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Shoe boxes / Eds / Minions 73965 tnt 73964 take control of 1q51 Derby to Eastleigh, retuning south through Wellingborough station (just round the previous curve) and into Kangaroo Spinney, where continual work on 4th line re-installation in progress along with a replacement road and raising of the bridge and positioning whilst OHL ground work continues, oh so much going on MML between Bedford and Corby currently, this is another location that my dad and I used to cycle too when i was a young lad, late 70s to watch the Peaks pass by on passenger workings, and freight operations were fairly varied with a variety of class appearing. Thankful that all these years later, still get a bit of heritage variety working mainline along with scantily scheduled frieght operations currently.
Hi, I'm your host Doll Kisses and thank you for tuning into D! News. This segment is all about the Princesses.
Okay, for our first story, Pocahontas -or what we at D! News call her Pocahotass- has gotten work done to her face. Several sources have comfimed the DP had cosmetic surgery preformed by the famous and former villain Captain Hook.
I guess he decided to put that hook to good use. A beautiful face isn't all she has that is new. Pocahontas has ditched 'bad boy' John Smith for a mystery man.
And speaking of new men our next story is that the lovely, platinum bombshell, Cinderella has a new man in her life. She has been spotted on the arms of the famous, world wide known celebrity Ken Mattel. As to how his ex wife Barbie Mattel feels is unknown.
Now its time for OMGM (Oh My God Mother) Celebrity Rumor Mill.
Rumor has it that Ariel has excessively been partying and drinking to numb the pain of her daughter Melody's upcoming anniversary. Years ago the Princesses daughter passed away due to a tragic swimming accident.
Word on the street is that Tiana is pregnant! After retuning back to Disney Land after visiting her husband who is overseas, the princesses felt faint one night and was rushed to the hospital.
A secret source claims that Aurora is desperate to stay skinny. The sources also goes on to say that she exercises for hours and only eats a mere 700 calories a day.
Snow White is apprently starting up her own singing career. 'She's doing it all from scratch. She's getting her own music studio hiring her own backup singers and dancers and is her own manager.' a source says.
And our last rumor is not about a Princess, but rather a friend of them. We're talking about TinkerBell. Rumor has it that she has gone off the deep end trying to compare herself to the other princesses. Several sources have claimed that she has looked into everything from lipo to face lifts to breast implants.
Alrighty, that's all the time we have time for! Thanks for watching and tune in next time.
Alpine A110S (2017-on) Engine 1798cc TCe M5P Turbo S4 248bhp
Registration Number BD 21 OYJ (Birmingham)
RENAULT ALPINE ALBUM
www.flickr.com/photos/45676495@N05/sets/72157624230658852...
The Alpine A110 is a rear mid-engine, rear-wheel-drive sports car, designed by Deyan Denkov (exterior) and Laurent Negroni (interior), and introduced at the 2017 Geneva Motor Show. Deliveries began in late 2017 for Continental European markets and in 2018 for the UK, Japan and Australia
Built with an an all-aluminium construction, the A110 is powered by a 1.8-litre turbocharged gasoline direct injection 4 valves per cylinder inline-four engine mated to a 7-speed Getrag dual-clutch transmission. The engine was developed under a Nissan-Renault joint venture and reworked by Alpine. The A110 is available in three trims: Pure, Première, and Legende with all three sharing the same 249bhp powertrain and transmission.
The A110 was initially available in three trims: Pure, Première, and Legende. The Pure cars, the base trim, have 17-inch alloy wheels.
The Première trim cars are technically the launch edition models which were limited to 1,955 units, a referrance to the founding year of the Alpine brand, and were equipped with amenities such as forged alloy wheels, quilted leather Sabelt bucket sports seats, a reversing camera, and metallic blue exterior colour as standard. Pre-orders for the specialFirst Edition opened on 7 December 2016, Alpine says all units were booked in one weekend, with customers charged a deposit of 5,000 Euros, with Alpine stating that the price would come in between 55,000 and 60,000 Euro with deliveries from late 2017, in March 2017 it was confirmed that price would be 58,000 Euro
The Legende trim cars come with six-way adjustable sports seats, black or brown leather interior upholstery, and an upgraded hi-fi sound system along with specially designed wheels exclusive to this trim. All of the three trims share the same powertrain and transmission. From 2020 the The Pure trim level was replaced by the Alpine A110, with no other badging. The Légende was replaced by the Alpine A110 GT which employed the same engine as the A110 S.
The Alpine 110S was introduced in June 2019, is a high performance and lightweight variant of the A110. The A110S benefits from increased power output (from 252 to 292 PS (249 to 288 hp), from its 1.8-litre turbocharged four-cylinder engine as well as stiffer springs, new anti-rollbars, dampers, and high performance brakes. The ride height slightly lowered and the car is fitted with special Michelin Pilot Sport 4 tyres having a stickier compound contributing to more grip on the tarmac. The engine was retuned and a larger turbocharger installed. The peak power is achieved at 1400 rpm higher than the standard engine. The 7-speed dual-clutch transmission remains unchanged. The new springs and anti-roll bars are respectively 50 and 100 percent stiffer than the standard car. The ESC system has also been retuned to improve handling and comes with a full-defeat mode Aesthetic changes include flag motifs, orange brake calipers and optional matte grey paintwork and lighter Fuchs alloy wheels. An optional carbon fibre roof with a gloss finish reduces 1.9 kg (4 lb) from the total weight of the car which is 1,114 kg
Diolch am 84,026,709 o olygfeydd anhygoel, mae pob un yn 90cael ei werthfawrogi'n fawr.
Thanks for 84,026,709 amazing views, every one is greatly appreciated.
Shot 01.08-2021 Exiting Silverstone Festival 01.08.2021 Ref 149-022
No picture is ever a wasted photo as nothing stays the same for ever and then it starts to become more interesting. Arriva buses no longer pass The Sun Inn on the Lichfield Road as they no longer serve Stafford. Their still large empire is broken off here at Sainsburys where it one remaining service into the town the No.5 ends. Before retuning to Shropshire which funds them those buses from Telford like Wright Pulsar VDL 3780 used to operate this town service to Rickerscote the old Midland Red S94, and strangely enough till Chaserider and Select took over this for a while was the only one which enjoyed a Sunday Service.
Wating to work ECS onto Eastcroft depot after working the 1614 ex Skegness with 156422, which had split from 419 and retuned to Skegness at 1846!
NOTTINGHAM. 22/7/22
Not the best place to be when it starts to rain! Chorlton, just south of Crewe Basford Hall Junction sees Locomotive Services Ltd pristine Bodysnatcher 57311, newly name (re-named?) ‘The Institution of Mechanical Engineers’, having been out on a jolly from Crewe to Shrewsbury, retuning via the Shrewsbury - Wolverhampton line and turning north to Stafford and the West Coast Main Line. Saturday 12 th October 2024.
On the way back....we went by a different route...
We descended via path to Lac Nere and Lac Blanc and then left the main path to follow a cairned path past Lac de Tracens, up to a col, and then up to Pic de Madamete 2652m. We retuned to col and then took path to Col de Madamete 2509m, from there we headed back to Lac d’Aubert, our start point.
These days we would have loads of photos and would be able to work out where the photos were taken. What makes it harder is that someone (probably me, I know better now) saved photos back onto themselves when I created screensaver sets, so messing up the dates and times!
Elftopia, the renaissance fair in the castle of Ooidonck.
The reason I retuned home with only so few pictures: redcathedral.blogspot.com/2021/08/event-elftopia.html
Find me on Facebook: www.facebook.com/TheRealRedCathedral
Honda S2000 AP1 (1999-03) Engine 1997cc S4 DOHC VTEC Production 44855 (2nd Series) (+ 67786 1st Series
Race Number 21 Ray Worrall
Registration Number S 20 PJV (First registered in the UK in 2006, on a cherished number first allocated for Huddersfield)
HONDA SET
www.flickr.com/photos/45676495@N05/sets/72157623665258111...
The original S2000 was introduced in 1999 and given the chassis number AP1. Powered with power delivered by a 1,997 cc (122 cu in) inline four-cylinder DOHC-VTEC engine of 237 to 247 bhp depending on the target market., the engine is mated to a six speed manual transmission and Torsen limited slip differential. The AP1 was manufactured up to 2003 at Honda's Takanezawa plant, alongside the NSX and Insight hybrid
Updated in 2004 and given the chassis designation AP2, which was never used in Europe although the improvements were the same in all markets. The new model looked very similar to the outgoing model changes included new 17 inch wheels, with a retuned suspension to reduce oversteer. The spring rates and shock absorber damping were altered and the suspension geometry modified to improve stability by reducing toe-in changes under cornering loads. The subframe has also received a revision in design to achieve a high rigidity. In the gearbox the brass synchronizers were replaced with carbon fiber.
In addition, cosmetic changes were made to the exterior with new front and rear bumpers, revised headlight assemblies, new LED tail-lights, and oval-tipped exhausts. Although all the cosmetic, suspension and most drivetrain upgrades were included on the Japanese and European S2000s, they retained the 2.0l F20C engine and remained designated as an AP1.
The 2006 model introduced a drive by wire throttle, an electronic stability control system, new wheels, and one new exterior colour
In the United Kingdom, the 2009 model was offered in both roadster and GT trim. The GT featured a removable hard-top and an outside temperature gauge. On-the-road prices of these trims were £27,300 and £27,850 respectively
The S2000 primary market was the USA accounting for around 60 per cent global sales with 19.2 per cent to Japan and 17.6 per cent to Europe
Shot 29.05.2016 at Curborough Sprit Course, Curborough, Lichfield REF 119-213
Bentley Turbo R (1985-97) Engine 6750cc V8 Turbo Production 7230 (+ 252 Turbo RT's 1997-99)
Registration Number B 10 TWB
BENTLEY SET
www.flickr.com/photos/45676495@N05/sets/72157623759855498...
The Bentley Turbo R was a high-performance model it initially inherited the turbocharged engine from the Mulsanne Turbo and also sported a retuned suspension and wider tires on alloy wheels, a first for a Bentley. From the 1987 model year (20,000 series chassis numbers), however, the Turbo R's V8 engine was retuned with fuel injection for added torque.
A "New" Turbo R model was introduced in 1995. Changes included Zytek fuel injection and appearance modifications. There was also a special version for the German market, the "Turbo R Sport", which featured the Continental T's sporty alloys and carbon-fibre rather than walnut panels inside
Thanks for 20.2 Million views
Shot at the Catton Hall Transport Show, 5:5:2014 Ref: 98-044
In December 2013 Magdalena and I discovered a pair of young adult American Bald Eagles (Haliaeetus leucocephalus) constructing a new nest in rural Palm Beach County, Florida. When we returned in early March 2014 we found that the nest had been destroyed by wind with parts of it hanging from lower limbs of the tree along with scattered remnants on the ground. We retuned on January 18, 2015, and we were pleased to find the nest completely reconstructed and active. Here is Mom (or Dad) defending the nest that most likely contains recently hatched eggs.
In Florida Bald Eagles begin nest maintenance and building in October. From the time the parents build the nest, eggs are hatched and the young are on their own, takes about 20 weeks.
Bruton Parish Church
Duke of Gloucester Street
Colonial Williamsburg, Virginia
Despite a week in California (retuning a day before Christmas), Ruth Ann and I have gotten to both Lewis Ginter Botanical Garden's holiday lights display and, on New Year's Day, Colonial Williamsburg for the unusual and colorful decorations there. Some years, even without travel, we don't manage to get to these displays. January 1 was overcast, and sunshine was forecast for the next day, but I preferred the even light of overcast conditions for photographing the decorations. Bruton Parish Church is one of 88 original buildings remaining in the 1920s when restoration of Virginia's colonial capital began; it has been in continuous use since 1715, and is an active Episcopal church. Although the Williamsburg Historic District was named a National Historic Landmark in 1960 and placed on the National Register of Historic Places in 1966, Bruton Parish Church was separately added to both lists in 1970 (George Wythe house and Peyton Randolph house also are separately listed). This is the south doorway, on Duke of Gloucester street; the main entrance is in the tower on the west end of the church.
Press "L" for larger image, on black.
Bentley Turbo R (1985-97) Engine 6750cc V8 Turbo Production 7230 (+ 252 Turbo RT's 1997-99)
Registration Number G 983 EBL (Reading)
BENTLEY SET
www.flickr.com/photos/45676495@N05/sets/72157623759855498...
The Bentley Turbo R was a high-performance model it initially inherited the turbocharged engine from the Mulsanne Turbo and also sported a retuned suspension and wider tires on alloy wheels, a first for a Bentley. From the 1987 model year (20,000 series chassis numbers), however, the Turbo R's V8 engine was retuned with fuel injection for added torque.
A "New" Turbo R model was introduced in 1995. Changes included Zytek fuel injection and appearance modifications. There was also a special version for the German market, the "Turbo R Sport", which featured the Continental T's sporty alloys and carbon-fibre rather than walnut panels inside
Many thanks for a fantabulous
45,831,828 views
Shot Brooklands, 01.01.2016 - Ref 111-080
Taken with a Coronado PST, 2x Barlow and Canon 1100D on an EQ5 Pro mount
Camera set to mono to help with focussing, then 210 images shot in RAW. Images cropped and colour removed in Lightroom and exported as TIFFs.
Best 105 images stacked using Autostakkert! 2, then processed using Photoshop CS2 and Lightroom
Sketch done with coloured pastel pencils on black paper, then photographed
The sketch shows slight more details around the AR because I was retuning the etalon to show me features at all levels to record on the same sketch
It has been a crazy summer. I have just retuned from another season studying shorebirds with the Canadian Wildlife Service in James Bay. I also just moved to Ottawa Ontario and started a new job. Once everything settles down I will share photos of some of the amazing birds found here. In the meantime, here are some shorebirds from PEI
A memorial to the 448th. Bomb Group in the churchyard of St. Margaret and St. Remigius in Seething, Norfolk.
The 448th. Bombardment Group was organized on 6th. April 1943 and activated on 1st. May 1943 at Gowen Field, near Boise, Idaho were initial training was conducted. The initial training of the air crews took place in Florida. The entire group then moved to Wendover Field, Utah on 4th. July 1943 for the second phase of training, final training took place at Sioux City AAB, Iowa from 16th. September to early November 1943. The ground unit went to Camp Shanks, New York, and sailed on the Queen Elizabeth on the 23rd. November 1943, arriving on the River Clyde on the 29th. November 1943. The aircraft left Sioux City on 3rd. November 1943 for Herrington Field, Kansas. The aircraft flew to the UK via the southern ferry route from Puerto Rico, Trinidad, Belem, Dakar, and Marrakesh. Three aircraft were lost in route.
The 448th. BG was comprised of:
712th. Bombardment Squadron - Heavy
713th. Bombardment Squadron - Heavy
714th. Bombardment Squadron -Heavy
715th. Bombardment Squadron - Heavy
The group was stationed at USAAF Station 146 Seething, Norfolk from December 1943 to July 1945. The ground crews arrived in Seething by early December 1943 while the air crews arrived by 22nd. December 1943.
The groups Consolidated B-24 Liberators were part of the Allied bombing campaign against the Axis countries. Their first mission was on 22nd. December 1943 to Gacabruck, Germany.
The 448th. BG flew 262 missions, totalling 6,774 sorties, through to their last mission on 25th. April 1945. The total tonnage of bombs dropped was 15,272 tons. The group lost 350 men and 101 aircraft in action.
The group was redeployed back to the US during June and July 1945. The first of the aircraft departed the United Kingdom in mid June 1945. On 12th. June, B-24M Liberator, serial number 44-50695, code IG-S of the 713th. Bomb Squadron crashed on Goodman’s Cairn near Stranraer, Scotland. The aircraft was one a large number of B-24s which were to be returned by air to the United States following the end of the war in Europe. It’s crew were tasked with flying from Seething to Prestwick on the Ayrshire coast prior to continuing onwards across the Atlantic, they also had 10 passengers onboard. The crew had followed the west coast of England northward, after crossing the Solway made a series of turns to try and continue following the coastline. Shortly after this the aircraft struck Goodman’s Cairn and broke up across the entire width of the ridge. The wreck itself is reported to have lain undiscovered for some time, it was only after one of the survivors was found near the foot of the hill by a gamekeeper that the crash site was located.
Of the men on the aircraft, 17 died and three survived. Seven of the crew & passengers, including the pilot, Captain James G. Blank are buried at Cambridge American Cemetery, the remainder were returned to the USA.
The ground echelon sailed from Greenock, Scotland on the Queen Mary on 6th. July 1945, arriving in New York on the 11th. July 1945. Upon retuning home personnel were given 30 days R and R.
The group established at Sioux Falls AAF, South Dakota where it was trained as a Boeing B-29 Superfortress unit. On 6th. May 1946 the 715th. Bomb Squadron was re-assigned to the 509th. Bomb Group and was inactivated in 1965. The 448th. Bomb Group was officially inactivated on 4th. August 1946.
The inaugural trip by 4936 Kinlet Hall took place on 17th June 2000.
Despite the headboard the train is headed for Didcot, via Swindon, where on arrival the loco was found to have leaking tubes. The train, including the Hall, retuned to Tyseley diesel hauled.
Honda S2000 (AP1) (1999-03) Engine 1997 in line 4 DOHC-VTEC power 237 bhp
Registration Number S 222 KGM (Reading)
HONDA ALBUM
www.flickr.com/photos/45676495@N05/albums/72157623665258111
The Honda S2000 is an open top sports car, first shown as a concept car at the Tokyo Motor Show in 1995, the production version was launched on April 15, 1999 to celebrate the company's 50th anniversary. The S2000 is named for its engine displacement of two litres, the car was manufacture over two generations from 1999-2003 and 2004-09
The first generation (AP1), was introduced in 1999 for the 2000 model year featuring a front mid-engine, rear-wheel-drive layout with power delivered by a 1,997 cc ) inline four-cylinder DOHC-VTEC engine generating 247bhp The compact and lightweight engine, mounted entirely behind the front axle, allow the S2000 to achieve a 50:50 front/rear weight distribution and lower rotational inertia. An electrically powered vinyl top with internal cloth lining and plastic rear window was standard, with an aluminium hardtop available as an optional extra (in 2001).
AP2 (Second Generation) 2004-09
The 2004 model S2000 underwent several significant changes. Production moved to Suzuka. The new model introduced 17 in (43 cm) wheels and Bridgestone RE-050 tyres along with a retuned suspension to reduce oversteer, The subframe also received a revision in design to achieve high rigidity. In the gearbox the brass synchronizers were replaced with carbon fibre. In addition, cosmetic changes were made to the exterior with new front and rear bumpers, revised headlight assemblies, new LED tail-lights, and oval-tipped exhaust pipes
Diolch am 91,485,811 o olygfeydd anhygoel, mae pob un yn cael ei werthfawrogi'n fawr.
Thanks for 91,485,811 amazing views, every one is greatly appreciated.
Shot 17.04.2022 Weston Park (Classic Car Show), Weston-under-Lizard, Salop 157-159
Sometimes, when I meet someone for the first time, it feels like my soul has recognised this feeling before. I don't even know how to explain it, it is not mysticism nor anything of the sort, but the feeling of connection, which all of a sudden emerges to the surface, is real and totally familiar.
I went to buy Matzot for Pesach / Passover and to my big surprise the store ran out of them. I couldn't believe my ears when she told me so. How is it possible? It has never ever happened in all the decades I've been buying matzot for Pesach.
Winnie said they will get more on Thursday, but I needed matzot for Leil Ha'Seder tonight.
"Well," I said, "do you have at least one piece of Matzah? I need a piece, not bigger than the size of an olive, to say the blessing. Don't you have an open box somewhere and a few pieces left?" I insisted.
Winnie turned around and out of an open box she pulled out three whole pieces of matzot and said: "I wouldn't want you not to celebrate because of lack of matzot."
She put the matzot in a white paper bag and handed it to me. No charge, with a smile and a blessing.
My heart felt joyous. I hugged and kissed her, and at that moment, I saw tears building up in her dark eyes. Mine were there already.
"What's your name?," I asked her.
"Winnie, like Winnie the Pooh", she answered, "although I'd rather think of my name as Winnie Mandela," she added.
"Winnie the Pooh, I love that! Winnie," I said, opening my bag and pulling out my camera, "would you let me make a picture of you?"
"You certainly may!", she said.
"Where do you want me to stand?", Winnie asked.
"I'd like you to stand right here, in the middle of the store."
"Very well," Winnie was so cooperative, "anywhere you want."
I made a couple of environmental portraits and then asked her to come closer to the display window for a closeup.
I could still see her eyes shining through the tears.
"I have been blessed," she said with deep gratitude in her voice.
Winnie is 40 y/o, she came to study in Finland 15 years ago.
She was born and raised in Nairobi, Kenya. Her sister lives here with her.
"I need to have at least one member of my family with me," she said, and I totally understood what she meant.
"The Good Lord had plans for me which I didn't know of... My being here, in this very spot, is a blessing. I didn't look for this job, it came to me..."
"Are you Jewish,? I asked, assuming she was because she was working in the sole Jewish grocery store in town.
"Well no, but in the sense that I believe in the G-d of Abraham, I am, although I was born Christian," she said.
"Well, aren't we all the children of the same creator," I said and hugged Winnie once again.
"I have found so much love here," Winnie retuned my hug, "I don't have my parents here, but I feel like I've been adopted by so many loving people."
I remembered an African song that I had learned more than half a century ago. I sang it to Winnie asking her to translate the words. She knew the Zulu song and did translate the beautiful words about peace and freedom.
How strange that after more than 55 years, this song comes to my mind simply because it had the word Kenya in it.
All memories are stored somewhere deep inside, like feelings, we are lucky as long as we can recall and feel them.
Such as life, and love, we move on holding cherished memories in our heart.
www.flickr.com/groups/100strangers/discuss/72157633469671...
Basically the Torana got renamed for a Pontiac model, the Sunbird. The chassis was retuned for radial tires and the press seems to think it was a great improvement.
This is the cover of a folder filled with copies of magazine and newspaper articles praising the improvements.
Much like the MGB, the Midget was the last of the great sports cars of the 1960's, being built right up until 1980, but in the same sad twist as the MGB, resulted in it being deprived of its looks, its dignity and its glory.
But the Midget would rise again!
The original MG Midget began production in 1961, being for all intents and purposes a slightly more expensive badge-engineered version of the Austin-Healey Sprite MKII, and retained the quarter-elliptic sprung rear axle from the original Sprite. Power came from a 46hp BMC A-Series engine that was fitted with twin SU carburettors. The car came with a hard top, heater, radio and luggage rack. In October 1962, the engine was retuned to increase power to 56hp, and the original drum brakes were replaced with discs. Top speed was 88mph, and 0-60 was achievable in a mind-blowing 18.3 seconds! In all, the car cost £689 and ran at a consumption of 40mpg, which isn't too bad, although with such incredible speeds at the driver's command 40 miles may be a long time!
However, in a bizarre twist, the doors had no external handles or locks, and the windows were sliding Perspex side-screens. I can't give the early Midgets any points for safety then!
In 1964, the MkII was launched with a variety of external changes, including wind-up windows, swivelling quarter lights, external handles and separate locks. The windscreen also gained a slight curvature and was retained in a more substantial frame. The hood, though modified, continued to have a removable frame that had to be erected before the cover was put on. The rear springs were replaced by more conventional semi-elliptic types which gave a better ride. The engine block was strengthened and larger main bearings were fitted, increasing the power to 59hp.
For the MkIII, the engine was upped to a 65hp version of the A-Series engine used in the racing Mini-Cooper S. This came as a point of contention for fans as the original sporty engine in the Mini-Cooper could produce 76hp, and had been deliberately tuned down for the Midget. The detuned engine was used for reasons of model range placement – with the Cooper 'S' spec engine the Midget would have been faster than the more expensive MGB.
In late 1967, US-spec cars received several safety additions, including a padded dashboard with smaller main gauges, collapsible steering column, scissor-type hood hinges, a third windshield wiper, additional side marker lights, and anti-burst door latches. There were minor facelift changes to the body trim in late 1969, with the sills painted black, a revised recessed black grille, and squared off taillights as on the MGB.
However, things quickly went wrong for the Midget, with problems beginning with the formation of British Leyland, created in 1968 by merging all of Britain's major automotive firms including Rover, BMC (Austin/Morris) and Triumph (which was part of the Leyland Group). From the beginning of 1970, the company set its eyes firmly on winning over the US market, and thus planned their changes to the MG range.
Throughout the 1960's the death of James Dean had resulted in a gradual increase in safety legislation on US Highways, and in order to have a market there, cars had to conform. The height of the headlights, the bumpers, the smoke emissions, the recess of the switches, all of these things were scrutinised and had to be taken into account by car builders.
Indeed America can be owed with introducing many safety features and pieces of legislation we take for granted in modern motoring, but the British manufacturers almost seemed to go out of their way to redesign the cars completely and 100% wrong. In 1974 the glistening chrome was replaced by a gigantic bulbous rubber bumper that protruded from the front of the car like someone's bottom lip!
The A-Series engine was replaced by the 1493cc unit from the Triumph Spitfire and a modified Morris Marina gearbox with synchromesh on all four gears. The increased displacement of the new engine was better able to cope with the increasing emission regulations. Power though was still very much the same as before, producing 65hp and gaining a faster top speed of 100mph, and a 0-60 of 12 seconds, shaving hours of the 18 second times of before!
However, British Leyland was unable to keep the engine power at acceptable levels for US legislation, and thus the car was fitted with air pumps and EGR valves, as well as Catalytic Converters so as to keep in check. The result was that power was shaved to 50hp, and body styling was altered to increase rigidity, coming in the form of square wheel arches.
Much like with the MGB though, the Midget had suffered greatly at the hands of British Leyland. It's attractive little lines and glistening chrome now replaced by angles and plastic bumpers. Exported Midgets failed to sell in masses and would languish in the US for months awaiting sale. British Leyland had no choice but to pull the plug on the Midget once and for all, with the last car being released from the Abingdon works on the 7th December, 1979, with the final 500 for the UK market being painted in special edition black. The MGB was soon to follow, being axed in October 1980, and the historic home of MG in Abingdon was closed as part of British Leyland's desperate attempt to rationalise the financially stricken company.
In all, 226,001 MG Midgets were built in its 18 year life, and much like the MGB these cars had already gained a cult following even before the last ones left the factory. Japan was a keen importer of the Midget as well as the MGB, buying these cars up in droves. Today, you'd not be hard pressed to find these plucky little machines ambling about, chuntering through the countryside with the same grace and style that they had way back in the early 1960's. Even the British Leyland Rubber Bumper ones, despite their poor styling, do make for fantastic kit cars and weekend runabouts, fun and basic motoring for the masses!
Third generation (1998–2011)
ProductionOctober 1997–September 15, 2011
Model years1998–2011
AssemblyWixom, Michigan, U.S. (1998–2007)
St. Thomas, Ontario, Canada (2008–2011)
For the 1998 model year, Ford gave its full-size cars for all three divisions major redesigns, with the Town Car receiving the most attention. The straight-lined body seen for eight years gave way to a curved design scheme with a downwards sloping trunk lid, and cat's-eye headlights. The C-pillar opera windows and Rolls-Royce grille seen since the 1970s were left off, as was the hood ornament. In the front, the new Town Car wore a waterfall grille much like the Navigator that was introduced alongside it for 1998.
The interior received major changes as well. Door and instrument panels as well as the radio face, switches and controls were redone. Additional wood trim was added to the newly designed dashboard and the door panels. The power seat recliner and lumbar controls were moved to the door panels. Lincoln emblems remained on the door panels and the seatbacks, as well as the rear tail lights, making the 1998–2002 models the last Town Cars with that feature. The Cartier model also received a 220-hp version of the Modular V8.
The Town Car didn't follow a popular trend with luxury brands, by installing a cabin air filter for the HVAC system, while the smaller Lincoln LS did offer one.
1998: Third-generation Town Car released with extensive redesigns to the exterior and interior. While 3 inches shorter, the 1998 Town Car was 2 inches wider, an inch taller, and rode on a slightly longer wheelbase. For the first time since 1991, the 4.6L V8 saw a power increase across the board (200 hp in Executive/Signature, 220 hp in Cartier, 239 hp in Signature Touring, standard with dual exhaust). The Signature Series was available with a Touring package, intended to appeal to those young at heart. It features unique 16-inch chrome tek alloy wheels with wider 235 width tires, 3.55 rear gear ratio, heavy duty monotube KONI shocks (OEM supplier), reduced diameter rubber bushings on suspension, revised engine and variable steering ratio computer tuning, exterior chrome delete, anthracite painted grill, black wood interior, perforated leather seats and JBL Audiophile quality sound system.
2003: Town Car given mid-cycle refresh. As the underpinning Ford Panther platform receives a major update, the Town Car receives a number of changes to improve its road manners. An all-new frame improved body rigidity while rack-and-pinion steering improved handling alongside a retuned suspension. The Modular V8 received another power increase, to 224/239 hp, depending on model.
A refreshed exterior squared off the bumpers; a new front end brought the styling of the Town Car closer in line with that of the newly introduced LS. After a five-year absence, the hood ornament made its return atop the grille. Inside, all-new seats gained larger head restraints. To further differentiate the interior from its Mercury Grand Marquis stablemate, the Town Car gained a new woodgrain pattern, trimmed by a satin metal border. Unlike Ford and Mercury dashboards, Town Cars integrated the radio and climate controls into a single unit, topped by an analog clock.
Late in the year, a DVD-based satellite navigation system designed by Pioneer became available late in the 2003 model year; it was later paired with THX sound processing. On all Town Cars except for Executive Series, ultrasonic park assist was standard. Also new was a power trunk lid that opens and closes at the touch of the driver's door mounted button or through the keyless remote; this was known as "Trunk at a Touch."
Discontinuation
In spite of declining sales, the Town Car remained one of the best selling American luxury cars; it was the United States' and Canada's most used limousine and chauffeured car.
In 2006, as part of The Way Forward, Ford considered ending production of Lincoln's largest model as part of the 2007 closing of the Wixom Assembly Plant. Industry observer George Peterson said "It blows everybody’s mind that they are dropping the Town Car. Just think what Ford could do if they actually invested in a re-skin of Crown Victoria, Grand Marquis and Town Car." Ford ultimately decided to keep the model and move assembly to the St. Thomas Assembly Plant in Ontario, Canada; this was home to the Ford Crown Victoria and Mercury Grand Marquis; both models also used the Ford Panther platform. The Town Car's manufacture resumed at its new location in late 2007. The first Canadian-assembled Town Car was built on January 10, 2008. However, in Canada, Town Cars were sold exclusively for fleet and livery sales, having been discontinued in retail markets after the 2007 model year.
In 2009, the fate of all three Panther-platform models was determined when Ford announced the 2011 closure of the St. Thomas Assembly Plant. For the limousine and livery markets, Ford had promised availability of the Town Car through the 2011 model year; retail sales continued on a limited basis in the United States and for export. On January 4, 2011, the Town Car became the last Panther-platform variant available for retail sale as the final Mercury Grand Marquis was produced (the last Mercury-brand vehicle). On August 29, 2011, the final Town Car rolled off the assembly line, without any fanfare or announcement from Ford.
After the Town Car's discontinuation following the 2011 model year, the Town Car was left without a direct replacement. Although dimensionally a full-size sedan, the Lincoln MKS's architecture is considerably different as it has a front-wheel drive unibody platform with optional all-wheel drive. The MKS is marketed more as of a successor to the sportier Lincoln LS as well as the 1995–2002 Continental. To fill the gap left by the Town Car, Lincoln has remained in livery markets by developing a limousine variant of the MKT full-size crossover vehicle, which was made available around the second quarter of 2012 and is known as the "MKT Town Car."
[Text from Wikipedia]
Bentley Turbo R (1985-97) Engine 6750cc V8 Turbo Production 7230 (+ 252 Turbo RT's 1997-99)
Registration Number H 19 MBE (Lincoln)
BENTLEY SET
www.flickr.com/photos/45676495@N05/sets/72157623759855498...
The Bentley Turbo R was a high-performance model it initially inherited the turbocharged engine from the Mulsanne Turbo and also sported a retuned suspension and wider tires on alloy wheels, a first for a Bentley. From the 1987 model year (20,000 series chassis numbers), however, the Turbo R's V8 engine was retuned with fuel injection for added torque.
A "New" Turbo R model was introduced in 1995. Changes included Zytek fuel injection and appearance modifications. There was also a special version for the German market, the "Turbo R Sport", which featured the Continental T's sporty alloys and carbon-fibre rather than walnut panels inside
Many thanks for a fantabulous 32,298,600 views
Shot on 01.01.2015 at Brooklands New Years Day Classic Car Gathering Ref 104-063
For the 1960 model year, in place of a yearly update, the Ford model line underwent a complete redesign. Coinciding with the introduction of the compact Falcon, full-size Fords grew in size, adopting a 119-inch wheelbase. As part of a model shift, the Galaxie was slotted above the Fairlane as the flagship Ford model range, with the Country Squire becoming its station wagon counterpart for 1960.
For 1962, the engines were retuned to 138 hp for the inline-6 and 170 hp for the 292; while the 220 hp version of the 352 remained, the 300 hp version was replaced by a 390 cubic-inch V8 producing 300 hp (the only version of the 390 offered with the Country Squire).
In contrast to the fourth generation Country Squire, the fifth generation largely abandoned yearly body updates. The body design was more conservative, integrating the headlights into the grille and fairing the bumper more closely into the fenders. For 1961, the rear tailgate underwent a complete redesign, abandoning the two-piece tailgate for a one-piece tailgate with a roll-down window which had been previously offered on Mercury station wagons as standard equipment beginning in 1957.
Coinciding with the liftgate redesign for 1961, the front and rear fascias were redesigned, marking the return of (small) tailfins and large round taillamps, in line with the Ford Thunderbird. Only minor modifications were made for 1962.
Cuzco engine shed. Henschel 2-8-2 number 122 is being dismantled to the left while 123 is separated from its tender inside the shed. Diesel railcar 50 to the right. Cuzco station is behind the camera and the line out of town to the left.
We caught the train to Machu Picchu from here and stayed overnight in the hotel by the site retuning to Cuzco the following day by train. We were en route back from the UK to Indonesia via the USA, Peru, Tahiti & New Zealand (just to name-drop a few places).
For the 1960 model year, in place of a yearly update, the Ford model line underwent a complete redesign. Coinciding with the introduction of the compact Falcon, full-size Fords grew in size, adopting a 119-inch wheelbase. As part of a model shift, the Galaxie was slotted above the Fairlane as the flagship Ford model range, with the Country Squire becoming its station wagon counterpart for 1960.
For 1962, the engines were retuned to 138 hp for the inline-6 and 170 hp for the 292; while the 220 hp version of the 352 remained, the 300 hp version was replaced by a 390 cubic-inch V8 producing 300 hp (the only version of the 390 offered with the Country Squire).
In contrast to the fourth generation Country Squire, the fifth generation largely abandoned yearly body updates. The body design was more conservative, integrating the headlights into the grille and fairing the bumper more closely into the fenders. For 1961, the rear tailgate underwent a complete redesign, abandoning the two-piece tailgate for a one-piece tailgate with a roll-down window which had been previously offered on Mercury station wagons as standard equipment beginning in 1957.
Coinciding with the liftgate redesign for 1961, the front and rear fascias were redesigned, marking the return of (small) tailfins and large round taillamps, in line with the Ford Thunderbird. Only minor modifications were made for 1962.
The SEAT 1200 Sport is a 2-door 4-seater coupé presented officially by SEAT in December 1975 and sold commercially from February 1976 to September 1979. It was the first model for the Spanish brand entirely developed in its newly opened Martorell Technical Centre, and was thus immensely important for SEAT. When launched it was powered by the bigger 1,197 cc engine of 67 PS (49 kW) carried from the SEAT 124, which in this application was transversely mounted and canted forwards by 16°. This engine through a four-speed gearbox transmission gave the little 2+2 a top speed of 157 km/h (98 mph). Despite its sporting aspirations, power output was limited by a relatively low compression ratio, reflecting the fuel octanes available on its home market.
The sharp-edged body design had a drag coefficient (cd) of 0.37 and was purchased from NSU of Germany, after the German firm had abandoned its plans to launch its own small car, the based on the NSU Prinz rear-engined NSU Nergal model, presented as a prototype in the 1970 Turin Motor Show and designed by the Italian designer Aldo Sessano. It was Antoni Amat, the technical director of Inducar (Industrias de la Carrocería) i.e. an external provider for SEAT, the man who conceived the idea of proposing the whole project to SEAT with the mediation of Günter Óistrach, after the former's visit and contacts at the Turin Motor Show, with the Terrassa-based Inducar company undertaking from SEAT the production of the chassis for its SEAT 1200 Sport car. The purchased rights Nergal design had been sublimed to modifications in a mixture of elements with another Sessano's concept car i.e. the OTAS KL112, in order to fit in with the underpinnings meant to be used by SEAT, as it was based upon the ones of a Fiat 127. However the remainings of the original NSU Nergal design were still present in the SEAT production model: the air-vents in the third pillar just above the rear wheel arch were likely indicating the presence of the rear-mounted engine in NSU's donor design. In fact though SEAT's engineers first examined the possibility to keep the rear-engine layout in the SEAT 1200 Sport, they made the final choice in favor of a front-engined one. Its boot featured a remote opening through a handle on to driver's door and had a capacity of 339 litres.
In 1977 the SEAT 1430 Sport Coupé was introduced, using the same body, but with a retuned version of the engine from the SEAT 1430. In this application the 1,438 cc engine provided a power output of 77 PS (57 kW) and a top speed of 164 km/h (102 mph).
The Sport versions were offered mainly in the Spanish market, but also some cars were officially offered in other European countries like Germany, Holland, Belgium or France. Both models, 1200 and 1430 were discontinued in 1979, along with the SEAT 128 the SEAT 133 and the CKD built Lancia Beta and Beta HPE, as part of the important re-structuring of the SEAT range for 1980. A total of 19,332 units were sold in the Spanish market, with 11,619 cars being equipped with the 1200 engine and some 7,713 units with the more powerful but late launched 1430 motor
The car was widely known as the "Bocanegra" because of the color and shape of its always black plastic front panel, which embraced the front grille and the headlights and incorporated, by 1970s standards, a prominent front bumper. "Boca negra" means "black mouth" in Spanish.
In 2008, SEAT presented the SEAT Bocanegra concept car at the Geneva Motor Show. It received this name as a homage to the classic 1200 Sport, as it also had a black front end. It is sold as a special edition Ibiza model from the second half of 2009, based on the SEAT Ibiza FR and Cupra versions.
[Text from Wikipedia]
Coachwork by Autodromo
Chassis 0272M
Estimated : € 3.700.000 - 4.500.000
RM Sotheby's
Place Vauban
Parijs - Paris
Frankrijk - France
February 2018
Built by Ferrari in early 1953, this 166 MM, chassis no. 0272 M, was sold new to its first owner Dr Alberico Cacciari of Pinnazzio di Castelfranco, Italy. He registered the car in Modena with registration number MO 29583. The fifth of 13 166 MMs built for 1953, 0272 M features unique spider coachwork, though its specific builder remains a mystery. Most historians agree that the body was designed by Aurelio Lampredi and is believed to have been built by Ferrari itself.
The 166 MM’s first event was the 1953 Giro di Sicilia, followed two weeks later by the Mille Miglia wearing race 514. At the helm was Cacciari alongside R.H. Bill Mason, father of the Pink Floyd drummer and noted Ferrari collector Nick Mason. During this time, the car was also used in the production of the 1953 Shell movie about the Mille Miglia, which was directed by Bill Mason. The pair placed 56th overall and 3rd in class, exceptional for such a gruelling event. There, several details on the car were changed, including fitting a full-width windshield and a slightly revised grille amongst other changes. A handful of these features changed again by September 1953, when 0272 M raced at the 1st Gran Primio Supercortemaggiore. Throughout his ownership in the 1953 season, Cacciari entered 10 hill climbs and events in Italy such as Coppa d’Oro Siracusa. Cacciari proved to be a consistent driver, regularly placing within the top 10 at events around Italy and on some occasions was raced multiple weekends in a row.
For 1954, the 166 MM was sold to its second owner, Alberto Luongo of Rome. Prior to Luongo’s purchase in 1953, the 166 MM must have suffered a small racing accident, as the shape of the nose has changed, which is evident in period pictures. It was raced at the 1954 Mille Miglia by Emmanuel de Graffenried and G. Parravicini, bearing 556. While the car was entered in the Mille Miglia under the Scuderia Ferrari name, it was used exclusively by MGM Studios for its movie The Racers, and both de Graffenried and Parravicini drove the car as stuntmen. The star role was played by Kirk Douglas who won the Mille Miglia as ‘Gino Borgesa’, and in the movie the car was identified as ‘Spyder Burano’, not as Ferrari. As a result of filming, 0272 M failed to finish the race. Much of the driving during the actual race was done by John Fitch and Kirk Douglas himself.
Afterwards, 0272 M was exported to California where additional work on The Racers was undertaken. Upon completion, all of the cars used in the film were sold to Tom Carstens of Tacoma, Washington. Carstens sold 0272 M to Pete Lovely, also of Tacoma. At that time, the car was painted white and gold. Lovely continued to race the 166 in 1955 and 1956, later selling it to Pat Piggott, also of Washington. After being shown at the Pebble Beach Concours d’Elegance in 1961, the following year, it moved east to Massachusetts where it was owned by a trio of owners before being acquired by Ferrari enthusiast Ed Niles and moved back west to Los Angeles.
Niles brought the car to the Monterey Historics at Laguna Seca in 1976 where it was driven by Larry Krane and returned once again to Pebble Beach. Over the course of the next several years, the car retuned to Pebble Beach and Monterey frequently, never shying from the Northern California car scene. Passing through the hands of Dane Prenovitz, the car was acquired by collector Ed Davies and shown at the 1993 Cavallino Classic and Ferrari Club of America Annual Meet and National Concours.
After competing and showing in the Ferrari Historic Challenge and the Cavallino Classic in 2000 with Jean Sage, the car was later sold to John Megrue of Connecticut who brought 0272 M back to its native Italy to campaign the Ferrari in the Mille Miglia Storica in 2008, 2009 and 2010. The car was also shown at numerous concours events, including at Le Belle Macchine d’Italia in Pennsylvania in 2011, winning Best of Show, as well as the Amelia Island and Greenwich Concours in 2017.
As confirmed by marque historian Marcel Massini, it retains all of its original mechanical components, including the frame, engine, gearbox, rear axle, steering box and all carburettors, all accounted for on copies of the factory build sheets. The nose has recently been returned to its original configuration as it was in 1953 and the bodywork is said to be 80 percent original. Metallurgic tests have been undertaken at 20 different points on the chassis and welding by a German specialist at a cost of €15.000. His 97-page certificate proves that all steel on the car is correct in age, quality, and dimensions and complies with factory specifications of the frame producer Gilberto Colombo (GILCO). Italian Ferrari historian Andrea Curami called 0272 M in his 2008 Mille Miglia Yearbook ‘one of the most original early racing Ferraris in existence!’
Furthermore, the car received a complete engine rebuild in addition to a number of mechanical upgrades undertaken to increase overall drivability for vintage events. This includes an electronic ignition, upgraded alternator and auxiliary electric cooling fan, and the five-speed gearbox has been updated to be fully synchronized, amongst other modifications. All of these changes are reversible and the car can easily be converted back to original specification.
A 166 MM is truly a joy to drive, reliable, smooth and with plenty of horsepower on tap channelled through its mighty V-12 and five-speed gearbox, it remains highly eligible to events around the world, including not only the Mille Miglia, but also the Grand Prix de Monaco Historique. Eminently usable and with a fascinating history, this would be an exceptional acquisition to show, drive and enjoy at concours or vintage racing events.
John Greenhow House & Store
Duke of Gloucester Street
Colonial Williamsburg, Virginia
Despite a week in California (retuning a day before Christmas), Ruth Ann and I have gotten to both Lewis Ginter Botanical Garden's holiday lights display and, on New Year's Day, Colonial Williamsburg for the unusual and colorful decorations there. Some years, even without travel, we don't manage to get to these displays. January 1 was overcast, and sunshine was forecast for the next day, but I preferred the even light of overcast conditions for photographing the decorations -- especially on north-facing buildings such as this. Green how was a Williamsburg merchant from 1755 to 1787, and records enabled his store to be "the most completely reconstructed commercial space in Williamsburg" [Official Guide to Colonial Williamsburg, 3rd edition, page 97].
Press "L" for larger image, on black.
(Copyright © 2016 K Harwin)
I was on holiday in the North of Spain in the swimming pool, when I heard my wife shout
'Kev, get your camera!'
I retuned with the camera, two lens, flashgun and tripod as I didn't know what I was going to photography, so just grabbed everything.
My wife had found this creature just sitting on the grass. The size must have been around 5cm long.
I set the camera up and laid down on the grass slowly edging closer towards it, he didn't seem to be that bothered about me and was able to get some shots.
Be ready for anything and remember to dry my self from the pool next time as it didn't help when laying on the grass. lol
Equipment & Settings Used.
Camera: Canon EOS 70D
Lens: Canon EF 100mm f/2.8 Macro USM
Program: Manual
Flash: Canon 430EXII ¼ Power
Exposure: 1/250
Aperture: f/10.0
Focal Length: 100 mm
ISO Speed: 100
Software: Adobe Lighroom cc
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Please do not download, copy, edit, reproduce or publish any of my images. They are all my own work and are not for use without my express written permission
Leyland Atlantean\East Lancs, Ex Plymouth Citybus and more recently operated by Roselyn Coaches of Par. Now retuned to Plymouth and, i'm guessing, in the process of being restored.
Third generation (1998–2011)
ProductionOctober 1997–September 15, 2011
Model years1998–2011
AssemblyWixom, Michigan, U.S. (1998–2007)
St. Thomas, Ontario, Canada (2008–2011)
For the 1998 model year, Ford gave its full-size cars for all three divisions major redesigns, with the Town Car receiving the most attention. The straight-lined body seen for eight years gave way to a curved design scheme with a downwards sloping trunk lid, and cat's-eye headlights. The C-pillar opera windows and Rolls-Royce grille seen since the 1970s were left off, as was the hood ornament. In the front, the new Town Car wore a waterfall grille much like the Navigator that was introduced alongside it for 1998.
The interior received major changes as well. Door and instrument panels as well as the radio face, switches and controls were redone. Additional wood trim was added to the newly designed dashboard and the door panels. The power seat recliner and lumbar controls were moved to the door panels. Lincoln emblems remained on the door panels and the seatbacks, as well as the rear tail lights, making the 1998–2002 models the last Town Cars with that feature. The Cartier model also received a 220-hp version of the Modular V8.
The Town Car didn't follow a popular trend with luxury brands, by installing a cabin air filter for the HVAC system, while the smaller Lincoln LS did offer one.
1998: Third-generation Town Car released with extensive redesigns to the exterior and interior. While 3 inches shorter, the 1998 Town Car was 2 inches wider, an inch taller, and rode on a slightly longer wheelbase. For the first time since 1991, the 4.6L V8 saw a power increase across the board (200 hp in Executive/Signature, 220 hp in Cartier, 239 hp in Signature Touring, standard with dual exhaust). The Signature Series was available with a Touring package, intended to appeal to those young at heart. It features unique 16-inch chrome tek alloy wheels with wider 235 width tires, 3.55 rear gear ratio, heavy duty monotube KONI shocks (OEM supplier), reduced diameter rubber bushings on suspension, revised engine and variable steering ratio computer tuning, exterior chrome delete, anthracite painted grill, black wood interior, perforated leather seats and JBL Audiophile quality sound system.
2003: Town Car given mid-cycle refresh. As the underpinning Ford Panther platform receives a major update, the Town Car receives a number of changes to improve its road manners. An all-new frame improved body rigidity while rack-and-pinion steering improved handling alongside a retuned suspension. The Modular V8 received another power increase, to 224/239 hp, depending on model.
A refreshed exterior squared off the bumpers; a new front end brought the styling of the Town Car closer in line with that of the newly introduced LS. After a five-year absence, the hood ornament made its return atop the grille. Inside, all-new seats gained larger head restraints. To further differentiate the interior from its Mercury Grand Marquis stablemate, the Town Car gained a new woodgrain pattern, trimmed by a satin metal border. Unlike Ford and Mercury dashboards, Town Cars integrated the radio and climate controls into a single unit, topped by an analog clock.
Late in the year, a DVD-based satellite navigation system designed by Pioneer became available late in the 2003 model year; it was later paired with THX sound processing. On all Town Cars except for Executive Series, ultrasonic park assist was standard. Also new was a power trunk lid that opens and closes at the touch of the driver's door mounted button or through the keyless remote; this was known as "Trunk at a Touch."
Discontinuation
In spite of declining sales, the Town Car remained one of the best selling American luxury cars; it was the United States' and Canada's most used limousine and chauffeured car.
In 2006, as part of The Way Forward, Ford considered ending production of Lincoln's largest model as part of the 2007 closing of the Wixom Assembly Plant. Industry observer George Peterson said "It blows everybody’s mind that they are dropping the Town Car. Just think what Ford could do if they actually invested in a re-skin of Crown Victoria, Grand Marquis and Town Car." Ford ultimately decided to keep the model and move assembly to the St. Thomas Assembly Plant in Ontario, Canada; this was home to the Ford Crown Victoria and Mercury Grand Marquis; both models also used the Ford Panther platform. The Town Car's manufacture resumed at its new location in late 2007. The first Canadian-assembled Town Car was built on January 10, 2008. However, in Canada, Town Cars were sold exclusively for fleet and livery sales, having been discontinued in retail markets after the 2007 model year.
In 2009, the fate of all three Panther-platform models was determined when Ford announced the 2011 closure of the St. Thomas Assembly Plant. For the limousine and livery markets, Ford had promised availability of the Town Car through the 2011 model year; retail sales continued on a limited basis in the United States and for export. On January 4, 2011, the Town Car became the last Panther-platform variant available for retail sale as the final Mercury Grand Marquis was produced (the last Mercury-brand vehicle). On August 29, 2011, the final Town Car rolled off the assembly line, without any fanfare or announcement from Ford.
After the Town Car's discontinuation following the 2011 model year, the Town Car was left without a direct replacement. Although dimensionally a full-size sedan, the Lincoln MKS's architecture is considerably different as it has a front-wheel drive unibody platform with optional all-wheel drive. The MKS is marketed more as of a successor to the sportier Lincoln LS as well as the 1995–2002 Continental. To fill the gap left by the Town Car, Lincoln has remained in livery markets by developing a limousine variant of the MKT full-size crossover vehicle, which was made available around the second quarter of 2012 and is known as the "MKT Town Car."
[Text from Wikipedia]
Having come from the nearby carriage sidings, Class 52 diesel hydraulic No. D1010 WESTERN CAMPAIGNER arrives at the up platform at Oxford station with the stock for an enthusiasts' special prior to retuning to Plymouth on 27th November 1976
35'1349
Maud railway station. Saturday 08 October 1977
View looking north. The train is stood in the platform on the Dyce - Fraserburgh line when we were retuning to Dyce. The track bed on the right was the former railway to Peterhead.
The two class 26 diesel locomotives are 26027 and 26028.
At one time the 40 mile long Fraserburgh branch had a junction at Ellon for Boddam and a junction at Maud for Peterhead.
Photograph copyright: Ian 10B. Slide No. 3696
"Haus Wien" may have been the name of the building. For me, it was an Austrian restaurant of that name, in the cellar. It was one of my favorites in the 1963 and 1970 visits. When I next retuned, in 1998, it was gone. So were my other favorite Berlin restaurants.
So far it seems to drive 1:15
Suzuki Reupholsters The World's Fastest, Best-Handling Sofa And Keeps It Cheap. Hey, Where's The Remote?
Narcissus T. Boomer writes in from his early retirement community just outside Sun City to: a) excoriate us media types for encouraging the development of lightweight rocketships like the CBR929RR and YZF-R1, and b) bemoan the demise of rolling couches like the old Suzuki GS1000S. In customary, have-it-all style, Boomer wants 130 or so horses in a 440-pound package with cutting-edge suspension and handling-and he wants it to be comfortable too, for him and the (second) wife. Naturally it's entirely our fault..."the media," that such a bike doesn't already exist.
There's no reasoning with Boomer, really, no matter how often we point out that bikes like what he wants have always been around in the slightly heavier form of the Honda CBR1100XX, et al. (An R1, you see, sort of needs more rider weight over its front wheel to keep it from flipping over backward every few miles; physics dictate its ergonomics.)
And though he says he's willing to pay a premium for his dream bike, what Boomer really means is he's willing to haggle until his dealer's ears bleed: $11K for Honda's XX puts too big a ding in the portfolio and might require that the gardener take a cut in pay.
Well, Boomer's real dream bike has been around in the form of the Bandit 1200 since 1997, and with this 2001 remake it's even closer. Let us just say this about the old Bandit: Three former motojournalists and one current automotive journalist we personally know own one, and owing to the rigors of the "profession" none of them own much else.
Ah yes, I thought as the Bandit's speedo slid past 140 on a long, desolate stretch of California 58 while I assumed the classic slipped-disc slouch behind the new half-fairing with my flaccid 40-year-old butt smooshed deep into its comfy seat, this is the one Mr. Boomer needs. Just like Suzuki's market research says, the typical Bandit 1200 buyer is between 35 and 44 years old, and 63 percent have 16 or more years riding experience. Lies, damn lies and statistics-what it all means is that when you grow up and get over it and realize you're not likely to be the next Nick Hayden or Ben Bostrom and that you are, in fact, older than their combined ages (and your life savings will never equal their year-end bonuses), well...you've got Bandit 1200 stamped across your wrinkly forehead.
On the other hand, old age and treachery will eclipse youth and talent (or however that saying goes) at least several times out of 10. And as our Bandit test bike carved through bands of colorful leathery youths on R1s and like implements on swervy Highway 58 on the way back from the U.S. round of the World Superbike Championship, that old saying made perfect sense. Does the new, better-suspended Bandit possess 80 percent of a 929RR Honda's handling? Seventy percent? I'd say 77.3 percent, but on the road-with its blind corners and hills and random cowchips-it barely matters a whit, since you can only use 72.47 percent of the CBR's performance anyway.
Sixty-four-point-five percent of riders with more than 16 years of experience (again according to my 40.5-year-old butt) should be able to access about 89.62 percent of the Bandit's goodies-its chassis, anyway, and 99.9 percent of riders will love its retuned motor, not that there was anything wrong with the last one.
It verges on racism, really. Jap bike, rice rocket, no character, no soul. People who spout that stuff, as they load their bevel-drive Ducatis on the trailer for the tow home, haven't ridden a 1200 Suzuki lately, if ever. Because if they had they'd know that Suzuki's old oil-cooled beast has more soul in one cooling fin than Ray Charles' upper denture-a distinct clicky, raspy-smooth whir no other four makes. And when it comes time to compare the big Suzuki's performance with your more "soulful" European brands, well, wait a minute, there are none to compare. In short, the thing makes hogsheads of power, it feels good doing it, it doesn't break and maintenance is really optional.
In fact the only thing we could find to complain about with the previous Bandit engine was that it was a bit stumbly down low and in the midrange, with a small dip in its torque curve following the 4000 rpm torque peak. The new bike does away with that. Suzuki stuck on a throttle-position sensor, gave the bike new ignition maps (different ones for cylinders one and four, two and three), outfitted it with new 36mm Mikuni BSR carbs with bat-wing-shaped slides, and slightly reduced exhaust valve duration and lift for less overlap.
The old four's still rasty, but those updates go a long way toward civilizing it: think Ray Charles with the Orange County Symphony. If it revs a bit less eagerly approaching redline, on this bike the fattened midrange more than makes up for it. This one whistles along just fine without the tach needle ever needing to extend itself past 6000 rpm. The torque peak is more a plateau-extending all the way from 4000 to 8000-with a nice, 100-horse hump at the top.
Not that you needed to go to the gearbox much on the old bike, but now you can throw it in fifth and leave it there most of the day if you so choose, using the throttle to smoothly modulate speed between 20- and 150-some mph as you overtake the occasional hunchbacked form of some frantically shifting youth on a GSX-R750. When you do need the clutch, it's even easier to operate, thanks to the miracle of the greater hydraulic leverage provided by a larger-diameter slave cylinder-in spite of new and considerably stiffer clutch springs.
That trusty old motor sits in the same type double-cradle round-tube steel frame as before. Although the tank rails have a different bend than before, Suzuki doesn't make any sort of "increased stiffness" claims. What is stiffer, though, is the bike's suspension. In fact, there are two new Bandits: the Bandit 1200S tested here gets the half-fairing and slightly softer springs than the naked Bandit 1200, which will be imported to the United States later in the year (Suzuki's rationale being that the $400-cheaper nonfaired bike is the one Gary Rothwell wannabes will buy, and the faired "S" is for us more mature, full-figured types).
Both new bikes, though, are stiffer than the old one. Both use progressive fork springs. The soft portion of the S's springs are 7 percent stiffer than before, with the sterner part of the spring 16 percent stiffer. Out back, the S's shock uses a spring that's a whopping 68 percent stiffer, working through a revised linkage. (The naked 1200 will use similar fork springs, but its rear spring will be 76 percent stiffer than the old Bandit's.)
All those numbers add up to a sharper-edged Bandit, though as far as we can tell, a no less comfortable one. Keeping the price low means you're not getting quite the bump-smotheringly sophisticated suspension of Honda's XX, for example, but for the money it's close enough. You feel sharper bumps more on the Bandit, but the seat's so nice they don't bother rider or bike enough to complain. The handlebar rides a bit lower than before while offering the same sit-up leverage, and the new no-bluster fairing directs air cleanly around most of your torso. Bugs on my face shield, none on my shoulders, see?
What you get instead of an XX's high-tech ride is the vaguely nostalgic feeling of riding a perfectly restored retro-bike-though no old GS ever worked as well as the Bandit. It's like the difference between a new Lexus and the older car of your dreams: The Lexus will get you there quicker, but maybe you enjoy spending more time in the old car. At least there's more to look at on the Bandit when you stop for a root beer, and for the money it's hard to see how Suzuki can give it such nice paint and fittings and make any money. (What do you mean their profit margins are huge?)
On fast, smooth pavement, watch out. The motor's happy to sit at 6000 rpm and 100 mph as long as the lay of the land allows, and those stiffer legs keep the bike on an even keel as you roll in and out of the power.
Firmer springs, 'natch, give back better road feel, and if the old Bandit felt a tad vague and wallowy at flanking speed, the new one feels much less so. Herding it along between the lines is now a far more precise exercise. In those rare occasions where you need the brakes on California 58, the Tokico six-piston jobbies are plenty strong, but it's the firmer suspension that really helps, as the bike shifts its weight forward much less unceremoniously when you chop the throttle.
Carving corners is therefore easier as well, with, again, the upright ergos and wide bar giving the distinct impression you could work your way out of whatever unexpected jam might pop up round the next blind bend. Steering is light and quick enough, and the bike feels perfectly solid heeled way over in 100-mph bends. Forgive us for being so juvenile, but it's fun to drag the occasional footpeg on the street. Reminds us of our youth, before everything had footpegs at armpit height. Gives you the impression you're working it. We didn't deck any hard parts.
You could downshift if you felt like it, but after the first hundred miles of curves it feels like a waste of energy, given that the bike seems to pull just about as hard at 5000 rpm in fifth gear as it does at 6000 in fourth. That sort of power encourages you to concentrate on the road and keep up cornering speed, and at that the Bandit is surprisingly adept. (So was the old one.)
When the road tightens, well, we're forever spoiled by bikes like the Honda CBR929 that weigh 100 pounds less than the Bandit and make a bunch more peak power, but the Suzuki will not be far behind. If you can only get the Bandit pointed in the right direction out of a tight corner, its off-the-bottom grunt will give anything on the street a run for its money.
Oh well, if you're old, er, experienced enough to be looking at a Bandit then you already know. It's not the meat but the motion that unwinds tangled back roads, and in general a good rider on a Bandit has even less holding him back than before when it comes to giving the crotch-rocket crowd its comeuppance.
But it's really a sport-tourer, isn't it, and in that role no R1 or GSX-R can hold even a cheap little birthday-cake candle to Bandito Grande. It truly is a flying couch, just less overstuffed than before. Some complained of excessive vibration in the previous model, and while you still feel a little buzz through the bars, you'd have to be truly thin-skinned to be annoyed at the new bike's vibes (all the new lightweight liter-bikes buzz worse). At a nice sedate 80 mph and 4800 rpm, our test unit is smooth as rayon, though its wide-set mirrors are slightly blurry. (Or maybe it's our vision?)
Now and then when cruising the superslab a sixth cog would be nice, but should one so desire, the solution to that's a simple sprocket swap away. The gas tank holds about a third of a gallon more than before, which gives right around 200 miles of range, and the seat and the rest of the bike are up for that if you are. In fact, on the Bandit that's nothing. Time to give the kids a lesson in longevity...
Speaking of gas, we've never truly trusted low-fuel lights. (How do you know the bulb isn't burned out?) The Bandit gives you a nice LCD gauge and a petcock. Also a clock. You'll need to carry some stuff on those overnight trips, and there are plenty of places to bungee it aboard. Mildred (OK, maybe Manfred) may want to come along. No problem, the seat's covered in some sort of new no-skid fabric (not so good for sliding around when riding solo), and there's a solid passenger grabrail as well.
So maybe we magazine people are responsible for the race-replica explosion that began with the original GSX-R750, but I don't think so. All we are, really, are a bunch of motorcycle nuts, and those bikes were the ones that got us-along with everybody else with a pulse-really enthused lo those many years ago. They still do. (And if we wield that much influence, how do you explain Harley-Davidson's market share?)
Nope, R1s and GSX-Rs and 996 Ducatis continue to sell because, apart from their performance, they gain their buyers entry into that colorful fantasy world populated by daring young men with interesting facial hair and sweet umbrella girls-the international moto jet-set. Hey, if I'm riding this thing, I must be daring and ruggedly good-looking too, right? A nonconformist, laughing at danger and convention. Hah!
Right, Marvin. And after, say, oh, 16 years of that, you'll be ready to appreciate this new Bandit 1200S. If motorcycles can be wise, this one is. It should cost more than $7399.
Fl. 18.699 for this 1200S version in 1997.
Super small finches so colourful and so active and agile but did we really need to drive a round trip of thirteen hundred miles for these?
Had hoped for more Scottish Wildlife while there last week but alas little was obliging and we retuned home rather disappointed.
On a positive note we did see pine martens but managed only record shots and of course the elusive crested tits but all in all we were surprised how little we found .
Mountain hares and ptarmigan were all higher up the mountain in inaccessible places for us in our mid seventies and mobility problems but we made the most of our opportunities ,
Canme across a car inside Barton Arcade advertising Moritz Beer. I had been shooting outside at a steady f4 @ 1/250th so was looking to open up to about f2 @1/60th, four stops or so. I eas distracted then returned to the shot, which is underexposed one of this pair as I never changed the settings. Once outside again I realised I had erred so retuned later in the day and re-took with the "correct" settings. That of course is a pretty reasonable exposure but the film/scanner/developer still pulled a reasonable result from four stops down, and we fret over half a stop!!
RAAF A35-016 Lockheed Martin F-35A Lightning II banks over the top of Williamtown RAAF base/ Necastle airport retuning at lunch time from particpating in Exercise Lightning Storm 2020. Tuesday 1st Septmeber 2020
Took this shot when I retuned home from vacation. JFK is probably one of the busiest airports in the world. I prefer JFK over LaGuardia anyday!
Camera
Nikon D40 6.1 MP
Lens
Sigma 10-20mm Wide Angle
Shot
JFK Airport, Terminal 4, Queens N.Y.
3 Exposures
+2
0
-2
Photomatix
Tonemapped the 3 exposures
Photoshop CS4
Curves Adjustment
Levels Adjustment
Hue/Saturation Adjustment
Unsharp Mask
All comments and consturcitve criticism are welcome.
Movie
The Terminal starring Tom Hanks
Operated on behalf of Sundair by Fly Air 41 Airlines (Croatia). Now without titles or logo!
This used to have billboard 'Sundair' titles. It now seems to operate as Fly Air41 although they still use the Sundair flight codes SR/SDR. (sticks in my mind as 'SR' used to be the old Swissair).
Built as an A319-112 and with an additional over-wing emergency exit, this aircraft was first flown with the Airbus test registration D-AVWT, delivered to Pembroke Capital and leased to Hamburg International Airlines as D-AHIQ at the end of Jun-09.
It was sub-leased to Pantheon Airways, Greece as SX-OAG in early Jul-09 with the intention of operating for Olympic Air. It was repainted in full Olympic Air livery at Norwich, UK by mid Jul-09 and was then stored until Pantheon started operating for Olympic Air in Oct-09.
The aircraft was returned to the lessor in Aug-12 and converted to A319-115 standard. It was leased to Druk Air, Bhutan as A5-RGI in Aug-12. It returned to the lessor as EI-FMB in Aug-12 and was modified back to A319-112 standard by Sep-12 before being leased to Germania, Germany as D-ASTR in Oct-12.
In Feb-18 it was wet-leased to British Airways and returned to Germania the following month. Germania ceased operations in Feb-19, the aircraft returned to the lessor and was initially stored at Berlin-Tegel. It was ferried to Prague, Czech Republic for further storage in May-19.
The aircraft was leased to GetJet Airlines as LY-JAY in mid Jul-19 and wet-leased to Aigle Azur, France the following day. It returned to GetJet four days later and was immediately wet-leased to LOT Polish Airlines. The aircraft retuned to GetJet in Oct-19 and was stored at Kaunas, Lithuania and moved to Zagreb, Croatia in Oct-20 for lease return.
It was returned to the lessor in late Oct-20 and remained stored At Zagreb. It was leased to Sundair, Germany in Feb-21 but never entered service. It returned to the lessor in Jun-21 and was leased to Fly Air41 Airways as 9A-BER in Aug-21 and operated on behalf of Sunair. Current, updated 18-Jun-25.
Econnect LJ18 FGX exits the Toton Lane P&R site through the barrier on 27.11.21, with a 510 to Stapleford. When it gets there it becomes a 511 that loops the area, before retuning to the P&R as a 510 again. It then continues on to Beeston, while the other bus on the circuit runs 'opposite' and heads into Stapleford.