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Mercedes SLS AMG Coupe Electric Drive
With the new Mercedes-Benz SLS AMG Coupé Electric Drive, Mercedes-AMG is entering a new era: the locally emission-free super sports car featuring advanced technology from the world of Formula 1 is the most exclusive and dynamic way in which to drive an electric car. The most powerful AMG high-performance vehicle of all time has four electric motors producing a total output of 552 kW and a maximum torque of 1000 Nm. As a result, the gullwing model has become the world's fastest electrically-powered series production vehicle: the Mercedes-Benz SLS AMG Coupé Electric Drive accelerates from zero to 100 km/h in 3.9 seconds.
A new dimension of driving performance - a convincing synonym for the AMG brand promise are the outstanding driving dynamics which come courtesy of AMG Torque Dynamics as well as torque distribution to individual wheels, which is made possible by means of wheel-selective all-wheel drive. The most "electrifying" gullwing model ever has been developed in-house by Mercedes-AMG GmbH. The high-voltage battery for the SLS AMG Coupé Electric Drive is the result of cooperation between Mercedes-AMG and Mercedes AMG High Performance Powertrains in Brixworth (GB). This is an area in which the British Formula 1 experts were able to contribute their extensive know-how with KERS hybrid concepts.
"The SLS AMG Coupé Electric Drive is setting new standards for cars with electric drives. As the most powerful gullwing model ever, it is also representative of the enduring innovational strength of Mercedes-AMG. Our vision of the most dynamic electric vehicle has become a reality. With the help of our colleagues at Mercedes AMG High Performance Powertrains in Brixworth, we are bringing exciting advanced technology from the world of Formula 1 to the road", according to Ola Källenius, Chairman of the Board of Management of Mercedes-AMG GmbH.
Mercedes SLS AMG Coupe Electric Drive (2014)
2014 Mercedes-Benz SLS AMG Coupe Electric Drive
Pioneering, visionary, electrifying: the powerful and locally emission-free super sports car with electric drive also embodies the development competence of Mercedes-AMG GmbH. With this innovative and unique drive solution, AMG - as the performance brand of Mercedes-Benz - is demonstrating its technological leadership in this segment. The Mercedes-Benz SLS AMG Coupé Electric Drive is aimed at technology-minded super sports car fans who are open to new ideas and enthusiastic about ambitious high-tech solutions for the future of motoring.
Enormous thrust thanks to 1000 Nm of torque
The pioneering drive package in the SLS AMG Coupé Electric Drive is impressive and guarantees a completely innovative and electrifying driving experience: enormous thrust comes courtesy of four synchronous electric motors providing a combined maximum output of 552 kW and maximum torque of 1000 Nm. The very special gullwing model accelerates from zero to 100 km/h in 3.9 seconds, and can reach a top speed of 250 km/h (electronically limited). The agile response to accelerator pedal input and the linear power output provide pure excitement: unlike with a combustion engine, the build-up of torque is instantaneous with electric motors - maximum torque is effectively available from a standstill. The spontaneous build-up of torque and the forceful power delivery without any interruption of tractive power are combined with completely vibration-free engine running characteristics.
The four compact permanent-magnet synchronous electric motors, each weighing 45 kg, achieve a maximum individual speed of 13,000 rpm and in each case drive the 4 wheels selectively via a axially-arranged transmission design. This enables the unique distribution of torque to individual wheels, which would normally only be possible with wheel hub motors which have the disadvantage of generating considerable unsprung masses.
Powerful, voluminous, dynamic, emotional and authentic: the characteristic sound of the Mercedes-Benz SLS AMG Coupé Electric Drive embodies the sound of the 21st century. After an elaborate series of tests as well as numerous test drives, the AMG experts have created a sound which captures the exceptional dynamism of this unique super sports car with electric drive. Starting with a characteristic start-up sound, which rings out on pressing the "Power" button on the AMG DRIVE UNIT, the occupants can experience a tailor-made driving sound for each driving situation: incredibly dynamic when accelerating, subdued when cruising and as equally characteristic during recuperation. The sound is not only dependent on road speed, engine speed and load conditions, but also reflects the driving situation and the vehicle's operating state with a suitable driving noise. Perfect feedback for the driver is guaranteed thanks to a combination of the composed sound, the use of the vehicle's existing inherent noises and the elimination of background noise - this is referred to by the experts as "sound cleaning". The impressive sound comes courtesy of the standard sound system with eleven loudspeakers.
Advanced Formula 1 technology: high-voltage lithium-ion battery
Battery efficiency, performance and weight: in all three areas Mercedes-AMG is setting new standards. The high-voltage battery in the SLS AMG Coupé Electric Drive boasts an energy content of 60 kWh, an electric load potential of 600 kW and weighs 548 kg - all of which are absolute best values in the automotive sector. The liquid-cooled lithium-ion high-voltage battery features a modular design and a maximum voltage of 400 V.
Advanced technology and know-how from the world of Formula 1 have been called on during both the development and production stages: the battery is the first result of the cooperation between Mercedes-AMG GmbH in Affalterbach and Mercedes AMG High Performance Powertrains Ltd. Headquartered in Brixworth in England, the company has been working closely with Mercedes-AMG for a number of years. F1 engine experts have benefited from its extensive expertise with the KERS hybrid concept, which made its debut in the 2009 Formula 1 season. At the Hungarian Grand Prix in 2009, Lewis Hamilton achieved the first historic victory for a Formula 1 vehicle featuring KERS hybrid technology in the form of the Mercedes-Benz KER System. Mercedes AMG High Performance Powertrains supplies the Formula 1 teams MERCEDES AMG PETRONAS, Vodafone McLaren Mercedes and Sahara Force India with Mercedes V8 engines and the KERS.
The high-voltage battery consists of 12 modules each comprising 72 lithium-ion cells. This optimised arrangement of a total of 864 cells has benefits not only in terms of best use of the installation space, but also in terms of performance. One technical feature is the intelligent parallel circuit of the individual battery modules - this helps to maximise the safety, reliability and service life of the battery. As in Formula 1, the battery is charged by means of targeted recuperation during deceleration whilst the car is being driven.
High-performance control as well as effective cooling of all components
A high-performance electronic control system converts the direct current from the high-voltage battery into the three-phase alternating current which is required for the synchronous motors and regulates the energy flow for all operating conditions. Two low-temperature cooling circuits ensure that the four electric motors and the power electronics are maintained at an even operating temperature. A separate low-temperature circuit is responsible for cooling the high-voltage lithium-ion battery. In low external temperatures, the battery is quickly brought up to optimum operating temperature with the aid of an electric heating element. In extremely high external temperatures, the cooling circuit for the battery can be additionally boosted with the aid of the air conditioning. This also helps to preserve the overall service life of the battery system.
Quick charge function via special wall box
Ideally the Mercedes-Benz SLS AMG Coupé Electric Drive is charged with the aid of a so-called wall box. Installed in a home garage, this technology provides a 22 kW quick-charge function, which is the same as the charging performance available at a public charging station. A high-voltage power cable is used to connect the vehicle to the wall box, and enables charging to take place in around three hours. Without the wall box, charging takes around 20 hours. The wall box is provided as an optional extra from Mercedes-AMG in cooperation with SPX and KEBA, two suppliers of innovative electric charging infrastructures for the automotive industry.
Eight-stage design for maximum safety
To ensure maximum safety, the SLS AMG Coupé Electric Drive makes use of an eight-stage safety design. This comprises the following features:
•all high-voltage cables are colour-coded in orange to prevent confusion
•comprehensive contact protection for the entire high-voltage system
•the lithium-ion battery is liquid-cooled and accommodated in a high-strength aluminium housing within the carbon-fibre zero-intrusion cell
•conductive separation of the high-voltage and low-voltage networks within the vehicle and integration of an interlock switch
•active and passive discharging of the high-voltage system when the ignition is switched to "off"
•in the event of an accident, the high-voltage system is switched off within fractions of a second
•continuous monitoring of the high-voltage system for short circuits with potential compensation and insulation monitors
•redundant monitoring function for the all-wheel drive system with torque control for individual wheels, via several control units using a variety of software
By using this design, Mercedes-AMG ensures maximum safety during production of the vehicle and also during maintenance and repair work. Of course the Mercedes-Benz SLS AMG Coupé Electric Drive also meets all of the statutory and internal Mercedes crash test requirements.
All-wheel drive with AMG Torque Dynamics enables new levels of freedom
Four motors, four wheels - the intelligent and permanent all-wheel drive of the SLS AMG Coupé Electric Drive guarantees driving dynamics at the highest level, while at the same time providing the best possible active safety. Optimum traction of the four driven wheels is therefore ensured, whatever the weather conditions. According to the developers, the term "Torque Dynamics" refers to individual control of the electric motors, something which enables completely new levels of freedom to be achieved. The AMG Torque Dynamics feature is permanently active and allows for selective distribution of forces for each individual wheel. The intelligent distribution of drive torque greatly benefits driving dynamics, handling, driving safety and ride comfort. Each individual wheel can be both electrically driven and electrically braked, depending on the driving conditions, thus helping to
•optimise the vehicle's cornering properties,
•reduce the tendency to oversteer/understeer,
•increase the yaw damping of the basic vehicle,
•reduce the steering effort and steering angle required,
•increase traction,
•and minimise ESP® and ASR intervention.
The AMG Torque Dynamics feature boasts a great deal of variability and individuality by offering three different transmission modes:
•Comfort (C): comfortable, forgiving driving characteristics
•Sport (S): sporty, balanced driving characteristics
•Sport plus (S+): sporty, agile driving characteristics
AMG Torque Dynamics enables optimum use of the adhesion potential between the tyres and the road surface in all driving conditions. The technology allows maximum levels of freedom and as such optimum use of the critical limits of the vehicle's driving dynamics. Outstanding handling safety is always assured thanks to the two-stage Electronic Stability Program ESP®.
"AMG Lightweight Performance" design strategy
The trailblazing body shell structure of the Mercedes-Benz SLS AMG Coupé Electric Drive is part of the ambitious "AMG Lightweight Performance" design strategy. The battery is located within a carbon-fibre monocoque which forms an integral part of the gullwing model and acts as its "spine". The monocoque housing is firmly bolted and bonded to the aluminium spaceframe body. The fibre composite materials have their roots in the world of Formula 1, among other areas. The advantages of CFRP (carbon-fibre reinforced plastic) were exploited by the Mercedes-AMG engineers in the design of the monocoque. These include their high strength, which makes it possible to create extremely rigid structures in terms of torsion and bending, excellent crash performance and low weight. Carbon-fibre components are up to 50 percent lighter than comparable steel ones, yet retain the same level of stability. Compared with aluminium, the weight saving is still around 30 percent, while the material is considerably thinner. The weight advantages achieved through the carbon-fibre battery monocoque are reflected in the agility of the SLS AMG Coupé Electric Drive and, in conjunction with the wheel-selective four-wheel drive system, ensure true driving enjoyment. The carbon-fibre battery monocoque is, in addition, conceived as a "zero intrusion cell" in order to meet the very highest expectations in terms of crash safety. It protects the battery modules inside the vehicle from deformation or damage in the event of a crash.
The basis for CFRP construction is provided by fine carbon fibres, ten times thinner than a human hair. A length of this innovative fibre reaching from here to the moon would weigh a mere 25 grams. Between 1000 and 24,000 of these fibres are used to form individual strands. Machines then weave and sew them into fibre mats several layers thick, which can be moulded into three-dimensional shapes. When injected with liquid synthetic resin, this hardens to give the desired structure its final shape and stability.
Optimum weight distribution and low centre of gravity
The purely electric drive system was factored into the equation as early as the concept phase when the super sports car was being developed. It is ideally packaged for the integration of the high-performance, zero-emission technology: by way of example, the four electric motors and the two transmissions can be positioned as close to the four wheels as possible and very low down in the vehicle. The same applies to the modular high-voltage battery. Advantages of this solution include the vehicle's low centre of gravity and balanced weight distribution - ideal conditions for optimum handling, which the electrically-powered gullwing model shares with its petrol-driven sister model.
New front axle design with pushrod damper struts
The additional front-wheel drive called for a newly designed front axle: unlike the series production vehicle with AMG V8 engine, which has a double wishbone axle, the SLS AMG Coupé Electric Drive features an independent multi-link suspension with pushrod damper struts. This is because the vertically-arranged damper struts had to make way for the additional drive shafts. As is usual in a wide variety of racing vehicles, horizontal damper struts are now used, which are operated via separate push rods and transfer levers. Thanks to this sophisticated front-axle design, which has already been tried and tested in the world of motorsport, the agility and driving dynamics of the Mercedes-Benz SLS AMG Coupé Electric Drive attain the same high levels as the V8 variant. Another distinguishing feature is the speed-sensitive power steering with rack-and-pinion steering gear: the power assistance is implemented electrohydraulically rather than just hydraulically.
AMG ceramic composite brakes for perfect deceleration
The SLS AMG Coupé Electric Drive is slowed with the aid of AMG high-performance ceramic composite brakes, which boast direct brake response, a precise actuation point and outstanding fade resistance, even in extreme operating conditions. The over-sized discs - measuring 402 x 39 mm at the front and 360 x 32 mm at the rear - are made of carbon fibre-strengthened ceramic, feature an integral design all round and are connected to an aluminium bowl in a radially floating arrangement.
The ceramic brake discs are 40 percent lighter in weight than the conventional, grey cast iron brake discs. The reduction in unsprung masses not only improves handling dynamics and agility, but also ride comfort and tyre grip. The lower rotating masses at the front axle also ensure a more direct steering response - which is particularly noticeable when taking motorway bends at high speed.
Exclusive, high-quality design and appointments
Visually, the multi-award-winning design of the SLS AMG is combined with a number of specific features which are exclusive to the Electric Drive variant. The front apron has a striking carbon-look CFRP front splitter which generates downforce on the front axle. The radiator grille and adjacent air intakes adorn special areas painted in the vehicle colour and with bionic honeycomb-shaped openings. They are not only a visual highlight but, thanks to their aerodynamically optimised design, also improve air flow over the cooling modules mounted behind them. Darkened headlamps also impart a sense of independence to the front section. Viewed from the side, the "Electric Drive" lettering stands out on the vehicle side, as do the AMG 5-twin-spoke light-alloy wheels with their specific paint design. The SLS AMG Electric Drive comes as standard with 265/35 R 19 tyres on the front and 295/30 R 20 tyres on the rear. The overall look is rounded off to dynamic effect by the new diffuser-look rear apron, and the darkened rear lamps. One feature reserved exclusively for the SLS AMG Coupé Electric Drive is the "AMG electricbeam magno" matt paint finish. A choice of five other colours is available at no extra cost.
When the exterior colour AMG electricbeam magno is chosen, the high-quality, sporty interior makes use of this body colour for the contrasting stitching - the stitching co-ordinates perfectly with designo black Exclusive leather appointments. AMG sports seats and numerous carbon-fibre trim elements in the interior underscore the exclusive and dynamic character of what is currently the fastest electric car. Behind the new AMG Performance steering wheel there is a newly designed AMG instrument cluster: instead of a rev counter, there is a power display providing information on the power requirements, recuperation status, transmission modes and battery charge.
AMG Performance Media as standard
The AMG DRIVE UNIT comprises the electronic rotary switch for selecting the three transmission modes of "C" (Controlled Efficiency), "S" (Sport) and "S+" (Sport plus), which the driver can use to specify different performance levels from the electric motors, which in turn also changes the top speed and accelerator pedal response. Behind the buttons for "power" and "ESP On/Off", there are also buttons for AMG Torque Dynamics and AMG Setup.
In addition to carbon-fibre exterior mirrors, AMG carbon-fibre engine compartment cover, COMAND APS, Media Interface, Blind Spot Assist and reversing camera, the standard equipment also includes the AMG Performance Media system. Besides full high-speed mobile internet access, the system provides information on engine performance, lateral and longitudinal acceleration, tyre pressure, vehicle setup and lap times, as well displaying a variety of additional information such as:
•vehicle energy flow
•battery charge status
•burrent range
•AMG Torque Dynamics
•temperatures of the battery and motors
•energy consumption kWh/100 km
The Mercedes-Benz SLS AMG Coupé Electric Drive will be celebrating its market launch in 2013. The price in Germany (incl. 19% VAT) will be 416,500 EUR.
Here is a 4 page article that i wrote and photographed and was published in the October / November 2008 edition of Power Torque Magazine.
Special thanks to Rohan for scanning the article for me.
Huge thanks to Chris & Maree Mullett.
The Four Aces diner/gas station outside of Palmdale California was the location for the 2004 movie Torque (top). The location is actually an active movie set used for a multitude of projects including Identity. My photo on the bottom was taken during the filming of Witch Mountain starring The Rock due out in '09.
This location is at 145 St E, and E Ave Q.
This tractor company choose to highlight the pulling power of this model. The straight four cylinder engine and the few remnants of red paint marks this model as either a Massey or Farmall brand. www.agriculture.com/machinery/ageless-iron/international-...
au TORQUE Owner’s Event,
ドルフィン・ファンタジー伊東, Dolphin Fantasy ITO,
. #IZU #Snorkeling #au_torqueオーナーズイベント
au TORQUE G02 (KYOCERA KYV35) Toughness Waterproof Android Smartphone,
Here a TruTorque TT20 is used to apply 9 N.m to a handle bar stem. The TT20 is the perfect cyclists wrench as it will cover handle bar, seat post, gear train and brake applications on the majority of bikes. A good companion to the TT20 would be the TT100 torque wrench which is ideal for the crank bolts and pedals. For the left side pedal you need a wrench that can provide anti clockwise torque control. The TT100 has this feature, many don't! Both the TT20 and TT100 wrenches are available from Amazon UK.
Norbar gearboxes are extensively used for sub sea operation. This adapter gearbox takes input from a 2700 N.m Class 4 tool and provides API Class 7 output of 33,000 N.m.
Original knot work formed into copper metal clay, kiln soldered to fabricated copper tubes. Lapis lazuli and nephrite jade were bezel set into the terminals.
I needed two new tyres earlier this week so took along my camera and 50mm. Its a garage I've used for years so didn't mind asking if I could take a few shots. Got plenty of " Just my best side" jokes from the fitters which kept it all lighthearted.
Following the modest success of the post-WWII Ralston Tigre MkII, the Ralston company looked to a more ambitious and glamorous execution with the Tigre MkIII, released in 1961.
The basis for the new car, again came from the General Motors' premium division - Cadillac - for the architectural hardware.
The Frame & Underbody was developed from the 1959/60 GM 'C' Bodies - a short-lived production run for GM, hence the availability to the Ralston Company. Wheelbase was set at 130 in (3,302 mm) for the standard sedan, and all the specialty 2-door cars. The long-wheelbase Limousine, Town Car and Specialty models sharing the GM 'D' Body 150 in (3,805 mm) with the Cadillac Series 75 / Fleetwood.
Powertrain was also Cadillac derived, incluing the 390 CID (6.4 Litre) V8 engine. Power was rated the same 345 bhp (257 kW). Cadillac was to retire this engine, with the development of a new engine of the same capacity for 1961. For the MkIII-C of 1967 the V8 engine was enlarged to 429 CID (7.0 litre) with the new OHV Cadillac engine, but power remained the same as the 1961-67 models, while torque rose to 480 lb.ft (650 Nm).
One notable characteristic of all Ralston Tigre MkIII models are the reverse-opening doors. On all two-door cars, the doors operated on special hinges to move backwards along the body, offering easier ingress and egress for all passengers. For the four-door models, the front doors were conventionally hinged, per the originating GM 'C' and 'D' body vehicles, whilst the rear doors adopted the special hinged mechanism to allow rear passengers easier access. The adoption of GM's body-on-frame chassis permitted the omission of a conventional B-pillar on the four-door cars. A rarity at the time, but shared with the contemporary Lincoln saloons.
The real party trick appeared in 1964, with the introduction of the MkIII B. This model, though visually little changed from the MkIII of 1961, incorporated the first (and only) reintroduction of the V12 engine to the US-based motor industry.
Once more, the engine was based on that of a Cadillac.
www.thetruthaboutcars.com/2010/04/the-ohc-v12-that-cadill...
The prototype engines were produced in 7.4 and 8.2 litre forms, originally to support the fitment of the V12 to the upcoming Cadillac Eldorado - Cadillac's first front-wheel-drive vehicle. Ultimately the V12 installation in the Eldorado was cancelled, as the engineering team considered the engine to be transversely installed, until late in the development, where the V12 length would have been a significant disadvantage in terms of installing a matching transmission. Cadillac instead, continued with V8 development at the same swept capacities, even when the Eldorado was ultimately launched with the longitudinal engine installation with the gearbox alongside. As the Eldorado was to be the most premium of premium Cadillacs, the large capacity V8s filtered across to the RWD BOF models, but the V12 was not fitted to any of the division's cars.
This opened the possibility of offering the V12 to another luxury vehicle manufacturer who did not have the funding to develop such an engine on their own.
Ralston, wishing to also continue the production of the V8 models launched in 1961, renamed the V8 as the E I G H T, and offered the V12 engined as a premium model above this. In truth, the engine was the only key difference, as there were very few restriction on the use of either engine in combination with the low-volume bodystyles on offer.
Ralston remained (relatively) conservative on the engine specification, choosing not to lift the power from the original Cadillac specification, nonetheless choosing the larger 8.2 litre capacity engine at a rated 394 hp (296 kW) and 506 lb.ft (686 Nm).
Externally there was noting to differentiate between the fitment of the V8 and V12 engines to the cars, other than the subtle text spelling out or on the side engine vent ahead of the doors. The 1964 introduction coincided with a minor external facelift, key change being the fitment of a third 'X' feature in the front grille, replacing the '5th' headlamp feature fitted on 1961-early 1964 vehicles. Additionally, the modest tailfins were trimmed smaller again, and a more conservative rear licence plate treatment used in place of the 3rd rocket pod in the rear facia.
In 1967, the Tigre MkIII-C underwent further revisions. There were new front fenders, eliminating the large, round double stacked headlamps, replacing them with small corner bumperettes and small double-stacked corner lamps. the headlamps were now hidden behind louvres in the new grille. There was now a single 'X' form at the front of the grille, centrally mounted. At the rear, the existing rocket pod tail lamps were retained. The 1967 MkIII-C reverted to the MkIII 1961-64 trunklid and bumper, but with the central '+' rocket feature supplanted by the licence plate. For all SWB body styles. there were new tapered fender tops (barely fins), recalling the Tigre MkII C & D. Long wheelbase 4-door cars retained the MkIII-B rear fenders as they suited the overall vehicle lines better.
Minor changes to the side of the vehicle included deeper opening doors, and a more open front wheelarch taper. A chrome trim feature led from the front fender vent to the rear rocket pod.
The model shown here is the commonly ordered Hardtop Coupe - a very sharp looking car, despite the origins dating back eight years to 1959 for the basic architecture. The model is one of the 7.0 litre V8s, despite there being little differentiation externally to vehicles fitted with the V12.
A very similar car was used as the prototype vehicle fitted with early versions of the extremely rare V16. These cars were development mules for the proposed Ralston Centaur - to be termed , though ultimately no completed customer cars were ordered, the 21 prototype engines fitted to various Tigre MkIII vehicles were either completed as un-homologated show cars for use by the Ralston family on their various estates, later restored from their mule conditions to rare collector cars, or unfortunately, destroyed. It has been long rumoured that the 13 crushed cars all had their engines removed, so potentially there is a small pool of functioning 10 litre V16s waiting for re-fitment to Ralston chassis.
This Lego miniland-scale Ralston Tigre MkIII C Hardtop Coupe (1967) has been created for Flickr LUGNuts' 108th Build Challenge, - 'LUGNuts Turn Nine' - where all previous Challenge themes are available to chose to build from - to the theme of the 95th Build Challenge - "Designing the Ralston Legacy", - for the design of vehicles under the fictional 'Ralston' company. The models must include a 'X' design feature on the car or bike. A number of Ralston challenge vehicle concepts are possible in this challenge.
[Cadillac V12 engine information taken from 'thetruthaboutcars.com']
www.thetruthaboutcars.com/2010/04/the-ohc-v12-that-cadill...
colour: bahamas yellow
engine: 4.0L DOHC straight-6 cylinders
power: 285 CV @ 5500 rpm
torque: 390.5 Nm @ 3850 rpm
weight: 1706 kg
production: 787 units (1967–1972)
Designer: William Towns
(C) en.wikipedia.org/wiki/Aston_Martin_DBS
A classic Aston Martin DBS Six featured in hit television show The PERSUADERS.
Roger Moore, who played aristocratic Lord Brett Sinclair in the 1971 show, could often be spotted driving around in the bright yellow customised sports car.
The PERSUADERS, which also featured Moore’s super-rich playboy side-kick Danny Wilde, played by Tony Curtis, was the most expensive show of its time with production taking place in various glamorous locations.
(C) www.dailymail.co.uk/news/article-2580246/Roger-Moores-cla...
Salon Auto e moto d'epoca 2014
Fiera di Padova / Exhibition of Padova (Italy)
Here is a 5 page article i wrote and photographed about Port Augusta. Published in the April/May 2009 Edition of Power Torque Magazine.
Thanks to Rohan for scanning the article for me.
Huge thanks to Chris & Maree Mullett.
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© Tom O'Connor 2009, All Rights Reserved.
Have to break the seal to take the top off the first time (on the left). The torque arrow is inside the bottle on the right. Now a cross view of each side. That should be fun.
The star-studded, 2nd-generation 2021 RS 7 sportback is energizing, imaginative, and formidable artistry. With 591-hp and 590 lb-ft of torque from the 4-liter Biturbo TFSI V8 engine, It accelerates like greyhounds out of the gate, hitting 0 to 60 mph in 3.5 secs, corners gracefully and stops abruptly when deceleration is called upon. The RS 7 is an allegory to all things considered epic and requires patience and observation for complete understanding. It’s the Bob Marley of reggae, Steph Curry of basketball, and the Langston Hughes of poetry. Expect a $114,000 MSRP ($125,140 as tested). #AutomotiveRhythms #RS7 #AudiRS7
Full review = www.automotiverhythms.com/2021-audi-rs-7-high-performance...
This is one of my favourite shots of the day. Check out the tire sidewall on the rear tire! Now THAT is power put to the road.
The announcer made sure we all knew that this car here is putting our over eleven hundred (1100) horsepower from a (I am likely remembering this number wrong) 2.7 litre engine. For comparison, the current-generation stock Dodge Viper produces 600 horsepower from an 8.4 litre V10 engine.
This isn't a fair comparison though. The vehicle depicted here runs on blown alcohol. You don't get that at your local gas station, nor at your local liquor vendor.
De tech-termen vliegen je om de oren: cilinderuitschakeling, brake by wire, actieve aero en -torque vectoring, een koolstofvezel aandrijfas, the works.
De kersverse Alfa Romeo Giulia moet van het merk weer een vaste waarde maken op de Nederlandse wegen. De Italianen barsten van het zelfvertrouwen en we gaan je uitleggen waarom.
Rijeigenschappen
Nog afgezien van het fraaie uiterlijk en de potente motoren, heeft Alfa Romeo een sterke troef in handen met de Giulia vanwege de rijeigenschappen. Zoals bekend is de sedan achterwielaangedreven, maar da’s nog niet al het goede nieuws. Alfa Romeo is er namelijk ook in geslaagd om de D-segmenter een perfecte gewichtsverdeling van 50/50 te geven, inclusief een carbon aandrijfas. Bovendien is de Giulia te bestellen met opties als een sperdifferentieel en Alfa Active Suspension, voor nog meer rijplezier en beter weggedrag.
Motoren
Qua benzinemotoren valt de keuze uiteen tussen de 2.0T met 200 pk/280 pk en een 8-traps automaat enerzijds, en de snelle 2.9 V6 Quadrifoglio anderzijds. Deze laatste versie is heeft een handgeschakelde versnellingsbak met zes versnellingen of 8-traps automaat en is goed voor maar liefst 510 pk. Met een Nürbrugringtijd van 07:39 sloopt deze Alfa de concurrentie.
Het aanbod aan dieselmotoren blijft beperkt tot één blok, dat in meerdere uitvoeringen en met verschillende vermogens te verkrijgen is. Het vermogen van de 2,2-liter motor loopt uiteen van 136 pk tot 210 pk en is desgewenst met een 8-traps automaat óf met een handgeschakelde zesbak te koop.
Design
Een punt dat in het kader van het roemruchte Italiaanse merk natuurlijk niet mag worden overgeslagen. De Alfa Romeo Giulia hint duidelijk naar de geweldig mooie auto’s die het merk vroeger bouwde en toch heeft de nieuweling een eigen gezicht. Bovendien zet Alfa Romeo met de Giulia een representatieve auto neer, wat zeker voor de zakelijke rijder van belang is.
De Alfa Romeo Giulia Quadrifoglio is uiteraard nog een stuk dikker dan de meer gangbare versies, zonder dat de 510 pk sterke topper van de range schreeuwerig of ordinair wordt.
Uitrusting
Standaard is de Alfa Romeo Giulia uitgerust met een groot aantal veiligheidssystemen, cruise control, dualzone climate control en het Alfa Infotainment System inclusief 6,5 (8,8" tegen meerprijs) inch display. De Superuitvoering doet daar 17 (19" Quadrifoglio design tegen meerprijs) inch velgen, aluminium instaplijsten en een bekleding van stof en leder bovenop. Desgewenst kan de Alfa Romeo Giulia worden aangekleed met het Sport Pack, het Driver Assistance Pack en het Luxury Pack.
De topper van de range, de Giulia Quadrifoglio met 510 pk, komt met carbon delen aan het exterieur en alcantara sportstoelen.
Link www.autobahn.eu/344/techniek-dit-stopt-alfa-romeo-in-de-g...
With advances in bomber technology, the US Army Air Corps in 1937 began to wonder 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 twin-engined (X-608) or single-engined (X-609). The latter resulted in the Bell P-39 Airacobra—the former became the Lockheed P-38 Lightning.
The proposal was a tough one, and after several discarded designs, 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 a number of 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. Putting all the 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 at Burbank, California, to New York City. It crashed due to engine icing just short of New York, but it made the trip in just over seven hours at a sustained speed of 399 mph, 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-US 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 remained subsonic. Frantic efforts by Lockheed to end 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. Lack of adequate cockpit heating meant that the pilot risked hypothermia during the cold European winters. The RAF had named the aircraft “Lightning” for its performance, but loathed the fighter and were all too 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 wholly shed.
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 14 August 1942; it had already scored its first kills, over the Aleutians, a week before. Deployed to North Africa to cover the 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 nicknamed 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, surprisingly, it was good at) in favor of the P-51. 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 reputation, European Lightnings produced a number of aces, including Robin Olds; French author and aviation pioneer Antoine de Saint-Exupery was killed during a P-38 reconnaissance mission in 1944.
In the Pacific, however, the P-38 excelled. 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 obliterate any enemy that got in front of it. Whereas P-38 pilots in Europe froze, the lack of air conditioning in the Pacific meant that P-38 pilots there flew in only shorts, tennis shoes, and 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, including Richard Bong, Thomas McGuire, and Charles McDonald; with 1800 confirmed victories, the P-38 was the most successful USAAF fighter in the Pacific.
After the end of World War II, jet fighters spelled the end of the P-38. Though it would persist 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 had been scrapped by the mid-1950s. Of 10,037 Lightnings produced, today only 24 aircraft survive, with half flyable.
42-67638 was built for the USAAF in 1943, and joined the 343rd Fighter Group on Attu in the Aleutian island chain that year. Attu had been recently recaptured from the Japanese, and the 343rd provided air defense for Alaska for the balance of the war.
Though the 343rd's biggest enemy was the weather (the Aleutian theater had arguably the worst weather of any theater in World War II--weather claimed the lives of more American and Japanese troops in the Aleutians than did enemy action), they provided a valuable service from 1944 to 1945 in shooting down Japanese balloon bombs. A desperation tactic, the balloon bombs were lofted from Japan into the jet stream, which would take them across Alaska to the United States and Canada. Japan hoped they would cause massive forest fires and pull troops back to North America and away from the front in the Pacific, or at very least gain a modicum of revenge for American air raids on Japan. Both were vain hopes; the balloon bombs were completely ineffective. Nonetheless, the 343rd's interception efforts certainly contributed to the balloon bombs being little more than a nuisiance.
42-67638 was forced to crashland due to bad weather on the island of Buldir, east of Attu, in February 1945. The pilot was recovered, but the aircraft was abandoned. It was used as a gunnery target by other P-38s of the 343rd FG and then largely forgotten for 50 years. In 1994, the Air Force Heritage Foundation of Utah launched an expedition to recover 42-67638, which was in remarkably good condition, preserved by the cold Aleutian weather. It was brought back to Utah, restored over two years with pieces from other crashed P-38s, and went on display in 1996 at the Hill Aerospace Museum.
Not many P-38s are left these days, so seeing one is always good. 42-67638 wears standard USAAF camouflage of olive drab over medium gray; though by 1945 most P-38 units had gone to bare metal, a few units, such as the 343rd, kept the camouflage until the end of the war. EDIT: I replaced the 2019 picture with one a little less blurry that I took in June 2022, from a different angle.