View allAll Photos Tagged Subframing
Seat, subframe & pipes on 3 Finger Eddy, oh and the LHS dual throat, crazy damn bike ! #tpengines #threefingereddy #rocketbobs #handmade #custombike #4130bespokeframe
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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
Porsche 980 Carrera GT in the German car museum at Langenburg Castle, Langenburg, Franconia (Baden-Wuerttemberg)
Some background information:
The Porsche 980 Carrera GT is a mid-engined so-called supercar that was manufactured by Porsche between 2004 and 2006 in the company’s Leipzig plant. "Sports Car International" named the Carrera GT number one on its list of "Top Sports Cars of the 2000s", and number eight on its "Top Sports Cars of All Time" list. Only 1,282 Porsche 980 Carrera GTs were produced and mainly sold to "very important persons". The original price of the GT was 452,000 € resp. about 501,128 $.
The development of the Carrera GT can be traced back to the 911 GT1 and LMP1-98 racing cars. Due in part to the FIA and ACO rule changes in 1998, both designs had ended. At that time Porsche had planned on a new Le Mans prototype for 1999. For this prototype Porsche had resurrected the V10 engine, which was secretly built for the Footwork Formula One Team in 1992, and increased it in size to 5.7 litres. The project was canceled after two days of testing for the first car, in mid-1999, mostly due to Porsche's wish to build the Cayenne SUV with involvement from Volkswagen and Audi, thus requiring engineering expertise to be pulled from the motorsports division. It was also speculated that VW-Audi chairman Ferdinand Piëch wanted Audi's new Le Mans prototype, the Audi R8 not to face competition from Porsche.
But Porsche did keep part of the project alive by using the V10 engine from the prototype in a concept car shown at the 2000 Paris Motor Show, mainly in an attempt to draw attention to their display. Surprising interest in the vehicle and an influx of revenue provided from the Cayenne helped Porsche decide to produce the car. Hence development on a road-legal version was ordered that would be produced in small numbers at Porsche's new manufacturing facility in Leipzig. The suspension set-up was supervised by the famous German rally driver Walter Roehrl on The Ring (Nuerbergring). At the beginning of 2004 Porsche started the production run of Carrera GTs. The first one went on sale in the United States on January 31, 2004. The production was finalized on 6th May 2006 after having completed 1,282 GTs including the close-to-production prototypes and the cars of the preproduction.
The 980 Carrera GT is powered by a 5.7 litre V10 engine producing 612 hp (450 kW). The car accelerates from 0 to 100 km/h (62.1 mph) in 3.5 seconds with a maximum speed of 330 km/h (205 mph). It has large side inlets and air dams that help cooling the large V10 engine framed by a carbon fibre rear bonnet. Fitted with Porsche's latest Carbon fibre-reinforced Silicon Carbide ceramic composite brake system, the 15-inch (380 mm) SGL Carbon disc brakes make an impressive appearance underneath the 19 inch front and 20 inch rear wheels.
Notable technology includes a pure carbon fiber monocoque and subframe, dry sump lubrication and inboard suspension. The carbon fiber monocoque and subframe were produced and assembled by ATR Composites Group of Italy. Similar to other Porsche models, such as the 911, the GT includes an automated rear wing spoiler which extends into the air when the car reaches about 70 miles per hour (110 km/h) and evens out the air flow, which causes less drag. The Carrera GT radiator is about five times the size of one of a 911 Turbo. Front and rear suspension consist of pushrod actuated shock absorbers and dampers with front and rear anti-roll bars.
The German car museum is located at the historic stables of Langenburg Castle. It was founded by Prince Kraft von Hohenlohe-Langenburg and the motorsports journalist and race driver Richard von Frankenberg. The opening took place on 20th March, 1970. Since then the museum has been gradually enhanced. The purpose of the exhibition is to show different kinds of motorised vehicles which are important and interesting from an evolutionary point of view, and thereby show the historical development of vehicles until today’s design. But lately the museum has been given a second purpose which is to tell stories about the vehicles and their former owners.
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).
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:
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.
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.
1995 Mitsubishi FTO MIVEC.
Registered in March 2000.
Last taxed in March 2015 and last MoT test expired in December 2016.
It failed a test in March 2018 -
Battery insecure (1.9.1)
Offside Front position lamp(s) not working (1.1.A.3b)
Offside Front Subframe mounting prescribed area is excessively corroded floor (2.4.A.3)
Nearside Rear Suspension component mounting prescribed area is excessively corroded (2.4.A.3)
Offside Rear Suspension component mounting prescribed area is excessively corroded (2.4.A.3)
Nearside Rear Seat belt anchorage prescribed area is excessively corroded (5.2.6)
Offside Rear Seat belt anchorage prescribed area is excessively corroded (5.2.6)
Nearside Rear Vehicle structure has excessive corrosion which adversely affects braking or steering (6.1.A.1)
Offside Rear Vehicle structure has excessive corrosion which adversely affects braking or steering (6.1.A.1)
Nearside Rear Subframe mounting prescribed area is excessively corroded (2.4.A.3)
Offside Rear Subframe mounting prescribed area is excessively corroded (2.4.A.3)
Offside Rear Brake pipe excessively corroded (3.6.B.2c)
Nearside Rear rear brake recording little or no effort (3.7.B.5a)
Exhaust emissions carbon monoxide content after 2nd fast idle excessive (7.3.D.3)
Rear Brakes imbalanced across an axle Axle 2 (3.7.B.5b)
The move to electric buses in Denmark is accelerating with contracts for diesel buses not getting extended .
With this version 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. The new Supra was completely redesigned, with rounded body styling and featured two new engines: a naturally aspirated Toyota 2JZ-GE producing 220 hp (164 kW; 223 PS) at 5800 rpm and 210 lb·ft (280 N·m) at 4800 rpm of torque and a twin turbocharged Toyota 2JZ-GTE making 276 hp (206 kW; 280 PS) and 318 lb·ft (431 N·m) of torque for the Japanese version. The styling, while modern, does seem to borrow some elements from Toyota's first grand touring sports car, the Toyota 2000GT. 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 lb·ft (427 N·m) at 4000 rpm. (326hp / 325lbft for Europe)
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). The turbo version was tested to reach over 285 km/h (177 mph), but the cars are restricted to just 180 km/h (112 mph) in Japan and 250 km/h (155 mph) elsewhere. European versions of the car also had an air intake or scoop on the hood. Drag coefficient is 0.31 for the naturally aspirated models and 0.32 for the turbo models but unknown with the rear spoiler.
The twin turbos operated in sequential mode, not parallel. Initially, all of the exhaust is routed to the first turbine for reduced lag. This resulted in boost and enhanced torque as early as 1800 rpm, where it already produced 300 lb·ft (410 N·m) of torque. At 3500 rpm, some of the exhaust is routed to the second turbine for a "pre-boost" mode, although none of the compressor output is used by the engine at this point. At 4000 rpm, the second turbo's output is used to augment the first turbo's output. Compared to the parallel mode, sequential mode turbos provide quicker low RPM response and increased high RPM boost. This high RPM boost was also aided with technology originally present in the 7M-GE in the form of the Acoustic Control Induction System (ACIS) which is a way of managing the air compression pulses within the intake piping as to increase power.
For this generation, the Supra received a new 6-speed Getrag/Toyota V160 gearbox on the turbo models while the naturally aspirated models made do with a 5-speed manual W58, revised from the previous version. Each model was offered with a 4-speed automatic with manual shifting mode. Turbo models were equipped with larger brakes and tires (Unless you were in Japan where these were an optional extra). All vehicles were equipped with 5-spoke aluminium alloy wheels and a space saver spare tire on a steel wheel to save weight and space.
Toyota took measures to reduce the weight of this new model. Aluminium was used for the hood, targa top (when fitted), front crossmember, oil and transmission pans, and the suspension upper A-arms. Other measures included hollow carpet fibers, magnesium-alloy steering wheel, plastic gas tank and lid, gas injected rear spoiler, and a single pipe exhaust. Despite having more features such as dual airbags, traction control, larger brakes, wheels, tires, and an additional turbo, the car was at least 200 lb (91 kg) lighter than its predecessor. The base model with a manual transmission had a curb weight of 3,210 lb (1,460 kg). The Sport Roof added 40 lb (18 kg) while the automatic transmission added 55 lb (25 kg). It had a 51:49 (front:rear) weight distribution. The turbo model weighed 3,450 lb (1,560 kg) for the manual, automatic added another 10 lb (4.5 kg). Weight distribution was 53% front/47% rear. The Supra was heavier than the spartan Mazda RX-7 and all aluminium bodied Acura/Honda NSX, but it was lighter than the Nissan 300ZX and Mitsubishi 3000GT VR-4.
For the 1996 model year in the US, the turbo model was only available with the automatic transmission owing to OBD-II certification requirements. The targa roof was also made standard on all turbo models. For 1997, manual transmission returned for the optional engine along with a redesign of the tail lights, headlights, front fascia, chromed wheels, and other minor changes such as the radio and steering wheel designs. All 1997 models included badges indicating "Limited Edition 15th Anniversary". All turbo models came standard with the rear spoiler. For 1998, updates were a 3-spoke steering wheel and redesigned radio. In Japan, the turbo engines were installed with VVT-i. The SZ-R model was also updated with the introduction of a six-speed Getrag V161 transmission, the same used for the twin-turbo RZ models.
The stock A80 Supra chassis has also proven an effective platform for roadracing, with several top 20 and top 10 One Lap Of America finishes in the SSGT1 class. Despite its curb weight, in 1994 the A80 managed remarkable skidpad ratings of 0.95 lateral g's (200 ft) and 0.98 lateral g's (300 ft) Supra also featured a four-sensor four-channel track tuned ABS system with yaw control whereby each caliper is sensored and the brakes are controlled individually according to the speed, angle, and pitch of the approaching corner. This unique Formula One-inspired braking system allowed the Supra Turbo to record a 70 mph (113 km/h) -0 braking distance of 149 ft (45 m), the best braking performance of any production car tested in 1997 by Car and Driver magazine. This record was finally broken in 2004 by a Porsche Carrera GT, which does it in 145 ft (44 m) .
The US and UK market Supra featured bigger injectors, steel turbines and bigger inlet cam and had emissions in the range of 259 g/km CO2 despite the addition of Exhaust Gas Recirculation (EGR). The Japanese market Supra had CO2 emissions in the range of 224 g/km.
By the late 90s, sales of all sporty coupes were declining in North America, so the Supra was withdrawn from the Canadian market in 1996 and the US in 1998. The Turbo was not available in 1998 in California Air Resources Board (CARB) states. Production continued in Japan until August 2002, ceasing owing to restrictive emission standards.
[Text from Wikipedia]
en.wikipedia.org/wiki/Toyota_Supra
This miniland-scale Lego Toyota Supra A80 Coupe has been created for Flickr LUGNuts' 92nd Build Challenge, - "Stuck in the 90's", - all about vehicles from the decade of the 1990s.
Airbagged, powered by a small-block Chevy and riding on an S-10 subframe. Lost in the 50s Cruise Night at Marley Station, May 9, 2009.
Tayside Fleetline at Dock Street. Unusual to have the engine subframe removed. I've often seen the power pack on Atlanteans taken out like this, but not normally on Daimlers with a flexible coupling. Probably needing major work.
Full Moon + 1 day
Mosaic of 10 images
Taken with below average seeing using a Celestron C6-N + SPC900NC webcam.
Best 400 of 1200 subframes were stacked for each tile in Registax5. Stitched together in Autopano
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.
My Gixxer project bike back on the road after I built and fitted a new seat subframe and side panels.
Austin Metro City 310 Van (1980-*90) Engine 998cc S4 Tr. OHV
Registration Number G 439 FOM
AUSTIN SET
www.flickr.com/photos/45676495@N05/sets/72157623759808208...
The Austin Metro was launched in 1986, as a 3 and 5 door hatchback and 3 door light delivery van.
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 Hydrolastic 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 only, with a choice of 998cc (1.0 litre) or 1275cc (1.3 litre) petrol engines.
* Badged as Austin Metro until 1986 when an update and corporate reshuffle saw the cars re-launched as Rover Metro's though they never carried the Rover badge
Thanks for 14.9 million views
Shot taken 05:08:2012 at The Shugborough Classic Car Meeting. Ref: 93a-55
Rear engined kit car, the donor being a Rover Metro / 100.
It's a GTM Rossa K3.
"The car was based on two front Rover Metro subframes, with the steering being locked on the rear subframe, these were fitted to a fibreglass monocoque tub. Coupé or convertible bodywork could be specified."
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.
1987 Austin Mini Mayfair. Last MoT test expired in October 2013 (SORN). It failed a test that month -
Brakes imbalanced across an axle (3.7.b.5b)
Nearside front brake hose excessively deteriorated (3.6.b.4d)
Nearside front direction indicators not working (1.4.a.2c)
Nearside front subframe mounting prescribed area is excessively corroded (2.4.a.3)
Nearside rear subframe mounting prescribed area is excessively corroded (2.4.a.3)
Offside front brake hose excessively deteriorated (3.6.b.4d)
Offside front subframe mounting prescribed area is excessively corroded (2.4.a.3)
Offside rear subframe mounting prescribed area is excessively corroded (2.4.a.3)
1997 Rover Mini. Registered in November 1998. Last MoT test expired in January 2014 (SORN). It failed a test that month -
Nearside headlamp aim too low (1.8)
Nearside lower front suspension ball joint dust cover excessively damaged so that it no longer prevents the ingress of dirt (2.4.g.2)
Nearside rear subframe mounting prescribed area is excessively corroded (2.4.a.3)
Offside front body has a sharp edge caused by corrosion (6.1.c.1)
Offside headlamp aim too low (1.8)
Supplementary restraint system warning lamp indicates a fault (5.4.2)
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.
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Photographed at Algonquin Provincial Park, Ontario, Canada
(285 km by road north of Toronto)
between 21.22 and 21.40 EDT
* Altitude of the cluster at time of exposures: 29.5°
* Temperature 13° C.
* Total exposure time: 16 minutes
* 1200 mm focal length telescope
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Description:
This large, pretty and bright open cluster of stars - which happens to lie in our line of sight in front of one of the bright and star-dense arms of our Milky Way galaxy - is a favourite observational target of northern hemisphere astronomers on summer evenings.
From Wikipedia:
"The Wild Duck Cluster is one of the richest and most compact of the known open clusters, containing about 2900 stars. Its age has been estimated to about 250 million years. Its name derives from the brighter stars forming a triangle which could resemble a flying flock of ducks (or, from other angles, one swimming duck)."
For a wider angle view of Scutum and M11, made with a 740 mm focal length telescope in September 2016, click here:
www.flickr.com/photos/97587627@N06/30487082573
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@N06/30507832893
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Nikon D810a camera body on Explore Scientific 152 mm (6") apochromatic refracting telescope, mounted on Astrophysics 1100GTO equatorial mount with a Kirk Enterprises ball head
Sixteen stacked subframes; each frame:
ISO 6400; 1 minute exposure at f/8
(with LENR - long exposure noise reduction)
Subframes stacked in RegiStar;
Processed in Photoshop CS6 (brightness, contrast, levels, colour balance)
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TMB 115/805 + TSFLAT2,5
QHY163M + Baader L-RGB Filters
Total Integration Time: 11h42Min
7h(L):1h39(R):1h36(G):1h27(B)
180 Sec. Subframes
no moon
from Wuppertal (Germany)