View allAll Photos Tagged Subframing
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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
___________________________________________
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)
Minolta X-300
Minolta Rokkor 50mm f1.7
Kodak Tri-X 400
This is the first roll of film developed by myself and I'm pretty happy with results...cant wait to do another one.
This is ex Citybus/Belfast corporation Daimler Fleetline 2846/846 and carried reg no AOI 846, if anyone wanted to save this bus they'd have alot of work in front of them!!
The engine and gearbox are missing along with the subframe, the radiator and fuel tank are also missing, but those are the big bits, there is only one minor issue to get the bus to move... its concreted to the ground, best start chiselling now then!!
7 years off the road awaiting spare parts July 1973-January 1981 - this exact body & subframes now preserved as RM848
The Flame Nebula, designated as NGC 2024 and Sh2-277, is an emission nebula in the constellation Orion. It is about 900 to 1,500 light-years away.
The bright star Alnitak (ζ Ori), the easternmost star in the Belt of Orion, shines energetic ultraviolet light into the Flame and this knocks electrons away from the great clouds of hydrogen gas that reside there. Much of the glow results when the electrons and ionized hydrogen recombine. Additional dark gas and dust lies in front of the bright part of the nebula and this is what causes the dark network that appears in the center of the glowing gas. The Flame Nebula is part of the Orion Molecular Cloud Complex, a star-forming region that includes the famous Horsehead Nebula. (source: Wiki)
Telescope: Newton 200/1200mm
Guide Scope: 50/150mm Refractor
Camera: Canon 550D
Guide Camera: SPC900
Mount: NEQ6Pro
Exposure: Total 43min in 29 subframes of 1min 30s each. ISO3200
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Photographed 4.5 km north of (13 km by road from) Uluru-Kata Tjuta National Park (Ayers Rock), Northern Territory, Australia, between 22.00 and 22.15 CAST (Central Australia Standard Time)
* Observing site: Long. 131.07° E. | Lat. 25.22° S. | Elev. 501 m
* Altitude of centre of nebula at time of exposures: ~55°
* Total exposure time: 14 minutes
* 660 mm focal length telescope
___________________________________________
Description:
One of the most prominent, largest, brightest and well known nebulae in the sky is the Lagoon Nebula, which is a favourite target of amateur astronomers with modest telescopes.
From Wikipedia: "The Lagoon Nebula ... is a giant interstellar cloud ... classified as an emission nebula and as an H II region. [It] was discovered by Giovanni Hodierna before 1654 and is one of only two star-forming nebulae faintly visible to the eye from mid-northern latitudes. Seen with binoculars, it appears as a distinct oval cloudlike patch with a definite core. Within the nebula is the open cluster NGC 6530.
The Lagoon Nebula is estimated to be between 4,000-6,000 light-years away from the Earth. In the sky of Earth, it spans 90' by 40', which translates to an actual dimension of 110 by 50 light years. ... The nebula contains a number of Bok globules (dark, collapsing clouds of protostellar material), the most prominent of which have been catalogued by E. E. Barnard as B88, B89 and B296."
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@N06/49280286667
Here is a photo of the gear that used for astrophotography on this trip:
www.flickr.com/photos/97587627@N06/49017804808
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Technical information:
Nikon D810a camera body on Tele Vue 127is (127 mm - 5" - diameter) apochromatic astrograph, mounted on iOptron CEM40 equatorial mount
Fourteen stacked subframes - each frame:
ISO 5000; 1 minute exposure at f/5.2, 660 mm focal length, unguided
Subframes stacked in RegiStar;
Processed in Photoshop CS6 (brightness, contrast, levels, colour balance)
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Year of first registration: 1992.
The GTM Rossa is a Mini based 2+2 kit car by GTM Cars.[1] The car was based on two front mini subframes, with the steering being locked on the rear subframe. The Mark 1 car was produced from 1987 to 1990, and the Mark 2 car was produced beginning in 1990.
Bron: Wikipedia.org
Seen here at the NECPWA's Vintage Vehicle Rally at Woodhorn Colliery Museum, Woodhorn, Ashington, Northumberland. A mid-engined kit-car, originally designed and built around two front mini subframes attached to a sheet steel monocoque chassis. Dating back to 1967, several versions have been produced. GTM stood for Grand Touring Mini. The rear boot section is removed for engine access.
The Jaguar E-Type, or the Jaguar XK-E for the North American market, is a British front mid-engined sports car that was manufactured by Jaguar Cars Ltd from 1961 to 1974. Its sleek appearance, advanced technologies, high performance, and competitive pricing established it as an icon. The E-Type's claimed 150 miles per hour (240 km/h) top speed,[4] sub-7-second 0 to 60 mph (97 km/h) acceleration, largely unitary body construction, front and rear independent suspension with disc brakes, mounted inboard at the rear, and rack-and-pinion steering spurred industry-wide changes.[5]
The E-Type was based on Jaguar's D-Type racing car, which had won the 24 Hours of Le Mans for three consecutive years beginning in 1955.[6]
The E-Type employed what was, for the early 1960s, a novel design principle, with a front subframe carrying the engine, front suspension and front bodywork bolted directly to the body tub. No ladder frame chassis, as was common at the time, was needed and as such the first cars weighed only 1,315 kg (2,899 lb).[7]
It is rumored that, on its debut on 15 March 1961,[4] Enzo Ferrari called it "the most beautiful car ever made", but this statement is not fully confirmed.[8] In 2004, Sports Car International magazine placed the E-Type at number one on their list of Top Sports Cars of the 1960s.[9] In March 2008, the Jaguar E-Type ranked first in The Daily Telegraph's online list of the world's "100 most beautiful cars" of all time.[10]
Overview
E-Type Series 1 coupé 1964
E-Type Series 1 OTS 1967
The E-Type was introduced as a rear-wheel drive grand tourer in two-seater coupé form (FHC or Fixed Head Coupé) and as a two-seater convertible (OTS or Open Two Seater). A "2+2" four-seater version of the coupé, with a lengthened wheelbase, was released in 1966.
Later model updates of the E-Type were officially designated "Series 2" and "Series 3", and over time the earlier cars have come to be referred to as "Series 1." As with other partly hand made cars of the time, changes were incremental and ongoing, which has led to confusion over exactly what a Series 1 car is. This is of more than academic interest, as Series 1 E-Types—and particularly Series 1 roadsters—often have values in excess of Series 2 and 3 models.[11]
The Series 1 cars essentially fall into two categories: Those made between 1961 and 1964, which had 3.8-litre engines and (on all but the very last cars) partial synchromesh transmissions; and those made between 1965 and 1967, which increased engine size and torque by around 10% to 4.2 litres, and also provided new reclining seats, an alternator in place of the dynamo, an electrical system switched to negative earth, a more reliable brake servo,[12] and other modern amenities. Styling was unchanged.[5][13]
E-Type Jag 4.2-litre engine
E-Type Series 1 roadster interior, 1962
As a result, the 4.2-litre Type 1 generally became the most valuable form of the car.[14] However, as of the end of 2014, the most expensive regular production Jaguar E-Types sold at auction included a 4.2-litre Series 1 roadster, with matching numbers, original paint and interior, under 80,000 mi (130,000 km) since new, and a history of being in the original buyer's family for 45 years, for $467,000 in 2013,[15] and a 3.8-litre 1961 "flat floor"[clarification needed] Series 1, for $528,000 in 2014.[16] Special run racing lightweights go for far more still. For example, a 1963 E-type Lightweight Competition advertised as very original and with much patina (wearing the "factory installed interior and bodywork showing the patina of decades of use," although it was re-painted and has a non-matching numbers - albeit factory provided - engine), one of just twelve that were built, sold for $7,370,000 at the 2017 Scottsdale, Arizona auctions.[17][18]
Being a British-made car of the 1960s, there are some rather rare sub-types of Series 1 E-Types, particularly at the beginning and end of the Series 1 production. For example, the first 500 Series 1 cars had flat floors and external bonnet latches.[19] At the close of the Series 1 production run, there were a small number of cars produced that are identical in every respect to other Series 1 units (including triple SU carbs, button actuated starter, toggle switches, etc.), except that the headlight covers were removed for better illumination. It is not known exactly how many of these Series 1 cars (sometimes referred to as for convenience sake as "Series 1.25," but per Jaguar, Series 1) were produced, but given that 1,508 Series 1 convertibles were produced worldwide for 1967, combined with the fact that these examples were made in just the last several months of Series 1 production, means that these, like the flat floor examples that began the Series 1 production run, are the lowest volume Series 1 variant, save of course for the special lightweights.[20]
Including both left and right hand drive examples, a total of 7,828 3.8-litre Series 1 open two seaters (OTS) were built, with 6,749 of the later 4.2-litre Series 1 OTS's having been manufactured.[20][21]
While the 1968 Series 1.5 cars maintained the essential design of the Series 1 models, US emission regulations saw its triple SU carburettors replaced there with twin Zenith-Stromberg units, resulting in a drop in claimed power from 265 to 246 hp (198 to 183 kW) and torque from 283 to 263 lbâ‹…ft (384 to 357 Nâ‹…m).[22]
Of the "Series 1" cars, Jaguar manufactured some limited-edition variants, inspired by motor racing:
The "'Lightweight' E-Type" initiated and designed for competition was intended as a racing follow-up to the D-Type. Jaguar planned to produce 18 units but ultimately only a dozen were reportedly built. Of those, two have been converted to low drag form and two others are known to have been crashed and deemed to be beyond repair, although one has now been rebuilt. These are exceedingly rare and sought after by collectors. *The "Low Drag Coupé" was a one-off technical exercise which was ultimately sold to a Jaguar racing driver. It is presently believed to be part of the private collection of the current Viscount Cowdray. In 2014, Jaguar announced its intention to build the remaining six lightweights, at a cost of approximately £1 million each.[23]
Safety and emissions regulations in the North American market resulted in Series 2 and 3 E-Types being fitted with a larger grille, wider wheel arches, and bigger bumpers. And they were also fitted with a bigger radiator and cooling system because the Series 1 were notorious for overheating[24]
The New York City Museum of Modern Art recognised the significance of the E-Type's design in 1996 by adding a blue roadster to its permanent design collection, one of only six automobiles to receive the distinction.[25] The MoMA XKE is a Series 1 OTS.[26]
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Photographed at Algonquin Provincial Park, Ontario, Canada, between 01.17 and 02.02 EDT
(285 km by road north of Toronto)
* Temperature 12° C.
* Total exposure time: 6 minutes
* 540 mm focal length telescope
___________________________________________
Description:
This supernova remnant is a delicate and beautiful sight in long exposure photos. It can also be glimpsed in good amateur telescopes in a dark sky as gossamer silver strands crossing the field of view.
Read more about the Veil Nebula here:
en.wikipedia.org/wiki/Veil_Nebula
For a version of this photo WITH LABELS, click on your screen to the RIGHT of the photo, or click here:
www.flickr.com/photos/97587627@N06/29324942286
___________________________________________
Technical information:
Nikon D810a camera body on Teleview 101is apochromatic refracting telescope, mounted on Astrophysics 1100GTO equatorial mount with a Kirk Enterprises ball head
Six stacked frames; each frame:
540 mm focal length
ISO 6400; 1 minute exposure at f/5.4; unguided
(with LENR - long exposure noise reduction)
Subframes registered in RegiStar;
Stacked and processed in Photoshop CS6 (levels, brightness, contrast, colour balance, sharpening)
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1996 MGF VVC.
Last taxed in January 2016 and last MoT test expired in February 2016.
It failed a test in April 2017 -
Offside stop lamp not working (1.2.1b)
Nearside headlamp aim beam image obviously incorrect (1.8.a.1b)
Offside headlamp aim beam image obviously incorrect (1.8.a.1b)
Battery insecure (1.9.1)
Nearside front track rod end ball joint has excessive play (2.2.b.1f)
Offside front track rod end ball joint has excessive play (2.2.b.1f)
Exhaust has a major leak of exhaust gases (7.1.2)
Nearside rear subframe mounting prescribed area is excessively corroded outer sill (2.4.a.3)
Offside rear subframe mounting prescribed area is excessively corroded outer sill (2.4.a.3)
Bonnet cannot be secured in the closed position (8.4.1)
Offside rear mechanical brake component has restricted free movement (3.5.1k)
Parking brake: efficiency below requirements (3.7.b.7)
Mosaic of four RGB color-composites, each made from subframe pancam images acquired by NASA's Opportunity rover on September 24, 2017 (mission sol 4859). The rover is on the western rim of Endeavour Crater just south of Mars' equator. it is still operational after 13 and a half Earth years...may it remain that way for a long time yet.
The rover's tracks are visible descending the slope on the right center.
Images have not been color-calibrated; the color is subjective but intended to approximate somewhat 'true color' on Mars...with increased contrast for photographic effect.
NASA / JPL-Caltech / Jason Major
This is my luminance only data from one night's session using longer than usual subframes. Normally I would only go to 5 minutes due to the brightness of the cluster but here each subframe is a ten-minute exposure, except the first test subframe at seven minutes. Total image time 117 minutes.
I hope to post a colour version in due course.
Peter
Equipment:
Atik 460EX mono CCD, 0.75 reducer, 130mm triplet APO refractor, EQ8 mount. Autoguided with 60mm guide scope, 2x Barlow and Lodestar CCD.
MG Metro Turbo (1983-89) Engine 1275cc S4 OHV Production 29610
Registration Number HNM 888 Y
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.
A big Thenks for 20.8 Million Views
Shot at Gaydon Heritage Centre 19.05.2014 Ref. Number 98b-337
For once I didn't use a lunar/planetary camera but instead my deep sky camera and H Alpha filter through my 130mm triplet APO refractor with a 0.75 reducer to get this image of the Moon. This is a stack of 175 subframes processed in Registax.
Peter
Leica M6, Carl Zeiss ZM 35mm f/2.8, Ilford HP5+, semi-stand developed in Rodinal 1:100, Plustek OpticFilm 8100.
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.
Chassis with body subframe,rams and tipping frame fitted.Because the owner had selected a chassis that was not normally recommended for tipper use,not being suitably flitched,the original body builders Griffith J.Roberts Ltd. of Dublin,recommended that a subframe be fitted to the chassis,to strengthen it for tipper work. The original tipper body was removed many years ago and now a new tipper body is being built,faithfully copying the original,with the help of old photos and some insider knowledge! (Being that I'm a former Griffith J.Roberts employee!)
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.
8h47m20s total
263x 2 Min. Subframes (FWHM <3.6)
TMB115/805 + TSAPORED075 = f/5.25
Canon 6Da @ISO1600
Flats, Darks, Dithering
Location: Wuppertal, Date: 05.2020
The painting "Rosa Orient Express"-Yellow-pink rose in a vase with gold ornaments- is painted with oil paints on canvas stretched on a subframe in 2024 and is signed KAS24. Its dimensions are: height 15.75 inches/ 40 cm and width 11.81 inches/ 30 cm.
This is a close-up image of the main part of the Andromeda galaxy along with companion galaxy M32 at top right. This is a stacked image of 67 2minute subframes, designed to bring out as much detail as I could of dust lanes and surrounding stars without blowing out the bright core of Andromeda.
Peter
Equipment:
Atik 460EX mono CCD, 0.75 reducer, 130mm triplet APo refractor, EQ8 mount
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.
The Volkswagen Corrado is a compact four passenger (2+2), three door, front engine, front wheel drive liftback coupe marketed by Volkswagen from 1988 to 1995, and manufactured by Karmann in Osnabrück, Germany.
The Corrado's floorpan is based on the A2 platform (i.e. Mark 2 Golf/Jetta) and, with the exception of VR6 models, all versions use the subframes, suspension, steering and braking components from the Volkswagen A2 platform model range.
The VR6 uses suspension components from the A3 model range, including the rear axle assembly and some parts of the A3's 'plus' type front axle assembly. The subsequent wider front wheel track of the Corrado VR6 necessitated the fitting of new front wings with wider wheel arches and liners along with a new front bumper assembly.
The twelve valve VR6 engine, which came in two variants: a 2.8 litre 179 bhp (133 kW; 181 PS) model for the United States and Canadian markets, and a 2,861 cc (2.9 L; 174.6 cu in) producing 190 PS (187 bhp; 140 kW) at 5,800 rpm and 245 Nâ‹…m (181 lbfâ‹…ft) at 4,200 rpm of torque version for the European market, fuel feed by Bosch Motronic 2.7 fuel injection.
Re-process. Full Frame.
All 3 minute subframes. 72 minutes of data.
I re-stacked the data & used Fits Liberator to work at stretching in 32 bits.
I removed most of the background gradient this time using Fitswork4 & masks in PS CS5.
I made extensive use of star masks.
I also used the healing brush tool to get rid of the dust bunnies &
bleed lines from some bright stars (on the Luminance layer).
The colour was changed to offset the light pollution filter & other filters
to give more natural colours - I hope?
I reduced colour noise on each channel & it helped to show more detail.
It came out so different from the previous version:
www.flickr.com/photos/24719437@N03/8104531043/in/photostream
I will definitely image this one again to get more data & hopefully a night with better seeing.
Voigtländer Bessa R2
Voigtländer Nokton 50 mm F1.4
Ilford HP5 Plus 400
Printed manually in dark room
Scanner Canon iR C3081i
Helsinki - Finland
First attempt to process 12 3 minute subframes of M51 in Siril , taken with C8 SCT Baader Alan Gee Reducer Flattener and ASI294MC Pro. It is clear that my scope needs some collimation and back focus adjustment, but the mostly cloudy weather doesn't allow for it.
SIMPLE = T / file does conform to FITS standard
BITPIX = -32 / number of bits per data pixel
NAXIS = 3 / number of data axes
NAXIS1 = 4144 / length of data axis 1
NAXIS2 = 2822 / length of data axis 2
NAXIS3 = 3 / length of data axis 3
EXTEND = T / FITS dataset may contain extensions
COMMENT FITS (Flexible Image Transport System) format is defined in 'Astronomy
COMMENT and Astrophysics', volume 376, page 359; bibcode: 2001A&A...376..359H
MIPS-FHI= 1 / Upper visualization cutoff
MIPS-FLO= 0 / Lower visualization cutoff
BZERO = 0 / offset data range to that of unsigned short
BSCALE = 1 / default scaling factor
DATE = '2023-06-18T19:34:49' / UTC date that FITS file was created
DATE-OBS= '2023-06-14T07:02:43' / YYYY-MM-DDThh🇲🇲ss observation start, UT
INSTRUME= 'ZWO ASI294MC Pro' / instrument name
OBSERVER= ' ' / observer name
TELESCOP= 'EQMod Mount' / telescope used to acquire this image
XPIXSZ = 4.63 / X pixel size microns
YPIXSZ = 4.63 / Y pixel size microns
XBINNING= 1 / Camera binning mode
YBINNING= 1 / Camera binning mode
FOCALLEN= 1193 / Camera focal length
EXPTIME = 2160 / Exposure time [s]
IMAGETYP= 'Light ' / Type of image
CVF = 0.399 / Conversion factor (e-/adu)
GAIN = 200 / Camera gain
OFFSET = 30 / Camera offset
SITELAT = 30 / [deg] Observation site latitude
CTYPE1 = 'RA---TAN' / Coordinate type for the first axis
CTYPE2 = 'DEC--TAN' / Coordinate type for the second axis
CUNIT1 = 'deg ' / Unit of coordinates
CUNIT2 = 'deg ' / Unit of coordinates
EQUINOX = 2000
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Photographed at Algonquin Provincial Park, Ontario, Canada
(285 km by road north of Toronto)
* Temperature 11 degrees C.
* Total exposure time: 10 minutes.
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Description:
The centre of our home galaxy, the Milky Way, lies in the constellation Sagittarius, which in the northern hemisphere summer lies low in the south at midnight.
In this view appear many favourite targets of amateur astronomers with modest telescopes, including the large glowing Lagoon Nebula at the right side.
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@N06/27443774333
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Technical information:
Nikkor AF-S 70 - 200 mm f/2.8 G ED VRII lens on Nikon D810a camera body, mounted on Astrophysics 1100GTO equatorial mount with a Kirk Enterprises ball head
Ten stacked frames; each frame:
140 mm focal length
ISO 5000; 1 minute exposure at f/4.5; unguided
(with LENR - long exposure noise reduction)
Subframes registered in RegiStar;
Stacked and processed in Photoshop CS6 (brightness, contrast, levels, colour balance, colour desaturation)
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