View allAll Photos Tagged Subframing
Six subframes @ exposure time of 600 seconds each taken using Atik 16200 colour CCD camera,Altair Astro Triband filter and Esprit 150ED apo triplet + 0.77x reducer/flattener riding on a Mesu 200 Mk1
Flat.dark frame calibrated and stacked using ASTAP and processed in Photoshop CS2.
Taken on the 10th Feb 2024
18 Months of welding and repair work completed, including a complete new floor, new arches, new inner subframes, new guttering and a new roof panel.
One of my fav. cars (L)
With the fourth generation of the Supra, Toyota took a big leap in the direction of a more serious high performance car. Again using subframe, suspension and drivetrain assemblies from the Z30 Soarer (Lexus SC300/400), test model pre-production started in December 1992 with 20 models, and official mass production began in April 1993.[12] The new Supra was completely redesigned, with rounded body styling and featured two new engines: a naturally aspirated 2JZ-GE producing 220 hp (164 kW; 223 PS) at 5800 rpm and 210 ft·lb (280 N·m) at 4800 rpm of torque and a twin turbocharged 2JZ-GTE making 276 hp (206 kW; 280 PS) and 318 ft·lb (431 N·m) of torque for the Japanese version. For the export model (America/Europe) Toyota upgraded the Supra turbo's engine (smaller, steel wheeled turbochargers, bigger fuel injectors, etc.). This increased the power output to 320 hp (239 kW; 324 PS) at 5600 rpm and 315 ft·lb (427 N·m) at 4000 rpm. The turbocharged variant could achieve 0–60 mph in as low as 4.6 seconds and 1/4 mile (402 m) in 13.1 seconds at 109 mph (175 km/h)[2]. The turbo version was tested to reach over 280 km/h (174 mph) all-stock, but the cars are restricted to just 180 km/h (112 mph) in Japan and 250 km/h (155 mph) elsewhere. European versions also had an air intake on the bonnet (hood). Drag coefficient is .31 for the naturally aspirated models and .32 for the turbo models and N/A's with the rear spoiler.
The MKIV Supra's twin turbos operated in sequential mode instead of the more common parallel mode. The sequential setup featured a pair of CT-12b turbos (for the usdm market, JDM market was CT20/Ct20A with variations- some are ceramic- notorious, some are not. For UK and USDM market steel blades (CT-12b).
(Austin) Metro (1980-90) Engine 1275cc S4 Tr. Production 2,078,218 (inc. Rover 100)
Registration Number RHX 199 Y (London C)
AUSTIN SET
www.flickr.com/photos/45676495@N05/sets/72157623759808208...
The Metro was launched by the Austin Rover Group in 1980, as a Supermini. During its 18-year lifespan, the Metro wore many names: Austin Metro, MG Metro and Rover Metro. It was re-badged as the Rover 100 series in January 1995. During 1987, the car lost the Austin name, and was sold simply as the Metro. From 1990 until its withdrawal in 1997, the Metro was sold only as a Rover.
Some of the Mini's underpinnings were carried over into the Metro, namely the 998 cc and 1275 cc A-Series engines, much of the front-wheel drivetrain and four-speed manual gearbox, and suspension subframes. The Metro used the Hydragas suspension system found on the Allegro but without front to rear interconnection. The hatchback body shell was one of the most spacious of its time and this was a significant factor in its popularity. Initially, the Metro was sold as a three-door hatchback only, with a choice of 998cc (1.0 litre) or 1275cc (1.3-litre) petrol engines
A facelift in October 1984 saw revised styling modifications to the Metro's front end including much need colour coding such as body coloured bumpers on MG versions, wider suspension subframes, along with a new dashboard design featuring the switches and instruments from the Maestro and Montego as well as the addition of a 5-door model.
The Metro quickly proved popular with buyers, a 19-year-old Lady Diana Spencer buying one of the early examples, and was regularly seen in it being hounded by the paparazzi just before her marriage to Prince Charles in July 1981 The Metro was also popular throughout UK Police Forces as Police patrol cars.
Many thanks for a fantabulous
47,616,535 views
Shot at the NEC Classic Car Show 13:11:2015 Ref. 112-074
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.
The move to electric buses in Denmark is accelerating with contracts for diesel buses not getting extended .
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.
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
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,
Rear engined kit car, the donor being a Rover Metro / 100.
It's a GTM Rossa K3.
"The car was based on two front Rover Metro subframes, with the steering being locked on the rear subframe, these were fitted to a fibreglass monocoque tub. Coupé or convertible bodywork could be specified."
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)
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.
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.
TMB 115/805 + TSFLAT2,5
QHY163M + Baader L-RGB Filters
Total Integration Time: 11h42Min
7h(L):1h39(R):1h36(G):1h27(B)
180 Sec. Subframes
no moon
from Wuppertal (Germany)
Minolta X-300
Minolta Rokkor 50mm f1.7
Kodak Tri-X 400
This is the first roll of film developed by myself and I'm pretty happy with results...cant wait to do another one.
This is ex Citybus/Belfast corporation Daimler Fleetline 2846/846 and carried reg no AOI 846, if anyone wanted to save this bus they'd have alot of work in front of them!!
The engine and gearbox are missing along with the subframe, the radiator and fuel tank are also missing, but those are the big bits, there is only one minor issue to get the bus to move... its concreted to the ground, best start chiselling now then!!
7 years off the road awaiting spare parts July 1973-January 1981 - this exact body & subframes now preserved as RM848
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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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The Flame Nebula, designated as NGC 2024 and Sh2-277, is an emission nebula in the constellation Orion. It is about 900 to 1,500 light-years away.
The bright star Alnitak (ζ Ori), the easternmost star in the Belt of Orion, shines energetic ultraviolet light into the Flame and this knocks electrons away from the great clouds of hydrogen gas that reside there. Much of the glow results when the electrons and ionized hydrogen recombine. Additional dark gas and dust lies in front of the bright part of the nebula and this is what causes the dark network that appears in the center of the glowing gas. The Flame Nebula is part of the Orion Molecular Cloud Complex, a star-forming region that includes the famous Horsehead Nebula. (source: Wiki)
Telescope: Newton 200/1200mm
Guide Scope: 50/150mm Refractor
Camera: Canon 550D
Guide Camera: SPC900
Mount: NEQ6Pro
Exposure: Total 43min in 29 subframes of 1min 30s each. ISO3200
A F Cars Badge - History
AUTOMOTIVE BADGES SET
www.flickr.com/photos/45676495@N05/sets/72157631048301272...
The first AF was created by Alexander (Sandy) Fraser in 1969, but sometime later that he created AF Cars. While working for Antique Automobiles, Fraser created his first prototype, a three wheeler, simular to a Morgan of the 1930's with a Mini subframe , engine and running gear, with a hardwood frame finished with aluminium panels and mahogany faced marine ply board. The prototype had a 1275cc Mini engine with a Shorrocks supercharger attached.
The production AF Spider differed in a nimber of ways chiefly to cut down on weight in order to make it eligable for the UK tricycle taxaxation class. Its large fuel tank was changed for a smaller 9 gallon version, , the dash had less instrumentation, fibreglass was used in place of aluminium and there were lower wings and smaller running boards.
In the mid 1970's production shifted from Lincolnshire to Wiltshire and a new Grand Prix model was created, simular in construction to the Spider, but now with mudgaurds instead of wings, a redesigned rear end and new windscreen. The Grand Prix was powered by 850cc - 1275cc mini engines with some having a highly tuned Cooper “S” engine that gave the vehicle a top speed in excess of 140mph.
In the1980s under the guise of Auto Forge the company began to produce four wheel cars, again in the style of Morgan, and known as the AF Sports, the car came as a kit with a Lotus style backbone chassis, all independant suspension an aluminium body (with GRP wings) and intended for a wide range of four cylinder engines, including the Toyota and Fiat DOHC units. The car was widely admired but could not prevent the company folding in 1990.
Subsequently Alexander Fraser went onto to form Lion Omnibuses that specialised in producing scale (two thirds) replicas of vintage trucks and buses.
Many Thanks for a fan'dabi'dozi 25,198,600 views
Shot 09:06:2014 ar The Luton Classic Car Show, Stockwell Park, Luton REF 102-204
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