating four truly individual buckets seats wrapped in ventilated leather. Those front seats retained the swivel feature, making for easy ingress/egress, while the console was trimmed with ample amounts of chrome and padded armrests that flipped open to expose additional storage areas. The console also housed optional power window controls, ashtrays, and a tachometer.
Primary instruments resided in a dome-like, easy-to-read bubble; potential glare concerns were eliminated by means of a matching padded dash arch. The transmission's pushbutton controls resided to the left of the instrument cluster, balanced by radio, heat, and air controls to the right. Comfort and convenience options included power seats, power antenna, rear window defroster, and air conditioning.
Source: Hemmings
Chrysler 300 letter series
en.wikipedia.org/wiki/Chrysler_300_letter_series
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Street Classics Cruise - Saturday evening vintage/classic car and truck Show 'N Shine
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Nikon D300 + Nikon Nikkor 18-135mm 1:3.5-5.6 G ED-IF AF-S DX
en.wikipedia.org/wiki/Nikon_D300
www.dpreview.com/reviews/nikond300
www.kenrockwell.com/nikon/18-135.htm
www.opticallimits.com/nikon--nikkor-aps-c-lens-tests/241-...
_DSC1615 Anx2 1400h Q90 1.5k f25 f50
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Many of you might be familiar with this--it is a Joby GorillaTorch Flare LED light with strobe and is very handy for studio lighting. You push that circle button to turn it on to six different light settings.
Macro Mondays: PushPull theme
A bit less than 3" shown side to side.
Illuminated pushbutton switch covers, in both standard and emergency-stop styles, photographed upside down to reveal all their red circularity (disregarding the gaskets, of course).
A few miles down the line KB&S crosses the TP&W at Sheldon. The interlocking is currently operating as a pushbutton interlocking although its capable of operating automatically. The cool old NYC tri-light home signal can be seen just past the power and the interchange track can be seen curving off to the left.
A mashup of a guilty pleasure from the cupboard and an electric gadget. The grainy-looking orange gummi bear is what's left of a container of sour gummi bears from the bulk section of a local market. The orange ones are my favorite, so in an OCD-driven way, I work on other colors and save the orange ones for last. The granular coating contains malic acid, the substance that naturally give sour fruits their tang and is used as an additive to impart sourness, usually in candy.
The orange illuminated pushbutton switch was purchased along with the red and green ones I've posted before. I originally planned to feature the sweet by itself until inspiration struck. I hope you all like this!
Dedicated to the late Hans Holt.
Explored July 26, 2023 (Explore takeover day; Orange theme)