View allAll Photos Tagged Subframing
7 years off the road awaiting spare parts July 1973-January 1981 - this exact body & subframes now preserved as RM848
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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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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
Description: This is a reprise with modification of my previous post of M101 (or NGC 5457) to show a Type II supernova SN2023ixf which was discovered on 19 May 2023. My image, which was taken on 27 May 2023, indicates the supernova as a relatively bright dot in one of the spiral arms. Among the three objects seen in the magnification inset the supernova is the brightest one. This post corrects color imbalances in M101 in my previous image which, however, does not impact the supernova.
Date/Time/Location: 2023-05-27 / 03:25:37 to 07:30:33 UTC / Washington D.C.
Equipment:
Scope: WO Zenith Star 81mm f/6.9 with WO 6AIII Flattener/Focal Reducer x0.8
OSC Camera: ZWO ASI 2600 MC Pro at 100 Gain and 50 Offset
Mount: iOptron GEM28-EC
Guider: ZWO Off-Axis Guider
Guide Camera: ZWO ASI 174mm mini
Focuser: ZWO EAF
Light Pollution Filter: Chroma LoGlow Broadband
Processing Software: Pixinsight
Processing Steps:
Preprocessing: I preprocessed 39x300s subs (= 3.25 hours) in Pixinsight to get an integrated image using the following processes: Image Calibration > Cosmetic Correction > Subframe Selector > Debayer > Select Reference Star and Star Align > Image Integration.
Linear Postprocessing: Rotation > Dynamic Crop > Dynamic Background Extractor (both subtraction to remove light pollution gradients and division for flat field corrections) > Background Neutralization > Color Calibration > Noise Xterminator.
Nonlinear Postprocessing: Histogram Transformation > Local Histogram Equalization > Curves Transformation > SCNR Noise Reduction.
Diffuse nebula reminding the masked "Phantom of the Opera" :-)
Celestron C8 with Starizona Hyperstar, Optolong L-eXtreme F2 filter, ZWO ASI294MC Pro camera, 2 hrs 52 min total integration , 86 x 2minute subframes, Gain 120
In processing this version of IC 1805 with Pixinsight: (a) I used a subframe weighting of (15*(1-(FWHM-FWHMMin)/(FWHMMax-FWHMMin)) + 15*(1-(Eccentricity-EccentricityMin)/(EccentricityMax-EccentricityMin)) + 20*(SNR-SNRMin)/(SNRMax-SNRMin))+50 and (b) I used the DSE script.
...
My Location: In Bortle class 8
Image acquisition details: 110x300s for a total integration time of 9.17 hours
Dates: 2023/01/26-28
Equipment:
Scope: WO Zenith Star 81mm f/6.9 with WO 6AIII flattener/focal reducer x0.8
Cooled camera: ZWO ASI 2600MC Pro at 100 Gain
Mount: iOptron GEM28-EC mount
Guider: ZWO Off-Axis Guider
Guide camera: ZWO ASI 174MM mini
Focuser: ZWO EAF
Light pollution filter: Optolong L-eXtreme Dual Bandpass Light Pollution Reduction Imaging Filter - 2"
Software: Pixinsight
...
"The Heart Nebula (also known as the Running dog nebula, IC 1805, Sharpless 2-190) is an emission nebula, 7500 light years away from Earth and located in the Perseus Arm of the Galaxy in the constellation Cassiopeia."
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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
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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
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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.
Leica M6, Carl Zeiss ZM 35mm f/2.8, Ilford HP5+, semi-stand developed in Rodinal 1:100, Plustek OpticFilm 8100.
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 lb⋅ft (384 to 357 N⋅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]
The Fiat Coupé (type 175, officially titled the Coupé Fiat) was a coupé produced by the Italian manufacturer Fiat between 1993 and 2000. The car was introduced at Brussels Motor Show in 1993.
It is most remembered for its distinctive, angular design, with unique scalloped side panels. The body was designed by Chris Bangle from Centro Stile Fiat, while the interior was designed by Pininfarina. The exterior design would foreshadow much of late 1990s and early 2000s car design, acting as a precedent to both Bangle's somewhat notorious work at BMW, as well as futuristic angular designs by other marques, such as Ford and Renault.
History:
The Fiat Coupe made media headlines in auto magazines during 1992 after several spy shots were taken revealing the car on test. On its launch in 1993, the Coupé was available with a four-cylinder, 2.0 L 16V engine, in both turbo (190 PS) and normally aspirated (139 PS) versions. Both engines were later versions of Fiat's twin-cam design and inherited from the Lancia Delta Integrale, winner of the World Rally Championship a record six times. 1996 brought in a 1.8 L 16V engine (not available in the UK, 131 PS), along with a 2.0-litre 5-cylinder 20V (147 PS), and a 5-cylinder 2.0-litre 20V turbo (220 PS).
Fiat Coupé 20v Turbo Model
The turbocharged 16 and 20 valve versions were equipped with a very efficient Viscodrive limited-slip differential to counter the understeer that plagues most powerful front wheel drive cars. Additionally, the coupe featured independent suspension all round: at the front MacPherson struts and lower wishbones anchored to an auxiliary crossbeam, offset coil springs and anti-roll bar; at the rear, trailing arms mounted on an auxiliary subframe, coil springs and an anti-roll bar.
1998 saw the release of the Limited Edition which featured red Brembo brake calipers at the front and standard red calipers at the back, a body kit, push-button start, six-speed gearbox, strut brace to make the chassis more rigid and Recaro seats with red leather inserts which offered better support than the standard 20VT seats. The LE was produced in Black (flat), Red (flat), Vinci Grey (metallic), Crono Grey (flat) and Steel Grey (metallic). The bodywork of the LE also benefited from titanium coloured insert around the light bezels and the wing mirrors. Each Limited Edition ('LE') Coupé was manufactured with a badge located by the rear-view mirror which contained that car's unique number (it is rumored that Michael Schumacher was the original owner of LE No. 0001, however when the question was raised to him personally he confirmed he had owned one, but a red one, while LE No. 0001 is a Crono Grey one). Originally a spokesman from Fiat stated only approximately 300 Limited Editions would be built. The final amount was much higher, with numbers as high as 1400 touted by some. This angered many of the owners of the original 300 cars and almost certainly impacted residual values. The original number however was quoted by a Fiat UK spokesman, so probably that number only applied to the UK market. The numbered plaque on every Coupe features enough space for 4 numbers.
In 1998 the 2.0-litre 5-cylinder 20V got a Variable Inlet System which brought the power to 154 PS (113 kW). The 2.0-litre 5-cylinder 20V Turbo received a 6-speed gearbox and a large, satin gloss push starter button. In addition, the sills of the Turbo version were colour matched with the body paintwork. Fiat also released the 2.0 L 5 cylinder Turbo 'Plus'. This model came with an option kit that made it virtually identical to the LE, except for minor interior design changes and without the unique identification badge of the LE.
In 2000 Fiat released another special version of the Fiat Coupé. Featuring the 1.8-litre engine, it was only available throughout mainland Europe and marketed as an elegant and affordable edition. Fiat also made changes throughout the rest of the range: new seats, side skirts and wheels for the 2.0-litre 20V model, 'Plus' edition wheels on turbo models and Fiat manufactured seats on the 'Plus' that were virtually identical to the original Plus Recaro seats with the addition of extra airbags. The 2.0-litre 20V Turbo model is capable of accelerating from 0–100 km/h (0 to 62 mph) in 6.5 seconds, with a top speed of 240 km/h (149 mph) or 250 km/h (155 mph) with later 6-speed gearbox. When production finally stopped in September 2000, a total number of 72,762 units had been produced.
[Text from Wikipedia]
en.wikipedia.org/wiki/Fiat_Coup%C3%A9
This miniland-scale Lego FIAT Coupe (Type 175 - 1993 - Bangle) has been created for Flickr LUGNuts' 92nd Build Challenge, - "Stuck in the 90's", - all about vehicles from the decade of the 1990s.
2020 Land Rover Defender 90 review: more than worth the wait
5/5
The pre-lockdown launch of the Defender 110 showed the model's on- and off-road potential but the three-door 90 is the one we wanted to try
By
Andrew English,
MOTORING CORRESPONDENT
2 November 2020 • 8:47am
This has been a “mast year” when the fruiting trees turn it up to 11 and scatter the forest floor with cob nuts, acorns, conkers and chestnuts. I know this because I pocketed a feast’s worth of chestnuts in the steeply wooded hills around Land Rover’s famed test facility at Eastnor Castle last week while I waited for the caravan of new Defenders to catch up.
Motoring hacks blithely witter on about driving over terrain you couldn’t stand up on, but watching David Sneath, Land Rover’s driving experience manager and architect of this tortuous launch route, slide down the gloop like Bambi in wellingtons, was a hilarious exercise in mud overcoming friction.
This was the 1989 qualifying route for the Land Rover-organised G4 Challenge contestants, blazed through the Herefordshire hills that are still used to hone the company’s renowned off-road vehicles.
Land Rover Defender 90 - tested 22/10/20
The 90 maintains momentum on Eastnor Castle's horrendously muddy trails - on road tyres CREDIT: David Shepherd
Tough? What do you think? They’ve got names for most of it, like Nine Rope Hill; a commendable description if you don’t attack it with enough spirit and skill.
The best 4x4 by far
“The best 4x4 by far,” was what they used to say at Land Rover, and in most cases they still are. This £43,625, almost base model Defender 90 had just hauled me through a few miles of sopping, slippery mire you wouldn’t tackle on a goat with crampons and apart from the mistakes of its driver (requiring a short reverse and a bit more commitment next time) it didn’t miss a beat.
Land Rover Defender 90 - tested 22/10/20
When the going gets tough... CREDIT: Simon Thompson
In one of the Defender-sized potholes, the 2.25 tonne, short-wheelbase 90 actually floated, but gradually settled and with all four wheels spinning like demon Catherine wheels it slowly emerged from the swamp, headlights gleaming like the fierce eyes of Kampos, the mythological Greek sea monster.
Did I mention this was on road tyres? The 20-inch Goodyear Wranglers are the middle all-terrain tyre option costing an extra £275, and the treads were so full of mud they looked like slicks, but they were still extraordinarily effective.
The only other option fitted to this stubby new Defender, which goes on sale this autumn for delivery in December, was the £1,020 locking rear differential.
Land Rover Defender 90 - tested 22/10/20
The all-terrain tyre option is a bargain at £275 for the set CREDIT: Nick Dimbleby
A worthwhile addition I’d suggest, as we simply dialled in low ratio on the transmission control panel in the centre of the facia, the mud-and-ruts setting on the Terrain Response control, pushed the button for hill descent control and switched off the dynamic stability control (which stays on but reduces its effect) before waddling into the forest and emerging again a couple of hours later; very muddy but still grinning.
Under the skin
Built at Land Rover’s Slovakian factory on a modified Range Rover aluminium monocoque frame called D7X (X for extreme), the Defender is stronger than the old-fashioned body-on-frame construction of the previous Defender. Off-road body and suspension geometry are also Land Rover’s most extreme. There are no shared panels with the Range Rover and reinforcing everywhere, including beefed-up front and rear steel subframes.
Land Rover Defender 90 - tested 22/10/20
The 90's shorter wheelbase makes it more agile on the road as well as in the rough. Air or all-steel suspension is offered CREDIT: Nick Dimbleby
Suspension on the short-wheelbase 90 is all-independent wishbone front and integral link rear, with a choice of air or coil-springs-and-dampers steel suspension. The steel set-up is cheaper, arguably more robust if less accommodating on the road, and reduces the ground clearance by 70mm. All the longer-wheelbase 110 models have air suspension as standard.
Land Rover Defender 90 - tested 22/10/20
A six-cylinder engine with a mild hybrid system is offered alongside four-cylinder turbocharged petrol and diesel units CREDIT: Nick Dimbleby
Engine choices comprise a 2.0-litre, four-cylinder turbodiesel with 197bhp or 236bhp; a 296bhp 2.0-litre turbo petrol also with four cylinders, called P300; and a 394bhp, 3.0-litre inline six-cylinder turbo petrol with a mild hybrid system, badged P400. A full plug-in hybrid will be introduced at the end of the year.
All the cars are permanent four-wheel drive with the only transmission being a ZF eight-speed automatic and a set of low-ratio crawler gears.
A sense of occasion inside
Climb in to a Defender of whatever trim level and the sense of occasion is palpable. There genuinely is nothing like this car’s facia, with its magnesium-alloy twin spars running across the dash, the straightforward oblong display and switch panels, and the clear and mostly concise digital instrument binnacle.
Land Rover Defender 90 - tested 22/10/20
English can't stifle a grin as he puts the 90 through its paces CREDIT: Simon Thompson
I think they could have made the off-road controls more separate and clearer; while the vehicle will do most things, to get it to do that you need to know which buttons to press and that isn’t always obvious.
There’s a long storage tray in front of the passenger, facia-top air vents and the stubby gearlever. One welcome inclusion is the centre seat option, with a full-height seat back that folds flat when not in use. When it is in use, however, you lose the use of the rear-view mirror and though the ‘clear sight’ camera option gets around the issue, it takes some getting used to and the picture is affected by low sun.
Land Rover Defender 90 - tested 22/10/20
It's comfortable, stylish and durable, too. Note the optional fold-down third seat in the front CREDIT: Nick Dimbleby
No one should buy a Defender without the excellent £173 fitted rubber mats option which cover every surface and the door trims in ballistic-grade nylon. The big handles and bare bolt heads are more than just an attractive pastiche of military all-terrain vehicles, they’re genuinely practical, and while I would hesitate to introduce a hose to the equation, you can sponge out this vehicle.
I set my motorcycle TomTom navigation unit to its ‘Wild Ride’ setting and followed the little arrow through Hereford’s cider country, stopping at Newton Court Cidery to buy some bottles of elixir for Mrs English. “Please park here and honk for cider,” said the sign. I did and proprietor Paul Stephens rushed out to see the new Landie, taking photographs and admiring its looks.
He immediately picked up on the low sill height, commenting that “you can just brush it straight out on to the ground.
Land Rover Defender 90 - tested 22/10/20
Rear seat occupants sit slightly higher than those in the front CREDIT: Nick Dimbleby
“Go to Hereford market and you’ll see loads of these things parked up,” he said, gesturing at his venerable Series 2 Land Rover in the yard. “But after you’ve towed a trailer for a couple of hours, you’ll know you’ve been on a journey and folk are starting to look for replacements.”
His cider was excellent by the way…
Three doors and off-road geometry doesn’t make access to the rear seats the easiest, but while it’s a bit of clamber once you are in the back there’s leg and head space to spare for three adults and the seats are pretty comfortable.
Land Rover Defender 90 - tested 22/10/20
The three-door bodyshell dictates a much smaller load area than the 110 version. The rubber mats are well worth specifying CREDIT: Nick Dimbleby
Rear passengers sit higher than those in the front, so they can see the road (or trail) ahead over the heads of front occupants; it’s what Land Rover calls “stadium seating”. All passengers get a rather wonderful feeling of splendid isolation from the environment, whereas in the long-in-the-tooth previous Defender a great deal of that environment would be doing its best to get inside with you.
The rear seats split 40/20/40, with the middle one also acting as a ski hole.
Options and accessory packs
There are three basic models (Defender, First Edition and X, which is the six-cylinder mild hybrid), then three trim options (S, SE and HSE) and a series of accessory packs: Adventure (with an in-built compressor and rinse system); Country (wheel arch protection, mud flaps and rinse system), Explorer (roof rack and ladder) and Urban (spare wheel cover, scuff plates and alloy trim).
Land Rover Defender 90 - tested 22/10/20
The interior is indubitably modern in all respects CREDIT: Nick Dimbleby
Using an update on the electronic architecture of the current Range Rover models, the new Defender is indubitably up to date. Apple CarPlay and Android Auto are standard, together with a 10-inch touchscreen.
The Defender also gets Land Rover's new Pivi software, which allows the connection of two smartphones at once. It comes with camera, radar and ultrasonic safety sensors for the automatic braking, lane-keeping assistance and the plethora of modern driver assistance systems. It can even update its 14 modules over the internet while the car is parked.
On the road
Air or steel suspension can’t completely hide the Defender’s dual purpose and the body moves around more than, say, a German SUV rival, or a Discovery.
Land Rover Defender 90 - tested 22/10/20
It's not half bad on the road either - light years ahead of its antediluvian predecessor CREDIT: Nick Dimbleby
There’s a slightly choppy side-to-side tossing even if the front suspension feels supple rather than pillowy soft. It’s well to remember, however, just how much of an improvement this is over the old model, which if you tried to drive in the same way would exit stage left at the earliest opportunity.
There’s a fair bit of body roll at the front and the steering, while feeling beautifully progressive off the dead-ahead position, isn’t as positive and accurate as the Range Rover Sport, say. But you can move along with alacrity in the Defender, with a comfortable and well-damped ride, and without the spine-jarring jolting of the old Defender. After two and half hours behind the wheel, it still felt comfortable.
Land Rover Defender 90 - tested 22/10/20
To our mind, the 90 looks better than the longer 110 version and is more reminiscent of the original Land Rover of 1948 CREDIT: Nick Dimbleby
Of the current engine options, the 394bhp, 3.0-litre straight-six turbo petrol is the most powerful, but it’s almost too much. Not that you feel at risk, but sitting so far off the ground the acceleration is gosh-wobblingly fast and at times it’s as though you inadvertently became a hapless extra in a Bond film car chase.
Having driven the diesel options in the 110 earlier in the year, the 295bhp/394lb ft P300 puts up a good account of itself, with brisk acceleration and enough torque to keep this 2.270-tonne vehicle rolling even at low revs, although with a WLTP fuel economy of 24.6mpg it is quite a thirsty option.
The ZF gearbox changes smoothly and assuredly, and if it’s occasionally slow to respond that’s entirely in keeping with the Defender’s slightly more gentle approach. The brakes are worthy of note, too, being progressive and strong but not over-sensitive, so you can drive smoothly in wellies.
Land Rover Defender 90 commercial
A commercial version with a hard-top roof will be available in 2021
While the D200 and D250 turbodiesels are more expensive to purchase initially, their lower operating costs means that commercial operators will likely take them, or the forthcoming plug-in hybrid. Talking of which, the £35,000 plus VAT commercial Defender hard-top will be available early next year.
Conclusion
Look out of the Defender’s large front screen and a world of adventure and potential beckons, even on the humblest of drives. Get the settings and tyres right and you could retrace Lewis and Clark’s early 18th century expeditions across America.
Land Rover Defender 90 - tested 22/10/20
The new Defender has the most extreme off-roading specification of any current Land Rover product CREDIT: David Shepherd
Get the engine right and you could do the Paris-Dakar off-road race. Yet even trundling down to the shops, there’s an unmistakable impression of strength and security as well as a sense of occasion.
And before you point to the far Eastern opposition, don’t forget that a lot of excellent 4x4s aren’t sold in the UK any more and when they are, it’s very expensive.
Obviously, reliability is the key if you are asking a farmer, builder or an emergency service to place their faith in such an accomplished yet untried machine. Get that right and I’ll vouchsafe that Land Rover won’t be able to build them fast enough.
And while most (60 per cent) of folk will buy the long-wheelbase 110, for my money the greater agility, more pleasing proportions and sheer fun of the 90 would be my choice and I’ll give it five stars to boot.
Land Rover Defender 90 - tested 22/10/20
Want one? We certainly do CREDIT: Nick Dimbleby
THE FACTS
Land Rover Defender 90 P300 SE
TESTED 1,998cc, four-cylinder turbo petrol, eight-speed automatic gearbox with selectable low-ratio crawler gears, four-wheel drive
PRICE/ON SALE from £43,625/now for first deliveries in December
POWER/TORQUE 295bhp @ 5,500rpm/394lb ft @ 1,500rpm
TOP SPEED 119mph
ACCELERATION 0-62mph in 7.1sec
FUEL ECONOMY 24.6mpg (WLTP high)
CO2 EMISSIONS 260g/km (WLTP)
VED £2,175 first year, £475 next five years, then £150
VERDICT We already knew that the new Defender was pretty good in long-wheelbase 110 form but the shorter 90 version is, if anything, even better. With better dynamics, off-road agility and the same lovely interior, it is a complete star – and it looks terrific, too. Time and Land Rover’s reliability will determine how it goes down with the company’s traditional commercial markets, but on this evidence it should be out there doing the tough jobs for years to come.
TELEGRAPH RATING Five stars out of five
THE RIVALS
Toyota Land Cruiser, from £35,295
The all-terrain vehicle of choice for UN peacekeepers and pretty much everyone else, though we don't get the full-size Amazon version any more. £35k gets you a base three-door with a 310lb ft, 2.7-litre four-cylinder turbodiesel running on steel wheels and with a pared-down interior festooned with huge, simple buttons. A five-door seven-seater with the same drivetrain and snazzier trim and wheels is £59,000. Pug ugly, with a body-on-frame construction, but super reliable and brilliant off-road, the Landcruiser is a formidable rival to the new Defender.
Mercedes-Benz G-Class, from £92,070
Undertaking a complete redesign of the car that up to last year was largely unchanged since 1979 was similar to the task which Land Rover faced with the Defender. That Mercedes-Benz kept closer to the roots of the hand-built, military-derived Geländewagen says much about the differences in approach and resources of the two companies. Still awesome off-road and now much better on Tarmac, the G-class is very expensive and very capable.
Mitsubishi Shogun Sport, from £39,140
They closed the Shogun production line and delivered the last 700 European-spec models last year. Now Mitsubishi is mulling a replacement, and this is what we get to fill the gap. It's smaller than the full-fat Shogun, tows only 3.1 tonnes and shares its body-on-frame underpinnings with the L200 pick-up. Mitsubishi says the market for full-size working SUVs is dwindling, but is it right?
Bollinger Motors B1, from $125,000 USD
Looking like a Defender scanned at 150 per cent in the photocopier, the new B1 SUV is built in Detroit, Michigan. Two motors, one in front and one rear, have a total output of 614bhp and 668lb ft, which with a 120kWh lithium-ion battery pack ensures a range of about 200 miles, with eight to nine hours of off-road duty. Each motor has its own gearbox, which gives a high and low range of gears and even in low range these beasts are capable of 68mph and 0-60mph in 4.5 seconds. Also available as a pick-up and a chassis cab. Forget Tesla's Cybertruck, if you want a working battery SUV, this is what you need.
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.
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
Alfa Romeo 4C TBi (2013-19) Engine 1742cc S4 Turbo
Registration Number OUI 750 (City of Londonderry)
ALFA ROMEO SET
www.flickr.com/photos/45676495@N05/sets/72157623759785842...
The 4C concept was debuted at the 2011 Geneva motor Show. Designed as a small lightweight, two seater mid engine rear wheel drive sports car. Slightly smaller than the Mito.
Designed by Lorenzo Ramaciotti at Alfa Romeo Centro Stile, using a carbon fibre tub, front rear crash box, and hybrid rear frame composed primaryly of aluminium with a weight of around 850kg. The 4C has a high quadrilateral suspension at the front and MacPherson struts in the rear.
Powered by an new all aluminium 1750cc S4 turbo petrol engine of 230bhp with a capacity to produce 300bhp. The engine will probably be used in the new Guilia. The 4C is equipped with six speed Alfa TCT Dual Dry Clutch Transmission, and can be operated via gearshift paddles on steering wheel. It also has an Alfa DNA dynamic control selector which controls the behaviour of engine, brakes, steering, throttle response, suspension and gearbox
The production car was unveiled at the 2013 Geneva Motor
Show followed by the Essen Classica , the Goodwood Festival of Speed and the 2013 Frankfurt Autoshow, Production of 4C began May 2013 at Maserati's plant in Modena, with an expected production of up to 2500 units per year, with an upper limit of 3500 units per year, depending on the quantity of carbon fiber chassis that can be built by the supplier Adler Plastic
The car was designed by Centro Stile Alfa Romeo (Style Centre) and developed by Alfa Romeo. The chassis is composed of a central carbon fiber tub, with aluminium subframes front and rear. The carbon fiber tub is produced by TTA (Tecno Tessile Adler) in Airola, The entire carbon-fiber monocoque chassis ("tub") of the car weighs a mere 143 lb (65 kg). Front and rear aluminum subrames combine with the tub, roof reinforcements and engine mounting to comprise the 4C chassis giving the vehicle a total chassis weight of 236 lb (107 kg) and a total vehicle curb weight of just 2,465 lb
The production 4C uses a new all-aluminium 1.75 L (1,742 cc) inline 4 cylinder turbocharged engine producing 240 bhp with a combined fuel consuption of 42 mpg a 0-62mph time of 4.5 seconds and a top speed of 160mph
The 4C Launch Edition was a limited and numbered edition, unveiled at the vehicle's launch at the 2013 Geneva Motor Show. The vehicle came in a choice of four paint colours (Rosso Alfa, Rosso Competizione tri-coat, Madreperla White tri-coat or Carrara White matt). 400 examples were reserved for Europe, Africa and the Middle East, 500 for North America and 100 for the rest of the world (88 delivered to Australia—in Rosso Alfa and Madreperla White only). Distinguishing features of the Launch Edition were carbon fiber trim (including headlight housings, spoiler and door mirror caps), rear aluminium extractor with dark finishing, Bi-LED headlights, dark painted 18-inch front and 19-inch rear alloy wheels, additional air intakes on the front fascia, red brake calipers, racing exhaust system, BMC air cleaner, specific calibration for shock absorbers and rear anti-roll bar, leather/fabric sports seats with parts in Alcantara and a numbered plaque. Alfa Red coloured cars got matching red stitching on the steering wheel, handbrake, mats, handles and sports seats
In Europe the vehicle went on sale for 60,000 euros including VAT
The North American bound versions debuted at the 2014 New York Motorshow differing from their European siblings, with new head lights similar to those seen before in the 4C Spider version.. The cars also require extra bracing and strengthening required to meet U.S. crash regulations (including aluminium inserts in the carbon fiber chassis), resulting in 100 kilograms (220 lb) of weight increase.
Thanks for a stunning 61,240,548 views
Diolch am olygfa anhygoel, 61,240,548 hoblogaeth y Lloegr honno dros y Mynyddoedd
Shot 30-07-2017 exiting the 2017 Silverstone Classic REF 129-033
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.
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.
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
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 N⋅m (181 lbf⋅ft) at 4,200 rpm of torque version for the European market, fuel feed by Bosch Motronic 2.7 fuel injection.
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.
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.
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!)
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
******************************************************************************
Photographed at Algonquin Provincial Park, Ontario, Canada
(285 km by road north of Toronto)
* Temperature 11 degrees C.
* Total exposure time: 10 minutes.
___________________________________________
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
___________________________________________
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)
******************************************************************************
Only a few subframes on the IC443 with narrowband in HST palette. Hopefully the weather clears again soon for more data.
SII, Ha 4x20min, OIII 3x20min
Captured 16 May 2022, ~23:00 hrs ET, Springfield, VA, USA. Bortle 8 skies, Celestron 8 inch SCT at f/6.3 (eff. fl 1290mm), Orion Atlas AZ/EQ-G Pro mount. QHY 294M Pro camera @ -10C, bin 1, exposure 8 seconds, gain 3100, 11MP mode, stack of 38 subframes, no calibration frames used. Baader Luminance filter.
Clouds: clear
Seeing: avg
Transparency: avg
Moon phase: full
FOV: 28 x 28 arcmin.
Resolution: 0.8 arcsec/pixel.
Orientation: Up is West.
Appearance: Classic globular cluster.
Notes: Focused center FOV. Unguided.
From Wikipedia:
Messier 92 (also known as M92, M 92, or NGC 6341) is a globular cluster of stars in the northern constellation of Hercules. It was discovered by Johann Elert Bode in 1777, then published in the Jahrbuch during 1779. It was inadvertently rediscovered by Charles Messier in 1781 and added as the 92nd entry in his catalogue. It is about 26,700 light-years away from the Solar System.
It is one of the brighter of its sort in apparent magnitude in the northern hemisphere and in its absolute magnitude in the galaxy, but it is often overlooked by amateur astronomers due to angular proximity to bright cluster Messier 13, about 20% closer. It is visible to the naked eye under very good conditions.
It is also one of the galaxy's oldest clusters. It is around 16×103 ly (4.9 kpc) above/below the galactic plane and 33×103 ly (10 kpc) from the Galactic Center. The half-light radius, or radius containing the upper half of its light emission, is 1.09 arcminutes (′), while the tidal radius, the broadest standard measure, is 15.17′. It appears only slightly flattened: its minor axis is about 89% ± 3% of the major.
Characteristic of other globulars, it has little of the elements other than hydrogen and helium; astronomers term this low metallicity. Specifically, relative to the Sun, its iron abundance is [Fe/H] = –2.32 dex, which is 0.5% of 1.0, on this logarithmic scale, the solar abundance. This puts the estimated age range for the cluster at 11 ± 1.5 billion years.
The cluster is not yet in, nor guaranteed to undergo, core collapse and the core radius figures as about 2 arcseconds (″). It is an Oosterhoff type II (OoII) globular cluster, which means it belongs to the group of metal-poor clusters with longer period RR Lyrae variable stars. The 1997 Catalogue of Variable Stars in Globular Clusters listed 28 candidate variable stars in the cluster, although only 20 have been confirmed. As of 2001, there are 17 known RR Lyrae variables in Messier 92. 10 X-ray sources have been detected within the 1.02 arcminute half-mass radius of the cluster, of which half are candidate cataclysmic variable stars.
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.
www.saal-digital.net/share/oxpn3Pi/
For those who wish, it is possible to purchase the high definition print on Aluminum 75 x 34, Printing mode: HD, aluminum subframe for display with hooks, at a special price at the link I inserted.
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LEFT: Stella Sadr
Sadr (also known as Sadir or Sador; γ Cygni/γ Cyg) is the second brightest star in the constellation Cygnus, after Deneb (α Cyg).
Located at the center of the asterism known as the Northern Cross, it has an apparent magnitude of +2.23.Its name derives from the Arabic صدر şadr, "bust", from which the name of the star Shedir (α Cassiopeiae) also derives.
It is almost 1800 light years away from the solar systemVisually located in a complex region of the Milky Way, Sadr appears surrounded by the diffuse emission nebula IC 1318, illuminated by recently formed hot blue dwarf stars; However, Sadr is not part of the nebulous complex, since it is located at an intermediate distance compared to that of the nebula and therefore appears in the foreground of it.
The open cluster NGC 6910, which appears in the same field of view, is located at an even greater distance than the nebula and the star.
RIGHT: The Crescent Nebula NGC 6888 (also known as the Crescent Nebula or by the acronym C27) is a diffuse nebula visible in the southern part of the constellation Cygnus.
It is located 2.5 degrees south-west of the star γ Cygni, immediately west of a very rich star field, which includes objects such as M29 and IC 4996.
The most intense part of the nebula is located in the western part, and forms an arc extended more in declination than in right ascension; this characteristic meant that the nebula was called crescent, since it has the "hump" in the west, like the Moon in its waxing phase.
To locate it you need a telescope, even if it has a small aperture; binoculars allow you to just glimpse it in clear sky conditions.
It is a typical stellar wind bubble generated by a massive Wolf-Rayet star (HD 192163), which is located within it; this star would also be responsible for the nebula, which would constitute the material of the expelled outermost layers of the star.
This wind collided with the material expelled by the star when it reached the red giant stage, between 250,000 and 400,000 years ago, energizing it.
The result is a gaseous shell and the presence of two shock waves, which then interacted with the surrounding dense interstellar medium.
In the past it was also believed that it was a supernova remnant, whose progenitor star was part of the HD 192163 system.
The nebula extends about 16 light years into space.
Holden Monaro HQ.
Not the first Monaro. But the HQ cemented Monaro into Australian automotive folklore. The HQ inherited the updated chassis and running gear from the general HQ update. This included a new separate chassis front subframe, much like the 2nd generation Camaro.
The body shared a majority of the sedan HQ front end. There were new frameless doors, and the rear end of the car was unique. The HQ featured a large wrap-around rear window, and a long-hood, short-deck profile.
The Monaro was fitted with many of the HQ engines, starting with a 3.3 litre inline six, all the way up to and including the last of the 5.7 litre Chevrolet Vee-eight engine, as fitted to the GTS350.
Named after the inland plateau amongst the mountains south of where I grew up in Australia, the Monaro was the Australian GM outpost - Holden's answer to the American V8 Muscle car idiom.
Strangely, like the Toyota Tarago, somehow the pronunciation of the car name did not actually match the place name.
Here is the car in it's 1971 HQ GTS form. Note that this was a period of wild colours on Australian performance cars.
This 1971 miniland-scale Lego Holden HQ Monaro has been created for Flickr LUGNuts' 78th Build Challenge, - 'Places, Eveyone!', - featuring all things automotive named after places.