This is the other kimono I bought for Momohime months ago. I think it's really beautiful and refined.

Momohime sometimes drives me crazy because of:

1. Her wig: it's so long that it's really difficult to care of and there are always hairs all over the scene. So... I have to remove them with photoshop.

2. Her eyes: I love them, but they reflect light a lot and that's a problem, because her pupils almost dissapear >< And then again, I have to fix that with photoshop.

Nevertheless, I love this girl to pieces, because she's really photogenic, hehe

wearing coat from Refinement Vanessa; top from ClearLan; purse from Haute Society Veronique; boots from Urban Antoinette Adele; earrings and necklace by me; bracelet is her own.

I made this ruffled tulle skirt a while ago but I decided it needed some refinement so I added the beads around the basque and a front lacing closure. Curiously the last time this was worn it was also modelled by an Agnes. Devotion Agnes' dress makes a good base layer for different looks and the subtle shimmer is very nice.

The portrait in the background, which I use in a lot of my dioramas, is the portait of Lucrezia Panciatichi by Bronzino. It is actually a postcard I must have bought about 20 years ago in the Uffizi gallery in Florence.

en.wikipedia.org/wiki/Portrait_of_Lucrezia_Panciatichi

Milo named this one for me. Same size as the 'guardian' bot from way back. There are bits from previous builds in there, some refinements and some new bits.

Let's Live Life With Contentment On Small Means;

Let's Seek Elegance Rather Than Live On Luxury.

Let's Choose Refinement Rather Than What's Fashionable;

Let's Us Be Worthy, Not Respectable; Be Wealthy, Not Rich;

Let's Study Hard, Think Quietly, Talk Gently and Act Frankly...

Live Your Best Life And Don't Be Afraid To Do 'Unbelievable' Things...

I Love the 'Unmatched Beauty' Of These 'Glorious' Flowers In Clusters And I'm

Unaware Of The Name Of Their Species and I Would Appreciate It Very Much, If

Someone Out There Will Be Able To Identify Them & Give It A Proper Name.

This is a still life with a pocket watch and dried flowers. Low resolution.

A Blue Angels flight demonstration exhibits choreographed refinements of skills possessed by all naval aviators. It includes the graceful aerobatic maneuvers of the four-plane Diamond Formation, in concert with the fast-paced, high-performance maneuvers of its two Solo Pilots. Finally, the team illustrates the pinnacle of precision flying, performing maneuvers locked as a unit in the renowned, six-jet Delta Formation.

Note: This photo is part of a set (>>Click Here<< "Explore Year: 2006 Set")

Flickr's Explore #296

#4

October 16, 2006

n° 57 of 100

Chassis n° ZA9H12EAYYSF76077

Bonhams

Les Grandes Marques du Monde à Paris

The Grand Palais Éphémère

Place Joffre

Parijs - Paris

Frankrijk - France

February 2023

Estimated : € 2.300.000 - 2.700.000

Unsold

"It's a car with its own personality – or rather its own split personality. Beyond refinement and ease of use is a demon with one eye open waiting for its turn, a car that is scintillatingly fast and hugely demanding, a car that can thrill and terrify in equal measure, a supercar in every sense of the word." – evo.

One of the more fascinating aspects of the modern motoring scene is the recent emergence of the small independent supercar manufacturer, many of which have gone from relative obscurity to the status of household names in just a few short years, usually on the back of a product range offering hitherto almost unimaginable levels of performance. Whereas at one time established manufacturers such as Ferrari, Lamborghini, Porsche, Mercedes-Benz, and Aston Martin only had one another to worry about, they now have to contend with the likes of Koenigsegg, De Tomaso and, of course, Pagani.

Succeeding the Zonda, Pagani's latest offering is the Huayra, a mid-engined coupé hailed by Top Gear magazine as 'Hypercar of the Year 2012'. Horacio Pagani was no newcomer to the world of automotive engineering when he built the first Zonda in 1999, for the Argentine-born industrial design graduate had been working with Lamborghini since the mid-1980s, developing the Countach and Diablo road cars and assisting with the Italian manufacturer's Formula 1 engine programme. The Zonda C12 debuted in coupé form at the 1999 Geneva Motor Show, its maker freely acknowledging that its styling had been inspired by the Mercedes-Benz Group C 'Silver Arrow' sports-racers. Mercedes-Benz's influence was more than just skin deep, for the German firm's AMG performance division was responsible for the Zonda's 6.0-litre V12 engine, which was mounted longitudinally amidships in the predominantly carbon fibre body tub. With some 408 horsepower on tap, the C12 was always going to be quick, but performance figures of 0-60mph in 4.2 seconds and 0-100 in 8.2 were simply staggering plus, of course, that all important 200mph (or thereabouts) top speed.

Seemingly small from the outside yet endowed with a comfortable cabin, the C12 provided the basis for a host of derivatives, which emerged from Pagani's factory at San Cesario sul Panaro near Modena (where else?) in strictly limited numbers over the next 11 years.

Its successor, the Huayra - named after a wind god of the South American Quechua people - made its public debut at the Geneva Motor Show in March 2011. Once again, AMG provided the engine, on this occasion a twin-turbocharged 6.0-litre V12 producing a mighty 620bhp and a titanic 737lb/ft of torque. A mind-boggling top speed of around 238mph (383km/h) was claimed for the Huayra, with the 0-60mph dash accomplished in a neck-snapping 2.8 seconds. Power reaches the road via a transversely-mounted Xtrac seven-speed sequential semi-automatic transmission, while the stupendous performance is kept in check by Brembo carbon ceramic disc brakes featuring four-pot callipers all round. It is worthwhile noting the Horacio Pagani chose to stick with a conventional single clutch rather than the more complex and heavier twin-clutch technology favoured by some rivals, reasoning that the considerable saving in weight would result in a better balanced car.

The most significant difference between the Huayra and its Zonda predecessor is the former's use of active aerodynamic aids. These consist of variable front ride height and moveable spoilers at front and rear, their deployment being managed by a dedicated control unit to minimise drag or maximise downforce as required. Under hard braking, the rear spoiler flaps function as an air brake, the front ride height being increased at the same time to counteract weight transfer to the front wheels and thus maintain stability. Cleverly, this system is also used to limit body roll when cornering by raising the 'inside' flaps to generate increased down force on that side only. As had been the case with the Zonda, an open roadster and various limited edition variants followed.

Testing a Huayra in 2013, evo magazine found that even before the ignition key had been turned, the experience of just sitting in the cockpit was almost overwhelming. 'Inside a leather, carbonfibre and aluminium cocoon of obsession, every detail agonised over and beautifully thought out, every material used sympathetically and expertly integrated into this stunning sculpture. The driving position is superb.' Needless to say, the driving experience did not disappoint: 'the engine is just phenomenally powerful and when it's delivering the full 737lb/ft of torque, it scrambles your brain. This is the sort of performance that doesn't dull even with prolonged exposure'.

Pagani's agreement with AMG limited the supply of engines to 100 units, restricting production to only 100 cars, thus guaranteeing the Huayra's instant exclusivity and future collectible status.

Number '57' of the 100 Huayra Roadsters built, this car was delivered new to Denmark and registered in July 2020. The car had been ordered and specified by a Danish car collector, who took delivery but never drove it. He then sold the car to another Danish collector, in whose hands it has covered fewer than 800 kilometres.

Oil Refinery factory industry with blue sky and clouds. Petrochemical plant , Petroleum , Industrial-plant.

The Volkswagen Type 1, widely known as the Volkswagen Beetle and Volkswagen Bug, is an economy car produced by the German auto maker Volkswagen (VW) from 1938 until 2003. With over 21 million manufactured in an air-cooled, rear-engined, rear-wheel drive configuration, the Beetle is the longest-running and most-manufactured automobile of a single design platform anywhere in the world.

Although designed in the 1930s, the Beetle was only produced in significant numbers from 1945 onwards, when the model was internally designated the Volkswagen Type 1, and marketed simply as the "Volkswagen". Later models were designated VW 1200, 1300, 1500, 1302 or 1303, the former three indicating engine displacement and the latter two being derived from the type number and not indicative of engine capacity. The model became widely known in its home country as the Käfer (German for "beetle") and was later marketed as such in Germany and as the Volkswagen Beetle in other countries.

In the 1950s, the Beetle was more comfortable and powerful than most European small cars, having been designed for sustained high speed on the Autobahn. It remained a top seller in the U.S., owing much of its success to high build-quality and innovative advertising, ultimately giving rise to variants, including the Volkswagen Karmann Ghia and the Volkswagen Type 2 van.

Along with cars including the Morris Minor, Fiat 500, Renault 4CV and Dauphine, and Citroen 2CV, the Beetle pioneered the modern continental economy car and later served as the benchmark for the initial two generations of North American compact cars, including the Chevrolet Corvair and Ford Falcon, as well as later subcompact cars such as the Chevrolet Vega and Ford Pinto.

The Beetle had marked a significant trend led by Volkswagen, Fiat, and Renault whereby the rear-engine, rear-wheel drive layout had increased from 2.6 percent of continental Western Europe's car production in 1946 to 26.6 percent in 1956. The 1948 Citroen 2CV and other European models marked a later trend to front-wheel drive in the European small car market, a trend that would come to dominate that market. In 1974, Volkswagen's own front-wheel drive Golf model succeeded the Beetle, and in 1998 VW introduced the "New Beetle", built on the Golf platform with styling that recalled the original Beetle.

In a 1999 international poll for the world's most influential car of the 20th century the Beetle came fourth after the Ford Model T, the Mini, and the Citroën DS.

The Beetle featured a rear-located, rear-wheel drive, air-cooled four cylinder, boxer engine in a two-door bodywork featuring a flat front windscreen, accommodating four passengers and providing luggage storage under the front bonnet and behind the rear seat – and offering a Cx or coefficient of drag of 0.41. The bodywork attached with eighteen bolts to its nearly flat chassis which featured a central structural tunnel. Front and rear suspension featured torsion bars along with front and rear stabilizer bars – providing independent suspensions at all wheels. Certain initial features were subsequently revised, including mechanical drum brakes, split-window rear windows, mechanical direction-indicators and the non-synchronized gearbox. Other features, including its distinctive overall shape, endured.

Its engine, transmission, and cylinder heads were constructed of light alloy. An engine oil cooler (located in the engine fan's shroud) ensured optimal engine operating temperature and long engine life, optimized by a thermostat that bypassed the oil cooler when the engine was cold. Later models of the carburetor featured an automatic choke. Engine intake air passed through a metallic filter, while heavier particles were captured by an oil bath. After 1960, steering featured a hydraulic damper that absorbed steering irregularities.

Indicative of the car's simple, no-nonsense design, the interior featured painted metal surfaces, a metal dash consolidating instruments in a single, circular binnacle, adjustable front seats, a fold-down rear seat, optional swing-out rear windows, front windows with pivoting vent windows, heating via air-to-air exchange manifolds operating off the engine's heat, and a windshield washer system that eschewed the complexity and cost of an additional electric pump and instead received its pressurization from the car's spare tire (located in the front luggage compartment) which was accordingly overinflated to accommodate the washer function.

While the overall appearance of the Beetle changed little over its life span, it received over 78,000 incremental changes during its production.

Dr. (h.c.) Ferdinand Porsche

In 1931, Ferdinand Porsche developed the Porsche Type 12, or "Auto für Jedermann" (car for everybody) for Zündapp. Porsche already preferred the flat-4 cylinder engine, and selected a swing axle rear suspension (invented by Edmund Rumpler), while Zündapp insisted on a water-cooled 5-cylinder radial engine. In 1932, three prototypes were running. All of those cars were lost during the war, the last in a bombing raid in Stuttgart in 1945.

The Zündapp prototypes were followed by the Porsche Type 32, designed in 1933 for NSU Motorenwerke AG, another motorcycle company. The Type 32 was similar in design to the Type 12, but had a flat-4 engine. NSU's exit from car manufacturing resulted in the Type 32 being abandoned at the prototype stage.

In 1933, Adolf Hitler gave the order to Ferdinand Porsche to develop a Volkswagen (literally, "people's car" in German, pronounced [ˈfɔlksvaːɡən]). The epithet Volks- literally, "people's-" had been previously applied to other Nazi sponsored consumer goods such as the Volksempfänger ("people's radio"). Hitler required a basic vehicle capable of transporting two adults and three children at 100 km/h (62 mph). The "People's Car" would be available to citizens of the Third Reich through a savings scheme, or Sparkarte (savings booklet), at 990 Reichsmark, about the price of a small motorcycle (an average income being around 32RM a week).

Development

KDF Propaganda – "A family playing by a river with a KDF-Wagen and radio receiver"

Initially designated the Porsche Type 60 by Ferdinand Porsche, the design team included Erwin Komenda and Karl Rabe. In October 1935 the first two Type 60 prototypes, known as the V1 and V2 (V for Versuchswagen, or "test car"), were ready. In 1936, testing of three further V3 prototypes, built in Porsche's Stuttgart shop, began. A batch of thirty W30 development models, produced for Porsche by Daimler-Benz, underwent 1,800,000 mi (2,900,000 km) of further testing in 1937. All cars already had the distinctive round shape and the air-cooled, rear-mounted engine. Included in this batch was a rollback soft top called the Cabrio Limousine. A further batch of 44 VW38 pre-production cars produced in 1938 introduced split rear windows; both the split window and the dash were retained on production Type 1s until 1952. The VW38 cars were followed by another batch of 50 VW39 cars, completed in July 1939.

The car was designed to be as simple as possible mechanically, so that there was less to go wrong; the aircooled 25 hp (19 kW) 995 cc (60.7 cu in) motors proved especially effective in actions of the German Afrika Korps in Africa's desert heat. This was due to the built-in oil cooler and the superior performance of the flat-4 engine configuration. The suspension design used compact torsion bars instead of coil or leaf springs. The Beetle is nearly airtight and will float for a few minutes on water.

The Volkswagen was officially named the KdF-Wagen by Hitler when the project was officially announced in 1938. The name refers to Kraft durch Freude ('Strength Through Joy'), the official leisure organization of the Third Reich. The model village of Stadt des KdF-Wagens was created near Fallersleben in Lower Saxony in 1938 for the benefit of the workers at the newly-built factory. After World War II, it was known as the Volkswagen Type 1, but became more commonly known as the Beetle.

Influence of Tatra

The Austrian car designer Hans Ledwinka was a contemporary of Porsche working at the Czechoslovakian company Tatra. In 1931, Tatra built the V570 prototype, which had a air-cooled flat-twin engine engine mounted at the rear. This was followed in 1933 by a second V570 prototype with a streamlined body similar to that of the Porsche Type 32. The rear-engine, rear-wheel drive layout was a challenge for effective air cooling, and during development of the much larger V8 engined Tatra T77 in 1933 Tatra registered numerous patents related to air flow into the rear engine compartment. The use of Tatra's patented air cooling designs later became one of ten issues for which Tatra filed suit against VW.

Both Hitler and Porsche were influenced by the Tatras. Hitler was a keen automotive enthusiast, and had ridden in Tatras during political tours of Czechoslovakia. He had also dined numerous times with Ledwinka.[9] After one of these dinners Hitler remarked to Porsche, "This is the car for my roads". From 1933 onwards, Ledwinka and Porsche met regularly to discuss their designs, and Porsche admitted "Well, sometimes I looked over his shoulder and sometimes he looked over mine" while designing the Volkswagen. The Tatra T97 of 1936 had a 1749 cc, rear-located, rear-wheel drive, air-cooled four-cylinder boxer engine. It cost 5600 RM and accommodated five passengers in its extensively streamlined 4-door body, which provided luggage storage under the front bonnet and behind the rear seats. It also featured a similar central structural tunnel found in the Beetle.

Just before the start of the Second World War, Tatra had ten legal claims filed against VW for infringement of patents. Although Ferdinand Porsche was about to pay a settlement to Tatra, he was stopped by Hitler who said he would "solve his problem". Tatra launched a lawsuit, but this was stopped when Germany invaded Czechoslovakia in 1938, resulting in the Tatra factory coming under Nazi administration in October 1938. The T97, along with the T57, were ordered by Hitler to be removed from the Tatra display at the 1939 Berlin Autosalon and Tatra was later directed to concentrate on heavy trucks and diesel engines, with all car models, except for the V8-engined Tatra T87, being discontinued. The matter was re-opened after World War II and in 1961 Volkswagen paid Ringhoffer-Tatra 3,000,000 Deutsche Marks in an out of court settlement.

Wartime production

The factory had only produced a handful of cars by the start of the war in 1939; the first volume-produced versions of the car's chassis were military vehicles, the Type 82 Kübelwagen (approximately 52,000 built) and the amphibious Type 166 Schwimmwagen (about 14,000 built).

A handful of Beetles were produced specifically for civilians, primarily for the Nazi elite, in the years 1940–1945, but production figures were small. Because of gasoline shortages, a few wartime "Holzbrenner" Beetles were fueled by wood pyrolysis gas producers under the hood. In addition to the Kübelwagen, Schwimmwagen, and a handful of others, the factory managed another wartime vehicle: the Kommandeurwagen; a Beetle body mounted on the Kübelwagen chassis. 669 Kommandeurwagens were produced up to 1945, when all production was halted because of heavy damage to the factory by Allied air raids. Much of the essential equipment had already been moved to underground bunkers for protection, which let production resume quickly after hostilities ended.

Post-war production and boom

1949 Volkswagen Type 1

In occupied Germany, the Allies followed the Morgenthau plan to remove all German war potential by complete or partial pastoralization. As part of this, in the Industrial plans for Germany, the rules for which industry Germany was to be allowed to retain were set out. German car production was set at a maximum of 10% of the 1936 car production numbers.

Mass production of civilian VW automobiles did not start until post-war occupation. The Volkswagen factory was handed over by the Americans to British control in 1945; it was to be dismantled and shipped to Britain. Thankfully for Volkswagen, no British car manufacturer was interested in the factory; "the vehicle does not meet the fundamental technical requirement of a motor-car ... it is quite unattractive to the average buyer ... To build the car commercially would be a completely uneconomic enterprise." The factory survived by producing cars for the British Army instead. Allied dismantling policy changed in late 1946 to mid 1947, although heavy industry continued to be dismantled until 1951. In March 1947, Herbert Hoover helped change policy by stating

"There is the illusion that the New Germany left after the annexations can be reduced to a 'pastoral state'. It cannot be done unless we exterminate or move 25,000,000 people out of it."

The re-opening of the factory is largely accredited to British Army officer Major Ivan Hirst (1916–2000). Hirst was ordered to take control of the heavily bombed factory, which the Americans had captured. His first task was to remove an unexploded bomb that had fallen through the roof and lodged itself between some pieces of irreplaceable production equipment; if the bomb had exploded, the Beetle's fate would have been sealed. Hirst persuaded the British military to order 20,000 of the cars, and by March 1946 the factory was producing 1,000 cars a month, which Hirst said "was the limit set by the availability of materials". During this period, the car reverted to its original name of Volkswagen and the town was renamed Wolfsburg. The first 1,785 Volkswagen Type 1's or "Beetles" were made in 1945.

Following the British Army-led restart of production, former Opel manager (and formerly a detractor of the Volkswagen) Heinz Nordhoff was appointed director of the Volkswagen factory. Under Nordhoff, production increased dramatically over the following decade, with the one-millionth car coming off the assembly line by 1955. During this post-war period, the Beetle had superior performance in its category with a top speed of 115 km/h (71 mph) and 0–100 km/h (0–60 mph) in 27.5 seconds with fuel consumption of 6.7 l/100 km (36 mpg) for the standard 25 kW (34 hp) engine. This was far superior to the Citroën 2CV which was aimed at a low speed/poor road rural peasant market and Morris Minor that was designed for a market that had no motorways / freeways, and even competitive with more advanced and fragile small cars like the Austin Mini.

In Small Wonder, Walter Henry Nelson wrote:

"The engine fires up immediately without a choke. It has tolerable road-handling and is economical to maintain. Although a small car, the engine has great elasticity and gave the feeling of better output than its small nominal size."

Opinion in the United States was not flattering, however, perhaps because of the characteristic differences between the American and European car markets. Henry Ford II once described the car as "a little box." The Ford company was offered the entire VW works after the war for free. Ford's right-hand man Ernest Breech was asked what he thought, and told Henry II, "What we're being offered here, Mr. Ford, isn't worth a damn!"

During the 1950s, the car was modified progressively: the obvious visual changes mostly concerned the rear windows. In March 1953, the small oval two-piece rear window was replaced by a slightly larger single-piece window. More dramatically, in August 1957 a much larger full width rear window replaced the oval one. 1964 saw the introduction of a widened cover for the light over the rear licence plate. Towards the end of 1964, the height of the side windows and windscreen grew slightly, giving the cabin a less pinched look: this coincided with the introduction of a very slightly curved ("panoramic") windscreen, though the curve was barely noticeable. The same body appeared during 1966, with a 1300 cc engine in place of the 1200 cc engine: it was only in the 1973 model Super Beetle that the Beetle acquired an obviously curved windscreen. The flat windscreen remained on the standard Beetle.

There were also changes under the bonnet. In 1954, Volkswagen added 2 mm to the cylinder bore, increasing the displacement from 1,131 cc to 1,192 cc.[30] This coincided with upgrades to various key components including a redesign of the crankshaft. This increased power from 33 bhp to a claimed 40 bhp and improved the engine's free revving abilities without compromising torque at lower engine speeds. At the same time, compression ratios were progressively raised as, little by little, the octane ratings of available fuel was raised in major markets during the 1950s and 1960s.

There were other, less-numerous models, as well. The Hebmüller cabriolet (officially Type 14A), a sporty two-seater, was built between 1949 and 1953; it numbered 696. The Type 18A, a fixed-top cabriolet, was produced by Austro-Tatra as a police and fire unit; 203 were assembled between January 1950 and March 1953.

Beetle sales boomed in the 1960s, thanks to clever advertising campaigns, and the Beetle's reputation for reliability and sturdiness. On 17 February 1972, when Beetle No. 15,007,034 was produced, Beetle production surpassed that of the previous record holder, the Ford Model T. By 1973, total production was over 16 million, and by 23 June 1992, over 21 million had been produced.

As of 2009, the Beetle is arguably the world's best-selling car design. More units of the Toyota Corolla brand have been sold, but there have been 10 total redesigns of the Corolla, each amounting to a new car design with the same name.

Diesel

In 1951, Volkswagen prototyped a 1.3 L diesel engine. Volkswagen made only 2 air-cooled boxer diesel engines that were not turbocharged, and installed one engine in a Type 1 and another in a Type 2. The diesel Beetle was time tested on the Nürburgring and achieved 0–100 km/h (0–62 mph) in 60 seconds.

Introduction to Ireland

Volkswagen began its involvement in Ireland when in 1949, Motor Distributors Limited, founded by Stephen O'Flaherty secured the franchise for the country at that years Paris Motor Show. In 1950, Volkswagen Beetles started arriving into Dublin packed in crates in what was termed "completely knocked down" (CKD) form ready to be assembled. The vehicles were assembled in a former tram depot at 162 Shelbourne Road in Ballsbridge. This is now the premises for Ballsbridge Motors who are still a Volkswagen dealer. The first Volkswagen ever assembled outside Germany was built here.[35] This vehicle is now on display at the Volkswagen Museum in Wolfsburg.

Introduction to the UK

The first Volkswagen Beetle dealer in the UK was J.Gilder & Co. Ltd. in Sheffield, which began selling Volkswagens in 1953. Jack Gilder had been fascinated by both the design and engineering of the Beetle when he came across one in Belgium during the war.[citation needed] He applied for the franchise as soon as the opportunity presented itself and became Volkswagen’s representative in the North of England.

VW Beetle 1953–1957

During this period, the rear window of the VW Beetle lost the "bar" in the center and as a result has been referred to as the "oval" or "oval window" Beetle.

VW Beetle 1967

Engine1500 cc OHV H4, 40 kilowatts (54 hp) @ 4200 rpm, 105 N·m (77 lb·ft) @ 2600,

bore 83 mm,

stroke 69 mm,

comp ratio 7.5:1

Transmission4-speed manual

Wheelbase2,400 mm (94.5 in)

Length4,079 mm (160.6 in)

Width1,539 mm (60.6 in)

Curb weight840 kg (1,900 lb)

The Volkswagen Beetle underwent significant changes for the 1967 model. While the car appeared similar to earlier models, much of the drivetrain was noticeably upgraded. Some of the changes to the Beetle included a bigger engine for the second year in a row. Horsepower had been increased to 37 kW (50 hp) the previous year, and for 1967 it was increased even more, to 40 kW (54 hp).

On US models, the output of the electrical generator was increased from 180 to 360 watts, and upgraded from a 6-volt to a 12-volt system. The clutch disc also increased in size, and changes were made to the flywheel, braking system, and rear axle. New standard equipment included two-speed windscreen wipers, reversing lights, a driver's armrest on the door, locking buttons on the doors, and a passenger's side exterior mirror.

In February 1967, inventor Don P. Dixon of San Antonio, Texas filed and was ultimately granted a patent for the first air conditioning unit specifically designed for the Beetle, which were soon offered by US dealerships.

The 1967 model weighed 840 kg (1,900 lb), which was a typical weight for a European car at this time. Top speed was 130 km/h (81 mph).[citation needed]

That same year, in accord with the newly enacted U.S. Federal Motor Vehicle Safety Standard 108, the clear glass headlamp covers were deleted; the headlamps were brought forward to the leading edge of the front fenders, and the sealed-beam units were exposed and surrounded by chrome bezels. For the 1968 model year, Beetles sold outside North America received the same more upright and forward headlamp placement, but with replaceable-bulb headlamps compliant with ECE regulations rather than the U.S. sealed beams.

The Super Beetle and final evolution

In 1971, alongside continued production of the "standard" Beetle, a Type 1 variant which featured MacPherson strut front suspension and a redesigned front end. Officially known (and marketed in Europe) as the VW 1302 from 1971–1972, and VW 1303 from 1973 onwards, but commonly called Super Beetle, the new stretched nose design replaced the dual parallel torsion bar beams which had compromised trunk space and relocated the spare tire from a near vertical to a low horizontal position. The redesign resulted in a tighter turning radius despite a 20 mm (0.79 in) longer wheelbase, and a doubling of the front compartment's cargo volume. As with previous models, air pressure from the spare tire pressurized the windshield washer canister, in lieu of an electric pump.

1972 Super Beetles had an 11% larger rear window (4 mm (0.16 in) taller), larger front brakes, four rows of vents (versus two rows previously) on the engine deck lid, tail lights incorporating reverse lights, a four-spoke energy-absorbing steering wheel and steering column, and an engine compartment socket for a proprietary VW Diagnosis system.

In 1973, the VW 1303 introduced a curved windscreen, pushed forward and away from the passengers, allowing a redesigned, padded dashboard to replace the pre-1973 vertical dash. A 2-speed heater fan, higher rear mudguards, and larger tail lights were added. The changes to the heater/windshield wiper housing and curved windshield resulted in slight redesign of the front hood, making the 1971 and 1972 Super Beetle hoods unique.

For 1974, the previous flat steel bumper mounting brackets were replaced with tubular "self restoring energy absorbing" attachments, effectively shock absorbers for the bumpers, on North American market Beetles. These cars also got stronger "5mph" bumpers that added an inch to the length of the car. The steering knuckle and consequently the lower attachment point of the strut was redesigned to improve handling and stability in the event of a tire blowout. This means struts from pre-1974 Super Beetles are not interchangeable with 1974–79s.[39]

1975 models featured Air Flow Control (AFC) Fuel Injection on U.S., Canadian, and Japanese Beetles, a derivative of the more complex Bosch fuel injection system used in the Volkswagen Type III – and equivalent to Bosch L-jetronic. The fuel injected engine also received a new muffler and the option of an upstream catalytic converter required on some models (e.g. California), necessitating a bulge in the rear apron sheet metal directly under the rear bumper, and replacing the distinctive dual "pea shooter" pipes with a single offset tailpipe – making fuel injected models identifiable at a glance. Other changes were rack and pinion steering replacing the traditional worm and roller gearbox on Super Beetles, and a larger license plate lamp housing below the engine lid. The front turn indicators were moved from the top of the fenders into the bumper bars on European models.

In 1976, the optional "Auto-stick" transmission and the Super Beetle sedan were discontinued, with VW continuing to market the standard sedan and VW 1303 convertible. 1976-on convertibles received no significant engineering changes, only a few cosmetic touches and new paint options, including the "Champagne Edition" models (white on white was one example) to the final 1979 "Epilogue Edition" black on black, in salute to the first Beetles produced in the 1930s. 1977 model sedans received front seats with separate head restraints.

Beetle Cabriolet

The Beetle Cabriolet began production in 1949 by Karmann in Osnabrück. It was in 1948 when Wilhelm Karmann bought a VW Beetle limousine and converted it into a four-seated convertible. After successfully presenting it at VW in Wolfsburg, production started in 1949. After a number of stylistic and technical alterations made to the Karmann Cabriolet (corresponding to the many changes VW made to the Beetle throughout its history), the last of 331,847 cabriolets came off the conveyor belt on 10 January 1980.

Decline

Though extremely successful in the 1960s, the Beetle was faced with stiff competition from more modern designs. The Japanese had refined rear-wheel-drive, water-cooled, front-engine small cars to where they sold well in the North American market, and Americans introduced their own similarly sized rear-wheel-drive Chevrolet Vega, Ford Pinto and AMC Gremlin in the 1970s. The superminis in Europe adopted even more efficient transverse-engine front-wheel-drive layouts, and sales began dropping off in the mid 1970s. There had been several unsuccessful attempts to replace or supplement the Beetle in the VW product line throughout the 1960s; the Type 3, Type 4, and the NSU-based K70 were all less successful than the Beetle, though aimed at more upscale markets for which VW lacked credibility. The over-reliance on the Beetle meant that Volkswagen was in financial crisis by 1974. It needed German government funding to produce the Beetle's replacement. Only when production lines at Wolfsburg switched to the new watercooled, front-engined, front-wheel drive Golf designed by Giorgetto Giugiaro in 1974, (sold in North America as the "Rabbit") did Volkswagen produce a car as successful as the Beetle. The Golf would be periodically redesigned over its lifetime – entering its sixth generation in 2008 – with only a few components carried over between generations, while the Beetle used only minor refinements of its original design.

The Golf did not kill Beetle production, which continued in smaller numbers at other German factories until 19 January 1978, when mainstream production shifted to Brazil and Mexico, markets where low operating cost was more important. It is important to note that the Beetle Cabriolet was still produced for the North American and European markets in Germany until 10 January 1980. The last Beetle was produced in Puebla, Mexico, in July 2003. The final batch of 3,000 Beetles were sold as 2004 models and badged as the Última Edición, with whitewall tires, a host of previously discontinued chrome trim, and the choice of two special paint colors taken from the New Beetle. Production in Brazil ended in 1986, then started again in 1993 and continued until 1996. Volkswagen sold Beetle sedans in the United States until August 1977 (the Beetle convertible/Cabriolet was sold until January 1980) and in Europe until 1985, with private companies continuing to import cars produced in Mexico after 1985. The Beetle outlasted most other automobiles which had copied the rear air-cooled engine layout such as those by Subaru, Fiat, Renault and General Motors. Porsche's sport coupes which were originally based on Volkswagen parts and platforms continue to use the classic rear engine layout (which later became water-cooled) in the Porsche 911 series, which remains competitive in the first decade of the 21st century.

Worldwide end of production

The final original Beetle (No. 21,529,464, VIN 3VWS1A1B54M905162)

As of 2002 over 21 million Type 1s had been produced, but by 2003, annual production had fallen to 30,000 from a peak of 1.3 million in 1971. VW announced the end of production in June 2003, citing decreasing demand, and the final original Type 1 VW Beetle (No. 21,529,464) rolled off the production line at Puebla, Mexico, on 30 July 2003[40] – 65 years after its original launch and unprecedented 58-year production run (counting from 1945, the year VW recognizes as the first year of non-Nazi funded production). This last Beetle, nicknamed El Rey (Spanish for "The King" after a legendary Mexican song by José Alfredo Jiménez). was delivered to the company's museum in Wolfsburg, Germany.

To celebrate the occasion, Volkswagen marketed a final special series of 3,000 Beetles marketed as "Última Edición" (Final Edition) in light blue (Aquarius Blue) or beige (Harvest Moon Beige). Each car included the 1.6 engine, whitewall tires, a CD player with four speakers, chrome bumpers, trim, hub caps and exterior mirrors, a Wolfsburg emblem above the front trunk's handle, chrome glove box badge, body coloured wheels, tinted glass, a rear parcel shelf, and VW Ultima Edicion plaque. At 84,000 pesos, the model cost approximately $1,300 more than the typical model.

A mariachi band serenaded production of the last car. In Mexico, there was also an advertising campaign as a goodbye for the Beetle. For example, in one of the ads was a very small parking space on the street, and many big cars tried to park in it, but could not. After a while, a sign appears in that parking space saying: "Es increíble que un auto tan pequeño deje un vacío tan grande" (It is incredible that a car so small can leave such a large void). Another depicted the rear end of a 1954 Beetle (year in which Volkswagen first established in Mexico) in the left side of the ad, reading "Erase una vez..." (Once upon a time...) and the last 2003 Beetle in the right side, reading "Fin" (The end). There were other ads with the same nostalgic tone.[41] The Volkswagen Sedan is used as a taxi in Mexico City up to 2013. The Mexican government is removing this type of taxi and already made the green colours change into red-gold.

Engine: Fuel injected (Bosch Digifant) 4 Cyl horizontally opposed,1584 cc, 50 hp (37 kW), 98.1 N·m (72.4 lb·ft) @2200 rpm, 3-way catalytic converter

Rated fuel milage: 32.5 mpg-US (7.24 L/100 km; 39.0 mpg-imp)

Max cruising speed: 130 km/h (81 mph)

Brakes: front disc, rear drum

Passengers: Five

Tank: 40 L (11 US gal; 9 imp gal)

Colours: Aquarius blue, Harvest Moon beige.

(Source Wikipedia)

The Royal Palace of Venaria, located just outside Turin, was built in 1675 by Duke Charles Emmanuel II of Savoy as a grand hunting lodge and summer residence. A masterpiece of Baroque architecture, it was designed to showcase the power and refinement of the House of Savoy, with vast gardens, opulent halls, and an expansive park. Abandoned and later restored in the 21st century, La Venaria Reale is now one of Italy’s most spectacular cultural landmarks and a UNESCO World Heritage site, symbolizing both the splendor and resilience of Savoyard heritage.

"President Jefferson’s insistence on skylights for the U.S. Capitol inspired Latrobe and his design for the Cathedral’s grand dome. The Basilica, which culminated years of architectural refinement by Latrobe, is now considered one of the world’s finest examples of 19th century architecture. “When the Cathedral was first constructed, the only building that could compete with it in size, scale, and architectural sophistication was the United States Capitol,” said Jack Waite, Principal Architect with John G. Waite Associates, Architects. “Architecturally, it was the most advanced building in the country.”"

Three Plenary Councils were held here: "The First Plenary Council in 1852 extended the legislation of the Seven Provincial Councils to the entire country. Following the American Civil War, the Second Plenary Council in 1866, whose guests included President Andrew Johnson, achieved peace for the Church and called for the evangelization of Native and African-Americans. The Third Plenary Council, the largest meeting of Catholic Bishops held outside of Rome since the Council of Trent (December 13, 1545-December 4, 1563), commissioned the famous Baltimore Catechism, which taught generations of Catholics the basics of their faith. Father Michael J. McGivney, founder of the Knights of Columbus, was ordained at the Basilica in 1877."

"The Vector W8 is a sports car produced by American automobile manufacturer Vector Aeromotive Corporation from 1989 to 1993. It was designed by company founder and chief designer Gerald Wiegert while receiving refinements by Vector's head of engineering David Kostka. The W8 was the production version of the Vector W2 prototype that the company demonstrated throughout the 1980s.

Vector claimed the W8 could reach a projected top speed of 242 mph (389 km/h), with acceleration from 0–60 mph (0–97 km/h) achievable in a time of 3.9 seconds. During testing at the Bonneville Salt Flats, the W2 prototype attained a maximum speed of 242 mph (389 km/h) with a Donovan aluminum block engine that was less powerful than a production W8's engine, as reported by Top Wheels magazine. This top speed was attained while still using a high downforce rear wing. Later aerodynamic testing further honed efficiency, bringing the car's drag coefficient down to just 0.32 prior to DOT crash testing in Ann Arbor, Michigan. The W8's design included subtle changes to the body during the production run, so that the initial car off the line looked slightly different from the last. Changes included the elimination of some gills, a lower front fascia and air splitter, and adjustments of the rear wing, mirror intakes, and front grill. After the top speed testing, production Vector W8s were no longer fitted with a removable glass roof due to buffeting that occurred at extreme speeds.

Seventeen customer cars and two pre-production cars were produced before Vector went into receivership in 1993." - info from Wikipedia.

"The idea of founding AutobauAG came to the enthusiast and racing car driver Fredy Lienhard through a key experience. He guided the children of an elementary class to see his private car collection and saw the enthusiasm and joy of the children. From this experience, Fredy Lienhard has developed the idea of making her collection a museum open to the public. The renovated, high-quality plant - the old tanks factory - offers an exciting historical backdrop.

Visitors can safely approach the cars, and under the supervision of the guides, are allowed to enter many of the cars on display, taking pictures and looking under the bonnets. The museum is constantly evolving, includes over 100 vehicles, in addition to the special collection dedicated to the Sauber Formula1.

Fredy Lienhard, well-known and appreciated in the racing world, founded in 1968 Lista Racing racing in many categories (Formula 2, Can-Am, IMSA, 24 Hours of Daytona, etc) active until 2008.

His company LISTA produces drawer systems and other furnishing components for offices and mechanical workshops, and nowadays almost all car manufacturers use these equipment, including the various Formula 1 stables such as Ferrari, McLaren and Sauber." - info from Automotive Museums.

During the summer of 2018 I went on my first ever cycling tour. On my own I cycled from Strasbourg, France to Geneva, Switzerland passing through the major cities of Switzerland. In total I cycled 1,185 km over the course of 16 days and took more than 8,000 photos.

Now on Instagram.

Become a patron to my photography on Patreon.

The Dover 620-A was an update of the Speed-o-Graphic “instant” camera, converted to rollfilm with the added refinements of on-camera flash and integrated filters.

Entrance to the Trocadero - The Trocadero, famous for its refinement and one of the most beautiful ballrooms in the West, is the rendezvous of exclusive dance lovers in Denver. "Not to see Elitch's is not to see Denver"

C.T. American Art

117076-N

CAPA-011021

A further refinement in design of a long running series of the tube 'map' or diagram cover sees this 1954 version. The border of miniature roundels continues and the text layout stays constant. The roundel however now reads 'Railways" and has lost the "London Transport" from the white semi-circles giving a 'cleaner' look. The use of Railways rather than Underground as the title was part of the post-1948 Standards and not very convincing given everyone called it the Underground or Tube even if parts of it 'aren't'!

Plan B...

(Plan A obviously needed some... er... refinement. )

Daily Dog Challenge - 4623. 8/1 "Cream/y/ed"

Do you enjoy taking pictures of your dog? Think a daily prompt might broaden your ideas? Check us out: www.flickr.com/groups/dailydogchallenge/

Our Daily Challenge - SIMPLISTIC is the topic for Sunday ~ July 30th, 2023

100x in 2023 - #35

Edificio Acqua is a six-story luxury residential complex that faces the South Atlantic Ocean in Uruguay’s beachfront resort of Punta del Este. Located adjacent to the main oceanfront roadway, this L-shaped, thirty-four-unit building responds to an irregularly shaped site with dense, context-sensitive development, introducing an unprecedented level of construction quality and architectural refinement to the high end of the Uruguayan housing market.

The building features a terraced elevation that steps back floor by floor, resembling a large staircase leading residents directly to the water’s edge. These setbacks not only minimize the structure’s overall mass when viewed from the beach, but also enable the creation of four “manor” and two “penthouse” apartments—spacious, single-floor units that include private terraces and swimming pools, with a total living area ranging from 6750 to 9050 gross square feet (627 to 841 gross square meters). With the combination of infinity pools that seem to extend to the ocean, abundant glazing on the three ocean-view sides, and the building setbacks that obscure views of the other units, each “manor” seems like an isolated residence.

The building contains a variety of other living configurations as well, including five double-height lofts and twenty-four single-floor apartment units. Living and dining areas typically face the ocean, and bedrooms, bathrooms, and other private spaces are situated along the glass exterior wall toward the rear and sides of the building, though many of these rooms enjoy ocean views as well. Nearly every bedroom features a walk-in closet and private bathroom. A series of terraces, alternately cantilevered out or set back into the building volume, animates the exterior and provides outdoor space for the apartments.

Passing through both wings of the building at ground level, a vehicular road provides access to ground-level parking bays, located adjacent to the seven elevator cores. A fitness center, spa, and outdoor pool are available to all residents.

“For me, Edificio Acqua has a special meaning,” says Rafael Viñoly, “as it is the first project I have completed in my native country of Uruguay. Its design reflects the uniqueness and beauty of its fashionable surroundings. Spectacular views create a sense of openness and accessibility, and the innovative use of materials and space produces a timeless architectural message.”

Ref: www.rvapc.com/works/703-edificio-acqua

Punta del Este, Uruguay

Camera: NIKON D810

Lens: Zeiss Apo Sonnar T* 2/135 ZF.2

Focal Length: 135 mm

Exposure: ¹⁄₁₂₅₀ sec at f/4.0

ISO: 400

Shutterstock | Facebook | 500px

Micro foam skill increasing. Processed with VSCOcam with f1 preset

© Copyright Tommy Simms All Rights Reserved.

1. Refinement, grace, and beauty in movement, appearance, or manners.

(Taken with: Canon 20D, 70-200L IS with Canon 1.4X @ 200 ISO, 1/100Sec, f/4 230mm.)

More butterflies Here.

2-3558

Chassis n° V8C0L15040

Zoute Sale - Bonhams

Estimated : € 150.000 - 200.000

Sold for € 166.750

Zoute Grand Prix 2021

Knokke - Zoute

België - Belgium

October 2021

Aston Martin had always intended the DBS to house its new V8 engine, but production difficulties meant that the car first appeared with the DB6's 4.0-liter six. Bigger and more luxuriously appointed than the DB6, the heavyweight DBS disappointed some by virtue of its slightly reduced performance, but there were no complaints when the V8 finally arrived in 1969. With an estimated 315bhp available from its 5,340cc four-cam engine, the DBS V8 could reach 160km/h in under 14 seconds, running on to a top speed of 250km/h, a staggering performance in those days and one which fully justified the claim that it was the fastest production car in the world. After Aston Martin's acquisition by Company Developments in 1972, production resumed with the Series 2, now known as the Aston Martin V8 and distinguishable by a restyled front end recalling the looks of earlier Astons. The most successful Aston Martin ever, the V8 survived the changes of ownership and financial upheavals of the 1970s, enjoying a record-breaking production run lasting from 1969 to 1988, with 2,919 cars sold.

Described by former Aston Martin Chairman Victor Gauntlett as 'a stylish thoroughbred, beautifully built, luxurious, fast and immensely safe,' the V8 was built in several variants, one of the most exclusive being the Volante Convertible. Introduced in response to customer demand for such a car, the Volante first appeared in June 1978. Arguably the ultimate in soft-top luxury, the newcomer boasted a lined, power-operated top which, when erected, endowed the walnut embellished interior with all the solidity and refinement associated with the saloon version. Although its open-car aerodynamics meant that top speed suffered with the top down, the Volante's 240km/h maximum nevertheless ranked it among the world's fastest convertibles. V8 Volante and Vantage Volante chassis numbers ran from '15001' to '15849', a total of 849 cars.

The motorcar offered :

According to copies of Aston Martin's factory build records, this elegant V8 Volante was hand built at Aston Martin's Newport Pagnell plant during the fall of 1978 and is titled as 1979. The car received the final inspections in January 1979, and then shipped from the UK to its destination, the US. The car was equipped with left-hand-drive steering and the desirable 5-speed manual transmission. It was finished in Cambridge Blue over a Natural coloured leather interior, Onslow brown carpeting, just as it appears today. It was the 40th V8 Volante built and as such an early example it received the elegant chrome bumpers, neatly fitted tightly to the Volante body. It is believed that only a maximum of 10 of these 40 early cars were fitted with the desirable manual transmission.

The car's first owner was a FedEx executive and from the 1990s until 2016 the car was retained by Aston Martin enthusiast Mr. Jack Miller of Pittsburg, PA, who would display the beautiful V8 Volante at various Aston Martin gatherings. The car's extensive history and maintenance file includes much service work performed during Mr. Miller's ownership, including the installment of a new exhaust by renowned Aston Martin shop Steel Wings and a rebuilt braking system.

Today this well restored Aston Martin on a highly original basis shows less than 25,000 miles on the odometer, a figure that is indeed believed to be original and can be traced in the history file. Acquired by the vendor in 2017 the car was imported to Europe where restoration work for a total of approximately CHF100,000 was carried out on mechanicals, the body and paint, new trim and was recently fitted with a new convertible top in dark blue, with the work done to exacting factory standards. A solid and very well cared for car, close inspection of the V8 reveals many original finishes throughout. Complete with jack and tools, an owner's handbook with an original warranty booklet and a history file containing correspondence with Aston Martin and copies of the factory build records, this fine V8 Volante must be considered well-pedigreed. The car is EU duty paid and comes with its US title and EU duty paid import certificate. Bonhams recommends close inspection of this fine example of a true drophead V8 'British Bulldog'.

one of the David Austin roses, Sally Holmes' delicate refinement hovers near perfection in the garden

Remington Standard Typewriter No. 12 (c.1922)

City of Langley, BC Canada

The Remington No. 12, which appeared on the market in 1922, embodies every Remington advantage, plus quiet action. Fourteen noise reducing features were introduced.

The No. 12 has an improved escapement, type bar construction, ribbon mechanism and refinements of construction throughout the entire machines. It also has the frame enclosed to keep out dust and dirt.

Image best viewed in Large screen. Thank-you for your visit! I really appreciate it! ~Sonja

The C403o frame from Veldisfall Land Systems is a further refinement of the C213o frame. This model was originally designed as a military frame, but has found more use in remote mining operations and civilian security than on the battlefield.

The build is another riff on the the legs from LEGO 7's alternate 31032 red dragon model. The legs are modified slightly from the original and the C213o. My goal was to retain the general shaping and aesthetic without totally breaking 7P scale. Unfortunately, the frame is about 13 bricks tall and can't stand square in my sizing box.

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Built for Mobile Frame Zero - a tabletop wargame.

Mobile Frame Hangar (MFZ Community Forums).

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Petrochemical plant area with reflection in river [241A7382]

Love, Love, Love her!!

A big success by any standard both in and out of competition, the Lancia Stratos was developed as a homologation Special for European rallying. After production ceased it became a cult car and is now highly priced as the ‘modern classis' it is. Conceived strictly for rallying, the Lancia Stratos however makes an exciting road car, though it is very far from GT standards in both luxury and refinement.

The concept vehicle responsible for providing the inspiration for the Lancia Stratos Rally car is the Lancia (Bertone) Stratos. The Stratos featured a 1584 cc V4 DOHC with 115 bhp horsepower at 200 rpm. Designed by Marcello Gandini, the same designer responsible for the Lamborghini Countach and Lamborghini Miura, the Stratos concept was a development of the Bertone designed Alfa Romeo Carabo concept from 1968. The Carabo concept was also a Gandini creation.

First revealed at the Turin Motor Show in October of 1970, the Lancia Stratos HF prototype was a styling exercise for Bertone. A futuristic design, the Stratos featured a wedge shaped profile that stood just 33 inches from the ground. Since the vehicle was so low, conventional doors could not be used and instead one accessed the interior of the Stratos by a hinged windscreen. Drivers had to flip up the windscreen and walk into the vehicle. Once inside, visibility was quite restricted since the front windscreen was narrow. The cockpit of the Lancia Stratos was designed specifically for fast forest flying.

The body design was predictably minimal to hold down weight and bulk with its most distinctive features being semi-concealed A-pillars and a door beltline that sharply upswept to the top of the daylight opening. The shape of the resulting unbroken expanse of glass gave the tunnelback roof the appearance of a futuristic crash helmet.

The main body structure was steel, like the chassis, and weight-saving fiberglass was used for tilt-up nose and tail sections. A small box above and behind the powertrain was where cargo space was held. Bins were also molded into the interior door panels for storing helmets.

The same engine utilized on the Lancia 1600 HF Fulvia was used on the Bertone designed Lancia Stratos Zero prototype. A triangular shaped panel hinged upwards to allow access to the mid-mounted engine. Developed for rallying purposes, the legendary Lancia Stratos was unveiled in 1974. The production vehicle Stratos was powered by a 2.4 liter mid-mounted V6 from the Ferrari Dino.

Like no other Lancia before or after, the Lancia Stratos was a shock that left enthusiasts and rally fans breathless. For almost a decade the Stratos streaked across the rally landscape much like a brilliant comet, while discarding past principles, it also fearlessly represented something undeniably new. A phenomenal rally car, the Lancia Stratos set an example to every other car manufacturer in the world. The first viable purpose-built rally car ever built, the Stratos was probably the last purpose-built rally car.

Created by the Bertone coachbuilding company, the Stratos was both radical, yet fully functional. Fiorio realized that for Lancia to continue to compete in the World Rally Championship, the Fulvia HF would need a much more powerful replacement. A the time, four-wheel drive was not an option, so a mid-engined configuration seemed ideal. To reinforce Fiori's convictions, the Bertone show car was featured soon after with a mid-engine Fulvia V4.

The introduction of the Ford mid-engine purpose-built GT70 rally car at the 1971Brussels Motor Show was what truly inspired the impetus behind the Stratos proect. It was after this appearance that Lancia's general manager, Pierugo Gobbato contacted Nuccio Bertone. Though the GT70 was actually never put in production by Ford, it was this that sparked the inspiration of the Lancia Stratos.

As always, there was a minimum production requirement, 500 units for the Lancia Stratos. This was an awkward figure that would necessitate funds for at least semi-permanent tooling as well as design and development. This was a job well suited to the Italian industry. Fiorio masterminded the project, and he envisioned a short, wide coupe with transverse midships drivetrain. Bertone was immediately contracted to style the vehicle and built its unit body/chassis structure.

43 months passed in between the time of conception to the actual birth of the Lancia Stratos. The vehicle was developed to take over and make Lancia the outright world rally champ. The Stratos was both short and wide, with a wheelbase of only 7 feet 1.8 inches, the width of the vehicle was only 5 feet 8.9 inches. Weighing only 1958 lbs, the Stratos was only 3 feet 7.9 inches high. Able to easily exceed 140 mph, the Stratos featured 190 horsepower in roadgoing trim.

Having studied every possible powerteam in the Fiat/Lancia group, Fiorio secured 2.4 liter V-6s and 5-speed transaxles from Ferrari, which was an ideal chouse as they'd be installed exactly as the Dino 246. All-independent suspension, rack-and-pinion steering and four-wheel disc brakes were all specifically designed for the Lancia Stratos.

After 1978 the Stratos was officially retired and no longer was officially entered by the Lancia factory, the vehicle was still going strong. The Lancia team was headed by by Sandro Munari who won its first event as a homologated entry in October of 1974. Mun ari entered alone 40 events with the Lancia Stratos and won 14. The Stratos also won the World Rally Championship in 1974, 1975, and 1976 and remained competitive for another four years. The final major win came in 1979 when a Lancia Stratos entered by the Monaco importer won the famed Monte Carlo Rally. Finally the factory retired the Stratos.

By Jessica Donaldson

[Text from ConceptCarz.com]

www.conceptcarz.com/z21737/Lancia-Stratos-HF.aspx

This Lego miniland-scale Lancia Stratos Rally Racer has been created for Flickr LUGNuts' 100th Build Challenge - our Centenary, titled 'One Hundred Ways to Win!'. In this challenge, a list of 100 challenges is available, kept by the admins. Individuals wishing to enter, request a number from 1-100 (so long as it has not already been requested) - and the admins assign the individual build challenge associated with that number.

In the case of admins entering models - they request that a general LUGNuts member assigns a number - and the admin must build to that challenge number.

In this case, the number 78 was chosen for me, corresponding to the challenge: '78.Any vehicle from the year you were born'. I was born in 1972, the year that the first Stratos rally cars were built, entering in the Rally Championship as Group 5 (un-homologated) entries.

The road cars required to homologate for Group 4 were built through 1973 to 1978.

As can be seen in some of the images here, not only does the car open and close (a real challenge when you look at the chassis), but it also uses the Lego Group RC Rollerskate - so it can zoom around under its own power.

Statue of Sobek and Amenhotep III

The refinement of modeling and perfect balance between god and king makes this sculpture a a great work of art.

New Kingdom, 1403 - 1365 BC

Calcite

Findspot Dahamsha

Coachwork by Snutsel

Engine: 6 cyl. - 5.332 cm³ - 115 bhp

Transmission: 4 speed

Top speed: 145 kph

This Zaventem based make built cars through until the end of the '20s, which from technical and refinement angles rivalled with the best produced cars of that time. Such names as Isotta Fraschini, Bentley and Hispano Suiza spring to mind.

Excelsior (to be better translated as 'astounding') literally refers to the exceptional quality of the cars, which technically were also highly innovative, such as the ADEX dual braking system with Dewandre servo.

History of Excelsior:

Compagnie Nationale Excelsior, more simply known as Excelsior, was a Belgian car manufacturer established by Arthus de Coninck in Brussels in 1903. The company first started to manufacture cars in 1904.

The first models were powered by a two- or four-cylinder Aster engine. In 1907, however, the company made headlines with the Adex, powered by a six-cylinder side-valve engine with a capacity of nine litres. This car's chassis could be easily modified for Grand Prix racing. In 1912, the car took second place in the French Grand Prix, and when the Belgian Royal Family purchased an Excelsior, the advertising value proved considerable.

A second version of the Adex came out in 1920, with a smaller 4767 cc, six-cylinder engine including an overhead camshaft. The Adex inspired the design of the later Excelsior Albert I, which was powered by a six-cylinder engine with a capacity of 5346 cc. An Excelsior Albert I finished 6th and another 9th in the 1923 24 Hours of Le Mans endurance race.

In 1929, the company was sold to its competitor Impéria. Until 1932, the company was called Impéria-Excelsior, after which the name Excelsior was dropped.

(Wikipedia)

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Autoworld is a vintage car museum in the center of Brussels, Belgium, located in the southern hall of the Cinquantenaire Park. It holds a large and varied collection of 350 oldtimers.

oil refinery plant along the twilight from sunset

Doll is 2016's Contrasting Proposition Natalia wearing blouse from Vivacite' Eugenia Perrin-Frost and skirt from Edge of Night Amirah Majeed. Her purse is from Refinement Vanessa Perrin and for the life of me, I can not recall which doll these shoes came from.

This photo was taken only 15 minutes or so after a fierce little rain storm had passed through. Enough of a storm to have the rain coming down sideways and me hunkered over my camera bag trying to keep things dry! I've learned though that some of the best skies come after the storm and was lucky enough to wait. This is what I saw on Redington Long Pier that night after the rain.

Check out the rest of the story over on my blog at - blog.andrewvernonphotography.com/time-and-refinement-in-a...

Coachwork by Vanden Plas

Chassis n° 14812

Les Grandes Marques du Monde au Grand Palais

Bonhams

Parijs - Paris

Frankrijk - France

Estimated : € 425.000 - 475.000

Sold

"In the scheme of things there are cars, good cars, and super cars. When a machine can be put into the last of these three categories, yet is by no means in the highest-priced class, considerable praise is due to the makers. This model is the latest 4.3-litre Alvis Sports Tourer."

One of a dozen cars produced, this fascinating, beautiful and important sports car brings together two companies at their zenith, Vanden Plas and Alvis.

On one hand is the 4.3 Litre Alvis, the result of two decades of refinement in their field, the 4.3 was the largest engine they offered, a silky solid six cylinder which was capable of supplying approximately 140bhp to the road, one of its most ground breaking characteristics was transmission between those two aspects, an all synchromesh 4 speed, which was light years ahead of its time and made these cars easier to drive than an E Type! "A Remarkable British Car" and displaying impressive performance figures of 0-50mph in 7.6 seconds and 105mph top speed in standard road trim, the fastest British un-supercharged pre-war sports car.

On the other, the famed house of Vanden Plas. Throughout the pre-war era they consistently produced great looking sporting coachwork, predominantly for great British marques, but also the occasional Alfa Romeo, Mercedes or even Austro Daimler. In the 1920s they had blended simplicity with looks for the numerous bodies that they had provided to WO Bentley for his own Cricklewood built cars and when times looked more austere and the 'boy racer' touring cars looked like they might have had their day, Vanden Plas simply modernized that similar look for the 1930s. Their most successful renditions in the mid to late Thirties were these 'cut down' door sports tourers.

It is said that their influence for this particular design feature came directly from serial racer and Bentley owner, Malcolm Campbell. In the now low-slung post Vintage chassis' where one sat 'in', rather than 'on' a car, one's elbow could never be comfortable if level with one's shoulder, the solution? Make a notch in the side of the coachwork. Between the ever-stylish Campbell and Vanden Plas' draftsman, this example of practicality was turned into part of the design. A genius move, which was frequently then accented with a side sweep moulding along the body, at once it created one of the design classics of its generation.

Those rakish 30s Vanden Plas 'Malcolm Campbell' design cars were somewhat limited in their production, a dozen are known to have been fitted to Derby Bentleys and are among the most coveted of their breed, a single Bugatti Type 57S (sold by Bonhams in 2016) wears the same, but it arguably on the 4.3 Litre Alvis that the coachwork works best. For that reason, the dozen Alvis's so equipped have long been the stand out pinnacle of the marque's production, cherished by the few lucky enough to own one and they rarely appear for sale.

Here we proudly present one that can rightfully claim to be the best even among that 'rara avis', with a remarkable history of racing and ownership as well as striking and fresh presentation. As new, 14812 was built new by Alvis with its own definitive specifications being on the short chassis and including a special high compression engine which it retains to this day. Registered for the British roads as 'DHP233' it was used by Alvis as their Demonstrator, it would also be campaigned competitively from its earliest days.

At Brooklands on 16th July 1938 the '4.3' made its debut in a rather ignominious fashion, where piloted by G. Hartwell and R.S. Newton in the Light Car Club's 3-Hour Race for Standard Sports Cars, its 'box lost two of gears, not surprisingly the shock of which caused the drivers to put the car into a spin on a couple of occasions and setting it back down the pack. 2 months later after the Summer had passed it was back for an altogether more successful outing, at the Dunlop Jubilee International Car Races, on 24th September. Here, the car was driven by well-known racer, broadcaster and motoring personality Tommy Wisdom in two Outer Circuit handicap races. In Alvis: The Story of the Red Triangle author Ken Day quotes Tommy Wisdom:

"The car I had for test differed from standard models in that the compression ratio of the engine had been increased to 8.5 to 1, which meant that use of 50:50 benzole mixture was necessary. Top-gear ratio was higher than standard and wings, lamps and screen were removed."

Aside from these alterations 'DHP 233' remained in remarkably standard form, especially when one considers it was to share the circuit with the likes of the Pacey-Hassan 4½ Litre Bentley single seater special, Duller's monster Duesenberg and a whole host of supercharged European exotica. The drivers too were no slouches either, with the likes of greats such as Jean-Pierre Wimille and Rene Dreyfus also competing in the same events. Although the Alvis was never going to be the quickest car on the circuit the performance figures it achieved were quite exceptional for a largely standard un-supercharged road going sportscar. To quote Tommy Wisdom again: "In the 20 Miles Outer Circuit Handicap race the car averaged better than 110 mph. The standing lap was covered at 92.23 mph, three laps at 111 mph, two at 116 mph and the fastest at 115.29 mph while the maximum on the Railway Straight, according to the revolution counter, was 119 mph." If one considers that the race was won at a speed of 119.86 mph, these figures make for impressive reading.

Within the month, 'DHP 233' had completed its service for the Works and was returned to production road trim and showroom condition. It was shipped to agents Hugh Anderson Ltd. Of London and quickly snapped up by its first public owner, Mr. Edgar H. Whale of Watford, Hertfordshire, amazingly its next recorded owner, Mr. J.A. Penman of Penrith, Cumbria, would keep the Alvis until the early 1980s! After two brief sojourns in the UK trade, it emigrated to the U.S. and into one of the greatest collections of sportscars of its day, that of Henry Petronis. If one need further proof of its importance and stature, in this well-honed collection it would share a stable with a Blower Bentley, Supercharged Alfa Romeo, Mercedes S-Type and many more pre-war gems. After this collection was dispersed privately in 2011, the current owner was fortunate enough to become its fourth private owner in 70 years.

In the current ownership 'DHP 233' has been treated to a total re-paint and re-trim back to original factory specifications by Red Triangle. Tim Walker Restorations have carried out a total engine rebuild and numerous mechanical works, a detailed in the history files. A firm believer that cars are made to be driven the current owner has used 'DHP 233' on a number of well-known endurance events including: The Flying Scotsman, Cape Horn Rally, The Alpine Trial and 1000 Mile Trial. No expense has been spared to ensure the reliability and usability of the car whilst retaining the originality and historical integrity of this important pre-war sports car. With full-synchromesh gearbox as standard, independent front suspension and a standard pedal layout 'DHP 233' is not only one of the fastest standard pre-war sports cars, but also one of the easiest to drive and this extremely rare and original sports car is ready to be enjoyed by the next owner on numerous international events.

Having enjoyed the car for 8 years, the Alvis emerges for public sale for the first time, a great if not the best of all of these legendary cars, it's a wonderful usable all-rounder and deserving of close inspection of the car and its fascinating history file.

From Bathsheba's website:

"This is the molecule that makes blood red, and breathing worthwhile. Each hemoglobin carries oxygen, four atoms at a time, from lungs to wherever they're needed in the body. Four heme structures are at the heart of it, each built around an iron atom, forming an interesting rotational symmetry.

It's also a star of science history. With its close relative myoglobin, it was the first protein whose 3D form was verified by X-ray crystallography. Max Perutz and John Kendrew got the Nobel Prize in 1962 for figuring it out, which they did without the aid of computer models of any kind.

Data for this sculpture comes from the Protein Data Bank, where several hemoglobin structures are available. This one is 1A0Z, due to Dr. Arthur Arnone at the University of Iowa."

From: www.medicine.uiowa.edu/dept_adjunct.aspx?appointment=Bioc...

"Dr. Arnone achieved broad recognition for his work on the multiple quaternary structures of liganded hemoglobin, on protein crystallographic refinement, and on the structure and function of aspartate aminotransferase and other enzymes. He was instrumental in the development of structural biology at the Carver College of Medicine and remains one of the foremost experts on the mechanism of action of hemoglobin."

A big success by any standard both in and out of competition, the Lancia Stratos was developed as a homologation Special for European rallying. After production ceased it became a cult car and is now highly priced as the ‘modern classis' it is. Conceived strictly for rallying, the Lancia Stratos however makes an exciting road car, though it is very far from GT standards in both luxury and refinement.

The concept vehicle responsible for providing the inspiration for the Lancia Stratos Rally car is the Lancia (Bertone) Stratos. The Stratos featured a 1584 cc V4 DOHC with 115 bhp horsepower at 200 rpm. Designed by Marcello Gandini, the same designer responsible for the Lamborghini Countach and Lamborghini Miura, the Stratos concept was a development of the Bertone designed Alfa Romeo Carabo concept from 1968. The Carabo concept was also a Gandini creation.

First revealed at the Turin Motor Show in October of 1970, the Lancia Stratos HF prototype was a styling exercise for Bertone. A futuristic design, the Stratos featured a wedge shaped profile that stood just 33 inches from the ground. Since the vehicle was so low, conventional doors could not be used and instead one accessed the interior of the Stratos by a hinged windscreen. Drivers had to flip up the windscreen and walk into the vehicle. Once inside, visibility was quite restricted since the front windscreen was narrow. The cockpit of the Lancia Stratos was designed specifically for fast forest flying.

The body design was predictably minimal to hold down weight and bulk with its most distinctive features being semi-concealed A-pillars and a door beltline that sharply upswept to the top of the daylight opening. The shape of the resulting unbroken expanse of glass gave the tunnelback roof the appearance of a futuristic crash helmet.

The main body structure was steel, like the chassis, and weight-saving fiberglass was used for tilt-up nose and tail sections. A small box above and behind the powertrain was where cargo space was held. Bins were also molded into the interior door panels for storing helmets.

The same engine utilized on the Lancia 1600 HF Fulvia was used on the Bertone designed Lancia Stratos Zero prototype. A triangular shaped panel hinged upwards to allow access to the mid-mounted engine. Developed for rallying purposes, the legendary Lancia Stratos was unveiled in 1974. The production vehicle Stratos was powered by a 2.4 liter mid-mounted V6 from the Ferrari Dino.

Like no other Lancia before or after, the Lancia Stratos was a shock that left enthusiasts and rally fans breathless. For almost a decade the Stratos streaked across the rally landscape much like a brilliant comet, while discarding past principles, it also fearlessly represented something undeniably new. A phenomenal rally car, the Lancia Stratos set an example to every other car manufacturer in the world. The first viable purpose-built rally car ever built, the Stratos was probably the last purpose-built rally car.

Created by the Bertone coachbuilding company, the Stratos was both radical, yet fully functional. Fiorio realized that for Lancia to continue to compete in the World Rally Championship, the Fulvia HF would need a much more powerful replacement. A the time, four-wheel drive was not an option, so a mid-engined configuration seemed ideal. To reinforce Fiori's convictions, the Bertone show car was featured soon after with a mid-engine Fulvia V4.

The introduction of the Ford mid-engine purpose-built GT70 rally car at the 1971Brussels Motor Show was what truly inspired the impetus behind the Stratos proect. It was after this appearance that Lancia's general manager, Pierugo Gobbato contacted Nuccio Bertone. Though the GT70 was actually never put in production by Ford, it was this that sparked the inspiration of the Lancia Stratos.

As always, there was a minimum production requirement, 500 units for the Lancia Stratos. This was an awkward figure that would necessitate funds for at least semi-permanent tooling as well as design and development. This was a job well suited to the Italian industry. Fiorio masterminded the project, and he envisioned a short, wide coupe with transverse midships drivetrain. Bertone was immediately contracted to style the vehicle and built its unit body/chassis structure.

43 months passed in between the time of conception to the actual birth of the Lancia Stratos. The vehicle was developed to take over and make Lancia the outright world rally champ. The Stratos was both short and wide, with a wheelbase of only 7 feet 1.8 inches, the width of the vehicle was only 5 feet 8.9 inches. Weighing only 1958 lbs, the Stratos was only 3 feet 7.9 inches high. Able to easily exceed 140 mph, the Stratos featured 190 horsepower in roadgoing trim.

Having studied every possible powerteam in the Fiat/Lancia group, Fiorio secured 2.4 liter V-6s and 5-speed transaxles from Ferrari, which was an ideal chouse as they'd be installed exactly as the Dino 246. All-independent suspension, rack-and-pinion steering and four-wheel disc brakes were all specifically designed for the Lancia Stratos.

After 1978 the Stratos was officially retired and no longer was officially entered by the Lancia factory, the vehicle was still going strong. The Lancia team was headed by by Sandro Munari who won its first event as a homologated entry in October of 1974. Mun ari entered alone 40 events with the Lancia Stratos and won 14. The Stratos also won the World Rally Championship in 1974, 1975, and 1976 and remained competitive for another four years. The final major win came in 1979 when a Lancia Stratos entered by the Monaco importer won the famed Monte Carlo Rally. Finally the factory retired the Stratos.

By Jessica Donaldson

[Text from ConceptCarz.com]

www.conceptcarz.com/z21737/Lancia-Stratos-HF.aspx

This Lego miniland-scale Lancia Stratos Rally Racer has been created for Flickr LUGNuts' 100th Build Challenge - our Centenary, titled 'One Hundred Ways to Win!'. In this challenge, a list of 100 challenges is available, kept by the admins. Individuals wishing to enter, request a number from 1-100 (so long as it has not already been requested) - and the admins assign the individual build challenge associated with that number.

In the case of admins entering models - they request that a general LUGNuts member assigns a number - and the admin must build to that challenge number.

In this case, the number 78 was chosen for me, corresponding to the challenge: '78.Any vehicle from the year you were born'. I was born in 1972, the year that the first Stratos rally cars were built, entering in the Rally Championship as Group 5 (un-homologated) entries.

The road cars required to homologate for Group 4 were built through 1973 to 1978.

Shutterstock | Facebook | 500px

Getty Images [241A7434]

A fully assembled Crown Graphic to field camera conversion. There will be refinements, but this setup will work to test the current design first. The Ysarex 127mm lens came from an old Polaroid camera and is mounted in a Mercury lens barrel which is screwed into a helical mounted in a 3D printed pacemaker Graphic lens board. The helical lens mounting is not needed for this camera, but allows this lens to be easily swopped over to another DIY camera.

Ex Paul Frère

Bonhams : the Zoute Sale

Estimated : € 15.000 - 25.000

Sold for € 18.400

Zoute Grand Prix 2018

Knokke - Zoute

België - Belgium

October 2018

Better equipped than many cars twice its size, the FIAT 500 - nicknamed 'Topolino' (mouse) - brought a degree of refinement hitherto unknown to small cars when launched in 1936. Lockheed hydraulic brakes, independent front suspension, and 12-volt electrics were all features, while an engine mounted ahead of the front axle helped maximise cabin space for the two occupants. The 569cc, four-cylinder, sidevalve motor produced a modest 13bhp, but as the Topolino weighed little more than half a ton it could nevertheless manage a respectable 50mph-plus under favourable conditions. For most buyers though, the frugal (up to 50mpg) fuel consumption would have been the major attraction. Introduced in 1946, the 500B featured a more powerful (16.5bhp) overhead-valve engine that would be carried over to the Topolino's final incarnation, the restyled 500C of 1949, which was the first FIAT model to offer a heating/de-misting system as standard. At the same time as the 500B was introduced, a Giardiniera station wagon (also known as the Belvedere) was added to the range, offering four-seat accommodation as well as increased luggage space. Equipped with the superior overhead-valve engine, these later Topolinos were genuine 60mph (97km/h) cars, though no less economical than their predecessors.

This Giardiniera with the rare 'woody' body was bought new by Anna-Maria Guaineri, a resident of Brescia and niece of Count Aymo Maggi, a well-known racing driver during the 1920s and co-founder of the famous Mille Miglia. As it happens, the Guaineris were friends of the family of Paul Frère, the famous Belgian racing driver and motoring journalist who had won the 1960 Le Mans 24 Hours Race sharing a Ferrari with fellow Belgian, Olivier Gendebien. Thus Frère was able to buy the Giardiniera after the death of its owner.

Between 1970 and 1980, the Giardiniera was entirely restored in Turin by the FIAT division responsible for the restoration of its older cars. The cylinders were sleeved, the crankshaft overhauled, the valves replaced, and the entire suspension refurbished. Paul Frère's own description of the car is on file together with period photographs (inspection recommended). The current (third) owner purchased the FIAT from Paul Frère. It is understood that the car has not been driven much since its restoration, probably covering only some 500 kilometres. Presented in full running order, and benefiting from recently renewed brakes, the car is offered with Monaco Carte Grise.

(Crewe, 01 February 2016) Mulliner, Bentley’s in-house coach-building division, is revealing its latest range of bespoke creations for the Flying Spur, enabling customers to personalise the four-door luxury sedan to an even higher level.

For the first time, the Flying Spur can now be specified w...

www.autonews.us/bentley-flying-spur-combines/

Guo Xi developed a strategy of depicting multiple perspectives called "the angle of totality." Because a painting is not a window, there is no need to imitate the mechanics of vision and view a scene from only one spot.The lesser, bending trees Guo Xi described anthropomorphically as holding one's creeds within oneself; the crouching, gnarled trees were seen analogous to an individual clinging to his own virtues; and the vertical trees were compared to those individuals who remain abreast of their environmental conditions (politics) and flourish.Early Spring, done in 1072, is considered one of the great masterpieces of the Northern Song monumental landscape tradition. It is a rare example of an early painting executed by a court professional who signed and dated his work.

depts.washington.edu/chinaciv/painting/4lndguox.htm

“Transporting through the Three Vehicles” ( 三車搬運 Sanche Banyun ) is a term of Inner Alchemy ( 內丹 Neidan ). Drawn by an ox, a sheep or a deer respectively, the “three vehicles” signify the different Fire Phases ( 火候 Huohou ) in the practice of Inner Alchemy. According to the Transmission of Dao by Zhongli Quan and Lü Dongbin ( 鍾呂傳道集 Zhonglu Chuandaoji ), they actually refer to the three forms of “River Chariot” ( 河車 Heche ), vehicles used for carrying things across river. “Crossing river” is indeed another metaphor in Inner Alchemy. The ancients derived inspiration from the phenomenon that the leaves falling onto river can carry things, and so invented “boats”, the “river chariots”. A “River Chariot” is needed for “crossing river”. Daoist Inner Alchemy associated it with the process of refining the vital breath. In the opinion of Daoist believers, there is more Yin than Yang in human body, which indicates that water is the major channel in human body. In other words, there exists a particular river course in human body, and the main points of refining the vital breath consist in walking in the river course, leading the vital breath with the mind and recycling it through the whole body, so as to produce the great elixir. Then what does the “River Chariot” exactly refer to in the Cultivation and Refinement ( 修煉 Xiulian ) of Inner Alchemy? There have always been different arguments. The chapter “On the River Chariot” in the Transmission of Dao by Zhongli Quan and Lü Dongbin points out that the River Chariot is formed “in the water in the due north”. Among the Five Agents ( 五行 Wuxing ), “water” is situated in the due north. It represents the kidney in human body, where the “true breath” is stored. The “orthodox breath” generated by the “true breath” is just the River Chariot. How can one run this true breath to produce the inner elixirs? Many passes have to be traversed, especially weilü, jiaji and yuzhen, namely the “Three Passes”. During the practice of Inner Alchemy, only when being abundant can the Original Vital Breath ( 元氣 Yuanqi ) pass the “Three Passes”. If it runs too slowly or even halts, one may conduct it appropriately. However, this can be done only after the vital breath moves. Otherwise, it is as good as trying to help the shoots grow by pulling them upward, and all the previous efforts will be wasted. When guiding the vital breath, one should increase Yang for nine times and decrease Yin for six times. This is the carrying skill of the “ox chariot”. It is so-called because the “carrying” speed is so low that it seems the chariot is pulled by an “ox”. After practicing for some time, one has abundant Original Vital Breath and becomes skillful. Then he can speed up conveniently, increasing Yang for thirty-six times and decreasing Yin for twenty-four times. This is the carrying skill of the “sheep chariot”. It is self-evident that the speed of a sheep is higher than that of an ox, so the carrying skill of a “sheep chariot” is a natural improvement upon that of an “ox chariot”. When the Reversion Elixir ( 還丹 Huandan ) functions satisfactorily and easily of itself, and the inhaled vital breath can ascend to the point of niwan, one should increase Yang for 216 times and decrease Yin for 144 times, which corresponds to the great numerology of the theory of changes. This is the carrying skill of the “deer chariot”. At this moment, the vital breath in human body circulates in the twelve main and collateral channels and the eight particular passages, which means the “big Cosmic Orbit ” ( 周天 Zhoutian ) is unblocked. It deserves attention that the three vehicles of “ox, sheep and deer” are just description of the Fire Phases of Inner Alchemy. The practitioners are not requested to strive for “acceleration” sedulously. As far as the mind is concerned, the primary principle in controlling the “Fire Phases” is spontaneity. One should not act with undue haste, or else all that has been achieved will be spoiled. We must keep it firmly in mind.

en.daoinfo.org/wiki/Transporting_through_the_Three_Vehicles

Basically the understanding of the meaningChinese traditional culture, the seemingly lifeless painting give expressions to the five elements (metal, wood, water, fire,earth) (black turtle, green dragon, silver crane ,white tiger) that can be materials from paramagnetic rock and waidan (外丹). of Fen Shui implied in traditional paintings, and will set up a practical alchemical lab with its array of beakers, vials and fires and take you through the process of making plant medicines in the traditional way, full of its extracted life forces.early Chinese thought, including seemingly disparate fields such as geomancy or Feng shui, astrology, traditional Chinese medicine, music, military strategy, and martial arts. The system is still used as a reference in some forms of complementary and alternative medicine and martial arts.The Wu Xing (Chinese: 五行; pinyin: Wǔ Xíng), also known as the Five Elements, Five Phases, the Five Agents, the Five Movements, Five Processes, the Five Steps/Stages and the Five Planets is the short form of "Wǔ zhǒng liúxíng zhī qì" (五種流行之氣) or "the five types of chi dominating at different times".It is a fivefold conceptual scheme that many traditional Chinese fields used to explain a wide array of phenomena, from cosmic cycles to the interaction between internal organs, and from the succession of political regimes to the properties of medicinal drugs. The "Five Phases" are Wood (木 mù), Fire (火 huǒ), Earth (土 tǔ), Metal (金 jīn), and Water (水 shuǐ). This order of presentation is known as the "mutual generation" (相生 xiāngshēng) sequence. In the order of "mutual overcoming" (相剋/相克 xiāngkè), they are Wood, Earth, Water, Fire, and Metal.

en.m.wikipedia.org/wiki/Wu_Xing

In ancient China, “Dragon” and “Tiger” used to act as two of the four mysterious animals, which were the emblems for the 28 Stellar Spirits ( 二十八星宿 ershiba xingxiu ) Among them, the “Blue Dragon” stood for the Seven Stellar Spirits of the east, and the “White Tiger” symbolized the Seven Stellar Spirits of the west. In ancient China, “east” also stood for Yang, and “west” for Yin. Accordingly, the image of the two animals was linked to Yin or Yang separately. Among ordinary Chinese, “Dragon” and “Tiger” were developed into symbolic images for “male” and “female” separately. As a result, the marriage between a man and a woman used to be known as a relation between a dragon and a tiger. In Daoist theories about the Golden Elixir, the symbolism of the “Dragon” and “Tiger” was popularly used and further developed. In books on Outer Alchemy, the “Dragon” became the symbol of Lead, and “Tiger” the symbol of Mercury. In the later period, when the theory of Outer Alchemy was borrowed by scholars of Inner Alchemy, accordingly, the “Dragon” and “Tiger” became symbols for elements in the refinement of Inner Alchemy: “Dragon” used to act as a metaphor of Spirit or Spiritual Nature, and “Tiger” as a metaphor of Vital Breath or Desire. According to the Direct Pointers to the Great Elixir ( 《大丹直指》 dadan zhizhi ) by Qiu Chuji, “Dragon” was also known as the “Vital Breath of True Yang” ( 正陽之氣 zhengyang zhiqi ), and “Tiger” as the “Water of Perfect Oneness” ( 真一之水 zhenyi zhishui ). Patriarch Qiu said that the “Vital Breath of True Yang” referred to the Vital Breath “Bing”, which existed in “Mind Water” ( 心液 xinye ). Since “Bing” was a representative of Yang in the 12 Celestial Trunks , the “Vital Breath of True Yang” was also known as the “Yang Dragon”; the “Water of Perfect Oneness”, on the other hand, referred to Water “Gui”, which existed in the “Vital Breath of Kidney”. In the 12 Celestial Trunks ( 天干 tiangan ), “Gui” was the emblem of Yin. Accordingly, the “Water of Perfect Oneness” was known as “Yin Tiger”. In ancient China, the “Intercourse of Dragon and Tiger” was used to symbolize a harmonious relation between “Kidney Water” ( 腎水 shenshui ) and “Vital Breath of Mind” because “Mind” belonged to “Fire”, and “Kidney” belonged to “Water”, according to the theory of the “Five Agents” ( 五行 wuxing ). In later periods, it was borrowed to describe a sexual intercourse between a man and a woman, which, the ancient scholars argued, demonstrated a common principle: a stress over a harmonious and complementary relationship between Yin and Yang, the fundamental elements in the Universe..

en.daoinfo.org/wiki/Intercourse_of_Dragon_and_Tiger

Direct Pointers to the Great Elixir

Intercourse of Dragon and Tiger

The primary symbols of yin and yang in ancient China were the white tiger and green dragon, also symbols of autumn and spring, respectively. By the Song dynasty, the Taiji diagram, commonly known in the West as “the yin-yang symbol,” came to represent yin and yang as well…”

Inner Alchemy

Terms of Inner Alchemy

Mind , Spiritual Nature and Bodily Life

Essential Matter , Vital Breath and Spirit

Great Reversion Elixir

Small Reversion Elixir

Integrated Cultivation of Spiritual Nature and Bodily Life

Three Flowers Condensing onto the Head

Transporting through the Three Vehicles

Meeting of the Three Parts

Refining the Mind through the Nine Cauldrons

Intercourse of Dragon and Tiger

Refinement of Essential Matter into Vital Breath

Refinement of Vital Breath into Spirit

Refinement of Spirit Back to Emptiness

Refinement of Emptiness into Dao

Reversing Kan with Li

Centering Merits When Yin And Yang Join

The Five Vital Breaths Oriented to the Origin

Rebirth from the Original Fetus and Bones

Basic Cultivation

Self-Refinement

Harmonizing the Breath

Obtaining the Elixir Drug

Collecting Elixir Drugs

Fire Phases

To Increase Fire

To Reduce Fire

To Nourish in Warmth

Bathing

Unfixed Zi Phase

River Chariot

Mysterious Pearls

Passages and Cavities

Cosmic Orbit

Feminine Alchemy

Cutting the Red Dragon

Refining the Form through the Supreme Yin

Body of Original Chastity

In ancient China, “Dragon” and “Tiger” used to act as two of the four mysterious animals, which were the emblems for the 28 Stellar Spirits ( 二十八星宿 ershiba xingxiu ) Among them, the “Blue Dragon” stood for the Seven Stellar Spirits of the east, and the “White Tiger” symbolized the Seven Stellar Spirits of the west. In ancient China, “east” also stood for Yang, and “west” for Yin. Accordingly, the image of the two animals was linked to Yin or Yang separately. Among ordinary Chinese, “Dragon” and “Tiger” were developed into symbolic images for “male” and “female” separately. As a result, the marriage between a man and a woman used to be known as a relation between a dragon and a tiger. In Daoist theories about the Golden Elixir, the symbolism of the “Dragon” and “Tiger” was popularly used and further developed. In books on Outer Alchemy, the “Dragon” became the symbol of Lead, and “Tiger” the symbol of Mercury. In the later period, when the theory of Outer Alchemy was borrowed by scholars of Inner Alchemy, accordingly, the “Dragon” and “Tiger” became symbols for elements in the refinement of Inner Alchemy: “Dragon” used to act as a metaphor of Spirit or Spiritual Nature, and “Tiger” as a metaphor of Vital Breath or Desire. According to the Direct Pointers to the Great Elixir ( 《大丹直指》 dadan zhizhi ) by Qiu Chuji, “Dragon” was also known as the “Vital Breath of True Yang” ( 正陽之氣 zhengyang zhiqi ), and “Tiger” as the “Water of Perfect Oneness” ( 真一之水 zhenyi zhishui ). Patriarch Qiu said that the “Vital Breath of True Yang” referred to the Vital Breath “Bing”, which existed in “Mind Water” ( 心液 xinye ). Since “Bing” was a representative of Yang in the 12 Celestial Trunks , the “Vital Breath of True Yang” was also known as the “Yang Dragon”; the “Water of Perfect Oneness”, on the other hand, referred to Water “Gui”, which existed in the “Vital Breath of Kidney”. In the 12 Celestial Trunks ( 天干 tiangan ), “Gui” was the emblem of Yin. Accordingly, the “Water of Perfect Oneness” was known as “Yin Tiger”. In ancient China, the “Intercourse of Dragon and Tiger” was used to symbolize a harmonious relation between “Kidney Water” ( 腎水 shenshui ) and “Vital Breath of Mind” because “Mind” belonged to “Fire”, and “Kidney” belonged to “Water”, according to the theory of the “Five Agents” ( 五行 wuxing ). In later periods, it was borrowed to describe a sexual intercourse between a man and a woman, which, the ancient scholars argued, demonstrated a common principle: a stress over a harmonious and complementary relationship between Yin and Yang, the fundamental elements in the Universe..

There is a white tiger with two front legs and a long upright neck. You must read between the lines.