View allAll Photos Tagged carlights"
Sutton Bridge, Lincolnshire.
Canon 5D mkiii, Zenitar 16mm.
Take a look at my blog post. I went out the other night and shot some long exposures www.benchapmanphotos.blogspot.co.uk/2014/01/sunny-sutton-...
I was awake pretty early this morning ( 4:45 AM ) and today's weather was very warm for the 22nd of December (11 degrees Celsius ) so i decided to head out and take some pictures, i set out to do some portraits with night bokeh in the back ground but that did not work out very well so i wondered around for an hour or two before finally snapping this beautiful sunrise with a hint of moon.
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**** Disclaimer ****
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I love long exposures, everything to do with night time, the dark, sunrise and sunset.
I like to take pictures mainly at night , sometimes during the day and in dull and fading light and I will sometimes display the time and date the picture was taken too.
I tend to take pictures of Light trails, Motorway traffic, Street lights, Buildings, Landscapes, Bokeh, Night bokeh and Hexagonal Night Bokeh in and around the North East of England.
All of my pictures are 100% natural and untouched in every way without ever been Photo shopped or altered or messed about with in anyway whatsoever, No multi layered photography, No HDR's and No image manipulation of any kind, all of my pictures look just the way they did when I saw them at the time of taking and I'm VERY PROUD of that.
I don't do any photo processing at all, I don't even own any photo software.
All of my starbursts are all 100% natural without using any filters or anything else, as is all my bokeh, night bokeh and hexagonal night bokeh, its all natural, no funny gimmicks at all.
I don't do anything with my pictures apart from take them and then upload them , 99.99999% of my pictures don't even get cropped , they are all 100% natural and untouched and then uploaded.
All of my pictures are copy right, © All rights reserved, you MAY NOT use any of my pictures without my written consent, you also MAY NOT change, alter, adjust or rearrange my pictures in anyway what so ever.
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Found night tail light traffic on Rt30 very interesting
Could not resist this lengthy series & headings
All done in jest...no driver was injured or harmed...
Strolling through Old Aberdeen on my way to the University this beauty caught my eye, just had to capture the image to archive on Flickr.
Vehicle make: LAND ROVER
Date of first registration: October 2012
Year of manufacture: 2012
Cylinder capacity (cc): 2198 cc
CO₂Emissions: 266 g/km
Fuel type: DIESEL
Export marker: No
Vehicle status: Tax not due
Vehicle colour: BLUE
Vehicle type approval: N1
Wheelplan: 2 AXLE RIGID BODY
Revenue weight: 2505kg
The Land Rover Defender (initially called the Land Rover Ninety and Land Rover One Ten) is a British four-wheel-drive off-road SUV developed from the original Land Rover Series launched in June 1948.
In October 2013 Land Rover announced that production would end in December 2015 after a continuous run of 67 years.
Production finally ended on 29 January 2016 when the last Defender, H166 HUE, rolled off the production line at 9:22.
Jaguar Land Rover announced their intention to launch a replacement new Defender, which motoring journalists speculate will be different from the original version.
The model was introduced in 1983 as "Land Rover One Ten", and in 1984 the "Land Rover Ninety" was added - the numbers representing the respective wheelbases in inches. (In fact the Ninety was nearer 93 inches at 92.9".)
The number was spelled in full in advertising and in handbooks and manuals, and the vehicles also carried badges above the radiator grille which read "Land Rover 90" or "Land Rover 110", with the number rendered numerically.
The Ninety and One Ten replaced the earlier Land Rover Series, and at the time of launch, the only other Land Rover model in production was the Range Rover.
In 1989, a third model was brought out by Land Rover to be produced in parallel with the other two: the Land Rover Discovery.
To avoid possible confusion, from 1991 the Ninety and the One Ten were renamed the "Defender 90" and "Defender 110". These carried front badges that said "Defender", with a badge on the rear of the vehicle saying "Defender 90" or "Defender 110".
The most recent model, from 2007-2016, still featured the space above the radiator for the badge but was blank. Instead had "Land Rover" spelled across the leading edge of the bonnet in raised individual letters, in keeping with the Discovery and Freelander. At the rear was a new style of '"Defender" badge with an underlining "swoosh". On these last models there are no badges defining the wheelbase model of the vehicle.
The 127-inch (3,226 mm) wheelbase Land Rover 127, available from 1985, was always marketed with the name rendered numerically. Following the adoption of the Defender name, it became the "Defender 130", although the wheelbase remained unchanged.
The North American Specification (NAS) Defender 110 sold for the 1993 model year carried a badge above the radiator grille which read "Defender," whereas the NAS Defender 90 sold for the 1994 to 1997 model years had "Land Rover" spelled across the top of the radiator grille in individual letter decals. NAS Defenders also carried a cast plaque on the rear tub in the original style of the Series Station wagons with "Defender 110" or "Defender 90" below the Land Rover lozenge and the vehicle's unique limited edition production run number.
Production of the model now known as the Defender began in 1983 as the Land Rover 110, a name which reflected the 110-inch (2,800 mm) length of the wheelbase. The Land Rover 90, with 93-inch (2,362 mm) wheelbase, and Land Rover 127, with 127-inch (3,226 mm) wheelbase, soon followed.[4]
Outwardly, there is little to distinguish the post-1983 vehicles from the Series III Land Rover. A full-length bonnet, revised grille, plus the fitting of wheel arch extensions to cover wider-track axles are the most noticeable changes. Initially the Land Rover was also available with a part-time 4WD system familiar to all derivatives produced since 1949. The part-time system failed to sell and was quickly dropped from the options list by 1984. While the engine and other body panels carried over from the Series III, mechanically the 90 and 110 were modernized, including:
Coil springs, offering a more comfortable ride and improved axle articulation
A permanent four-wheel-drive system derived from the Range Rover, featuring a two-speed transfer gearbox with a lockable centre differential
A modernised interior
A taller one-piece windscreen
A new series of progressively more powerful and modern engines
The 110 was launched in 1983, and the 90 followed in 1984. From 1984, wind-up windows were fitted (Series models and very early 110s had sliding panels), and a 2.5-litre (153 cu in), 68 horsepower (51 kW) diesel engine was introduced. This was based on the earlier 2.3-litre (140 cu in) engine, but had a more modern fuel-injection system as well as increased capacity. A low compression version of the 3.5-litre (214 cu in) V8 Range Rover engine transformed performance. It was initially available in the 110 with a four-speed transmission with integral transfer case, then later in conjunction with a high strength "Santana" five-speed transmission.[5]
This period saw Land Rover market the utility Land Rover as a private recreational vehicle. While the basic pick-up, 4x4 and van versions were still working vehicles, the County 4x4s were sold as multi-purpose family vehicles, featuring improved interior trim and more comfortable seats. This change was reflected in Land Rover starting what had long been common practice in the car industry — detail changes and improvements to the County model from year to year in order to attract new buyers and to encourage existing owners to trade in for a new vehicle. These changes included different exterior styling graphics and colour options, and the introduction of new options, such as radio-cassette players, styled wheels, headlamp wash and wipe systems, as well as accessories such as surfboard carriers and bike racks. The switch from leaf spring to coil spring suspension was a key part of the new model's success. It offered improved off-road ability, load capacity, handling, and ride comfort.
The 127 (and 130)
From 1983, Land Rover introduced a third wheelbase to its utility line-up, a 127-inch (3,226 mm) wheelbase vehicle designed to accommodate larger, heavier loads than the 110. Called the "Land Rover 127", it was designed specifically with use by utility and electrical companies in mind, as well as military usage.
In its standard form, it is a four-door six-seater consisting of the front half of a 110 4x4, and the rear of a 110 high-capacity pick up (HCPU).
The logic was that this allowed a workcrew and their equipment to be carried in one vehicle at the same time. The 127 could carry up to a 1.4 tonnes (1.4 long tons; 1.5 short tons) payload, compared to the 1.03 tonnes (1.01 long tons; 1.14 short tons) payload of the 110 and the 0.6 tonnes (0.59 long tons; 0.66 short tons) of the 90
Land Rover 127s were built on a special production line, and all started life as 110 4x4 chassis (the model was initially marketed as the 110 crew cab, before the more logical 127 name was adopted). These were then cut in two and the 17 inches (432 mm) of extra chassis length welded on before the two original halves were reunited. These models did not receive their own dedicated badging like the other two models, instead they used the same metal grille badges as used on the Series III 109 V8 models, that simply said "Land-Rover".
Land Rover Defender 130; fully equipped car in the desert
Although the standard body-style was popular, the 127 was a common basis for conversion to specialist uses, such as mobile workshops, ambulances, fire engines and flatbed transports. In South Africa, the Land Rover assembly plant offered a 127 4x4 with seating for 15. Land Rover also offered the 127 as a bare chassis, with just front bodywork and bulkhead, for easy conversion.
127" chassis with double cab and bimobil camper module
Initially held back by the low power of the Land Rover engines (other than the thirsty petrol V8 engine), the 127 benefited from the improvements to the line-up, and by 1990 was only available with the two highest power engines, the 134 hp (100 kW) 3.5-litre V8 petrol, and the 85 hp (63 kW) 2.5-litre turbo diesel .
Engine development
The original 110 of 1983 was available with the same engine line-up as the Series III vehicles it replaced, namely 2.25-litre (137 cu in) petrol and diesel engines, and a 3.5-litre (210 cu in) V8 petrol unit, although a small number of 3.2-litre (200 cu in) V8s were produced.
In 1981 the 2.25 l engines were upgraded from three- to five-crankshaft bearings in preparation for the planned increases in capacity and power.
The 2.5-litre version of the diesel engine, displacing 2,495 cubic centimetres (152.3 cu in) and producing 68 hp (51 kW), was introduced in both the 110 and the newly arrived 90. This was a long-stroke version of the venerable 2.25-litre unit, fitted with updated fuel injection equipment and a revised cylinder head for quieter, smoother and more efficient running. A timing belt also replaced the older engine's chain.
In 1985 the petrol units were upgraded. An enlarged four-cylinder engine was introduced. This 83 hp (62 kW) engine shared the same block and cooling system (as well as other ancillary components) as the diesel unit. Unlike the diesel engine, this new 2.5-litre petrol engine retained the chain-driven camshaft of its 2.25-litre predecessor. At the same time, the 114 hp (85 kW) V8 was also made available in the 90- the first time a production short-wheelbase Land Rover had been given V8 power.
The V8 on both models was now mated to an all-new five-speed manual gearbox.
The year 1986 saw improvements in engines to match the more advanced offerings by Japanese competitors. The "Diesel Turbo" engine was introduced in September, a lightly turbocharged version of the existing 2.5-litre diesel, with several changes to suit the higher power output, including a re-designed crankshaft, teflon-coated pistons and nimonic steel exhaust valves to cope with the higher internal temperatures.[4][6] Similarly, an eight-bladed cooling fan was fitted, together with an oil cooler.
The changes for the turbo diesel were kept as slight as possible, in the aim of making the car saleable in Land Rover's traditional export markets across the globe.
The 2.5 diesel, 2.5 petrol and Diesel Turbo engines all shared the same block castings and other components such as valve-gear and cooling system parts, allowing them to be built on the same production line. The Diesel Turbo produced 85 hp (63 kW), a 13% increase over the naturally aspirated unit, and a 31.5% increase in torque to 150 lb·ft (203 N·m) at 1800 rpm.
Externally, turbo-diesel vehicles differed from other models only by having an air intake grille in the left-hand wing to supply cool air to the turbo. The engine was adopted as the standard engine for UK and European markets.
Early turbo-diesel engines gained a reputation for poor reliability, with major failures to the bottom-end and cracked pistons. A revised block and improved big end bearings were introduced in 1988, and a re-designed breather system in 1989. These largely solved the engine's problems, but it remained (like many early turbo-diesels) prone to failure if maintenance was neglected.
At the same time that the Diesel Turbo was introduced, the V8 engine was upgraded. Power was increased to 134 hp (100 kW), and SU carburettors replaced the Zenith models used on earlier V8s.
Sales turnaround
The new vehicles with their more modern engines, transmissions, and interiors reversed the huge decline in sales that took place in the 1980s (a 21% fall in a single year, 1980–1981). This growth was mainly in the domestic UK market and Europe. African, Australian and Middle-Eastern sales failed to recover significantly - Land Rover had not been immune to the poor reputation caused by poor build quality and unreliability which had afflicted the rest of British Leyland, of which Land Rover was still part. In these markets Japanese vehicles such as the Toyota Landcruiser and Nissan Patrol gradually took over what had been a lucrative export market for Land Rover for decades. Meanwhile, the company itself adopted more modern practices, such as using marketing campaigns to attract new buyers who would not previously have been expected to buy a Land Rover. The operation was streamlined, with most of the satellite factories in the West Midlands that built parts for the Land Rover being closed and production brought into the Solihull factory, which was expanded.
To maximise sales in Europe, Land Rover set up the Special Vehicles Division, which handled special low-number conversions and adaptations to the vehicles. The bulk of the division's work was the construction of stretched-wheelbase mobile workshops and crew carriers for British and European utility companies, often including six-wheel-drive conversions, but more unusual projects were undertaken, such as the construction of an amphibious Land Rover 90 used by the company as part of its sponsorship of Cowes Week from 1987 to 1990.
The Special Projects Division also handled specialised military contracts, such as the building of a fleet of 127-inch (3,226 mm)
V8-powered Rapier missile launchers for the British Army. The Rapier system actually consisted of three Land Rovers: a 127 which carried the launching and aiming equipment, and two 110s which carried the crew and additional equipment.
Land Rover Defender
The biggest change to the Land Rover came in late 1990, when it became the Land Rover Defender, instead of the Land Rover 90 or 110. This was because in 1989 the company had introduced the Discovery model, requiring the original Land Rover to acquire a name.
The Discovery also had a new turbodiesel engine, the 200TDi. This was also loosely based on the existing 2.5-litre turbo unit, and was built on the same production line, but had a modern alloy cylinder head, improved turbocharging, intercooling and direct injection.
It retained the block, crankshaft, main bearings, cambelt system, and other ancillaries as the Diesel Turbo. The breather system included an oil separator filter to remove oil from the air in the system, thus finally solving the Diesel Turbo's main weakness of re-breathing its own sump oil. The 200Tdi, produced 107 hp (80 kW) and 195 lb·ft (264 N·m) of torque, which was nearly a 25% improvement on the engine it replaced (although as installed in the Defender the engine was de-tuned slightly from its original Discovery 111 hp (83 kW) specification due to changes associated with the turbo position and exhaust routing).
This engine finally allowed the Defender to cruise comfortably at high speeds, as well as tow heavy loads speedily on hills while still being economical.
In theory it only replaced the older Diesel Turbo engine in the range, with the other four-cylinder engines (and the V8 petrol engine) still being available. However, the Tdi's combination of performance and economy meant that it took the vast majority of sales. Exceptions were the British Army and some commercial operators, who continued to buy vehicles with the 2.5-litre naturally aspirated diesel engine (in the army's case, this was because the Tdi was unable to be fitted with a 24 volt generator). Small numbers of V8-engined Defenders were sold to users in countries with low fuel costs or who required as much power as possible (such as in Defenders used as fire engines and ambulances).
Along with the 200Tdi engine, the 127's name was changed to the "Land Rover Defender 130". The wheelbase remained the same; the new figure was simply a tidying up exercise. More importantly, 130s were no longer built from "cut-and-shut" 110s, but had dedicated chassis built from scratch. The chassis retained the same basic structure as the 90 and 110 models, but with a longer wheelbase.
1994 saw another development of the Tdi engine, the 300Tdi. Although the 200Tdi had been a big step forward, it had been essentially a reworking of the old turbocharged diesel to accept a direct injection system. In contrast the 300Tdi was virtually new, despite the same capacity, and both the Defender and the Discovery had engines in the same state of tune, 111 bhp (83 kW), 195 lbf·ft (264 N·m).
Throughout the 1990s the vehicle attempted to climb more and more upmarket, while remaining true to its working roots. This trend was epitomised by limited-edition vehicles, such as the SV90 in 1992 with roll-over protection cage, alloy wheels and metallic paint and the 50th anniversary 90 in 1998, equipped with automatic transmission, air conditioning and Range Rover 4.0-litre V8 engine.
A new variant was the Defender 110 double cab, featuring a 4x4-style seating area, with an open pick up back. Although prototypes had been built in the Series days, it was not until the late 1990s that this vehicle finally reached production.
2012 updates
In August 2011, Land Rover announced an update of the Defender for the 2012 model year. By this time, Land Rover publicly acknowledged that it was working on a project to produce an all-new replacement for the Defender. This would lead to the unveiling of the first DC100 concept vehicle in September that year. While emissions and safety regulations have threatened the Defender since the early 2000s, these had either been avoided or Land Rover had found ways to modify the vehicle to economically meet the new requirements. However, safety regulations due for introduction in 2015 requiring minimum pedestrian safety standards and the fitment of airbags to commercial vehicles cannot be met without a wholesale redesign of the Defender.
The main change for the 2012 models was the installation of a different engine from the Ford Duratorq engine range. Ford decided, due to cost reasons, not to modify the 2.4-litre engine introduced in 2007 to meet the upcoming Euro V emissions standards and so the engine was replaced with the ZSD-422 engine, essentially a 2.2-litre variant of the same engine. Although smaller than the existing unit the power and torque outputs remained unchanged and the same six-speed gearbox was used as well.
The engine included a diesel particulate filter for the first time on a Defender. The only other change was the reintroduction of the soft top body style to the general market. This had been a popular option for the Land Rover Series but by the introduction of the Defender had been relegated to special order and military buyers only. Land Rover stated that the option was being brought back due to customer feedback.
The last Defender, a soft-top "90" rolled off the Solihull production line at 9:22 on Friday 29 January 2016. The BBC reports that the Defender's replacement is due to be launched in 2018/2019.
3/1/2014
Heading back from the farm tonight it had started getting dark, so I pinched this idea from my cousin and thought I'd have a go at a long exposure of nighttime traffic. Pretty happy with the results but note to self, wear some gloves next time...it was flipping freezing!!
There was a short power cut, the moon was out, so I grabbed my camera and tripod and headed to the street.
This was taken on my tripod with the centre pole reversed to go downwards - it is not easy to change camera settings when the camera is upside down only 5cm from the ground!
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On just about a weekly basis me and a few buddies of mine go out at late hours of the night exploring abandoned buildings and just creepy areas. This photo was taken at an abandoned barn in Loomis, CA. The original shot was not intended to have a car pass through but the car really helped light up the area so I decided to post this one.
From my lodging in Long Island City, I had a view down onto the 59th Street Bridge that led my eye across the East River and towards the skyline of Manhattan. I would stand on the balcony and gaze at the skyline day and night, watching the clouds come and go and the lights twinkle in the evening. It was breathtaking. But sometimes, it was just the tiny details off my balcony that enthralled me. Like the mesh of metal and car lights as they rushed around the City that Never Sleeps.
A wet Saturday evening driving back to my folks place after watching a movie downtown..Movie was the French film, "The Class" - great watch.
I wanted to capture the cliched blured traffic lights against wet class effect with this..
I set up my camera on a tripod,set the timer,jumped into my waiting car and drove down the road to give the trails. When I got back to my camera the cows in the field beside the road had decided to start licking my camera,yeuch!This was done some time ago and is a crop from the full image.
Music link for this is "Headlights Look Like Diamonds" by Arcade Fire here:
Porsche 911
The Porsche 911 (pronounced Nine Eleven or German: Neunelfer) is a two-door, 2+2 high performance and one of the most powerful sports cars made since 1963 by Porsche AG of Stuttgart, Germany. It has a rear-mounted six cylinder boxer engine and all round independent suspension.
It has undergone continuous development, though the basic concept has remained little changed. The engines were air-cooled until the introduction of the Type 996 in 1998, with Porsche's "993" series, produced in model years 1994–1998, being the last of the air-cooled Porsches.
Overview
ManufacturerPorsche AG
Production1963–present
AssemblyStuttgart, Baden-Württemberg, Germany
Body and chassis
ClassSports car (S)
Body style2-door coupé
2-door cabriolet
2-door Targa
LayoutRear-engine, rear-wheel drive / four-wheel drive
RelatedPorsche Carrera GT
Porsche Boxster
Porsche 911 GT1
Porsche 911 GT2
Porsche 911 GT3
Porsche 912
Porsche 959
Ruf RGT
The 911 has been modified by private teams and by the factory itself for racing, rallying, and other forms of automotive competition. It is among the most successful competition cars. In the mid-1970s, naturally aspirated 911 Carrera RSRs won major world championship sports car races, such as Targa Florio and 24 Hours of Daytona, even against prototypes. The 911-derived 935 turbo also won the 24 Hours of Le Mans in 1979 and Porsche won World Championship for Makes titles in 1976, 1977, 1978 and 1979 with 911-derived models.
In the 1999 international poll for the award of Car of the Century, the 911 came fifth. It is one of two in the top five that had remained continuously in production (the original Beetle remained in production until 2003),[6] and was until 1998 a successful surviving application of the air- (now water-) cooled opposed rear-engine layout pioneered by its ancestor, the Volkswagen Beetle.
It is one of the oldest sports coupé nameplates still in production and 1 000 000 have now been built (as of May 2017). "Around 150,000 911 cars from the model years 1964 to 1989 are still on the road today."
Dilip Chhabria of DC Design (Dilip Chhabria Design Center Pvt Ltd) said that the most difficult car to customise "has to be the Porsche 911. It hasn’t dated since it was designed. It is a very desirable car. I have attempted to redraw, reskin, redesign it but could not do anything with it. I realised that it is difficult to alter the perfect design".
The Humber Bridge, near Kingston upon Hull, England, is a 2,220 m (2,428 yards) single-span suspension bridge, which opened to traffic on 24 June 1981. It is the sixth-largest of its type in the world. It spans the Humber (the estuary formed by the rivers Trent and Ouse) between Barton-upon-Humber on the south bank and Hessle on the north bank, connecting the East Riding of Yorkshire and North Lincolnshire.
Love this photo, not like! LOVE
Self Portrait.
I had so much fun in the freezing cold last night taking this photo. Contrary to the tittle I don't want to runaway I like it here :P It was this amazing thick fog, 1am and my friend offered his car are a prop in the photo to create more light, so that's his car behind me lighting me up as I run towards my camera on a tripod. So frustrated with Facebook's compression problem this photo looks pixelated on it, if anyone knows how to get round this please tell me! It seems to happen the most with bright saturated colours, sorry that I don't live in black and white Facebook ;)
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Decided to go out for a drive with camera in front passenger seat. Vibration from the car really is a pain. I may look into investing in a car mount which will absorb more of the vibrations but won't be a cheap investment ):
"I did it, I got the Milky Way" I said as I jumped up punching the air in a moment of spontaneous joy and excitement. 17 years back I had first seen a long exposure color image of the Milky Way on the pages of the World Book Encyclopedia that my dad got me. I was fascinated by the night sky all along since. I managed to see eclipses, a couple of comets, meteor showers and in recent years was even able to capture planets and their satellites, nebulaes and the neighboring galaxy of Andromeda. But Milky Way always eluded me.
This was the first time, this was my first try at capturing it, my first image - no preparation. I hastily managed to setup my tripod and point to the sky while my friends wanted a short break (we were on CA-62 on our way to Grand Canyon from San Diego). Stars trails are always a problem, so I decided to risk a ISO 3200 shot with 20s exposure. It turned out noisy and although it looked good on the LCD screen I was disappointed when I saw it on the laptop. Spent quite some time removing noise.
In the end looks quite decent what do you say? The light on top of the tree is from the head-lamps of oncoming traffic. Looks unreal huh? Have another pic which is even more unreal.
This pic means a lot to me. Hope you enjoy it as much as I felt when I took it :) Lower the lights for best view.
Last week I was in Paris with school, and one of the places we visitted was the Arc de Triomphe! By night it looks absolutely beautiful, and that's why I took some long exposure photos. I don't upload non-automotive photos very often, but because this photo looks really good in my opinion, I decided to upload it. I hope you like it!