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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mr_remorse: @janmansson så kan man också ha det ;p
janmansson: @mr_remorse Åh 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
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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
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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
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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)
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1978 Bedford CF.
Last MoT test expired in July 2014 (SORN, now MoT exempt).
Looks like a custom van project with the side exit exhaust and Jaguar rear subframe.
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.
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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
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.
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:
Drizzle integration of 950x20s subs (= 5.28 hours) acquired using Seestar S50 in equatorial mode in Washington D.C. May 3-5, 2026.
All processing was done entirely in PixInsight.
Used Subframe Selector to identify the sub with the highest weight*.
Ran Fast Batch Preprocessing script, with drizzle enabled, to integrate the subs to get a master image using the highest-weighted sub as the reference frame for alignment.
To the master image, applied Gradient Correction > Blur Xterminator > Spectrophotometric Color Calibration > Blur Xterminator > Delinearization using Histogram Transformation (HT) > Dynamic Crop.
To compress the dynamic range of the very bright galaxy core HDRMultiscale Transform (HDRMT) was applied to a clone of the above-processed master image. Pixel Math was then used to blend 60% of the HDRMT-modified clone with 40% of the unmodified master image.
Applied Star Xterminator to split the above blended result into starless (containing the galaxy) and stars-only images.
Created a mask from the starless image by extracting its L-channel using Channel Extraction, applying Binarize to adjust the size to cover the target image area, and applying Convolution to blur the mask’s edges.
Placed the resulting mask back on the starless image to protect its background and applied Local Histogram Equalization (LHE) to adjust local contrast and visibility of the galaxy. Inverted the mask to protect the galaxy and applied Noise Xterminator (NXT) to the background.
Used Pixel Math to combine the processed starless and stars-only images to create a rejoined image.
Placed the mask on the rejoined image to protect the galaxy and applied NXT and HT (to adjust shadows and midtones) to the background.
Inverted the mask to protect the background and applied LHE, Color Saturation (for hue shift), Curves Transformation (to adjust chroma and saturation), and NXT to the galaxy.
Reinverted the mask to protect the galaxy and applied HT, NXT, and SCNR to the background.
* Weighting expression: (15*(1-(FWHM-FWHMMin)/(FWHMMax-FWHMMin)) + (15*(1-(Eccentricity-EccentricityMin)/(EccentricityMax-EccentricityMin))) + (20*(PSFFlux-PSFFluxMin)/(PSFFluxMax-PSFFluxMin)))+50.
…
“M94 has an inner ring […] and an outer ring […]. The inner ring is the site of strong star formation activity and is sometimes referred to as a starburst ring.” en.wikipedia.org/wiki/Messier_94
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.
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!
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).
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.
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 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.
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
JD Classics Mayfair London
www.jdclassics.com/showrooms/Porsche-Carrera-GT/12510.htm
The Porsche Carrera GT can trace its roots back to a stillborn racing program in the late 1990s, when Porsche sought to produce a new Le Mans prototype to replace the GT1. Originally intended to be powered by a 5.5-liter V-10, a change in FIA rules shelved Porsche’s racing plans while the model was in development. Porsche believed it could adapt the platform for use on the road if the car could not be used for racing.
The Carrera GT was first seen in concept form on Porsche’s stand at the Paris Motor show in 2000. The concept received a massive amount of attention. With additional revenue thanks to the then new Cayenne SUV, Porsche decided to proceed with production going head-to-head with the Ferrari Enzo, Mercedes-Benz SLR McLaren, and even the Ford GT.
Notable technology includes a full carbon fibre monocoque and subframe produced by ATR Composites of Colonna, Italy. The Carrera GT was also fitted with a racing-derived suspension with upper and lower wishbones and inboard, rocker-arm suspension at all four corners. Ventilated and cross-drilled carbon-ceramic brakes are surrounded by forged magnesium alloy center-lock wheels.
While Porsche planned a 1,500-unit production run, only 1,270 examples were delivered beginning in 2004 and ending on May 6, 2006. A total of 644 units were sold in the United States, 31 units in Canada and 49 units in the UK.
This 2005 constructed Carrera GT was ordered as a USA Specification car and delivered via Porsche Canada on 31st April 2005 in GT Silver Metallic with Ascot Brown and Natural Black Leather trim. Factory options were a Carrera GT Car cover, manually adjustable air conditioning system, Ascot Brown and Black luggage set and Porsche Online Pro CD Radio with BOSE sound system.
This outstanding Carrera GT has covered just 981 miles from new with only two owners. Complete with all books and owner's manuals, Service history, Tools, Porsche Heritage Certificate, Porsche correspondence and spare key set.
A major service at 916 miles in November 2015 was carried out by an Official Porsche Centre and included the installation of a new clutch.
An Outstanding low mileage Carrera GT in superb order throughout. Please contact us for further details.
Picture taken on 23/04/2017 .10" inch Newtonian telescope and modified 6D Canon camera. I stack only 22 the best subframes x 2 minutes exposure time each ,Thanks for looking,
The move to electric buses in Denmark is accelerating with contracts for diesel buses not getting extended .
My Gixxer project bike back on the road after I built and fitted a new seat subframe and side panels.
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.
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
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.