View allAll Photos Tagged compressor
In the Compressor Room for the big Airship Hanger at the Tillamook Air Museum. This would have been used to fill the Airships with Helium, during World War II.
a well built little unit, all cast iron but no tag to see who made it probably made in the 20s, 30s or 40s made like a real compressor not these aluminum oliless cheap ones made now. i saw one on the web listed as montgomery ward but still have no idea who built it i think it is a kellogg i saw one very similar in a book
I found this compressor mounted on the bed of a pickup truck. It made me laugh so I had to photograph it.
4 stage compressor for air. Manufactured at DEMAG in the 60s. Freshly overhauled it still runs today....
Ilford HP5+ exposed like 1600ISO, developed in Kodak's HC110.
Mamiya645 proTL, Sekor45/2.8
4 stage compressor for air. Manufactured at DEMAG in the 60s. Freshly overhauled it still runs today....
Ilford HP5+ exposed like 1600ISO, developed in Kodak's HC110.
Mamiya645 proTL, Sekor45/2.8
I thought the chimney of the Compressor House at the Geevor Mine really stood out against the blue sky. A very interesting place to visit. Pendeen Lighthouse is in the background.
You do not have the right to copy, reproduce or download my images without my specific permission, doing so is a direct breach of my copyright.
Chassis n° 55217
Coachwork by Vanvooren
Bonhams
Les Grandes Marques du Monde à Paris
The Grand Palais Éphémère
Place Joffre
Parijs - Paris
Frankrijk - France
February 2023
Estimated : € 3.000.000 - 4.000.000
Unsold
At the end of 1931, the Parisian Bugatti agent Dominique Lamberjack (junior), a friend of both Jean Bugatti and Robert de Prandières, the director of coachbuilders Vanvooren in Courbevoie, agreed between them that most of the Bugatti Type 55 '300' chassis delivered to Lamberjack's dealership would be sent to Vanvooren for bodying. Among the seven Bugatti Type 55 chassis delivered in Paris, six would be bodied by Vanvooren and one by Figoni in Courbevoie. The register of sales and deliveries confirms that the five Type 55 chassis ordered and delivered to Lamberjack in 1932 were numbers '55204', '55208', '55214', '55217' and '55227'. They were all invoiced for 72,500 French francs. The sixth chassis, '55236', was shipped by rail to Paris in June 1935 to be bodied by Vanvooren, but was destined for the Bugatti dealership in Amsterdam.
This Type 55 chassis with engine '24' was assembled at the factory in May 1932, as were chassis with engines '17' to '23'. Chassis '55217/24' was transported by road from Molsheim to Paris on 29th July 1932 and was invoiced that same day to Lamberjack's Paris dealership for the sum of 72,500 French francs. The chassis was then sent to Vanvooren in Courbevoie to receive a two-seater cabriolet body.
Dominique Lamberjack junior has stated that the car, once back from the coachbuilder, had remained on display in his showroom at the corner of rue Bayen and boulevard des Marechaux, for more than three years without finding a single buyer. It would take four years before a loyal Bugatti customer stepped in and bought it.
The Type 55 was registered new on 12th May 1936 at the Pas de Calais prefecture, under the license plate number '3988 NA 6' in the name of Eugène Leleux (junior). Born on 17th October 1906 in Lille, Eugène Florimond Albert Leleux was a brewer by trade and ran the Croix de Grès brewery in Divion. The Leleux family's first Bugatti was a Type 40A convertible acquired on 23rd June 1932. It was replaced in October 1936 by a Type 57 cabriolet which was sold to finance the purchase of the Type 55. Lamberjack's Société Franco-Américaine d'Automobiles' original invoice for the Type 55 cabriolet is made out to 'Mr Eugène Leleux son, Divion' and is dated 6th May 1936. It details 'A Bugatti 2L300 type 55 car number 55217. New, bodied as a two-seater Vanvooren convertible. For a payment of sixteen thousand francs in cash, twenty-five thousand francs in ten installments and the trade-in of a Bugatti 57143 as it is'.
On the back of one of the original photographs of the Bugatti, taken in the courtyard of the brewery, Eugène Leleux has written: "2l 300, type 55, year 1936, 8 cyl in line 2 compressor camshafts, 18 fiscal hp 4 floor speeds, 180 km/h, Gearbox separated from the engine Cable brakes, drums incorporated in the aluminum wheels, magneto Scintilla, Connecting rods and crankshaft on ball and roller bearings. Convertible Vanvooren 2 places, Yellow, Wings and black hood." This note seems to indicate that at the time of purchase by Leleux, the car was not yet equipped with a Cotal pre-selector gearbox, otherwise this feature would have been mentioned, so detailed is the car's description.
In 1941, the Lille newspapers reported that Mr Eugène Leleux, a brewer in Divion, had filed a complaint with the police concerning the theft of his car, which he had left on rue de la Comédie. He was able to regain possession of his car, which had been discovered during a police patrol. We do not know if it was his Type 55 cabriolet, but the notion is appealing.
In 1942, the car was entrusted to the good care of the Bugatti repair workshop at 75 quai Carnot in Levallois, managed by the famous Doctor Gabriel Espanet. A first letter and invoice dated 28th August 1942 states: "Following your letter of August 24, we have the advantage of sending you a single speed, two type 55 front springs and a steering wheel. As regards the rear spring slide supports, the model of which you sent us, we are writing to our factory in Bordeaux to send us a pair as soon as possible..." The invoice for 1,053 French francs was attached. By letter of 14th October 1942, the rear slides were provided in turn for the sum of 1,318 French francs.
A final letter of 30th December 1942, relates to the repair of the cylinder block: "As we had let you hope, in our letter of the 10th instant, we have been able to take, despite the current working conditions, the arrangements which have enabled us to finally complete the perfect repair of your cylinder unit. If the delay was a little long, the execution of the work is as precise as in normal times. The valves supplied in particular are of the best pre-war special steel and we have been able to maintain the old price for one last time. You will find them mounted in their guide, broken in, ready to run.
"During the assembly of the engine, it will be necessary to take care to leave them all in their respective place in each cylinder/the clearances (which are 50 hundredths intake and 60 hundredths exhaust) must therefore be obtained, possibly, by filing on the spot and the valve stem very carefully.
"Attached is the invoice concerning the repair of the unit by autogenous welding and the rectification, as well as the supply of the valves and guides, for a total sum of 6,519 French francs."
These letters shed light on the Bugatti factory's ability to continue its activities at the Levallois repair workshop and the relocated factory in Bordeaux. Soon this factory would close and the tools would be repatriated to Alsace by the new owner, H Trippel.
It is probable that the Type 55 convertible was used for another four years. A request for 'non-pledge' of the vehicle was registered in March and again in October 1947. The Bugatti was then sold in the Nord department and registered as '6803 ME' on 11th February 1948 in the name of Eugène Mulnard, an electrical engineer resident at 108 rue Grand Chemin in Roubaix. On 27th February 1951, the Type 55 was registered in the name of Miss Andrée Desplats, a secretary living at 58 rue du Molinel in Lille. The Bugatti was re-registered as '3553 AF 59'. Eugène Mulnard would later divorce his wife and marry Andrée Desplats in Lille in September 1965.
Eugène Mulnard was president of the Écurie Flandre, founded in Lille just after the war, whose notable members included the pilot/manufacturer Paul Delbarre, the Simca specialist Monnier, Jacky Pollet, Flamencourt (the team's official mechanic) and Werry the administrative director. Mulnard raced in the Monnier Spéciale with a BMW 328 engine at the Chimay Grand Prix in 1953 but retired with a gearbox problem.
In July 1988, Eugène Mulnard was kind enough to commit his Bugatti memories to paper for Bugatti authority Pierre-Yves Laugier: "The Bugatti 55217 was equipped when I bought it with a Cotal 32 mkg gearbox. I do not know if the assembly was done by Bugatti or any other mechanical workshop. The engine block was leaking some water at a spark plug cupola I repaired. In 1950, the Bugatti company rue Carnot in Levallois supplied me with pistons and rings. I completely dismantled the engine and all the parts remained detached for many years, not having time to take care of them.
"In 1975, I put everything back together. The only part that I could not find at Scintilla: the battery charge regulator. In 1980 the Bugatti was in perfect working order. This car has never been damaged, and always perfectly maintained. I did 117,000 km with it.
"Only one problem: while I was in Switzerland, around 1948, I filled up with gasoline, in this gasoline was incorporated at the time Tetra-ethyl lead. I had to drain and replace with unleaded gasoline.
"In 1949, I was in Germany. During my stay, there were heavy snowfalls, roads rutted by the war. The engine being very close to the ground. It had to stay two months in the garage. I was president of Écurie Flandres in which there were eight cars. We raced in Formula I and did rallies and hill climbs. The Bugatti has never been entered in any competition; it was the car I drove every day."
Dealer Bruno Vendiesse remembers that as a young enthusiast aged twenty in 1974, he went to see the Bugatti on display in the window of Flamencourt, who was a Simca agent in Mons en Baroel, and saw it again in the garages of the General Heating Company at 37 avenue du Maréchal de Lattre de Tassigny in Saint-André-lez-Lille. Mulnard had no place to park the car, which was stored at Georges Tranchet's saddlery in Lomme from 1976 to 1979, before its sale the following year.
The great Bugatti lover Marc Blanc of Montbrison bought the Type 55 cabriolet in 1980. He had known Mulnard for years, paying him frequent visits, but Mulnard was never inclined to sell the car. One day Mulnard contacted Marc Blanc, saying that he had decided to part with his Bugatti. He confided in him that he had four potential buyers but wished to visit them in turn to determine which was best able to restore the Bugatti to correct original specification. At that time Marc Blanc was reassembling his Type 35A in his garage. Mulnard was pleasantly surprised and immediately handed Blanc his business card as a bill of sale. The transaction, for a price of 250,000 French francs, satisfied both parties.
Blanc traveled to Wattrelos to take possession of the Type 55, which arrived in Montbrison towed by a Peugeot 504 belonging to the company. According to Marc Blanc, the Bugatti had had a minor collision leaving one of the wings out of line. The car remained in its garage in Montbrison between two Bugatti Grand Prix cars for nearly ten years, without being restarted. Marc Blanc then dismantled the engine, which he entrusted, together with the Cotal gearbox, to his official mechanic Marc Defour of Sury-le-Comtal for an overhaul. In 2009, the Type 55 was exhibited for the first time, at the Salon d'Avignon, and four years later was sold to collector Ton Meijer through dealers Bruno Vendiesse and Jaap Braam Ruben.
The Bugatti was driven to its new home in Carpentras but the engine was running poorly. It was decided to undertake a complete restoration, which was entrusted to the Ventoux Moteurs workshop run by Laurent and Raphael Rondoni. The rebuild would take more than three years to complete. The chassis was stripped bare and all the mechanicals overhauled, with some worn parts replaced. The cam boxes and the camshafts were manufactured by Rondoni together with the water pipes and compressor mounting gear. The split cylinder block was replaced with a new block obtained from Crosthwaite & Gardiner in Buxted, UK. The original roller-bearing crankshaft was overhauled with new connecting rods with cages and rollers from Brineton Engineering of Wolverhampton.
During the replacement of the Cotal gearbox, the old Bugatti gearbox's fixing holes were found, as well as those of the levers and the braking system, which had been modified to suit the Cotal which required a special crosspiece. A new gearbox from Crosthwaite was machined by Ventoux Moteurs and fitted with dog gears from Brineton Engineering.
The lined black hood and the upholstery work were entrusted to Ventoux Saddlery in Carpentras. The backs of the seats have been reduced in thickness and the door panels have been kept; only the seats have been changed. A beige carpet, identical to that on the base of the doors, was used as the cabin carpet.
The electrical wiring harness was remade by Rondoni, while the Scintilla lighting and magneto are original. The radiator was only cleaned, and the rear axle overhauled, as were the shock absorbers and the brakes. The front axle was re-nickeled and the original cast aluminum wheels retained. The exhaust, which had been shortened, was extended by a muffler and a silencer under the running board.
Restoration of the bodywork was entrusted to the good care of renowned Dutch workshop Dijkhof in Achterveld, which also took care of the restoration of Mr Meijer's former Bugatti Type 55 roadster. The body's timber framework was changed in large part because it was rotten,and the Bugatti was finally delivered to its owner around Christmas 2018. All original mechanical parts that were replaced were returned to the owner and are offered with the car.
Among the six Type 55 cabriolets bodied by Vanvooren in Courbevoie, '55217' is the only one to have retained its original bodywork on its 1932 chassis; all the others have been modified to a greater or lesser extent, while '55227' and '55236' no longer exist.
On February 12, 1954, a USAF F-86 Sabre crashed into Grouse Mountain, killing the pilot. The Air Force was quick to clean up the crash site, but left the J47 engine, which can still be found just off the Skyline Trail.
Mackay's Mine Hill is the most significant part of the Alder Creek Mining District. Ore was first discovered in 1879, meaning full production began in 1884, and ore was mined into the 1980s. Almost a million tons of ore have been removed over the years, yielding about 42,000 oz. of gold, 2,000,000 oz. of silver, 62,000,000 lbs. of copper, 15,000,000 lbs. of lead, and 5,000,000 lbs. of zinc. Geological sampling still occurs, and mining could be renewed at any time to withdraw the millions of dollars of ore remaining in the ground.
It is one of my favorite photography places here. I should have taken it with a little clearer lens.
I was going to look after the parade of the summer festival on that day, but left it while I drank beer.
On July 21, 2014 in Ueno Park.
----
ここはぼくの好きな撮影場所の一つです。 もう少し鮮明なレンズで撮るべきだったかもしれません。
この日は夏祭りのパレードを見る予定でしたが、ビールを飲んでいるうちにそれを忘れました。
2014年7月21日、上野公園にて。
Taken for:
Monthly Scavenger Hunt (MSH) May 2012 No. 11: Mechanical and
Our Daily Challenge: DARK or LOW KEY, the topic for Friday May 11, 2012