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SoulRider.222 / Eric Rider © 2021
Rear Hub -
DT Swiss 350 6 Bolt Disc Rear Hub
Made in Switzerland by DT Swiss
Patented Star-Ratchet system
International Standard 6-bolt disc mount
Machined aluminum hub shell with labyrinth seals and sealed cartridge bearings
Contact-free seals and high precision build guarantee smooth bearings
Press-fit end caps allow tool-free maintenance and conversion
Cassette Body Type: Shimano 11-Speed MTB , Shimano 9/10/SRAM
6-Bolt Disc
Rear Axle Type: 10x1
Rear Hub Spacing: 135 mm
Spoke Type: J-Bend
Color: Black with White Graphics
Weight: 305g
$225
Rear Rim -
Halo SAS
507mm ISO
Disc brake specific rim
Semi angular box-section double wall, T-10 heat treated alloy
Double stainless steel spoke eyelets
Welded seam and stainless steel screw-pin joint
ERD: 488mm
Size: 24"
Hole: 32
Width: 36mm
Height: 22mm
Color: Black
Weight: 670g
$56
Spokes -
DT Swiss Competition Black Double butted
2.0/1.8/2.0mm (14/15/14)
Cold forging technology
Chrome nickel stainless steel with rolled threads.
Black surface treatment resists scratches.
24" rear spoke average length: 187mm = 112g (32)
Rear Nipples -
DT Swiss
2mm x 12mm
Extra durable cold forged black coated brass
34g (32 nipples) or 68g (64 total)
Todos los derechos reservados © Alejandro Tirado de Santos. Obra registrada. No utilizar esta imagen en ningún medio sin mi autorización.
La foto tiene firma, marca de agua y sello de registro.
All rights reserved © Alejandro Tirado de Santos. Registered work. Do not use this image on any media without my explicit permission.
My photo has signature, watermark and registration stamp.
Embankment Gardens, London. I love how gnarled and chaotic this tree seems in comparison to the clean angularity of the surrounding buildings. Also, thanks to DJ for the additional inspiration.
The Citroën XM is an executive car that was produced by the French automaker Citroën between 1989 and 2000. The XM was voted 1990 European Car of the Year.
Design:
The angular, dart-like Bertone design was a development of Marcello Gandini's Citroën BX concept. It was a longer car with a longer, inclined nose, more refined details and with headlamps that were very much slimmer than the norm (Gandini's own XM proposal was rejected as looking too much like an Opel). The design process of the car was described in the journal Car Styling. In the article Citroen's design chief, Art Blakeslee, explained the appearance of the car, saying "I believe the XM is a modern and dynamic shape, with unique styling elements such as the very long, low hood, the extensive use of glass and the kick-up in the belt line". In the book Citroen XM another Citroen designer, Daniel Abramson, explained: "We lowered the belt line to give the shape a stronger image. It is purely a 'design statement' that is not functional and does nothing for the aerodynamics of the vehicle. We wanted a car that looks good from every angle". Abramson is also reported as saying that they "picked three areas to emphasise: 1) A very aggressive look ("Almost sinister"), 2) Lots of glass to create a greenhouse effect, and 3) An aerodynamic accent based on fact (low drag)".
There were many advances, most apparently designed to counteract the main criticisms of its predecessor. The CX leaned in corners, so the XM had active electronic management of the suspension; the CX rusted, so the XM had a partially galvanised body shell (most surviving XMs have very little corrosion); the CX was underpowered, so the XM offered the option of a 3.0 L V6 engine – the first V6 in a Citroën since the Maserati-engined SM of 1970.
Ventilation was markedly more effective in the XM. Rear accommodation in the XM was improved over the CX in both width, legroom and height. In particular the rear passengers were seated higher than those in the front in order to afford a good view out, important for a vehicle which would operate in French government service. The XM shared a floorpan with the Peugeot 605, and the two models fared similarly in both teething problems and market acceptance. Unlike the 605 sedan design, the XM was a liftback design - a feature thought to be desirable in certain European markets.
History:
Launched on 23 May 1989, the XM was the modern iteration of the Big Citroën, a replacement for the Citroën CX. It was intended to compete against vehicles like the Audi 100 and BMW's 5-series in a sector that accounted for 14.2% of the European market. Citroen was quoted as saying that the car was supposed to "take what Citroen means and make it acceptable". The car's initial reception was positive. The XM won the prestigious European Car of the Year award for 1990 (gaining almost twice as many votes as the second, the Mercedes-Benz SL) and went on to win a further 14 awards that year.
The anticipated annual sales were 450 cars a day in the first full year of production, or 160,000 units a year. Sales never reached this level for a variety of reasons. The market for executive cars made by mainstream manufacturers was in decline as customers opted for offerings from more prestigious marques such as BMW and Mercedes-Benz; in parallel customers were placing a higher priority on speed and handling rather than ride comfort which was Citroen's specialty. The XM was underdeveloped at launch which resulted in reliability problems; the vehicle as designed was inconsistent in its abilities. The XM's styling was also controversial and alienated those who desired a more conventional three box sedan. Most subjective of all was the matter of the XM not living up to the expectations created by its forerunner the Citroen DS, despite that car having been launched in an era of national markets, of different demands and standards, an era when there was more scope for large advances in engineering and design than were possible in 1989.
The XM inherited a loyal global customer base of executive class customers and a clear brand image, but did not enjoy the commercial success and iconic status of its predecessors, the CX and the DS, which both raised the bar of automotive performance for other manufacturers. Export markets experienced lower sales from the outset, partly due to the XM's pricing. The least expensive XM was nearly 50% more expensive at the time of launch than the corresponding CX. Whilst strong at first home market sales also declined, after the mechanical issues of the first few model years became known. The problem was caused by defective electrical connectors. Cost-cutting on the components was needed since the parent company was in financial difficulty at the time of the design of the XM. Between 1980 and 1984 the company lost $1.5 billion.
In mid-1994, the XM was revised in order to improve competitiveness. All models were fitted with driver's airbag (signalling the end of the single-spoke steering wheel), belt-pretensioners, a redesigned dashboard and upper door casings. The suspension was redesigned to reduce roll, pitch and dive. Most noticeable was the adoption of a passive rear-steering system similar to that on the Citroen Xantia. This sharpened the "steering without inducing a nervous twitch." Power output on the turbocharged motor was increased to 150 bhp (112 kW; 152 PS) from 145 bhp (108 kW; 147 PS) at 4400 rpm. This allowed the car to develop more torque at much lower revs.
By the mid-1990s, it was apparent that the XM's image meant it was less desirable than German products such as the BMW 5 Series. The view of the XM as commercially unsuccessful is reported by Compucars, the used car website, along with numerous other period commentaries. Production ended in June 2000.
With total sales over its lifetime of just 330,000 units in more than 10 years, and the fact that its replacement took 5 years to arrive, the XM might be considered a failure. This was the case particularly in the United Kingdom market, where demand was reduced to a virtual trickle by the late 1990s. But despite its common roots with the Peugeot 605, the XM may still emerge as a collectible car, as the DS and CX both did.
[Text taken from Wikipedia]
The Citroen XM joins my recent Citroen Traction Avant, along with the Citroen DS and CX in my large Citroen collection.
A well-marked spider that gets its name from the two enlarged 'shoulder' projections known as tubercles.
These are best seen in profile.
This photograph was taken on Corfu.
Kandariya Mahadev Temple, Khajuraho, Madhya Pradesh, India
The Kandariya Mahadeva temple was built during the reign of Vidyadhara (r. c. 1003-1035 CE). At various periods of the reign of this dynasty many famous temples dedicated to Vishnu, Shiva, Surya, Shakti of the Hindu religion and also for the Thirthankaras of Jain religion were built. This is without any doubt the largest and most magnificent temple in Khajuraho. The elegant proportions of this building and its sculptural detailing are the most refined examples of this artistic heritage of central India.
Kandariya Mahadev shares its high platform with the small Mahadev shrine and the medium - sized Devi The Kandariya Mahadeva Temple, 31 metres (102 ft) in height, is in the western complex, which is the largest among the three groups of the Khajuraho complex of temples. This western group of temples, consisting of the Kandariya, Matangeshwara and Vishvanatha temples, is compared to a "cosmic design of a hexagon (a yantra or Cosmo gram)" representing the three forms of Shiva. The temple architecture is an assemblage of porches and towers which terminates in a shikhara or spire, a feature which was common from the 10th century onwards in the temples of Central India.
The temple is founded on a massive plinth of 4 meters (13 ft) height. The temple structure above the plinth is dexterously planned and pleasingly detailed. The superstructure is built in a steep mountain shape or form, symbolic of Mount Meru which is said to be the mythical source of creation of the world. The superstructure has richly decorated roofs which rise in a grand form terminating in the shikara, which has 84 miniature spires. The temple is in layout of 6 square kilometers (2.3 sq. mi), of which 22 are extant including the Kaṇḍāriyā Mahādeva Temple. This temple is characteristically built over a plan of 31 meters (102 ft) in length and 20 metres (66 ft) in width with the main tower soaring to a height of 31 meters (102 ft), and is called the "largest and grandest temple of Khajuraho". A series of steep steps with high rise lead from the ground level to the entrance to the temple. The layout of the temple is a five-part design, a commonality with the Lakshmana and Vishvanatha temples in the Khajuraho complex. Right at the entrance there is torana, a very intricately carved garland which is sculpted from a single stone; such entrances are part of a Hindu wedding procession. The carvings on the entrance gate shows the "tactile quality of the stone and also the character of the symmetrical design" that is on view in the entire temple which has high relief carvings of the figurines. Finely chiseled, the decorative quality of the ornamentation with the sharp inscribed lines has "strong angular forms and brilliant dark-light patterns". The carvings are of circles, undulations giving off spirals or sprays, geometric patterns, masks of lions and other uniform designs which has created a pleasant picture that is unique to this temple, among all others in the complex.
Often described as Britain's first supercar (a little late, Italy beat us to that like 5 years earlier!), but the Aston Martin V8 and the derivative Vantage helped keep the company afloat during those dark years of bankruptcy and recovery, even though it almost committed corporate suicide by developing the overly complicated Lagonda!
The original Aston Martin V8 was a coupé manufactured from 1969 to 1989, built to replace the Aston Martin DBS, a more angular car that killed off the DB6, and by extension the iconic design that had eminated through the James Bond DB5. As with all traditional Aston Martins, it was entirely handbuilt, with each car requiring 1,200 manhours to finish. Aston Martin's customers had been clamouring for an eight-cylinder car for years, so Aston Martin designed a larger car. The engine was not ready, however, so in 1967 the company released the DBS with the straight-six Vantage engine from the DB6. Two years later, Tadek Marek's V8 was ready, and Aston released the DBS V8. With the demise of the straight-six Vantage in 1973, the DBS V8, now restyled and called simply the Aston Martin V8, became the company's mainstream car for nearly two decades. It was retired in favour of the Virage in 1989.
The Aston Martin V8 Vantage on the other hand took the original bodyshell of this 60's sports coupé, and completely re-engineered it to create something that was not of this earth! The first series had 375hp, and series specific details such as a blanked bonnet vent and a separate rear spoiler, of which 38 of these were built.
The Vantage name had previously been used on a number of high-performance versions of Aston Martin cars, but this was a separate model. Although based on the Aston Martin V8, numerous detail changes added up to a unique driving experience. One of the most noticeable features was the closed-off hood bulge rather than the open scoop found on the normal V8. The grille area was also closed off, with twin driving lights inserted and a spoiler added to the bootlid.
Upon its introduction in 1977, the car's incredible speed and power was taken up with acclaim, and, as mentioned, was dubbed 'Britain's first supercar', with a top speed of 170 mph top speed. Its engine was shared with the Lagonda, but it used high-performance camshafts, increased compression ratio, larger inlet valves and bigger carburettors mounted on new manifolds for increased output. Straight-line performance was the best of the day, with acceleration from 0–60 mph in 5.3 seconds, one-tenth of a second quicker than the Ferrari Daytona.
The Oscar India version, introduced in late 1978, featured an integrated tea-tray spoiler and smoother bonnet bulge. Inside, a black leather-covered dash replaced the previous walnut. The wooden dashboard did find its way back into the Vantage during the eighties, giving a more luxurious appearance. The Oscar India version also received a slight increase in power, to 390hp. This line was produced, with some running changes, until 1989. From 1986 the engine had 403hp.
1986 saw the introduction of X-Pack was a further upgrade, with Cosworth pistons and Nimrod racing-type heads producing 403hp. A big bore after-market option was also available from Works Service, with 50mm carbs and straight-through exhaust system giving 432hp, the same engine as fitted to the limited-edition V8 Zagato. 16-inch wheels were also now fitted. A 450hp 6.3L version was also available from Aston Martin, and independent manufacturers offered a 7L version just to up the ante.
In 1986, the Vantage had its roof cut off into what would become the convertible Vantage Volante, basically identical. In 1987 The Prince of Wales took delivery of a Vantage Volante, but at his request without the production car's wider wheelarches, front air dam and side skirts. This became known as the 'Prince of Wales Spec' (or POW) and around another 26 such cars were built by the factory.
The Prince was obviously very specific about his motorcars!
304 Series 2 Vantage coupés were built, including 131 X-Packs and 192 Volantes. Volante's are often considered the most desirable of the Aston Martin V8 Vantage range. In all, 534 V8 Vantages were constructed during its 12 year production run, with the car being replaced in 1989 by the Aston Martin Virage, as well as a new generation V8 Vantage which remained somewhat faithful to the original design of the 60's (if not a little more bulky) and was the last Aston Martin design to incorporate a traditional style before changing to the style laid down by the DB7 in 1993.
However, the Vantage did find its way into movie fame as the first Aston Martin used in a James Bond movie since the DBS used in On Her Majesty's Secret Service in 1969. In 1987's 'The Living Daylights' (the first film to star Timothy Dalton as 007), Bond was treated to Q-Branch's Aston Martin V8 Vantage, complete with missiles, lasers to separate pesky Lada's from their chassis, and a heads-up display to assist in warding off evildoers. It also came with a 'Winter Pack', which included skis, a rocket propulsion and spiked tyres for better grip. The car however met an unfortunate demise after getting stuck in a snowdrift, forcing Bond to activate the self-destruct, engulfing the car in a fiery explosion. But at least everyone's favourite secret agent had finally been reunited with his faithful Aston Martin once again!
There is some slight incongruity with the film though, as at the beginning of the movie, the car is a convertible Volante, yet for the rest of the movie it's a hardtop regular Vantage. This confused me somewhat, or perhaps whilst Bond had the car shipped he had a roof welded on in the meantime!
Today there are a fair number of Vantages roaming the countryside, their popular design, pedigree Bond Car status and sheer raw power keeping them truly afloat. In fact, these cars are much more prominent than the Virage that replaced it, of which you barely see any!
Early Vanhool bodies were quite angular in appearance and were fitted to some pretty unusual chassis before becoming more or less standard on the Volvo B10M for operators up and down the country. This one for Armchair was mounted on a Bedford YMT chassis.
Looking up into the geometric expanse where masonry meets the sky. This piece strips away the distractions of color to focus purely on the stark interplay of shadows, harsh angles, and the rugged textures of historic brickwork. A study in architectural contrast.
A few years back, I attended a camera club meeting about street photography. One of the attendees asked about the privacy of those that you photograph, and the speaker responded “as long as they are in public, there should be no expectation of privacy.” A drone blurs this line even further; while a photo taken 300 feet away will to show fantastic resolution, you can easily see my neighbors back yards in this photo.