View allAll Photos Tagged Subframing
MG 6 Magnette (1st Gen)DTi (2010-16) Engine 1849cc S4 DT
Registration Number VX 63 GLZ (Worcester)
MG (Roewe) ALBUM
www.flickr.com/photos/45676495@N05/albums/72177720322876138/
The MG6 is a mid-size car under the MG marque, built by Chinese carmaker SAIC Motor, derived from the Roewe 550 and hence distantly related to the Rover 75, sharing its front subframe. It was initially announced in April 2009 at the Shanghai Auto Show as a hatchback, and in October 2010 at Shanghai Expo as a 4-door saloon model.
The five-door hatchback, known as the MG6 GT, went on sale in the United Kingdom in May 2011, the saloon, known as the MG6 Magnette, went on sale on 16 July 2011. A diesel model joined the range at the end of 2012.
For the MG 6 GT, three levels of trim are available with increasing levels of equipment and trim; S, SE and TSE. These all share the same mechanical specification, although the TSE gains 18" wheels over the standard 17".
The launch models are available with the petrol TCI-Tech 1.8-litre engine, available in two states of tune, 133 bhp (99 kW; 135 PS) and 158 bhp (118 kW; 160 PS) (with turbo), the latter being available from launch in China and as the only engine option at launch in the UK. In 2012 the petrol engine was joined by a 1849cc S4 DTi-Tech engine
The MG 6 was facelifted in 2015, receiving a range of minor exterior and interior changes including a 75kg reduction in weight. In the UK, the main change was the improvement in efficiency for the diesel model, and the withdrawal of the petrol version. The facelifted model can be identified with a new front bumper design.
In the UK sales have been slow with only 15 units in October 2011, only seven registrations for the MG brand as a whole were recorded in November (of which three were presumably TF roadsters). In December 2011, car rental company Avis UK Ltd announced that it would be running 100 MG 6 GT and Magnette in its rental fleet and took delivery of these cars. For 2012, MG sold 782 cars in the UK. Initial UK production was projected in the range of 2000 to 3000 per annum
The first generation MG 6 was replaced by a second generation five door liftback for 2017 model year, now made exclusively in Nanjing, China
Thankyou for a massive 54,950,620 views
Shot 03.07.2016 at Cars in the Park, Beacon Park, Lichfield REF 121-236
Hey!
I have a great idea. Why not take a Mazda Miata and stuff in a powerful but relatively inexpensive Detroit V8.
It does sound like a great idea, but it was also obvious, after only a small amount of time researching the idea that it had been thought of before.
Popular substitute engines were modern Chevrolet small block OHV V8s (due to their compact size), and Ford Modular V8s (which work well, but are pretty wide.
From a Lego perspective, removing the technic simulated I4 with a technic simulated V8 involved much the same engineering exercise.
Increase some space around the front suspension and front subframe, and a modest height increase in sections of the bonnet. Surprisingly, the last factor was indeed quite modest, due to the overall decrease in engine depth, thanks to the 90 degree Vee spacing.
The major reason for not doing this modification is upsetting the Miata's natural chassis balance. This balance is due to the torque tube chassis and mounting the lightweight engine behind the front axle (much like a Chevrolet Corvette, but in a smaller overall package). By adding a heavier V8 engine and gearbox, more weight would be mounted on the front wheels, losing some of the handling delicacy of the original.
Nonetheless, the V8 conversion is likely to be not uncommon on cars over 10 years old, as owners look to provide themselves with an immodest helping of additional power and torque.
This Lego miniland-scale LUGNuts Custom Miata V8 Roadster Rat-Rod has been created for Flickr LUGNuts' 102nd Build Challenge, titled - 'I Smell a (Modern) Rat!'. In this challenge, any post-1996 vehicle can be built as a rat-rod.
The Miata (also known as the Mazda MX-5) is the recently superseded NC, third generation model sold from 2005 - 2015.
Specifications
Engine
• VR-series twin-turbocharged 3.8-liter V6.
• 480 hp @ 6,800 rpm. 430 lb-ft torque @ 3,200–5,200 rpm.
• Dual overhead camshafts with variable intake-valve timing.
• Cast aluminum cylinder block with high-endurance/low-friction plasma-sprayed bores.
• IHI twin turbochargers, one per cylinder bank.
• Pressurized lubrication system with thermostatically controlled cooling.
Drivetrain
• ATTESA ET-S All-Wheel Drive (AWD) with independent rear-mounted transaxle integrating transmission, differential and AWD transfer case.
• Rigid, lightweight carbon-composite driveshaft between engine and transaxle.
• Electronic traction control plus 1.5-way mechanically locking rear differential.
• Vehicle Dynamics Control (VDC-R) with three driver-selectable settings: Normal (for daily driving, controls brakes and engine output), R-Mode (for ultimate performance, utilizes AWD torque distribution for additional vehicle stability) and Off (driver does not want the help of the system).
• Hill Start Assist prevents rollback when starting on an incline.
DisclaimerVDC-R cannot prevent accidents due to abrupt steering, carelessness, or dangerous driving techniques. Always drive safely.
Transmission
• 6-speed Dual Clutch Transmission with three driver-selectable modes: Normal (for maximum smoothness and efficiency), Snow (for gentler starting and shifting on slippery surfaces), and R mode (for maximum performance with fastest shifts).
• Fully automatic shifting or full sequential manual control via gearshift or steering wheel-mounted paddle shifters.
• Dual clutch design changes gears in less than 0.5 second (0.2 second in R mode).
• Downshift Rev Matching (DRM).
• Predictive pre-shift control (in R mode) based on throttle position, vehicle speed, braking and other information.
Wheels and Tires
• 20 x 9.5" (front) and 20 x 10.5" (rear) super-lightweight forged-aluminum wheels with Gunmetal Gray finish.
• Exclusively developed nitrogen-filled Bridgestone® RE070A high-capacity run-flat summer tires, 255/40R20 front and 285/35R20 rear.
• Tire Pressure Monitoring System (TPMS).
• Optional exclusively developed nitrogen-filled Dunlop® run-flat all-season tires, 255/40R20 front and 285/35R20 rear (includes Bright Silver wheels).
Brakes
• Brembo® 4-wheel disc brakes with 4-wheel Antilock Braking System (ABS), Brake Assist, Electronic Brakeforce Distribution and Preview Braking.
• Two-piece floating-rotor 15-inch front and rear discs with diamond-pattern internal ventilation.
• 6-piston front/4-piston rear monoblock calipers.
Steering
• Rack-and-pinion steering with vehicle-speed-sensitive power assist.
• 2.6 steering-wheel turns lock-to-lock.
Suspension
• 4-wheel independent suspension with Bilstein® DampTronic system with three driver-selectable modes: Normal/Sport (for automatic electronic control of damping), Comfort (for maximum ride comfort), and R mode (engages maximum damping rate for high-performance cornering).
• Electronically controlled variable-rate shock absorbers. High-accuracy progressive-rate coil springs.
• Front double-wishbone/rear multi-link configuration with aluminum members and rigid aluminum subframes.
• Hollow front and rear stabilizer bars.
Body/Chassis
• Exclusive Premium Midship platform with jig-welded hybrid unibody.
• Aluminum hood, trunk and door skins. Die-cast aluminum door structures.
• Carbon-reinforced front crossmember/radiator support.
Back to Top
Standard Features
Exterior
• Wide-beam headlights with High Intensity Discharge (HID) low beams.
• LED taillights and brake lights.
• Dual heated power mirrors.
• Flush-mounted aluminum door handles.
• Body-color rear spoiler with integrated center high-mounted stop light.
• UV-reducing tinted glass.
Audio/Navigation/Performance Monitor
• Digital Bose® audio system with AM/FM/in-dash 6-CD changer and 11 speakers including dual subwoofers.
• HDD Music Box system, including hard drive with 9.4 GB for audio storage.
• MP3, WMA and DVD audio capable. In-dash Compact Flash card reader.
• HDD-based GPS navigation with touch screen.
• Driver-configurable performance monitor, developed with Sony® Polyphony, with graphical readouts of vehicle data and driving data displayed on a total of 11 screens.
• 7-inch WVGA high-resolution color-LCD display for audio, navigation and performance monitor.
Interior
• Automatic Temperature Control (ATC).
• Electronic analog instrument cluster with multi-function trip computer and digital gear indicator.
• Power front windows with one-touch auto-up/down feature.
• Intelligent Key system with pushbutton start. Power door locks.
• Cruise control.
• Tilt/telescoping steering column.
• Bluetooth® Hands-free phone system with voice recognition.
Seating/Appointments
• Leather upholstered front seats with perforated Alcantara inserts.
• 8-way power front seats with entry/exit switch for rear-seat passengers.
• Driver-shaped bucket seat.
• Dual individual rear seats.
• Heated front seats.
• Leather-wrapped steering wheel and shift knob.
• Drilled aluminum pedals.
Safety/Security
• Nissan Advanced Air Bag System (AABS) with dual-stage supplemental front air bags, seat belt sensors and occupant-classification sensor.
• Driver and front-passenger side-impact supplemental air bags and roof-mounted curtain supplemental air bags.
• Front seat belts with pretensioners and load limiters.
• Nissan Vehicle Immobilizer System.
• Vehicle Security System.
***************************************************************************
Photographed at Algonquin Provincial Park, Ontario, Canada, between 21.57 and 22.18 EDT
(285 km by road north of Toronto)
* Altitude of centre of frame at time of exposures: xx°
* Temperature 12° C.
* Total exposure time: 8 minutes
* 540 mm focal length telescope
___________________________________________
Description:
Perhaps the most unusual and uncharacteristic object in Charles Messier's catalog of non-stellar objects is the M24 starcloud. Messier's other objects are easily identified galaxies, planetary nebulae, bright nebulae and star clusters. This object is a large, amorphous, extended cloud of stars that has a very imprecise boundary.
From Wikipedia: "The Sagittarius Star Cloud (also known as Delle Caustiche, Messier 24, IC 4715) is a star cloud in the constellation of Sagittarius, approximately 600 light years wide, which was discovered by Charles Messier in 1764. It is sometimes known as the Small Sagittarius Star Cloud to distinguish it from the Great Sagittarius Star Cloud located to the north of Gamma Sagittarii and Delta Sagittarii.
The stars, clusters and other objects comprising M24 are part of the Sagittarius or Sagittarius-Carina arms of the Milky Way galaxy. Messier described M24 as a "large nebulosity containing many stars" and gave its dimensions as being some 1.5° across. Some sources, improperly, identify M24 as the faint cluster NGC 6603.
M24 fills a space of significant volume to a depth of 10,000 to 16,000 light-years. This is the most dense concentration of individual stars visible using binoculars, with around 1,000 stars visible within a single field of view."
For a version of this photo WITH<u<OUT LABELS, click on your screen to the LEFT of the photo, or click here:
www.flickr.com/photos/97587627@N06/29540611735
And for a wider angle view of this entire region, showing neighbouring nebulae and stars clusters, click here:
www.flickr.com/photos/97587627@N06/28874267555
___________________________________________
Technical information:
Nikon D810a camera body on Teleview 101is apochromatic refracting telescope, mounted on Astrophysics 1100GTO equatorial mount with a Kirk Enterprises ball head
Eight stacked frames; each frame:
540 mm focal length
ISO 3200; 1 minute exposure at f/5.4; unguided
(with LENR - long exposure noise reduction)
Subframes registered in RegiStar;
Stacked and processed in Photoshop CS6 (brightness, contrast, levels, colour balance, sharpening)
***************************************************************************
MG Metro
On 8 October 1980, BL introduced the Austin mini Metro. It was intended as a big brother, rather than as a replacement, for the Mini, the earlier Mini replacement project, ADO88, having been replaced in late 1977 by a new project, LC8, for the development of a larger car which could compete more effectively with the successful superminis, such as the Ford Fiesta and Vauxhall Chevette. Some of the Mini's underpinnings were carried over into the Metro, namely the 998 cc and 1275 cc A-Series engines, much of the front-wheel drivetrain and four-speed manual gearbox, and suspension subframes. The Metro used the Hydragas suspension system found on the Allegro but without front to rear interconnection. The hatchback body shell was one of the most spacious of its time and this was a significant factor in its popularity. Initially, the Metro was sold as a three-door hatchback.
The name was chosen through a ballot of BL employees. They were offered a choice of three names, Match, Maestro or Metro. Once the result was announced, the manufacturer of trains and buses, Metro Cammell, objected to the use of the Metro name by BL. The issue was resolved by BL promising to advertise the car only as the miniMetro.
At the time of its launch, the Metro was hailed as British Leyland's saviour, as the company was facing a serious financial crisis and there were fears that it could go out of business. British Leyland's troubles were largely attributed to out-of-date technology and design of most of its model range. The Mini, for example, had been in production for 21 years by the time of the Metro's launch. The Austin Allegro was seven years old and the Morris Ital was also launched in 1980 but was effectively a reworked version of the nine-year-old Morris Marina, and BL's latest all-new car was the 1976 Rover SD1.
A British Leyland press photograph of the Austin Mini Metro range at the time of launch in 1980
One of the consequences was that there was enormous public interest in the car from well before its launch. The company chose to stage the launch presentations for dealers and major company car buyers on board a cruise ship, the MS Vistafjord. The news broke in the national newspapers a full year ahead of the public launch with The Sun, among others, carrying the story. It was finally revealed to the public on the press day of the British Motor Show with the British Prime Minister, Margaret Thatcher in attendance.
The Metro quickly proved popular with buyers, and during the early part of its production life it was the best selling mini-car in the UK, before being eclipsed by the updated Ford Fiesta. Its clever interior design made it spacious considering its dimensions, and Hydragas compensation gave surprisingly good ride and handling. Its updated A+ series 1.0 and 1.3L OHV engines hardly represented the cutting edge in performance, but they were strong on economy.
A major TV advertising campaign was created by the London agency, Leo Burnett which came up with the headline "a British car to beat the world". The advert also featured the similar-sized Fiat 127, Renault 5, Volkswagen Polo and Datsun Cherry as "foreign invaders" and the voiceover spoke of the Metro's ability to "send the foreigners back where they belong".
MG Metro Turbo
A five door Metro eventually became available in 1985
The Metro range was expanded in 1982 to include the Vanden Plas and MG versions. The Vanden Plas featured higher levels of luxury and equipment, while the slightly more powerful MG Metro 1.3 sold as a sports model (0-60 mph in 10.1 seconds, top speed 105 mph). The Vanden Plas variant received the same MG engine from 1984 onwards (with the exception of the VP Automatic, which retained the 63 bhp (47 kW) 1275 cc unit). The luxury fittings marking out the Metro Vanden Plas took the form of a radio-cassette player, electric front windows, an improved instrument panel with tachometer, and a variety of optional extras such as trip computer, leather trim, remote boot release, and front fog lamps.
The changes between the MG engine and the standard 1.3 were relatively minor, with modified cylinder head and altered cam profile being the major contributors to a modest increase in BHP. Soon afterwards, the MG Metro Turbo variant was released with a quoted bhp of 93, 0-60 mph in 8.9 seconds, and top speed of 115 mph (185 km/h). This model had a great many modifications over the normally aspirated MG model. Aside from the turbocharger and exhaust system itself, and what was (at the time) a relatively sophisticated boost delivery and control system, the MG Turbo variant incorporated stiffer suspension (purportedly with engineering input from Lotus), including a rear anti-rollbar plus uprated crankshaft and uprated gearbox.
Both MG variants were given a "sporty" interior with red seat belts, red carpets and a sports-style steering wheel. The later MG variants were emblazoned with the MG logo both inside and out, which only served to fuel claims of badge engineering from some of the more steadfast MG enthusiasts. Others believed that this sentiment was unfounded, particularly in the case of the turbo variant, due to the undeniably increased performance and handling when compared to the non-MG models. Indeed, at the time of its release, the MG Metro was the first in a succession of modern cars which heralded a spirited return of the MG marque after several years' absence of new MGs.
A mild facelift during 1985 saw some minor styling modifications to the Metro's front end, wider suspension subframes, along with a new dashboard design and the long-awaited 5-door version. This gave it a competitive edge over three-door only rivals like the Ford Fiesta and Volkswagen Polo, while guiding the Metro in the directions of the Peugeot 205, Fiat Uno, Seat Ibiza and Opel Corsa/Vauxhall Nova, all of which were available with five doors by this time.
A rear spoiler reduced drag coefficient to increase the Metro's already good fuel economy, and the hydraulic clutch (often berated as the cause of the Metro's particularly harsh gearchange) was replaced by a cable-operated mechanism. The lack of a 5-speed transmission would become a major handicap as time went on; the BMC sump-mounted gearbox was never developed to accommodate an extra gear ratio, which was a severe handicap against the opposition. The Hydragas suspension also gave the car a harsh, bouncy ride despite pleas from the system's inventor, Dr. Alex Moulton, that it should be interconnected front-to-rear as opposed to side-to-side at the rear only as was found on the production version.
While the Metro was a huge seller in the UK, it gained a reputation for unreliability and lacklustre build quality early in its career which dented its appeal in foreign markets, where the likes of the Volkswagen Polo, Fiat Uno and Peugeot 205 were firmly established favourites.
Engines:
* 1980–1990 - 998 cc A-Series I4, 48 hp (35 kW) at 5500 rpm and 54 ft·lbf (73 Nm) at 3250 rpm
* 1980–1990 - 1275 cc A-Series I4, 60 hp (44 kW) at 5250 rpm and 72 ft·lbf (98 Nm) at 3200 rpm
* 1982–1989 - 1275 cc A-Series I4, 73 hp (54 kW) at 6000 rpm and 73 ft·lbf (99 Nm) at 4000 rpm (MG Metro)
* 1983–1989 - 1275 cc A-Series turbo I4, 94 hp (69 kW) at 6200 rpm and 85 ft·lbf (115 Nm) at 2650 rpm (MG Metro Turbo)
* 1989–1990 - 1275 cc A-Series I4, 73 hp (54 kW) at 6000 rpm and 73 ft·lbf (99 Nm) at 4000 rpm (Metro GTa)
For my video; youtu.be/FgL5LQqEZkk
Seestar S50, PixInsight, GraxPert, RCAstro, SetiAstro, GHS
EQ mode, IRCUT filter, Bortel 7
45 hrs 31 min exposure, 32 sessions from Jul 2025 to Dec 2025.
'ImageIntegration' of 103 Seestar stacked images comprised of 8,140 subframes.
Workflow:
GraXperted 103 Seestar stacked images, then
BlurXTerminator;
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detail = 0.15;
GraXpert;
SpectrophotometricColorCalibration;
narrowbandMode = false;
narrowbandOptimizeStars = false;
whiteReferenceName = "Average Spiral Galaxy";
redFilterName = "Sony Color Sensor R-UVIRcut";
greenFilterName = "Sony Color Sensor G-UVIRcut";
blueFilterName = "Sony Color Sensor B-UVIRcut";
deviceQECurveName = "Ideal QE curve";
GeneralizedHyperbolicStretch;
stretchType = GeneralizedHyperbolicStretch.prototype.ST_GeneralisedHyperbolic;
stretchChannel = GeneralizedHyperbolicStretch.prototype.SC_RGB;
inverse = false;
stretchFactor = 6.810;
localIntensity = 10.000;
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GeneralizedHyperbolicStretch;
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clipType = GeneralizedHyperbolicStretch.prototype.CT_RGBBlend;
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StarXTerminator;
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unscreen = false;
overlap = 0.20;
GeneralizedHyperbolicStretch;
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GeneralizedHyperbolicStretch;
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GeneralizedHyperbolicStretch;
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colourBlend = 1.000;
clipType = GeneralizedHyperbolicStretch.prototype.CT_RGBBlend;
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BlurXTerminator;
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BlurXTerminator;
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NoiseXTerminator;
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CombineImages;
GeneralizedHyperbolicStretch;
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EnhanceNebula;
isStarless, true
useLuminanceMask, true
blackClip, 0.25
scaleFactor, 1
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GeneralizedHyperbolicStretch;
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IC417 (Spider), IC410 (Tadpole), & IC405 (Flaming Star) left to right in a very starry field. 72 min total exposure. FSQ-106ED @ f/3.6, CDS Modified and Cooled A7s Sony Camera, 1 min subframes at ISO 3200, PI processed.
Specifications
Engine
• VR-series twin-turbocharged 3.8-liter V6.
• 480 hp @ 6,800 rpm. 430 lb-ft torque @ 3,200–5,200 rpm.
• Dual overhead camshafts with variable intake-valve timing.
• Cast aluminum cylinder block with high-endurance/low-friction plasma-sprayed bores.
• IHI twin turbochargers, one per cylinder bank.
• Pressurized lubrication system with thermostatically controlled cooling.
Drivetrain
• ATTESA ET-S All-Wheel Drive (AWD) with independent rear-mounted transaxle integrating transmission, differential and AWD transfer case.
• Rigid, lightweight carbon-composite driveshaft between engine and transaxle.
• Electronic traction control plus 1.5-way mechanically locking rear differential.
• Vehicle Dynamics Control (VDC-R) with three driver-selectable settings: Normal (for daily driving, controls brakes and engine output), R-Mode (for ultimate performance, utilizes AWD torque distribution for additional vehicle stability) and Off (driver does not want the help of the system).
• Hill Start Assist prevents rollback when starting on an incline.
DisclaimerVDC-R cannot prevent accidents due to abrupt steering, carelessness, or dangerous driving techniques. Always drive safely.
Transmission
• 6-speed Dual Clutch Transmission with three driver-selectable modes: Normal (for maximum smoothness and efficiency), Snow (for gentler starting and shifting on slippery surfaces), and R mode (for maximum performance with fastest shifts).
• Fully automatic shifting or full sequential manual control via gearshift or steering wheel-mounted paddle shifters.
• Dual clutch design changes gears in less than 0.5 second (0.2 second in R mode).
• Downshift Rev Matching (DRM).
• Predictive pre-shift control (in R mode) based on throttle position, vehicle speed, braking and other information.
Wheels and Tires
• 20 x 9.5" (front) and 20 x 10.5" (rear) super-lightweight forged-aluminum wheels with Gunmetal Gray finish.
• Exclusively developed nitrogen-filled Bridgestone® RE070A high-capacity run-flat summer tires, 255/40R20 front and 285/35R20 rear.
• Tire Pressure Monitoring System (TPMS).
• Optional exclusively developed nitrogen-filled Dunlop® run-flat all-season tires, 255/40R20 front and 285/35R20 rear (includes Bright Silver wheels).
Brakes
• Brembo® 4-wheel disc brakes with 4-wheel Antilock Braking System (ABS), Brake Assist, Electronic Brakeforce Distribution and Preview Braking.
• Two-piece floating-rotor 15-inch front and rear discs with diamond-pattern internal ventilation.
• 6-piston front/4-piston rear monoblock calipers.
Steering
• Rack-and-pinion steering with vehicle-speed-sensitive power assist.
• 2.6 steering-wheel turns lock-to-lock.
Suspension
• 4-wheel independent suspension with Bilstein® DampTronic system with three driver-selectable modes: Normal/Sport (for automatic electronic control of damping), Comfort (for maximum ride comfort), and R mode (engages maximum damping rate for high-performance cornering).
• Electronically controlled variable-rate shock absorbers. High-accuracy progressive-rate coil springs.
• Front double-wishbone/rear multi-link configuration with aluminum members and rigid aluminum subframes.
• Hollow front and rear stabilizer bars.
Body/Chassis
• Exclusive Premium Midship platform with jig-welded hybrid unibody.
• Aluminum hood, trunk and door skins. Die-cast aluminum door structures.
• Carbon-reinforced front crossmember/radiator support.
Back to Top
Standard Features
Exterior
• Wide-beam headlights with High Intensity Discharge (HID) low beams.
• LED taillights and brake lights.
• Dual heated power mirrors.
• Flush-mounted aluminum door handles.
• Body-color rear spoiler with integrated center high-mounted stop light.
• UV-reducing tinted glass.
Audio/Navigation/Performance Monitor
• Digital Bose® audio system with AM/FM/in-dash 6-CD changer and 11 speakers including dual subwoofers.
• HDD Music Box system, including hard drive with 9.4 GB for audio storage.
• MP3, WMA and DVD audio capable. In-dash Compact Flash card reader.
• HDD-based GPS navigation with touch screen.
• Driver-configurable performance monitor, developed with Sony® Polyphony, with graphical readouts of vehicle data and driving data displayed on a total of 11 screens.
• 7-inch WVGA high-resolution color-LCD display for audio, navigation and performance monitor.
Interior
• Automatic Temperature Control (ATC).
• Electronic analog instrument cluster with multi-function trip computer and digital gear indicator.
• Power front windows with one-touch auto-up/down feature.
• Intelligent Key system with pushbutton start. Power door locks.
• Cruise control.
• Tilt/telescoping steering column.
• Bluetooth® Hands-free phone system with voice recognition.
Seating/Appointments
• Leather upholstered front seats with perforated Alcantara inserts.
• 8-way power front seats with entry/exit switch for rear-seat passengers.
• Driver-shaped bucket seat.
• Dual individual rear seats.
• Heated front seats.
• Leather-wrapped steering wheel and shift knob.
• Drilled aluminum pedals.
Safety/Security
• Nissan Advanced Air Bag System (AABS) with dual-stage supplemental front air bags, seat belt sensors and occupant-classification sensor.
• Driver and front-passenger side-impact supplemental air bags and roof-mounted curtain supplemental air bags.
• Front seat belts with pretensioners and load limiters.
• Nissan Vehicle Immobilizer System.
• Vehicle Security System.
Long parked left hand drive Triumph Dolomite Sprint seen recently at a French country garage- with an Austin Metro rear subframe for company.
M51 - The Whirlpool Galaxy
Taken May 12, 13, and 14, 2018 near Seattle, WA
Telescope: TEC 180 @ f/7
Camera: ZWO ASI 178MM-Cool
Guide Camera: Starlight Xpress Lodestar
Mount: Astro-Physics 900GTO
Exposure:
Lum: 4 hours 30 minutes (135 x 2 min, bin 1x1)
R,G: 1 hour 25 minutes each (17 x 5 min, bin 1x1)
B: 1 hour 30 minutes (18 x 5 min, bin 1x1)
Total Integration Time: 8 hours 50 minutes
Processed in PixInsight 1.8 and PS CS5.
These three nights had some of the best seeing I've experienced in Seattle to date. I saw subframes as low as ~1.5" FWHM, with the average Lum stack being about 1.8"
The Fiat Punto was introduced into the UK in 1993 and early cars had a reputation for unreliability and corrosion. One that seems to have survived is this Punto 90 example new in February 1995. DVLA MOT Check indicates the vehicle covers around 600 miles per year and has had several test failures for rust although this is presumably within the subframe as the main bodywork looks remarkably clean for it's age.
MG Metro
On 8 October 1980, BL introduced the Austin mini Metro. It was intended as a big brother, rather than as a replacement, for the Mini, the earlier Mini replacement project, ADO88, having been replaced in late 1977 by a new project, LC8, for the development of a larger car which could compete more effectively with the successful superminis, such as the Ford Fiesta and Vauxhall Chevette.[4] Some of the Mini's underpinnings were carried over into the Metro, namely the 998 cc and 1275 cc A-Series engines, much of the front-wheel drivetrain and four-speed manual gearbox, and suspension subframes. The Metro used the Hydragas suspension system found on the Allegro but without front to rear interconnection. The hatchback body shell was one of the most spacious of its time and this was a significant factor in its popularity. Initially, the Metro was sold as a three-door hatchback.
The name was chosen through a ballot of BL employees. They were offered a choice of three names, Match, Maestro or Metro. Once the result was announced, the manufacturer of trains and buses, Metro Cammell, objected to the use of the Metro name by BL. The issue was resolved by BL promising to advertise the car only as the miniMetro.
At the time of its launch, the Metro was hailed as British Leyland's saviour, as the company was facing a serious financial crisis and there were fears that it could go out of business. British Leyland's troubles were largely attributed to out-of-date technology and design of most of its model range. The Mini, for example, had been in production for 21 years by the time of the Metro's launch. The Austin Allegro was seven years old and the Morris Ital was also launched in 1980 but was effectively a reworked version of the nine-year-old Morris Marina, and BL's latest all-new car was the 1976 Rover SD1.
A British Leyland press photograph of the Austin Mini Metro range at the time of launch in 1980
One of the consequences was that there was enormous public interest in the car from well before its launch. The company chose to stage the launch presentations for dealers and major company car buyers on board a cruise ship, the MS Vistafjord. The news broke in the national newspapers a full year ahead of the public launch with The Sun, among others, carrying the story. It was finally revealed to the public on the press day of the British Motor Show with the British Prime Minister, Margaret Thatcher in attendance.
The Metro quickly proved popular with buyers, and during the early part of its production life it was the best selling mini-car in the UK, before being eclipsed by the updated Ford Fiesta. Its clever interior design made it spacious considering its dimensions, and Hydragas compensation gave surprisingly good ride and handling. Its updated A+ series 1.0 and 1.3L OHV engines hardly represented the cutting edge in performance, but they were strong on economy.
A major TV advertising campaign was created by the London agency, Leo Burnett which came up with the headline "a British car to beat the world". The advert also featured the similar-sized Fiat 127, Renault 5, Volkswagen Polo and Datsun Cherry as "foreign invaders" and the voiceover spoke of the Metro's ability to "send the foreigners back where they belong".
MG Metro Turbo
A five door Metro eventually became available in 1985
The Metro range was expanded in 1982 to include the Vanden Plas and MG versions. The Vanden Plas featured higher levels of luxury and equipment, while the slightly more powerful MG Metro 1.3 sold as a sports model (0-60 mph in 10.1 seconds, top speed 105 mph). The Vanden Plas variant received the same MG engine from 1984 onwards (with the exception of the VP Automatic, which retained the 63 bhp (47 kW) 1275 cc unit). The luxury fittings marking out the Metro Vanden Plas took the form of a radio-cassette player, electric front windows, an improved instrument panel with tachometer, and a variety of optional extras such as trip computer, leather trim, remote boot release, and front fog lamps.
The changes between the MG engine and the standard 1.3 were relatively minor, with modified cylinder head and altered cam profile being the major contributors to a modest increase in BHP. Soon afterwards, the MG Metro Turbo variant was released with a quoted bhp of 93, 0-60 mph in 8.9 seconds, and top speed of 115 mph (185 km/h). This model had a great many modifications over the normally aspirated MG model. Aside from the turbocharger and exhaust system itself, and what was (at the time) a relatively sophisticated boost delivery and control system, the MG Turbo variant incorporated stiffer suspension (purportedly with engineering input from Lotus), including a rear anti-rollbar plus uprated crankshaft and uprated gearbox.
Both MG variants were given a "sporty" interior with red seat belts, red carpets and a sports-style steering wheel. The later MG variants were emblazoned with the MG logo both inside and out, which only served to fuel claims of badge engineering from some of the more steadfast MG enthusiasts. Others believed that this sentiment was unfounded, particularly in the case of the turbo variant, due to the undeniably increased performance and handling when compared to the non-MG models. Indeed, at the time of its release, the MG Metro was the first in a succession of modern cars which heralded a spirited return of the MG marque after several years' absence of new MGs.
A mild facelift during 1985 saw some minor styling modifications to the Metro's front end, wider suspension subframes, along with a new dashboard design and the long-awaited 5-door version. This gave it a competitive edge over three-door only rivals like the Ford Fiesta and Volkswagen Polo, while guiding the Metro in the directions of the Peugeot 205, Fiat Uno, Seat Ibiza and Opel Corsa/Vauxhall Nova, all of which were available with five doors by this time.
A rear spoiler reduced drag coefficient to increase the Metro's already good fuel economy, and the hydraulic clutch (often berated as the cause of the Metro's particularly harsh gearchange) was replaced by a cable-operated mechanism. The lack of a 5-speed transmission would become a major handicap as time went on; the BMC sump-mounted gearbox was never developed to accommodate an extra gear ratio, which was a severe handicap against the opposition. The Hydragas suspension also gave the car a harsh, bouncy ride despite pleas from the system's inventor, Dr. Alex Moulton, that it should be interconnected front-to-rear as opposed to side-to-side at the rear only as was found on the production version.
While the Metro was a huge seller in the UK, it gained a reputation for unreliability and lacklustre build quality early in its career which dented its appeal in foreign markets, where the likes of the Volkswagen Polo, Fiat Uno and Peugeot 205 were firmly established favourites.
Engines:
* 1980–1990 - 998 cc A-Series I4, 48 hp (35 kW) at 5500 rpm and 54 ft·lbf (73 Nm) at 3250 rpm
* 1980–1990 - 1275 cc A-Series I4, 60 hp (44 kW) at 5250 rpm and 72 ft·lbf (98 Nm) at 3200 rpm
* 1982–1989 - 1275 cc A-Series I4, 73 hp (54 kW) at 6000 rpm and 73 ft·lbf (99 Nm) at 4000 rpm (MG Metro)
* 1983–1989 - 1275 cc A-Series turbo I4, 94 hp (69 kW) at 6200 rpm and 85 ft·lbf (115 Nm) at 2650 rpm (MG Metro Turbo)
* 1989–1990 - 1275 cc A-Series I4, 73 hp (54 kW) at 6000 rpm and 73 ft·lbf (99 Nm) at 4000 rpm (Metro GTa)
For my video; youtu.be/FgL5LQqEZkk
2011 Bombardier Transportation press photo of CTA passenger unit 5085 on crane lift at assembly line at Bombardier Plattsburgh, NY assembly plant.
Starting with the CTA 5000 series in 2009, the Plattsburgh assembly plant expanded to include stainless steel fabrication and welding on site, allowing cars to be fully built from the ground up here. The subframes are supplied from Bombardier's Sahagun facility in Mexico.
4 x 240s subframes
Canon 135mm f/2 at f/4. ISO 1600
Unmodified Canon 6D
Stacked and processed in Pixinsight
Earth & Sky - Mount John University Observatory
1996 Ford Mondeo 16v GLX 5-door.
1988cc.
Scrapped.
Last MoT test expired in February 2014.
It failed a test in January 2014 when it had covered 207,082 miles -
Nearside registration plate lamp not working (1.1.c.1d)
Nearside rear body has a sharp edge caused by corrosion (6.1.c.1)
Offside rear body has a sharp edge caused by damage (6.1.c.1)
Exhaust emissions carbon monoxide content after 2nd fast idle excessive (7.3.d.3)
Exhaust emissions carbon monoxide content at idle excessive (7.3.d.4)
Nearside front subframe mounting prescribed area is excessively corroded (2.4.a.3)
Offside front subframe mounting prescribed area is excessively corroded (2.4.a.3)
Nearside rear suspension component mounting prescribed area is excessively corroded (2.4.a.3)
Brake pipe excessively corroded (3.6.b.2c)
Offside front lower suspension arm has excessive play in a pin/bush (2.4.g.2)
2011 Bombardier Transportation press photo of CTA 5000-series cars on assembly line at Bombardier Plattsburgh, NY assembly plant.
Starting with the CTA 5000 series in 2009, the Plattsburgh assembly plant expanded to include stainless steel fabrication and welding on site, allowing cars to be fully built from the ground up here. The subframes are supplied from Bombardier's Sahagun facility in Mexico.
Total exposure time: 2 hours (40 subframes, 10 darks, 20 flats)
Telescope: Tele Vue-60 APO refractor
Mount: Vixen Super Polaris
Seat, subframe & pipes on 3 Finger Eddy, oh and the LHS dual throat, crazy damn bike ! #tpengines #threefingereddy #rocketbobs #handmade #custombike #4130bespokeframe
60 Likes on Instagram
2 Comments on Instagram:
mr_remorse: @janmansson så kan man också ha det ;p
janmansson: @mr_remorse Ã…h herregud! Haha XD
Heart nebula located in Perseus arm.
RASA 11" on CEM60 mount
ZWO ASI 2600MC DUO
Optolong L-pro filter
1hour 57minutes exposure in 60s subframes
******************************************************************************
Photographed at Algonquin Provincial Park, Ontario, Canada, between 21.49 and 22.06 EDT
(285 km by road north of Toronto)
* Temperature 12° C.
* Total exposure time: 8 minutes
* 35 mm lens
___________________________________________
For a version of this photo WITHOUT LABELS, click on your screen to the LEFT of the photo, or click here:
www.flickr.com/photos/97587627@N06/29247682303
The extreme northern portion of our home galaxy, the Milky Way, and tens of thousands of stars, are seen in this wide angle image, running from the constellation Cassiopeia at lower left, through Cepheus, and into Cygnus at the right side.
Just above and to the right of centre is an almost circular reddish (the colour of ionized hydrogen gas) nebula named IC 1396. For a close-up view of this nebula made with a 400 mm telephoto lens, click here:
www.flickr.com/photos/97587627@N06/19929294304
At upper right is the pink, distinctively-shaped North America Nebula in the constellation Cygnus. For a view of this nebula made with a 540 mm focal length telescope the night before, click here:
www.flickr.com/photos/97587627@N06/29519160935
Just to the upper right of the North America Nebula - at the extreme top right edge of the frame - lies a region of glowing red hydrogen gas surrounding the star Gamma Cygni. For a telephoto view of this region, click here:
www.flickr.com/photos/97587627@N06/27845511250
___________________________________________
Sigma 35 mm f/1.4 ART lens on Nikon D810a camera body, mounted on Astrophysics 1100GTO equatorial mount with a Kirk Enterprises ball head
Eight stacked frames; each frame:
35 mm focal length; ISO 3200; 60 seconds exposure at f/4
(with LENR - long exposure noise reduction)
Subframes stacked in RegiStar;
Processed in Photoshop CS6 (brightness, contrast, levels, colour balance)
******************************************************************************
1989 Jaguar XJ-S 3.6 auto.
Last SORN declaration expired in May 2018 and last MoT test expired in May 2010.
It failed a test in June 2010 -
Offside Rear Trailing arm rubber bush deteriorated resulting in excessive movement (2.4.G.2)
Offside Rear Suspension spring mounting prescribed area is excessively corroded (2.4.A.3)
Nearside Rear Registration plate lamp not working (1.1.C.1d)
Offside Rear Registration plate lamp not working (1.1.C.1d)
Centre Front Vehicle structure has excessive corrosion which adversely affects braking or steering (6.1.A.1)
Offside Rear Parking brake lever has no reserve travel (3.1.6b)
It then failed another test in August 2013 -
Offside Front Direction indicator not working (1.4.A.2c)
Nearside Rear Registration plate lamp not working (1.1.C.1d)
Offside Rear Registration plate lamp not working (1.1.C.1d)
Front Subframe mounting prescribed area is excessively corroded (2.4.A.3)
Nearside Front Tyre has a cut in excess of the requirements deep enough to reach the ply or cords (4.1.D.1a)
Nearside rear brake binding (3.7.B.1)
Offside rear parking brake recording little or no effort (3.7.B.6a)
Anglia Car Auctions, King's Lynn -
"V5 Present
Chassis number: SAJJNAEC3CA167716
This XJ‑S has been unused for several years and although running and driving, does require recommissioning. It's last MoT was issued in 2009. Three owners from new with the previous keeper registered from 2002 until 2017. The history file contains the original service book with twenty stamps, MoT certificates, various invoices and leather wallet. The mileage is warranted at 82,501."
Sold for £1700.
Taiwan Railways EMU100 under construction at York, 1976.
A view looking down the workshops at York. The rolling stock subframes are seen during fabrication, being welded on the rotating jigs.
***********************
I was working at Cowans Boyd, the famous crane makers in Carlisle. The offices finally closed in March 1997. Whilst clearing out the offices, I found a box of prints which were going to be discarded. I decided to keep them as I thought they were a really interesting series of photographs, as they illustrate the different stages of rolling stock fabrication.
The prints are stamped "Central Photographic Unit, British Railways Board". The negative number is handwritten on the back of each print.
This one is numbered Y783.2615.12
MG Metro (1983-89) Engine 1275cc S4 OHV Production 29610
Registration Number A 258 DPE (Guildford)
MG SET
www.flickr.com/photos/45676495@N05/sets/72157623797586658/
British Leyland introduced the Austin Metro (ADO 88) in 1980, originally intended to be the replacement for the Mini though a realisation at BL that the Supermini class was evolving into larger cars (than the Mini), forced a rethink and the Mini lived on. In late 1977, ADO88 project was given an eleventh hour redesign, to make it both larger and less utilitarian in appearance, whilst the Mini itself would now remain in production in smaller numbers alongside it as a budget entry-level model. The hatchback body shell was one of the most spacious of its time and this was a significant factor in its popularity. Initially, the Metro was sold as a three-door hatchback only (as were most of its competitors), with a choice of 998cc (1.0 litre) or 1275cc (1.3-litre) petrol engines.The Metro quickly proved popular with buyers, and during the early part of its production life it was the best selling mini-car in the UK, before being eclipsed by the updated Ford Fiesta in 1984. Its clever interior design made it spacious considering its dimensions, and Hydragas suspension gave surprisingly good ride and handling. Its updated A+ series 1.0 and 1.3-litre OHV engines hardly represented the cutting edge in performance, but they were strong on economy.
The Metro range was expanded in 1982 with the addition of the luxury Vanden Plas and higher performance MG versions. The Vanden Plas featured higher levels of luxury and equipment, while the slightly more powerful MG Metro 1.3 sold as a sports model (0–60 mph in 10.1 seconds, top speed 105 mph). The changes between the MG engine and the standard 1275 included a modified cylinder head, with larger valves and improved porting, altered cam profile and larger carburettor leading to a 20% increase in BHP. soon afterwards a Turbo version of the MG Metro was launched with 93bhp and a top speed of 115mph. Both MG variants were given a "sporty" interior with red seat belts, red carpets and a sports-style steering wheel. The later MG variants were emblazoned with the MG logo both inside and out, A mild facelift in late 1984 saw some minor styling modifications to the Metro's front end, wider suspension subframes, along with a new dashboard design and the Vanden Plas model was also given the more sporty non-Turbo MG Metro engine.
Thanks for 19.6 million views
Shot at Shugborough Hall Car Show, Milford, Staffordshire 13:08:2013 Ref 86-166
Seen at the Netley Marsh Steam and Craft Show. The Mini Marcos kit car built from a fibreglass body and Mini subframes and engine.
Shown as a Morris on the DVLA site with a 1275cc engine and first registered in 1960.
While looking through Wikipedia I was astonished to see a Mini Marcos was the only British car to finish (in 15th place) in the 1966 24 Hours of Le Mans:
Finally, after a lot of time and money it looks like this will be on the road soon. It webt for initial test and as rejected due to the rear subframe fabrication, basically the tester didn't like the way it had been cobbled together out of two subframes. As far as I can tell it went for Mot last week and came back to the paintshop for primer coats.Note the extended front wings and bonnet, I think it's housing a Ford Zetec lump iirc..
Having had no takers for this ex-GMPTE Dennis Dominator and with some further resurfacing of the yard imminent .....it had to go!
Seen here behind the trusty Roadtrain, the bus has been shorn of its engine gearbox and rear axle and subframe. Despite the removal of said items the front nearside suspension decided to retain its air and the severe list to the right was the result. Not ideal for towing ! Nobody volunteered to go under the bus to pull the self-levelling rod or to try to puncture the airbag.....so I braved it.
The Roadtrain was making its second run since another (and final!) quick repair was made to the crumbling cabshell. When a windscreen company tried to replace the windscreen a number of weeks ago they found that the lower edge had been supported by....nothing! I reluctanly decided to spend some more money and had a new piece of metal made and welded into place as well as a patch put on the offside front mudguard assembly to prevent it from parting company wth the rest of the cab. So, until the next time the tin worm strikes we shall carry on towing!
Six subframes @ exposure time of 600 seconds each taken using Atik 16200 colour CCD camera,Altair Astro Triband filter and Esprit 150ED apo triplet + 0.77x reducer/flattener riding on a Mesu 200 Mk1
Flat.dark frame calibrated and stacked using ASTAP and processed in Photoshop CS2.
Taken on the 10th Feb 2024
18 Months of welding and repair work completed, including a complete new floor, new arches, new inner subframes, new guttering and a new roof panel.
One of my fav. cars (L)
With the fourth generation of the Supra, Toyota took a big leap in the direction of a more serious high performance car. Again using subframe, suspension and drivetrain assemblies from the Z30 Soarer (Lexus SC300/400), test model pre-production started in December 1992 with 20 models, and official mass production began in April 1993.[12] The new Supra was completely redesigned, with rounded body styling and featured two new engines: a naturally aspirated 2JZ-GE producing 220 hp (164 kW; 223 PS) at 5800 rpm and 210 ft·lb (280 N·m) at 4800 rpm of torque and a twin turbocharged 2JZ-GTE making 276 hp (206 kW; 280 PS) and 318 ft·lb (431 N·m) of torque for the Japanese version. For the export model (America/Europe) Toyota upgraded the Supra turbo's engine (smaller, steel wheeled turbochargers, bigger fuel injectors, etc.). This increased the power output to 320 hp (239 kW; 324 PS) at 5600 rpm and 315 ft·lb (427 N·m) at 4000 rpm. The turbocharged variant could achieve 0–60 mph in as low as 4.6 seconds and 1/4 mile (402 m) in 13.1 seconds at 109 mph (175 km/h)[2]. The turbo version was tested to reach over 280 km/h (174 mph) all-stock, but the cars are restricted to just 180 km/h (112 mph) in Japan and 250 km/h (155 mph) elsewhere. European versions also had an air intake on the bonnet (hood). Drag coefficient is .31 for the naturally aspirated models and .32 for the turbo models and N/A's with the rear spoiler.
The MKIV Supra's twin turbos operated in sequential mode instead of the more common parallel mode. The sequential setup featured a pair of CT-12b turbos (for the usdm market, JDM market was CT20/Ct20A with variations- some are ceramic- notorious, some are not. For UK and USDM market steel blades (CT-12b).
Chassis n° 1612
RM Sotheby's
Place Vauban
Parijs - Paris
Frankrijk - France
February 2020
Estimated : € 150.000 - 200.000
Sold for € 161.000
Chassis 1612 is believed to be the only Moretti 750 Grand Sport with a round tube traliccio di tubi chassis. The vast majority of Morettis had boxed chassis and occasionally tubular subframes. Tracing the early life of this car is not easy; however, period pictures do provide some indications of a possible competition career. In the 1956 Mille Miglia, a Moretti entered with race number 156. Period images show a car with the same body style and fin-type headrest. It is highly possible that this is indeed chassis 1612; however, conclusive proof is sadly unavailable, as the cars were entered without chassis numbers.
After its early life in Europe, chassis 1612 was sold and travelled to the U.S. West Coast, where it did some racing in Southern California through at least 1960. The car became well-known in the USA and was recorded by John De Boer. The car remained dormant for a number of years before it was discovered, remarkably complete and original with photos on file, and subsequently restored, later shown at the Pebble Beach Concours d’Elegance in 2002. Sold to Italy later that same year, the current owner purchased the Moretti in 2012 with the intent of going racing, and it has since competed in the 2014 and 2016 Le Mans Classic and the 2013 Mille Miglia.
In the current owner’s custody, the car has been fully and professionally prepared by G-Cat Racing in the UK with a view to making the car as competitive and reliable as possible. As part of this preparation, the engine, gearbox, and suspension were all rebuilt, a competition clutch was fitted, and a new set of magnesium alloy wheels were cast. The period instruments were removed and replaced with modern equivalents for reliability; however, period instruments are included in the sale alongside a set of steel wheels. Highly eligible, this rare and incredibly fun-to-drive 750 Grand Sport is ready for the track.