View allAll Photos Tagged Torque
Date Taken: October 3, 2015
Fröhlich Tours' pride in their impressive fleet. These are currently the two most powerful buses they have.
Left:
Operator: Fröhlich Tours Tourist Transport Service, Inc.
Model: Higer KLQ6122F
For Details and Specifications, refer this photo:
Right:
Operator: Fröhlich Tours Tourist Transport Service, Inc.
Model: King Long XMQ6129Y5 "Longwei” (龙威)
For Details and Specifications, refer this photo:
Our Official Facebook Fan Page: Philippine Bus Enthusiasts Society (PhilBES)
Copyright Robert W. Dickinson. Unauthorized use of this image without my express permission is a violation of copyright law.
Another semi close-up of lovely
Janelle at our Sexy Power Tools photoshoot in my garage on 10/5/19. Janelle did her own hair and makeup. A very fun shoot.
The main light was a DigiBee800 to my right, fired into a medium, gridded Chimera strip bank, set to about 1/2 power. I used a large white foam core board to her right to fill shadows on her side facing the camera. There is a trace of light from a rim light, a Canon 550EX atop my water heater fired at 1/128 power and covered with a twice folded white handerchief; the flash head zoom setting was at 70mm. Both lights were triggered with Pocket Wizards. Finished with a Topaz Adjust Classic Collection Soft Focus I layer at 70% opacity.
Canon 70D and Canon EF 50mm f1.8 STM lens. ISO 200, f5.6 at 1/125 second.
...Doing a bit of leg contortion to give you a good view of the seams of my silky stockings!
…And showing off my curvy figure while I'm at it!
This black wet look lycra spandex minidress came in from greatglam.com! I've matched it up with Secrets In Lace's Premier black French Heel stockings and my black patent pumps with their 6" heels from Devious by way of electriqueboutique.com.
To see more pix of me in other tight, sexy and revealing outfits click this link:www.flickr.com/photos/kaceycdpix/sets/72157623668202157/
To see more pix of me in other outfits from Great Glam click this link: www.flickr.com/photos/kaceycdpix/sets/72157621973539909/
DSC_1250-2
How big is your Mums tits? Irn Bru off the tap........... Shake............
Out to all crew...
For Ray Wishstone
the headquarters of IAC, seen while walking to Chelsea Piers a few weekends ago. the first time i ever saw this building was the night i moved out of Manhattan. and i nearly crashed the u-haul. of course it would be a Gehry building. with a tiny sliver of 100 11th Ave reflected on the left edge.
This is Torque Steinlager. Fearless Laird and Baron of Garheim. He is Laird of Castle Steinlager and Baron of the village of Alle and the town of Bern. His business is import (wood and finished goods) and export (coal, fish, etc) along with military support to the Jarl as needed. Natural enemies are the mountain trolls, he is neutral with the snow elves and friends with the Lenfeld to the South. As long as they don't cross him in a deal.
How big is your Mums tits? Irn Bru off the tap........... Shake............
Out to all crew...
For Ray Wishstone
Purchased from Sears stores, probably in Metarie LA, USA in 1973/74. And therein lies a tale…
(Note to self: a tricky subject to light. Ceiling LED’s & bounce flash. Adjust brightness & contrast. The paint stain on the box is annoying).
Vix, France.
480 BC
This voluminous jewelry was found in the grave of a powerful women, consisting of 40 individual parts. The two spheres at the ring terminals are help in the paws of lions. The two small winged horses are reminiscent of Pegasus from Greek mythology and bear witness to increased contact with the Mediterranean world.
Kunst der Kelten, Historisches Museum Bern.
Art of the Celts, Historic Museum of Bern.
In March 1962, Chrysler replaced the American 1961-model R Valiant with the American 1962 SV1 (S Series) Valiant. The SV1 used the same body shell as the RV1, with cosmetic changes including the deletion of the simulated spare wheel on the bootlid, and round tail lamps replacing the R-model's cat-eye shaped ones. There was a revised radiator grille and new exterior trim.
Mechanical changes included relocation of the manual transmission shifter to the steering column, new ball joints, and a new gear-reduction starter motor.
10,009 SV1 Valiants were sold, of which 5,496 were automatics and 4,513 were manuals.
Camden, New South Wales, Australia,
Coachwork by Zagato
Zoute Sale - Bonhams
Estimated : € 500.000 - 700.000
Amended
Zoute Grand Prix 2021
Knokke - Zoute
België - Belgium
October 2021
Introduced at the Geneva Motor Show in 1957 as the replacement for the Aurelia, the Flaminia incorporated many features from the earlier car including the aluminium V6 engine and the rear mounted transaxle with inboard brakes, but the traditional sliding pillar front suspension, mounted in all Lancias since the Lambda, was replaced by double wishbones and coil springs and four wheel servo assisted disc brakes replaced the drum brakes fitted for the first year of production. In general, the Aurelia's specification was gone over in great detail and wherever possible strengthened for increased reliability and longevity.
In 1959, the Flaminia Saloon and Pininfarina Coupe were joined by sporting two door models from Touring of Milan and Zagato, both on a shorter 2520mm wheelbase. Reduced weight and the shorter wheelbase made these new models much more attractive to the keen driver than the saloon. The Zagato Coupe with its faired in covered headlights and trademark " double bubble " roof, designed by a youthful Ercole Spada (who designed the Aston Martin DB4 GT Zagato at about the same time) was one of the best looking and most striking Italian GT cars of the day.
On request, Zagato would supply the early cars in competition trim, with the newly developed 140 bhp triple Weber carburettor engine. Zagato Flaminias were built in three series with first 2.5, then 2.8 litre engines and detail changes to the front and rear of the car, including ,sadly, after the first ninety nine cars, modification of the covered headlights which became illegal in Italy. The final Zagato version, the Supersport, produced 150 bhp, running on three bigger 40mm Webers, and was capable of over 210 kph.
Chassis # 1011 is a very special car. Delivered new to Italy, it was one of the first Pre - Series ninety nine Zagatos but fitted at the customer's request with a competition tune 2500cc 3C engine with three special Webers, perspex side and rear windows and competition seats. On acquisition of the car in 2010, Anthony decided to make significant improvements to the performance using only period Flaminia parts and technology. He bought from his friends of many years at Omicron Engineering a complete 2.8 litre Flaminia Supersport engine with the large 40mm carburettors and a Supersport transaxle with the later close ratios and tall final drive. After running the car for a while in this configuration, Anthony had the engine further improved by highly respected Jim Stokes Engineering in England who had rebuilt the Lancia D50 Grand Prix cars for Anthony and Guido Rosani. The result was most impressive - 180bhp and 191 lbs/foot torque with an almost flat torque curve from 2,500 to 5,000 rpm - the dyno print outs are available. In his 1961 road test of a Lancia factory experimental 3C 2500cc Flaminia Zagato, Bernard Cahier found that its acceleration times were nearly equal with those of an Aston Martin DB4 and Ferrari 250 GT up to 100 mph and that "......the Lancia's outstanding road handling, plus terrific torque down low, would make these cars work very hard indeed to keep up with it. " And with the bigger and improved 2.8 litre engine and much more power and torque, the performance is even more impressive than it was on the factory experimental car which Bernard Cahier tested. The complete original 2500cc 3C engine and transaxle are included in the sale.
With long distance rallies in mind, an extra 15 litre fuel tank and twin Facit electric fuel pumps have been fitted. In the last 10 years, Anthony and his wife, Anna, have used and enjoyed the car on rallies in Chile and Argentina, Scotland, Italy, France and Switzerland. It has been completely reliable and docile and well mannered to drive. It is the ultimate Flaminia for ordinary road or competition use, capable of remarkable performances.
An evening shot after a busy day. My torque wrench was in use at the weekend, as I tinkered with the Subaru. I've decided that the misfire is due it running lean - all the spark plugs were more white than "biscuit" coloured. Reason unknown, but possibly something failing in the fuel system (pump/filter/pressure regulator)
+++ DISCLAIMER +++
Nothing you see here is real, even though the model, the conversion or the presented background story might be based on historical facts. BEWARE!
Some background:
In the early days of World War II, Royal Navy fighter requirements had been based on cumbersome two-seat designs, such as the fighter/dive-bomber Blackburn Skua (and its turreted derivative the Blackburn Roc) and the fighter/reconnaissance Fairey Fulmar, since it was expected that they would encounter only long-range bombers or flying boats and that navigation over featureless seas required the assistance of a radio operator/navigator. The Royal Navy hurriedly adopted higher-performance single-seat aircraft such as the Hawker Sea Hurricane and the less robust Supermarine Seafire alongside, but neither aircraft had sufficient range to operate at a distance from a carrier task force. The American Vought F4U Corsair was welcomed as a more robust and versatile alternative.
In November 1943, the Royal Navy received its first batch of 95 "birdcage" Vought F4U-1s, which were given the designation "Corsair [Mark] I". The first squadrons were assembled and trained on the U.S. East Coast and then shipped across the Atlantic. The Royal Navy put the Corsair into carrier operations immediately. They found its landing characteristics dangerous, suffering a number of fatal crashes, but considered the Corsair to be the best option they had.
The Royal Navy cleared the F4U for carrier operations well before the U.S. Navy and showed that the Corsair Mk II could be operated with reasonable success even from escort carriers. It was not without problems, though: one was excessive wear of the arrester wires, due both to the weight of the Corsair and the understandable tendency of the pilots to stay well above the stalling speed, and because of the limited hangar deck height in several classes of British carrier, many Corsairs had their outer wings "clipped" by 8 in (200 mm) to clear the deckhead. However, the change in span brought about the added benefit of improving the sink rate, reducing the F4U's propensity to "float" in the final stages of landing. The Royal Navy developed further modifications to the Corsair that made carrier landings more practical. Among these were a bulged canopy (similar to the P-51 B/C’s Malcolm Hood), raising the pilot's seat 7 in (180 mm), and wiring shut the cowl flaps across the top of the engine compartment, diverting frequent oil and hydraulic fluid spray around the sides of the fuselage so that the windscreen remained clear.
The Corsair Mk I was followed by 510 "blown-canopy" F4U-1A/-1Ds, which were designated Corsair Mk II (the final 150 equivalent to the F4U-1D, but not separately designated in British use). 430 Brewster Corsairs (334 F3A-1 and 96 F3A-1D), more than half of Brewster's total production, were delivered to Britain as the Corsair Mk III. 857 Goodyear Corsairs (400 FG-1/-1A and 457 FG-1D) were delivered and designated Corsair Mk IV. A total of 2,012 Corsairs were supplied to the United Kingdom during WWII, and British Corsairs served both in Europe and in the Pacific. Despite the large number of aircraft, the Mk IIs and IVs were the only versions to be actually used in combat.
The first, and also most important, European FAA Corsair operations were the series of attacks in April, July, and August 1944 on the German battleship Tirpitz (Operation Tungsten), for which Corsairs from HMS Victorious and HMS Formidable provided fighter cover. From April 1944, Corsairs from the British Pacific Fleet took part in several major air raids in South-East Asia beginning with Operation Cockpit, an attack on Japanese targets at Sabang island, in the Dutch East Indies. In July and August 1945, RN Corsairs took part in a series of strikes on the Japanese mainland, near Tokyo, operating from Victorious and Formidable. It was during this late phase of the war that the Admiralty was expecting new and more powerful indigenous naval fighters to become available, primarily Griffon-powered Seafires and the Hawker Sea Fury, a navalized derivative of the Hawker Tempest fighter powered by the new Centaurus radial engine. Both types, however, faced development problems, so that the Royal Navy approached Vought and requested a new variant of the proven Corsair, powered by the British Centaurus engine and further tailored to the Royal Navy’s special needs. This became the Corsair Mark V.
The Corsair V was based on the newest American variant, the F4U-4, but it differed in many aspects, so much that it effectively was a totally different aircraft. The F4U-4 was the last American Corsair variant that would be introduced during WWII, but it only saw action during the final weeks of the conflict. It had a 2,100 hp (1,600 kW) dual-stage-supercharged -18W engine, and when the cylinders were injected with the water/alcohol mixture, power was boosted to 2,450 hp (1,830 kW). To better cope with the additional power, the propeller was changed to a four-blade type. Maximum speed was increased to 448 miles per hour (721 km/h) and climb rate to over 4,500 feet per minute (1,400 m/min) as opposed to the 2,900 feet per minute (880 m/min) of the F4U-1A. The unarmored wing fuel tanks of 62 US gal (230 L) capacities were removed for better maneuverability at the expense of maximum range. Other detail improvements were introduced with the F4U-4, too: The windscreen was now flat bullet-resistant glass to avoid optical distortion, a change from the curved Plexiglas windscreens with an internal armor glass plate of the earlier variants. The canopy was furthermore without bracing and slightly bulged – an improvement adopted from the Royal Navy Corsairs.
The original "4-Hog" retained the original armament of six 0.5” machine guns and had all the external load (i.e., drop tanks, bombs, HVARs) capabilities of the F4U-1D. A major sub-type, the F4U-4B, was the same but featured an alternate gun armament of four 20 millimeters (0.79 in) AN/M3 cannon, and the F4U-4P was a rare photo reconnaissance variant with an additional camera compartment in the rear fuselage, but fully combat-capable.
The Royal Navy agreed to adopt the new F4U-4 but insisted on the British Centaurus as powerplant and demanded British equipment and armament, too. The latter included four Hispano 20 mm cannon in the outer wings, adapted wirings for British unguided rockets under the outer wings and a four-channel VHF radio system, a radio altimeter and a G2F compass. Vought reluctantly agreed, even though the different engine meant that a totally different mount had to be developed in short time, and the many alterations to the F4U-4’s original airframe would require a separate, new production line. Since this would block valuable resources for the running standard F4U production for the USN, the Corsair V was outsourced to the newly established Kaiser-Fleetwing company (a ship builder with only limited aircraft experience so far) and designated FK-1 in American circles.
As expected, the development of the FK-1 alone took more time than expected – not only from a technical point of view, but also due to logistic problems. The Centaurus engines and most vital equipment pieces had to be transported across the Atlantic, a hazardous business. The first precious Centaurus engines for the development of the modified engine mount were actually transferred to the USA through the air, hanging in the bomb bays of American B-24 bombers that were used as transporters to supply Great Britain with vital materials.
Because Kaiser-Fleetwings had to establish a proper production line for the FK-1 and supplies for raw F4U-4 airframes had to be diverted and transported to the company’s factory at Bristol, Pennsylvania, delays started to pile up and pushed the Corsair Mk. V development back. The first Centaurus-powered Corsair flew in January 1945 and immediately revealed massive stability problems caused by the engine’s high torque. Enlarged tail surfaces were tested and eventually solved the problem, but this measure changed the F4U-4s standard airframe even more. It was furthermore soon discovered that the early Centaurus engine suffered frequent crankshaft failure due to a poorly designed lubrication system, which led to incidents of the engine seizing while in mid-flight. The problem was resolved when Bristol's improved Centaurus XVIII engine replaced the earlier variant. Tests and adaptations of British equipment to the airframe continued until May 1945, when the Corsair V was eventually cleared for production. But when the first of 100 ordered machines started to roll off the production lines the war was already over.
At that time many of the Fleet Air Arm's carrier fighters were Seafires and Lend-Lease Corsairs. The Seafire had considerable drawbacks as a naval aircraft, notably the narrow undercarriage, while the Corsairs had to be returned or purchased. As the UK did not have the means to pay for them, the Royal Navy Corsairs were mostly pushed overboard into the sea in Moreton Bay off Brisbane, Australia.
Since the Corsair V had not been part of the Lend Lease agreement with the United States, the Royal Navy was not able to easily retreat from the production contract and had to accept the aircraft. Because the Royal Navy’s intended new standard shipborne fighter, the Hawker Sea Fury, was delayed and almost cancelled during this period of re-organizations and cutbacks, the Admiralty bit the bullet, used the inevitable opportunity and procured the Corsair V as a stopgap solution, even though the original production order from May 1945 was not extended and effectively only 95 Corsair Vs were ever produced in the USA and transferred as knocked-down kits via ship to Great Britain.
The first re-assembled Corsair Vs entered Royal Navy service in August 1946, but their frontline service with 802 and 805 NAS, both based at Eglington (Northern Ireland), was only brief. Following the successful completion of weapons trials at the A&AEE Boscombe Down, the Sea Fury was eventually cleared for operational use on 31 July 1947 and quickly entered service. The Corsair Vs were gradually replaced with them until late 1948; 805 NAS was the first unit to abandon the type when 805 Squadron was reformed as a Royal Australian Navy FAA squadron operating Hawker Sea Fury Mk II aircraft. In 1950, 802 NAS was assigned to HMS Ocean and equipped with the Hawker Sea Fury, too, and sent to Korea.
Most Corsair Vs were then relegated to the Royal Naval Volunteer Reserve (RNVR) in August 1951, where they replaced Supermarine Seafires and took over their role as classic fighter aircraft, despite the Corsair V’s strike/attack potential with bombs and unguided missiles. Most of the time the Corsairs were used for lang range navigation training. RNVR units that operated the Corsair V included Nos. 1831, 1832, 1833, 1834, 1835 and 1836 Squadrons. No. 1832, based at RAF Benson, was the last RNVR squadron to relinquish the type in August 1955 for the jet-powered Supermarine Attacker, and this ended the Corsair V’s short career.
General characteristics:
Crew: One
Length: 34 ft (10.37 m)
Wingspan: 40 ft 8 in (12.10 m)
Height: 15 ft 4 in (4.68 m)
Wing area: 314 sq ft (29.17 m²)
Empty weight: 9,205 lb (4,238 kg)
Gross weight: 14,670 lb (6,654 kg)
Max takeoff weight: 14,533 lb (6,592 kg)
Powerplant:
1× Bristol Centaurus XVIII 18-cylinder air-cooled radial engine with
2,470 hp (1,840 kW) take-off power, driving a 4-bladed
Rotol constant-speed propeller with 14 ft (4.3 m) diameter
Performance:
Maximum speed: 453 mph (730 km/h, 397 kn) at sea level
Cruise speed: 215 mph (346 km/h, 187 kn) at sea level
Stall speed: 89 mph (143 km/h, 77 kn)
Range with internal fuel, clean: 1,005 mi (1,617 km, 873 nmi)
Combat range with max. ordnance: 328 mi (528 km, 285 nmi)
Service ceiling: 41,500 ft (12,600 m)
Rate of climb: 4,360 ft/min (22.1 m/s)
Armament:
4× 20 mm (0.787 in) Hispano Mk II cannon in the outer wings, 250 RPG
A total of 11 hardpoints under the wings and the fuselage for a total ordnance of
4,000 pounds (1.800 kg), including drop tanks, up to 16× 60 lb unguided aircraft rockets on twin
launch rails and/or bombs of up to 1.000 lb (454 kg) caliber
The kit and its assembly:
My first submission to the 2023 “Re-engine” group build at whatifmodellers.com, and a British Corsair with a Centaurus instead of the original R-2800 is almost a no-brainer. But taking the idea to hardware turned out to be a bit trickier than expected. I based my fictional conversion on an Italeri F4U-4, which would have been the appropriate late-WWII basis for a real-life conversion. The kit has good ex- and internal detail with fine engraved panels and offers the late Corsairs’ all-metal wings, too.
The engine replacement is a massive resin piece from OzMods, part of a conversion twin set for a Bristol Brigand; I assume it’s intended for the Valom kit? The set includes resin four-blade props with deep blades which I rather wanted to use than the Sea Fury’s typical five-blade prop.
The Italeri Corsair was basically built OOB, but beyond the different engine, which caused some trouble in itself (see below), I incorporated several mods to change the aircraft’s appearance. The streamlined Centaurus was insofar a problem because it has s slightly smaller diameter than the original R-2800 cowling. Not much, but enough to make a simple exchange impossible or at least look awkward. While the upper cowling section and its curvature blended well into the Corsair fuselage, the difference became more obvious and complicated underneath: late Corsairs have a “flattened” bottom, and from below the Centaurus appears somewhat undersized. To smooth the intersection out I grinded much of the cooling flaps away, and to even out the profile I added a shallow air scoop from an Italeri F4U-7 under the engine, which required some PSR. A good compromise, though. The resin propeller was mounted onto a metal axis and fitted into a hole/channel that was drilled through the Centaurus’ massive resin block.
As an FAA Corsair the wing tips were clipped, which was easy to realize thanks to the massive parts in this area. The Corsair’s original oil coolers in the wing roots were retained, but the four guns in the wings (separate parts in the Italeri kit with quite large holes) were replaced with faired Hispano cannon for/from an early Hawker Tempest, aftermarket brass parts from Master Models.
To change the model’s look further I modified the tail surfaces, too; the rounded fin was replaced with a rather square and slightly bigger donor, a stabilizer from a Novo Supermarine Attacker. The original stabilizers were replaced, too, with trapezoidal alternatives from a Matchbox Meteor night fighter, which offer slightly more area. Since the tail surfaces were all graft-ons now I implanted a vertical styrene tube behind the rear cockpit bulkhead as a display holder adapter for later flight scene pictures. Together with the clipped/squared-off wingtips the new tail creates a consistent look, and with the propeller and its dominant spinner in place the Corsair V reminds a lot of a late Bristol Firebrand mark or even of an Unlimited Class Reno Racer? It looks fast and purposeful now!
Even though unguided missiles and/or bombs could have been a valid ordnance option I decided to leave the Corsair V relatively clean as a pure gun fighter; I just used the OOB drop tank on the centerline station.
Painting and markings:
Very dry and using real 1948 Royal Navy aircraft as benchmark, the Corsair V ended up with a rather simple and dull Extra Dark Sea Grey over Sky (Humbrol 123 and 90, respectively) with a low waterline, and still with wartime Type C roundels with “Identification red (dull)”, even though the RAF officially had reverted to bright identification colors in 1947 and started to use the high-viz Type D roundel as standard marking. To add a British flavor the cockpit interior was painted in very dark grey (Revell 06, Tar Black) while the interior of the landing gear wells was painted in a pale cream yellow (Humbrol 74, Linen) to mimic zinc chromate primer. The only highlight is a red spinner, a contemporary unit marking of 805 NAS.
The kit received a light black ink washing and post-shading to emphasize and/or add surface structures, and this nicely breaks up the otherwise uniform surfaces. Decals/markings came from Xtradecal Hawker Sea Fury und late WWII FAA/RN aircraft sheets, and some decals were mixed to create a fictional serial number for the Corsair V (TF 632 was never allocated, but the code fits into the model’s era). Some light oil and exhaust stains were also added, but not as severely as if the aircraft had been operated under wartime conditions. Finally, the model was sealed with matt acrylic varnish.
While a classic F4U with a British Centaurus engine sounds simple, and actually is, getting there was not as easy as it sounds – the ventral air scoop came to the rescue. With some more small mods like the new tail surfaces the aircraft got a subtly different look from its American ancestor(s). The Corsair V IMHO has now a very Blackburn-ish look, thanks to the big spinner and the square fin! And I wonder what I will do with the other Centaurus from the conversion set?
FUJIFILM NEOPAN ACROS 100
OLYMPUS OM-2N
OLYMPUS ZUIKO 28mm f 2.8
Revelado y escaneado:
Glauca Photo (Madrid)
Aston Martin Vulcan (2015-16) Engine 7000cc V12 naturally aspirated
Production 24
ASTON MARTIN SET
www.flickr.com/photos/45676495@N05/albums/72157623759800132.
The Aston Martin Vulcan is a two-door, two-seater, high-performance lightweight track-only car launched in 2015 , first unveiled at the 2015 Geneva Motorshow. The Vulcan was designed by Aston Martin's creative officer Marek Reichman, taking inspiration from the then current Aston Martin range, on a Front mid-engine, rear-wheel-drive and featuring swan doors.
The engine, a 7.0-litre naturally-aspirated V12, mounted in an aluminium alloy chassis with a carbon fibre body, has a power output of 831 PS (820 bhp)and is fitted with a magnesium torque tube which has a carbon fibre propeller shaft, a limited-slip differential and an Xtrac 6-speed sequential transmission. The car has a dry kerb weight of 1,350 kg (2,976 lb) and rides on Michelin Pilot Sport Cup 2 tires, which are fitted on 19 inch APP-TECH wheels that feature centerlock design. Engine power delivery is selectable using a selector knob in the car, with the first option setting the power to 507 PS (373 kW; 500 hp), the second option setting the power to 684 PS (503 kW; 675 hp), and the third and final option allowing the engine to deliver the full 831 PS (611 kW; 820 hp) of power output
The Vulcan generates GT3-car levels of downforce via its prominent front splitter, rear diffuser and adjustable rear wing and has a race-derived pushrod suspension with anti-dive geometry adjustable dampers and anti-roll bars, front and rear driver-adjustable anti-lock braking, and variable traction control.
Like the Ferrari FXX, 599XX, FXX-K, and the McLaren P1 GTR, the Vulcan must be approved to drive on track day events by the factory. However, unlike those cars, customers can keep the car on their own.
Many thanks for a Marmalising
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Shot 15.06.2016 at the Coventry Festival of Motoring, Coventry REF 118-014.