View allAll Photos Tagged Torque
For the Macro Monday theme of measurement I have chosen a torque wrench with a 3mm and 5mm socket - this is a wrench for by bikes both road and mountain bike as on a carbon frame it is important you measure the force you apply when tightening bolts or fixings.
Manufacturer: Wilhelm Karmann GmbH, Osnabrück - Germany / Volkswagen AG (VAG), Wolfsburg - Germany
Type: Typ 34 1500S Karmann Ghia Coupé
Production time: 1962 - 1965
Production outlet: 29,502
Production outlet: 42,505 (September 1961 - July 1969: 1500, 1500S and 1600 models)
Engine: 1493cc (HO4 OHV) four-cylinder boxer forced air-cooled
Power: 54 bhp / 4.200 rpm
Torque: 106 Nm / 2.400 rpm
Drivetrain: rear wheels
Speed: 145 km/h
Curb weight: 866 kg
Wheelbase: 94.5 inch
Chassis: central tubular frame with continuous deck, rear forked subframe and monocoque all-steel body
Steering: worm & roller with hydraulic damper
Gearbox: four-speed manual / all synchronized / floor shifter
Clutch: single dry plate disc
Carburettor: twin Solex 32 PDSIT downdraft
Fuel tank: 40 liter
Electric system: Bosch 6 Volts 77 Ah
Ignition system: distributor and coil
Brakes front: ATE hydraulic Duplex drums
Brakes rear: ATE hydraulic drums
Suspension front: independent lengthwise crank trailing arms, anti-roll bar connected to upper trailing links, crossed transverse round torsion spring rods, progressively acting rubber springs + hydraulic telescopic shock absorbers
Suspension rear: pendulum axle, double jointed CV joint trailing arms, transversely rotating torsion bars, progressively acting rubber springs + hydraulic telescopic shock absorbers
Rear axle: live swing type
Differential: spiral bevel 4.125:1
Wheels: 4½J x 15 safety rim wheels
Tires: 6.00S x 15L Bias 6-Ply tubeless
Options: Fichtel & Sachs Saxomat semi-automatic four speed transmission (an electromagnetic clutch with a centrifugal clutch used for idle), three-speed automatic transmission, Air Conditioning (USA), radio, electrically operated sliding steel sunroof
Special:
- The body, based on Typ 3 platform (VW 1500/1600) and for that called „große Karmann-Ghia“ / „big Karmann-Ghia“ in Germany, was restyled by Sergio Sartorelli from Carrozzeria Ghia SpA, Turin - Italy, but built by Karmann in Osnabrück - Germany.
- The Typ 34 was the flagship model of the entire Volkswagen line. It was the most expensive Volkswagen available (handcrafted body), the fastest, and the most luxurious (built-in fog lights, cigar lighter, electric clock, locking steering column, front & rear vent windows, variable wiper controls and luxurious interior).
- Initially, this would replace the original Type 14 Karmann Ghia, but later it was decided to assemble both types at the same time.
- Sales went bad because Type 34, nicknamed “Razor-Edge Ghia” in the UK, was almost as expensive as a Porsche 356 and it was not offered officially in the USA. But nowadays the USA has the largest number of known Typ 34’s Karmann Ghia’s left in the world (400 of the total 1,500 (officially registered) to 2,000 or so remaining.
- Currently, less than 1500 are worldwide registered at the “VW Type 34 Karmann Ghia Registry”, San Diego, California - USA.
- Production figures from Convertibles differences, but it is very likely that 12 vehicles (prototypes and zero-series) were built at Karmann in Osnabrück. Some sources mention 17 prototype units.
- Lorenz Karosserie GmbH, Wetter an der Ruhr, Northrhein Westfalen - Germany converted Coupé’s into Convertibles on customer request. There should have been about 20 Lorenz Convertibles.
Station Wagon the badge indicates. IMHO, this proves the notion that Sport Utility Vehicle (SUV) is but a "marketing spin" term for a station wagon. It doesn't matter if a station wagon or SUV is based on a car or truck platform. It is spin, spin, spin.
2023 RM Sotheby's Auction Preview, Monterey: 1957 Land Rover Series I Custom "The Grizzly Torque" by Pilchers
I went to Milan Dragway with my wife and a few friends yesterday - it was a beautiful day for the races. I shot this particular image as a car was leaving the line - love how the grip from tire to track makes the tire wrinkle up as they accelerate.
When turned, the spiraled form of a drill bit directs energy into local shear forces causing a material to fracture in a controlled and specific way.
WAITING FOR ...............??
Manufacturer: Renault S.A., Boulogne-Billancourt (Paris) - France
Type: 4 TL Second Series
Production time: 1982 - 1986
Production outlet: 8,135,424 (1961-1989: all models)
Engine: 845cc straight-4 Renault B1B (Ventoux 670 series)
Power: 34 bhp / 5.000 rpm
Torque: 59 Nm / 2.500 rpm
Drivetrain: front wheels
Speed: 122 km/h
Curb weight: 670 kg
Wheelbase: 95.3 inch*
Chassis: platform frame with longitudinal brackets (front and rear) and separate (bolted) all-steel body
Steering: toothed rack and pinion
Gearbox: four-speed manual / all synchromesh / dahsboard umbrella stick push-pull shift
Clutch: single dry plate
Carburettor: Solex 26 DIS 5 / Zenith 28 IF
Fuel tank: 34 liter
Electric system: 12 Volts 28 Ah
Ignition system: distributor and coil
Brakes front: hydraulic drums
Brakes rear: hydraulic drums
Suspension front: independent cross link and front reaction strut, adjustable longitudinal torsion bars, sway bar + hydraulic telescopic dampers
Suspension rear: independent longitudinal steering and adjustable transverse torsion bars + hydraulic telescopic dampers
Rear axle: swing type
Differential: hypoid 4,125:1
Wheels: 4J x 13 steel discs
Tires: 135 SR 13
Options: All-Wheel-Drive (4x4)
Special:
- The TL first Series (1975-1982) had the smaller 782cc straight-4 839-06 petrol engine with power 27bhp/5.000rpm, torque 48Nm/2.500rpm, top speed 110 km/h.
- The first prototype of the Renault 4 (project 112: “the blue jean car”) was built in 1958, styled by Robert Barthaud and Guy Grosset Grange.
- In June 1961, the Renault 4 was presented at the Salon de l'Automobile in Paris, in the Luxury (L) version (pronounced "Quatrelle", which means "four wings"), hence the common name in France 4L.
- *The wheelbase on the right side is 4 cm shorter than the left side, allowing the rear torsion bar suspension to be simple produced, without affecting the handling of the car.
- The R4 (1961-1989: all models) was the first front-wheel drive passenger car from Renault and was considered to be the counterpart of the 2CV by Citroën.
- Although the R4 engine always been improved (603cc, 747cc, 845cc, 956cc and 1108cc [only GTL]), the basic principle of the car remained unchanged, including the sliding side windows
- The R4 was built all over the world; in Billancourt, France, in Valladolid, Spain (known as "Cuatro latas"), in Vilvoorde, Belgium, in Envigado, Colombia (nicknamed "Amigo fiel" (Faithful friend), in Novo Mesto, SFR Yugoslavia / today Slovenia (nicknamed "Katrca"), in Guarda, Portugal, in Ciudad Sahagún (known as "Quatro L"), Mexico, in Los Andes, Chile, in Santa Isabel, Argentina (by IKA, nicknamed "Renoleta"), in Naas, Ireland, in Milan, Italy (Alfa Romeo factory in Milan, known as JP4, nicknamed "Frog"), in Heidelberg, Australia, in Wexford, Ireland, in Casablanca, Morocco, in Algiers, Algeria (CARAL) and in Montevideo, Uruguay (Renault Mini 4 - local version).
Although originally built for the military as a light ground-attack aircraft, the Towhee was deemed too sedate for its intended role and instead operated as an aerial reconnaissance unit. Constructed before the advent of self-sealing petrol tanks, pilots were thankful to have the fuel nacelle separated from the aircraft’s main body when under fire. After the conflict, surplus Towhees gained favor with adventurers due to their extreme ease of handling, inability to stall, and smooth, safe landings even in the face of engine failure.
The unusual asymmetric design of the Towhee negated the torque effects of both the thrusting and lifting rotors, allowing for effortless control.
Play Features:
-Pull-back motor spins rotors
-Pistons pump as propeller turns
-Storage compartment
-Hinged engine heads
-Hinged engine access panels
-Folding landing wheel
-Swiveling pilot’s chair
-Retractable landing skids
-Working compass
Music: Imitation Game soundtrack
Manufacturer: Lincoln-Mercury division of Ford Motor Company, Dearborn, Michigan - USA
Type: Monterey Series Model 60B Coupé
Production time: January 1952 - December 1952
Production outlet: 24,453
Engine: 4184cc Mercury L-Head V-8 255
Power: 125 bhp / 3.700 rpm
Torque: 286 Nm / 2.050 rpm
Drivetrain: rear wheels
Speed: 143 km/h
Curb weight: 1650 kg
Wheelbase: 118 inch
Chassis: K-bar backbone box frame with cross braces and separate all-steel body
Steering: Gemmer worm & roller
Gearbox: three-speed manual / II and III synchronized / steering column shaift
Clutch: 10 inch single dry plate disc with centrifugal assistance
Carburettor: Holley 885 FFC 2-barrel
Fuel tank: 72 liter
Electric system: Ford 6 Volts 100 Ah
Ignition system: distributor and coil
Brakes front: 11 inch hydraulic Bendix Duo-Servo drums
Brakes rear: 11 inch hydraulic Bendix Duo-Servo drums
Suspension front: independent ball-joint system, trapezoidal triangle crossbars, short and long arms (rubber bushed), Ford curce stabilizer, coil springs + hydraulic Monroe telescopic shock absorbers
Suspension rear: beam axle, longitudinal leaf springs + hydraulic Monroe telescopic shock absorbers
Rear axle: live semi-floating type banjo-type housing
Differential: hypoid 3.73:1
Wheels: 15 inch steel discs
Tires: 7.1 x 15 4-ply
Options: four-speed (overdrive) manual gearbox, Merc-O-Matic by Borg Warner three-speed automatic transmission, vacuum-assisted brakes, Bendix Master-Guide servo steering, power-lift windows, 4-Way power front seats, defroster, tinted glass, AM/FM radio, power antenna
Special:
- Mercury is an automobile marque of the Ford Motor Company founded in 1939 to market entry-level-luxury cars slotted between Ford-branded regular models and Lincoln-branded luxury vehicles.
- Mercury was its own division at Ford until 1945 when it was combined with Lincoln into the Lincoln-Mercury Division, with Ford hoping the brand would be known as a "junior Lincoln", rather than an upmarket Ford.
- But Mercury’s, like the defunct Edsel, were created from scratch, rather than being a takeover of an existing company like Lincoln.
- The Mercury name comes from the "messenger of the gods" of Roman mythology and during its early years, the Mercury brand was known for performance.
- The Monterey (model 72C) was introduced in 1950 as a high-end two-door coupe as part of the Mercury Eight Series, but became an independent model in 1952 as Mercury's top model line.
- The ’52 Monterey Series was available as this 2-door Coupé, as 2-door 76B Convertible (5,261 units built) and as 4-door 73C Sedan (83,475 units built).
- This first generation Monterey (1952-1954) was assembled in St. Louis (Missouri), Maywood (California), Pico Rivera (California), Atlanta (Georgia) and in Mahwah (New Jersey).
* customized car
Manufacturer: Citroën S.A., Groupe PSA Peugeot Citroën, Saint-Ouen - France
Type: GS4BB-Birotor type GZ (11CV)
Production time: mid-year 1973 - mid-year 1975
Production outlet: 847 / 873*
Engine: 995cc (2 x 497,5 cm3 ) twin rotor “moteur Comotor” (unitary capacity RC Wankel engine) / 1990cc (121.437 CID equivalent / converted capacity)
Power: 106 bhp / 6.500 rpm
Torque: 137 Nm / 3.000 rpm
Drivetrain: front wheels
Speed: 175 km/h
Curb weight: 1138 kg
Wheelbase: 100.9 inch
Chassis: all-steel unibody
Steering: rack and pinion
Gearbox: three-speed torque-convertor Semiautomatic (“C-matic”) automatic transmission / all synchromesh / floor shift
Clutch: not applicable / torque convertor
Carburettor: Solex 32/32 DDITS 2
Fuel tank: 56 liter
Electric system: 12 Volts 70 Ah
Ignition system: Bosch electronic
Brakes front: powered hydraulic vented 10.63 inch inboard discs
Brakes rear: powered hydraulic 6.93 inch outboard discs
Suspension front: independent hydropneumatic system Citroën with automatic leveling control, triangular crossbars, anti-bucking device / sway bar, longitudinal axle arms, hydraulic laminar-flow dampers
Suspension rear: independent hydropneumatic system Citroën with automatic leveling control, longitudinal axle swing arms, sway bar, hydraulic laminar-flow dampers
Rear axle: independent swing-type
Differential: 4.25:1
Wheels: five-lug 5½J 14 inch steel discs
Tires: 165 HR 14 Michelin X AS Tubeless
Options: manual sunroof, radio, tinted glass, rear seat belts
Special:
- André Citroën built armaments for France during World War I and after the war he had a factory and no product. In 1919, the business started to produce automobiles, beginning with the conventional type A.
- In 1924, Citroën began a business relationship with American engineer Edward G. Budd, developer of stainless steel bodies for railroad cars and in 1928, Citroën introduced the first all-steel body in Europe.
- In 1934, debt forced the company into foreclosure and it was then taken over by its biggest creditor, the tire company Michelin.
- Citroën presented the GS in 1970 (designed by Robert Opron), but the rotary-engined version of it didn’t make its debut until the 1973 edition of the Frankfurt Motor Show.
- In French they pronounce the name as géesse, meaning giantess.
- Citroën was the second European automaker (after Germany’s NSU) to mass-produce a rotary engine, and it was the first company to mounted it transversally.
- Offered only as a Sedan, the Birotor was available in metallic brown and beige, though many featured a more premium-looking two-tone paint job that mixed the two colors. Contrary to many reports, the car was never offered in green or blue and the rotary engine was never fitted to the GS station wagon.
- The Birotor was a fairly expensive car at the time so Citroën went to great lengths to spruce up the interior. The light brown dashboard featured a complete instrument cluster with round gauges, full carpeting came standard, the shift boot was specific to the car and the seats came with built-in headrests.
- Comobil, later Comotor SA, a joint venture with manufacturers of Citroën and German NS, was founded in Luxembourg in May 1967, to develop the bi-rotor for the Citroën M35 prototype and some time later for Citroën GS Birotor and for the NSU RO80.
- A production plant was built in 1969 in Germany, in Altforweiler. It built the engines of the Citroën GS Birotor and NSU RO80, before being dismantled in 1977 after the decision to end the development of the rotary engine: high fuel consumption, high pollution, high oil consumption, not very smooth to drive in stop-and-go traffic and lack of reliability all served to kill the project.
- Another problem started in October of 1973, a few months before the car’s market launch, when OPEC declared an oil embargo that sent gas prices sky-rocketing over the next few months.
- An equally important factor that rarely gets mentioned is that France, the Birotor’s biggest target market by a long shot, implemented a speed limit on freeways mere months before the car’s launch. So why spend an extra 10,000 francs to get 100 horsepower when a 50-horsepower GS could cruise at legal freeway speeds just fine.
- The GS Birotor was phased out in 1975 and Citroën quickly encouraged its dealers to buy back as many examples as possible in order to destroy them. Some dealers did this by offering unbeatable trade-in incentives, others bought them but didn’t destroy them and some ignored Citroën’s orders altogether.
- The GS itself was assembled in an all-new factory located in Sarre, France.
* Precisely how many Birotors were built has been a topic of debate among automotive historians for decades, Some claim 873 while others believe the correct number is 847. What is certain is that the number lies between 800 and 900 and that over 800 of those were built in 1974 (the rest in late 1973 and early 1975). It is estimated that only a third of the total production remains today.
Manufacturer: Dr. Ing. h.c. F. Porsche AG, (Porsche AG), Zuffenhausen/Stuttgart - Germany
Type: 356 CM 1600C
Production time: mid-year 1964 - mid-year 1965
Production outlet: 16,684
Engine: 1582cc flat-4 (boxer) rear mounted air-cooled engine
Power: 75 bhp / 5.200 rpm
Torque: 123 Nm / 3.600 rpm
Drivetrain: rear wheels
Speed: 175 km/h
Curb weight: 887 kg
Wheelbase: 82.7 inch
Chassis: boxed, pressed-steel platform C box frame and separate all-steel unibody (welded to the floor)
Steering: worm & roller
Gearbox: four-speed manual / all synchromesh / floor shift
Clutch: single dry plate disc
Carburettor: twin Zenith 32 NDIX 2-barrel downdraft
Fuel tank: 50 liter
Electric system: 6 Volts 84 Ah
Ignition system: distributor and coil
Brakes front: 10.8 inch hydraulic ATE (Dunlop licensed) discs
Brakes rear: 11.2 inch hydraulic ATE (Dunlop licensed) discs
Suspension front: independent crank arm axle, 16mm sway bar, 2 continuous leaf spring torsion bars, + hydraulic telescopic Koni shock absorbers
Suspension rear: independent pendant axle, one (1) round transverse torsion bar on each side, longitudinal thrust struts + hydraulic telescopic Koni shock absorbers
Rear axle: independent pendulum axle
Differential: spiral bevel 4,428:1
Wheels: 4½J x 15 steel discs
Tires: 5.60 S 15 Radial Sport
Options: five-speed manual gearbox, Furman 4-cam competition engine (107bhp/5.800rpm), limited slip differential, 70 or 110 liter fuel tank, Air Conditioning, rear window wiper, halogen Hella fog lights, Leitz luggage rack, electric sunroof, sporty three-point seatbelts, twin headrests, VDM wood-rim steering wheel, Blaupunkt AM/FM radio, factory chrome wheels and hubcaps, whitewall tyres, cigarette lighter
Special:
- The concept of of "Project 356" was styled by Irwin Komenda in 1947. The name "356" was chosen as it was the 356th project off the Porsche design desk (in Gmünd/Kärnten, Austria).
- The final design (1948) was created by Ferdinand ("Ferry") Porsche, son of well-known Dr. Ing Ferdinand Porsche, founder of Porsche.
- On 8 June 1948 the Kärnten State Government issued a special permit homologating the car.
- The first Series of 52 additional cars (made of light alloy) were built in Gmünd, Kärnten - Austria and at the first shown at the 1949 Geneva Motor Show.
- The weight distribution 43.1% front and 56.9% rear gives a good weight balance for sporty driving.
- The 356 C Series (July 1963-April 1965) was available as this 2-door 2+2 seater fixed-head Coupé, as 2-door C Cabriolet (3,177 units built) and and as 2-door SC Cabriolet (3,065 units built), all built in Stuttgart - Germany.
Manufacturer: Chevrolet Division of General Motors Company, Detroit, Michigan - USA
Type: Caprice Classic Estate
Production time: mid-year 1976 - mid-year 1977
Production outlet: 56,569
Engine: 5001cc GM Chevrolet Small-Block V-8 305
Power: 145 bhp / 3.800 rpm
Torque: 250 Nm / 2.400 rpm
Drivetrain: rear wheel
Speed: 175 km/h
Curb weight: 2030 kg
Wheelbase: 116 inch
Chassis: GM B-platform box frame with crossbars and Fisher body
Steering: recirculating ball PAS (variable-ratio power)
Gearbox: three-speed planetary automatic GM Turbo Hydramatic THM-200 / steering wheel selector lever
Clutch: not applicable
Carburettor: Rochester 2GC 2-barrel
Fuel tank: 83 liter
Electric system: 12 volts
Ignition system: distributor and coil
Brakes front: powered ventilated 11 55/64 inch discs
Brakes rear: powered self-adjusting 11 inch drums
Suspension front: independent ball joint with coil springs and upper trapezoidal wishbones + telescopic shock absorbers
Suspension rear: independent coil link, sway bar, lower wishbones with shock mounted tension strut, lower trailing arms and upper leading to differential semi-trailing arms and coil springs + telescopic shock absorbers
Rear axle: sem-floating type live axle
Differential: hypoid
Wheels: 7x15
Tires: HR 78-15 (6")
Options: GM Chevrolet Small-Block V-8 350 5733cc – 172 bhp, rear sway bar, adjustable steering wheel, power windows, powed seats, air conditioning, radio
Special:
- The name Caprice was chosen by Bob Lund in 1965 (first generation), the General Sales Manager, after a New York City restaurant and began as the top-of-the-line full-size Chevrolet.
- It was awarded Motor Trend's Car of the Year in 1977 and again in 1991.
- This third generation “boxy design” ’77 model had a new front grille with a fine mesh pattern, a stand-up hood ornament, a heater, a defroster, carpeting, a cigarette lighter, hide-away windshield wipers, wraparound marker lamps and small parking lamps inset in the bumper.
- The 1977 Caprice Classic Series was available as this Estate, as Sedan (212,840 units built), as Coupé (62,366 units built) and Landau Coupé (9,607 units built).
SISLRA Drag Racing
Victoria, B.C.
7794
My scenic and miscellaneous Photostream @ www.flickr.com/photos/agged
Manufacturer: Van Doorne's Automobielfabriek N.V. (DAF), Eindhoven – The Netherlands
Type: Daffodil 32FL Coach
Production time: October 1965 - September 1967
Production outlet: 53,674
Engine: 746cc 2 cylinder (in-line) boxer engine OHV (I-head) air-cooled / vacuum overdrive and engine brake
Power: 27 bhp / 4.000 rpm
Torque: 53 Nm / 2.800 rpm
Drivetrain: rear wheels
Speed: 104 km/h
Curb weight: 690 kg
Wheelbase: 81 inch
Chassis: integral frame with all-steel integral self-supporting A-body
Steering: rack & pinion
Gearbox: continuously variable transmission (CVT) stepless V-belt drive with kickdown / floor shift
Clutch: not applicable (automatic two-stage centrifugal clutch in drum)
Carburettor: Solex 34 PICS
Fuel tank: 33 liter
Electric system: 6 Volts 80 Ah
Ignition system: distributor and coil
Brakes front: hydraulic drums
Brakes rear: hydraulic drums
Suspension front: independent vertical guide tubes, lower transverse leaf springs + telescopic built-in Koni shock absorbers
Suspension rear: independent triangular trailing arm, pendulum axle with in rubber mounted coil springs + hydraulic telescopic Woodhead- Monroe shock absorbers
Rear axle: commute
Differential: V-belt drive MaxiGrip
Wheels: 13 inch disc
Tires: 145-330
Options: fog lamps (front and rear)
Special:
- The 32 is basically an improved 600/32 with a bigger and more powerful engine and was redesigned by Johan van der Brugghen (W. van den Brink designed it original in 1955).
- The body was re-styled by Giovanni Michelotti.
- DAF was the first car to have a Continuously Variable Transmission (CVT) system - the innovative DAF Variomatic: a continuously variable gearbox transmission with an automatic two-stage centrifugal clutch in drum (with "het pientere pookje" - "the smart gear stick").
- An interesting feature: putting the car in reverse reversed the entire drive system. This enabled the vehicle, in theory, to reach the same top speed in reverse as forward.
- Advantage: it was the only small, affordable car with automatic transmission.
- Disadvantage: because the car had an unsportsmanlike image, it had often an "image" for the elderly or disabled people.
- The Series 32 was available as this 2-door Coach, as 2-door Panel Van, as 2-door Estate Wagon and as 2-door Pick-Up.
- They were only assembled in Eindhoven - The Netherlands.
* gone before you know it .... ☺☺!
Manufacturer: Peugeot SA, Sochaux - France
Type: 404 XC7 Berline
Production time: 1960 - 1975 (Europe)
Production time: 1960 - 1991 Mombassa Kenya
Production time: 1962 - 1980 Argentina
Production outlet: 1,847,568 in Europe
Production outlet: 1,037,806 outsite Europe
Engine: 1618cc straight-4 Peugeot Série XC5
Power: 73 bhp / 5.400 rpm
Torque: 130,5 Nm / 2.500 rpm
Drivetrain: rear wheels
Speed: 145 km/h
Curb weight: 1060 kg
Wheelbase: 111.8 inch
Chassis: box frmae with crosbars and all-steel unibody
Steering: rack & pinion
Gearbox: BA7 four-speed manual / all sychromesh / column-shift
Clutch: hydraulic single cushion plate dry disc
Carburettor: Solex 32 PBICA downdraft
Fuel tank: 50 liters
Electric system: 12 Volts 65 Ah
Ignition system: distributor and coil
Brakes front: 10 inch hydraulic duo servo Hydrovac (by Bendix) drums
Brakes rear: 10 inch hydraulic duo servo Hydrovac (by Bendix) drums
Suspension front: independent vertical guide tubes, lower crossbar, longitudinal thrust struts, coil springs + coaxial hydraulic shock absorbers “System Peugeot”
Suspension rear: beam axle, radius arms, Panhard rod (anti-roll bar), tandem (4) longitudinal coil springs + coaxial hydraulic shock absorbers “System Peugeot”
Rear axle: live
Differential: hypoid 4,63:1
Wheels: 15 inch steel discs
Tires: 165x380 (5.90x15")
Options: Peugeot Idenor XD85 1816cc straight-4 Diesel engine, Peugeot Idenor XD88 1948cc straight-4 Diesel engine (1963-1975), semi-automatic three-speed gearbox (coupleur Jaeger ELECTROMAGNETIQUE), a three-speed ZF automatic transmission, fuel injection system (by Kugelfischer since 1961: the first French car ever, 88bhp/5.700rpm), Sofica Air Conditioning system, leather interior, rear screen demister, 165/380 Michelin XAS tires, radio
Special:
- Although the Peugeot factory had been in the manufacturing business since the 1700's, the company's entry into the world of wheeled vehicles was by means of crinoline dresses, which used steel rods, leading to umbrella frames, wire wheels, and ultimately bicycles.
- Armand Peugeot introduced the Peugeot "Le Grand Bi" penny-farthing in 1882 and along with a range of other bicycles.
- He became interested in the automobile early on and after meeting with Gottlieb Daimler and others, was convinced of its viability. The first Peugeot automobile (a three-wheeled steam-powered car designed by Léon Serpollet) was produced in 1889; only four were made.
- In 1890, after meeting Gottlieb Daimler and Emile Levassor, steam was abandoned in favour of a four-wheeled car with a petrol-fuelled internal combustion engine built by Panhard under Daimler licence.
- The car company and bike company parted ways in 1926.
- Sergio Pininfarina (Carrozzeria Pininfarina S.p.A. Cambiano - Italy) designed the 404 Series Berline, like its predecessor, the 403 Series and it was introduced at the 1960 Paris Motor Show.
- Sales of the 404 Berline started in May 1960, while the Break (Estate) sales started in late 1962.
- The 404 Series was available as this Break (1962-1971: Commerciale, Familiale (7 passengers), Break Super Deluxe and Ambulances), as 4-door Berline (1960-1975: 1,672,395 units built), as Convertible (1961-1969: 10,387 units built), as Coupé (1962-1969: 6,837 units built) and as Pick-Up version (1961-1975: Camionnette and Fourgonnette, 802,023 units built).
- They were assembled in Sochaux - France, Alençon - France (only Ambulance models), Australia (at the local Renault subsidiary!), Belgium, Canada (at the SOMA plant shared with Renault), Chile, Ireland, Madagascar, Malaysia, New Zealand, Kenya, Nigeria (production ended in 1988), Portugal, Perú, Rhodesia, South Africa (production ended in 1991), Argentina (production ended in 1980) and Uruguay.
Manufacturer: MG Car Company Limited, Cowley - UK
Type: TA Midget
Production time: mid-year 1936 - mid-year 1939
Production outlet: 3,003
Engine: 1292cc straight-4 MPJG OHV pushrod (from the Wolseley 10)
Power: 52,4 bhp / 5.000 rpm
Torque: 80 Nm / 2.500 rpm
Drivetrain: rear wheels
Speed: 127 km/h
Curb weight: 820 kg
Wheelbase: 94 inch
Chassis: channel sectioned wooden ash frame with a steel body
Steering: Bishop chain steering
Gearbox: four-speed manual (synchromesch on III and IV / floor shift
Clutch: single dry plate cork liner (cork-faced) running in oil
Carburettor: dual horizontal SU 1in semi-downdraft
Fuel tank: 68 liter rear-mounted slab fuel tank
Electric system: Lucas 6 Volts
Ignition system: distributor and coil
Brakes front: hydraulic 9 inch Lockheed drums
Brakes rear: hydraulic 9 inch Lockheed drums
Suspension front: beam axle, semi-elliptic leaf springs + hydraulic telescopic Luvax-Girling shock absorbers
Suspension rear: beam axle, semi-elliptic leaf springs + hydraulic telescopic Luvax-Girling shock absorbers
Rear axle: live
Differential: spiral bevel 4.875:1
Wheels: 19 inch wire wheels
Tires: 4.00 x 19
Options: spare tire on the back
Special:
- The new TA was lower, wider, more spacious and has a more comfortable cockpit than its predecessor, the PB, but still many components borrowed from Morris. The production of these sports cars was concentrated at a factory in Abingdon.
- When first introduced, this bench-type two-seater vehicle with cut-out doors, folding windscreen, a tall, square radiator, (known as the T Type and only after the advent of the TB did the TA designation come into use), could be purchased in open and closed configuration.
- Later, the open coupé, referred to as an Airline Coupé by Carbodies Limited in Coventry (but only one or two is thought to have been made), was replaced with a Drophead style, using a soft-top.
- There was also a successful Tickford embodiment by Salmons in Newport Pagnell, 252 units built of which presumably only a dozen survivors.
- The Cream Cracker Team became three factory TAs with the 1600cc engine of the larger MG VA Tourer in 1937, being very successful in the hill climb races that season.
- Allan Tomlinson won the 1939 Australian Grand Prix driving an MG TA.
- The T-Series became the icon of British Sports Cars.
Another young dreadnok prospect, Torque fits right with the gang, with the exception of his love for speed bikes, which they often mock him for.
Now I'm on bit of a dreadnok kick again.
With advances in bomber technology, the U.S. Army Air Corps in 1937 began wondering if its current fighters were inadequate to defend the nation from attack. The USAAC, on the advice of Lieutenant Benjamin Kelsey, issued Proposal X-608/609, calling for an interceptor equipped with tricycle landing gear and the Allison V-1710 inline engine, heavy cannon armament, and capable of 360 mph and a ceiling of above 20,000 feet, which it had to reach within six minutes. The design could either be a twin-engined (X-608) or a single-engined (X-609). The latter resulted in the Bell P-39 Airacobra—the former becoming the Lockheed P-38 Lightning.
The proposal was a tough one, and after several discarded designs, chief Lockheed designer Clarence “Kelly” Johnson settled on an unusual planform: two engines extending back to twin tails, joined by the wings and tailplane, with the pilot and armament concentrated in a central “gondola” fuselage. The reason for the tail “booms” was that the aircraft needed superchargers, and the only place to put them was behind the engines. The design itself posed several problems, namely engine torque: twin-engined propeller aircraft tend to pull heavily in the direction of the torque. Johnson solved this by having the propellers counter-rotate away from each other, canceling the torque between them. Placing all guns along a central axis in front of the pilot also made shooting more accurate and easier to figure out; various armament options were tried before Lockheed settled on four machine guns and a single 20mm cannon. Flush rivets and stainless steel construction gave the aircraft a smooth finish and better speed. The first XP-38 flew in January 1939. To prove the fighter’s usefulness to a skeptical USAAC, the XP-38 was flown cross-country from Lockheed’s plant in Burbank to New York City. It crash-landed due to engine icing just outside of New York, but it made the trip in just over seven hours at a sustained speed of 399 mph, setting a new record.
Impressed, the USAAC ordered 13 YP-38 pre-production aircraft, but these were delayed by Lockheed already being at maximum production, with the result that the first YP-38 did not reach the now-U.S. Army Air Force until June 1941. It had already been ordered by the Royal Air Force, but now a new problem came up: the P-38 was too hot an aircraft. In dives, it had been found that the P-38 would quickly enter compressibility and keep accelerating until it hit the ground, due to the air over the wings becoming supersonic while the aircraft itself remained subsonic. Frantic efforts by Lockheed to fix the problem failed, and despite the introduction of dive brakes on later aircraft, the P-38 was never cured of this problem. The British only held to their order of 143 aircraft after legal action by Lockheed—making matters worse was that RAF aircraft were delivered without counter-rotating propellers or superchargers, making them difficult to control and at a severe disadvantage above 15,000 feet. Plus, the lack of adequate cockpit heating meant that the pilots risked hypothermia during the cold European winters. The RAF had named the aircraft “Lightning” for its performance, but loathed the fighter and were more than happy to return them to Lockheed. The P-38, which had finally entered production as the P-38D Lightning, had acquired a bad reputation that it would never fully recover from.
Despite its misgivings, the USAAF continued the Lightning in production, because whatever the aircraft’s other problems, it could not be matched in speed or range. Deployed to Iceland and the Aleutian Islands, P-38s scored the first American kill of the European theater on August 14th, 1942; it had already scored its first kills, over the Aleutians, a week before. Deployed to North Africa to cover the Operation Torch landings and operations in Tunisia, the heavy armament, speed, range, and surprising ease of flying (the P-38 used a wheel rather than a stick), the Lightning earned the nickname Gabelschwanzteufel (Fork-Tailed Devil) from its German opponents at first. Unfortunately, the Germans soon discovered the P-38’s weakness—it still was a poor performer above 15,000 feet, it had a very slow roll rate, and lethal blind spots. It was liked by its pilots, who pointed out that it was the only long-range escort then available, and the only one that could lose an engine and stay in the air, but its poor reputation persisted. Even after further combat proved its worth and improvements by Lockheed resulted in the P-38J, the 8th Air Force began relegating its P-38s to ground attack duties (which it was surprisingly good at) in favor of the P-51 Mustang. It remained in Europe until war’s end, operating as attack aircraft and F-5 reconnaissance aircraft; a few were further modified with a bombardier position in a clear nose as pathfinders, the so-called “Droopsnoot.” Despite its mixed reputation, European Lightnings produced several aces, including Robin Olds; French author and aviation pioneer Antoine de Saint-Exupéry was killed in his P-38 during a reconnaissance mission over Corsica in July 1944.
In the Pacific, however, the P-38s performed admirably. The USAAF lacked any sort of long-range fighter, and the P-38 allowed safer operations over water and distance. This led to it being chosen to shoot down Admiral Isoroku Yamamoto in 1943, as it was the only fighter that could make the trip from Guadalcanal to Bougainville. General George Kenney, commanding the 15th Air Force, asked for all the P-38s Lockheed could supply. While it was no dogfighter, especially with the nimble Japanese fighters, it could snap turn with an A6M Zero for the first few seconds, it was better in the vertical than Japanese aircraft, and its heavy armament would annihilate every enemy that got in front of it. Whereas P-38 pilots in Europe froze to death, the lack of air conditioning in the Pacific meant that P-38 pilots there flew in only shorts, tennis shoes, and a flight helmet. The P-38’s lack of high altitude performance was not a problem in the Pacific, where most air combat took place at low level. Over 100 men would become aces in the Lightning, and with 1,800 confirmed victories, the P-38 was one of the most successful USAAF fighters in the Pacific during the war.
After World War II, newer jet fighters spelled the end of the P-38s. Even though more than 10,000 examples were built during the war, the big fighter didn’t fit into the Air Corps' post-war plans and was retired from service soon after. Though it did remain in Italian Air Force service until 1956, and was used by Nationalist China and some Central American nations (a CIA-flown P-38M was instrumental in a 1954 coup), nearly all of them had been scrapped by the mid-50s. Out of a total of 10,037 aircraft built, only 24 survive today, with half that number flyable or being restored to flying condition.
This P-38J, BuNo 44-23314, was delivered to the USAAF in May 1944 and has the distinction of being the 5,018th P-38 made—halfway to the total number of Lightnings produced; it would never leave the United States, instead being assigned to the 483rd Air Base Squadron, a Crew Replacement Training Unit, at Santa Monica, where it was used as a trainer for P-38 pilots headed to the Pacific. Declared surplus just after V-J Day, 44-23314 was donated to the Hancock College of Aeronautics to be used as a ground instruction trainer. By 1959, it was one of the last surviving P-38s and was bought by Planes of Fame. Initially, it was only restored for static display, but in 1988, it was fully restored to flying condition.
This aircraft has gone through several names and paint schemes over the years, but in January 2020, when I saw it, it was painted as an aircraft of the 475th Fighter Group at Hollandia, New Guinea, with the name "23 Skidoo" (An early 20th Century slang term meaning to get lost). The 475th would count among its ranks three of the USAAF's top aces—Charles MacDonald, Thomas McGuire, and, of course, the "ace of aces" for the U.S., Richard "Dick" Bong himself. As "23 Skidoo" still wears the standard USAAF wartime camouflage, this would still be fairly early in the 475th's career, before their P-38s were returned to bare metal for additional speed and range. This plane is also unique in that it makes a brief cameo appearance in the 1992 movie Iron Eagle III.