Cement Mixer Truck

 

Truck Manufacturer: MAN Truck & Bus AG

Model: TGA D20 Common Rail

Chassis: 26.390

Engine:

Suspension:

Axle Configuration: 6x4

 

Shot Location: A.boni

Truck Manufacturer: MAN Truck & Bus AG

Model: CLA

Chassis: 25 .280

Engine:

Suspension:

Axle Configuration: 6x4

 

Shot Location: A.boni

Victory Liner Inc.

 

Bus Number: 30

Model: Hyundai Aero Space LS

Coachbuilder: Hyundai Motor Company

Engine: Hyundai D6AB

Layout: Rear-Mounted Engine Rear-Wheel Drive

Airconditioning Unit: Overhead Unit

Suspension: Air-Suspension

Seating Configuration: 2x2

Capacity: 45 Passengers

 

Shot Location: Victory Liner Pasay Terminal

Alarme Transport

 

Truck Manufacturer: MAN Truck & Bus AG

Model: CLA

Chassis: 26.280

Engine:

Suspension:

Axle Configuration: 6x4

 

Shot Location: A.Boni

Oil Tanker Truck

 

Truck Manufacturer: MAN Truck & Bus AG

Model: TGA

Chassis: 33.360

Engine:

Suspension:

Axle Configuration: 6x4

 

Shot Location: A.boni

Genesis Transport Service, Inc.

 

Bus Number: 818243

Bus Manufacturer: Almazora Motors Corporation

Model: AMC Lion's Coach

Chassis: MAN 18.280 HOCL

Engine: MAN D0836LOH02

Suspension: Air Suspension

Seating Configuration: 2x2

Capacity: 53

 

Shot Location: A.boni

Company/Owner: Philippine Rabbit Bus Lines, Inc.

Fleet/Bus Number: 9545

Classification: Air-conditioned Provincial Bus

Coachbuilder: Hyundai Motor Company

Body Model: Hyundai Aero Space LS

Engine Model: Hyundai D6AB (Q300)

Chassis Model: Hyundai Aero Space LS (KMJRJ18BPYC)

Transmission: 5-speed Manual Transmission

Suspension: Air Suspension

Seating Configuration: 2×2

Seating Capacity: 45

Franchise route: Tarlac (Tarlac)–Manila

Route: Avenida, Santa Cruz, Manila City–Tarlac City, Tarlac via Magalang–Concepcion Road / MacArthur Highway

Municipalities/cities passing: Dau (Mabalacat City)–Concepcion/Capas

Type of Operation: Provincial Operation Public Utility Bus (Regular Class)

Area of Operation: Central Luzon (Region III)

 

Shot Location: NLEX-Bocaue, Barangay Turo, Bocaue, Bulacan

Date Taken: February 5, 2016

 

Notices:

* Please DON'T GRAB A PHOTO WITHOUT A PERMISSION. If you're going to GRAB IT, please give A CREDIT TO THE OWNER. Also, don't PRINT SCREEN my photos.

** If I have mistakes on the specifications, please comment in a good manner so that I can edit it immediately.

*** The specifications and routes (for provincial, inter-provincial, and city operation) mentioned above are subjected for verification and may be changed without prior notice.

Victory Liner Inc.

 

Bus Number: 1568

Bus Manufacturer: Five Star Bus Body

Rebodied Model: "Exfohtong NV" *Generic*

Former Bus Manufacturer: Del Monte Motor Works, Inc.

Former Model: Del Monte Euro

Chassis: Nissan Diesel RB46S

Engine: Nissan Diesel PE6-T

Suspension: Leaf Spring Suspension

Seating Configuration: 2x2

Seating Capacity: 49

 

Shot Location: Victory Liner Cubao Terminal

Company/Owner: Victory Liner, Inc.

Fleet/Bus Number: 2512

Classification: Air-conditioned Provincial Bus

Coachbuilder: Santarosa Motor Works, Inc./Columbian Manufacturing Corporation

Body Model: Daewoo/Santarosa BS106

Engine Model: Doosan DE08TIS

Chassis Model: Daewoo BS106 (PL5UM52HDGK)

Transmission: 6-speed Manual Transmission

Suspension: Leaf Spring Suspension

Seating Configuration: 3×2

Seating Capacity: 61

Franchise route: Divisoria (Manila)–Apalit (Pampanga)

Route: Divisoria, Manila City [DIV, MN]/Monumento, Caloocan City [CAL]–Apalit, Pampanga [APT, PP] via E1 (NLEX-Balintawak–NLEX-Tabang) / N2 (MacArthur Highway)

Municipalities/cities passing: Tabang (Guiguinto)/Malolos City [MLS]/Calumpit

Type of Operation: Provincial Operation Public Utility Bus (Economy Class)

Area of Operation: Central Luzon (Region III)

 

Shot Location: N2 (MacArthur Highway), Barangay San Vicente, Apalit, Pampanga

Date Taken: May 16, 2018

 

Notices:

* Please DON'T GRAB A PHOTO WITHOUT A PERMISSION. If you're going to GRAB IT, please give A CREDIT TO THE OWNER. Also, don't PRINT SCREEN my photos.

** If I have mistakes on the specifications, please comment in a good manner so that I can edit it immediately.

*** The specifications and routes (for provincial, inter-provincial, and city operation) mentioned above are subjected for verification and may be changed without prior notice.

**** The vehicle's registration plate(s), conduction sticker(s), and/or persons (if applicable) were pixelated/blurred to prevent any conflict with the photographer, the bus company and/or to the car owner for their security and/or privacy purposes. So, don't use their plate number, conduction sticker, and vehicle tag as an evidence for any incident. And, I have taken this photo for bus fanatics, bus enthusiasts, and bus lovers purposes.

Pangasinan FiveStar Bus Company

 

Bus number: 88028

Model: Hyundai Universe Space Luxury

Chassis: Hyundai KMJKJ18BPSC

Engine: Hyundai D6AB-D

Suspension: Air Suspension

Area of Operation: Provincial Operation

Seating Configuration: 2x2

Seating Capacity: 45

 

Shot Location: Cubao

Oil Tanker Truck

 

Truck Manufacturer: MAN Truck & Bus AG

Model: TGA

Chassis: 33.360

Engine:

Suspension:

Axle Configuration: 6x4

 

Shot Location: A.boni

The Volkswagen Type 2, known officially (depending on body type) as the Transporter, Kombi or Microbus, or, informally, as the Bus (US) or Camper (UK), is a forward control panel van introduced in 1950 by the German automaker Volkswagen as its second car model. Following – and initially deriving from Volkswagen's first model, the Type 1 (Beetle) – it was given the factory designation Type 2.

 

As one of the forerunners of the modern cargo and passenger vans, the Type 2 gave rise to forward control competitors in the United States in the 1960s, including the Ford Econoline, the Dodge A100, and the Chevrolet Corvair 95 Corvan, the latter adopting the Type 2's rear-engine configuration.

 

European competition included the 1947-1981 Citroën H Van, the 1959-1980 Renault Estafette (both FF layout), and the 1953-1965 FR layout Ford Transit.

 

Japanese manufacturers also introduced the platform in different configurations, such as the Nissan Caravan, Toyota LiteAce and the Subaru Sambar.

 

Like the Beetle, the van has received numerous nicknames worldwide, including the "microbus", "minibus", and, because of its popularity during the counterculture movement of the 1960s, Hippie van/wagon, and still remains iconic for many hippies today.

 

Brazil contained the last factory in the world that produced the T2. Production in Brazil ceased on December 31, 2013, due to the introduction of more stringent safety regulations in the country. This marks the end of an era with the rear-engine Volkswagens manufactured (after the 2002 termination of its T3 successor in South Africa), which originated in 1935 with their Type 1 prototypes.

 

HISTORY

The concept for the Type 2 is credited to Dutch Volkswagen importer Ben Pon. (It has similarities in concept to the 1920s Rumpler Tropfenwagen and 1930s Dymaxion car by Buckminster Fuller, neither of which reached production.) Pon visited Wolfsburg in 1946, intending to purchase Type 1s for import to the Netherlands, where he saw an improvised parts-mover and realized something better was possible using the stock Type 1 pan. He first sketched the van in a doodle dated April 23, 1947, proposing a payload of 690 kg and placing the driver at the very front. Production would have to wait, however, as the factory was at capacity producing the Type 1.

 

When capacity freed up, a prototype known internally as the Type 29 was produced in a short three months. The stock Type 1 pan proved to be too weak so the prototype used a ladder chassis with unit body construction. Coincidentally the wheelbase was the same as the Type 1's. Engineers reused the reduction gear from the Type 81, enabling the 1.5 ton van to use a 25 hp (19 kW) flat four engine.

 

Although the aerodynamics of the first prototypes were poor (with an initial drag coefficient of Cd=0.75), engineers used the wind tunnel at the Technical University of Braunschweig to optimize the design. Simple changes such as splitting the windshield and roofline into a "vee" helped the production Type 2 achieve Cd=0.44, exceeding the Type 1's Cd=0.48. Volkswagen's new chief executive officer Heinz Nordhoff (appointed 1 January 1948) approved the van for production on 19 May 1949 and the first production model, now designated Type 2, rolled off the assembly line to debut 12 November. Only two models were offered: the Kombi (with two side windows and middle and rear seats that were easily removable by one person), and the Commercial. The Microbus was added in May 1950, joined by the Deluxe Microbus in June 1951. In all 9,541 Type 2s were produced in their first year of production.

 

An ambulance model was added in December 1951 which repositioned the fuel tank in front of the transaxle, put the spare tire behind the front seat, and added a "tailgate"-style rear door. These features became standard on the Type 2 from 1955 to 1967. 11,805 Type 2s were built in the 1951 model year. These were joined by a single-cab pickup in August 1952, and it changed the least of the Type 2s until all were heavily modified in 1968.

 

Unlike other rear engine Volkswagens, which evolved constantly over time but never saw the introduction of all-new models, the Transporter not only evolved, but was completely revised periodically with variations retrospectively referred to as versions "T1" to "T5" (a nomenclature only invented after the introduction of the front-drive T4 which replaced the T25). However, only generations T1 to T3 (or T25 as it is still called in Ireland and Great Britain) can be seen as directly related to the Beetle (see below for details).

 

The Type 2, along with the 1947 Citroën H Van, are among the first 'forward control' vans in which the driver was placed above the front roadwheels. They started a trend in Europe, where the 1952 GM Bedford CA, 1958 RAF-977, 1959 Renault Estafette, 1960 BMC Morris J4, and 1960 Commer FC also used the concept. In the United States, the Corvair-based Chevrolet Corvan cargo van and Greenbrier passenger van went so far as to copy the Type 2's rear-engine layout, using the Corvair's horizontally opposed, air-cooled engine for power. Except for the Greenbrier and various 1950s–70s Fiat minivans, the Type 2 remained unique in being rear-engined. This was a disadvantage for the early "barndoor" Panel Vans, which could not easily be loaded from the rear because the engine cover intruded on interior space, but generally advantageous in traction and interior noise.

 

VARIANTS

The Type 2 was available as a:

 

Panel van, a delivery van without side windows or rear seats.

Double-door Panel Van, a delivery van without side windows or rear seats and cargo doors on both sides.

High Roof Panel Van (German: Hochdach), a delivery van with raised roof.

Kombi, from German: Kombinationskraftwagen (combination motor vehicle), with side windows and removable rear seats, both a passenger and a cargo vehicle combined.

Bus, also called a Volkswagen Caravelle, a van with more comfortable interior reminiscent of passenger cars since the third generation.

Lotação (share-taxi), a version exclusive to Brazil, with 6 front-hinged doors for the passenger area and 4 bench-seats, catering to the supplemental public transport segment.[citation needed] Available from 1960 to 1989, in both the split-window and "clipper" (fitted with the bay-window front panel) bodystyles.

Samba-Bus, a van with skylight windows and cloth sunroof, first generation only, also known as a Deluxe Microbus. They were marketed for touring the Alps.

Flatbed pickup truck, or Single Cab, also available with wider load bed.

Crew cab pick-up, a flatbed truck with extended cab and two rows of seats, also called a Doka, from German: Doppelkabine.

Westfalia camping van, "Westy", with Westfalia roof and interior. Included optional "pop up" top.

Adventurewagen camping van, with high roof and camping units from Adventurewagen.

Semi-camping van that can also still be used as a passenger car and transporter, sacrificing some camping comforts. "Multivan" or "Weekender", available from the third generation on.

 

Apart from these factory variants, there were a multitude of third-party conversions available, some of which were offered through Volkswagen dealers. They included, but were not limited to, refrigerated vans, hearses, ambulances, police vans, fire engines and ladder trucks, and camping van conversions by companies other than Westfalia. There were even 30 Klv 20 rail-going draisines built for Deutsche Bundesbahn in 1955.

 

In South Africa, it is known as a well-loved variation of the ice cream van (first, second and third generations). The mere sight of one (in South Africa) sparks the familiar rhyme: I scream, We scream, We all scream for Ice-Cream!

 

FIRST GENERATION (T1; 1950–1967)

The first generation of the Volkswagen Type 2 with the split windshield, informally called the Microbus, Splitscreen, or Splittie among modern fans, was produced from 8 March 1950 through the end of the 1967 model year. From 1950 to 1956, the T1 (not called that at the time) was built in Wolfsburg; from 1956, it was built at the completely new Transporter factory in Hanover. Like the Beetle, the first Transporters used the 1100 Volkswagen air-cooled engine, an 1,131 cc, DIN-rated 18 kW (24 PS; 24 bhp), air-cooled flat-four-cylinder 'boxer' engine mounted in the rear. This was upgraded to the 1200 – an 1,192 cc 22 kW (30 PS; 30 bhp) in 1953. A higher compression ratio became standard in 1955; while an unusual early version of the 30 kW (41 PS; 40 bhp) engine debuted exclusively on the Type 2 in 1959. This engine proved to be so uncharacteristically troublesome that Volkswagen recalled all 1959 Transporters and replaced the engines with an updated version of the 30 kW engine. Any 1959 models that retain that early engine today are true survivors. Since the engine was totally discontinued at the outset, no parts were ever made available.

 

The early versions of the T1 until 1955 were often called the "Barndoor" (retrospectively called T1a since the 1990s), owing to the enormous rear engine cover, while the later versions with a slightly modified body (the roofline above the windshield is extended), smaller engine bay, and 15" roadwheels instead of the original 16" ones are nowadays called the T1b (again, only called this since the 1990s, based on VW's retrospective T1,2,3,4 etc. naming system.). From the 1964 model year, when the rear door was made wider (same as on the bay-window or T2), the vehicle could be referred to as the T1c. 1964 also saw the introduction of an optional sliding door for the passenger/cargo area instead of the outwardly hinged doors typical of cargo vans.

 

In 1962, a heavy-duty Transporter was introduced as a factory option. It featured a cargo capacity of 1,000 kg instead of the previous 750 kg, smaller but wider 14" roadwheels, and a 1.5 Le, 31 kW (42 PS; 42 bhp) DIN engine. This was so successful that only a year later, the 750 kg, 1.2 L Transporter was discontinued. The 1963 model year introduced the 1500 engine – 1,493 cc as standard equipment to the US market at 38 kW (52 PS; 51 bhp) DIN with an 83 mm bore, 69 mm (2.72 in) stroke, and 7.8:1 compression ratio. When the Beetle received the 1.5 L engine for the 1967 model year, its power was increased to 40 kW (54 PS; 54 bhp) DIN.

 

German production stopped after the 1967 model year; however, the T1 still was made in Brazil until 1975, when it was modified with a 1968–79 T2-style front end, and big 1972-vintage taillights into the so-called "T1.5" and produced until 1996. The Brazilian T1s were not identical to the last German models (the T1.5 was locally produced in Brazil using the 1950s and 1960s-era stamping dies to cut down on retooling, alongside the Beetle/Fusca, where the pre-1965 body style was retained), though they sported some characteristic features of the T1a, such as the cargo doors and five-stud 205 mm Pitch Circle Diameter rims. Wheel tracks varied between German and Brazilian production and with 14-inch, 15-inch and 16-inch wheel variants but commonly front track varied from 1290 mm to 1310 mm and rear track from 1370 mm to 1390 mm.

 

Among American enthusiasts, it is common to refer to the different models by the number of their windows. The basic Kombi or Bus is the 11-window (a.k.a. three-window bus because of three side windows) with a split windshield, two front cabin door windows, six rear side windows, and one rear window. The DeLuxe model featured eight rear side windows and two rear corner windows, making it the 15-window (not available in Europe). Meanwhile, the sunroof DeLuxe with its additional eight small skylight windows is, accordingly, the 23-window. From the 1964 model year, with its wider rear door, the rear corner windows were discontinued, making the latter two the 13-window and 21-window respectively. The 23- and later 21-window variants each carry the nickname 'Samba', or in Australia, officially 'Alpine'.

 

SAMBA

The Volkswagen Samba, in the United States also known as Sunroof Deluxe, was the most luxurious version of the T1. Volkswagen started producing Sambas in 1951.

 

Originally Volkswagen Vans were classified according to the number of windows they had. This particular model had 23 and later 21 windows including eight panoramic windows in the roof. To distinguish it from the normal 23 or 21-window Volkswagen van the name Samba was coined.

 

Instead of a sliding door at the side the Samba had two pivot doors. In addition the Samba had a fabric sunroof. At that time Volkswagen advertised with the idea of using the Samba to make tourist trips through the Alps.

 

Sambas were painted standard in two colors. Usually, the upper part was colored white. The two colored sections were separated by a decorative strip. Further the bus had a so-called "hat": at the front of the van the roof was just a little longer than the car itself to block the sun for the driver. The windows had chrome tables and the van had a more comprehensive dashboard than the normal T1.

 

When Volkswagen started producing the successor of the T1 (the T2) the company also stopped producing the Samba so there are no Sambas in later versions of the Transporter.

 

US CHICKEN TAX

Certain models of the Volkswagen Type 2 played a role in a historic episode during the early 1960s, known as the Chicken War. France and West Germany had placed tariffs on imports of U.S. chicken. Diplomacy failed, and in January 1964, two months after taking office, President Johnson imposed a 25% tax (almost ten times the average U.S. tariff) on potato starch, dextrin, brandy, and light trucks. Officially, the tax targeted items imported from Europe as approximating the value of lost American chicken sales to Europe.

 

In retrospect, audio tapes from the Johnson White House, revealed a quid pro quo unrelated to chicken. In January 1964, President Johnson attempted to convince United Auto Workers' president Walter Reuther not to initiate a strike just before the 1964 election, and to support the president's civil rights platform. Reuther, in turn, wanted Johnson to respond to Volkswagen's increased shipments to the United States.

 

The Chicken Tax directly curtailed importation of German-built Type 2s in configurations that qualified them as light trucks – that is, commercial vans (panel vans) and pickups. In 1964, U.S. imports of automobile trucks from West Germany declined to a value of $5.7 million – about one-third the value imported in the previous year. After 1971, Volkswagen cargo vans and pickup trucks, the intended targets, "practically disappeared from the U.S. market". While post-1971 Type 2 commercial vans and single-cab and double-cab pickups can be found in the United States today, they are exceedingly rare. Any post-1971 specimen found ostensibly has had its import tariff paid. As of 2013, the "chicken tax" remains in effect.

 

SECOND GENERATION (T2; 1967–1979)

In late 1967, the second generation of the Volkswagen Type 2 (T2) was introduced. It was built in Germany until 1979. In Mexico, the Volkswagen Kombi and Panel were produced from 1970 to 1994. Models before 1971 are often called the T2a (or "Early Bay"), while models after 1972 are called the T2b (or "Late Bay").

 

This second-generation Type 2 lost its distinctive split front windshield, and was slightly larger and considerably heavier than its predecessor. Its common nicknames are Breadloaf and Bay-window, or Loaf and Bay for short. At 1.6 L and 35 kW (48 PS; 47 bhp) DIN, the engine was also slightly larger. The battery and electrical system was upgraded to 12 volts, making it incompatible with electric accessories from the previous generation. The new model also did away with the swing axle rear suspension and transfer boxes previously used to raise ride height. Instead, half-shaft axles fitted with constant velocity joints raised ride height without the wild changes in camber of the Beetle-based swing axle suspension. The updated Bus transaxle is usually sought after by off-road racers using air-cooled Volkswagen components.

 

The T2b was introduced by way of gradual change over three years. The first models featured rounded bumpers incorporating a step for use when the door was open (replaced by indented bumpers without steps on later models), front doors that opened to 90° from the body, no lip on the front guards, unique engine hatches, and crescent air intakes in the D-pillars (later models after the Type 4 engine option was offered, have squared off intakes). The 1971 Type 2 featured a new, 1.6 L engine with dual intake ports on each cylinder head and was DIN-rated at 37 kW (50 PS; 50 bhp). An important change came with the introduction of front disc brakes and new roadwheels with brake ventilation holes and flatter hubcaps. Up until 1972, front indicators are set low on the nose rather than high on either side of the fresh air grille – giving rise to their being nicknamed "Low Lights". 1972's most prominent change was a bigger engine compartment to fit the larger 1.7- to 2.0-litre engines from the Volkswagen Type 4, and a redesigned rear end which eliminated the removable rear apron and introduced the larger late tail lights. The air inlets were also enlarged to accommodate the increased cooling air needs of the larger engines.

In 1971 the 1600cc Type 1 engine as used in the Beetle, was supplemented with the 1700cc Type 4 engine – as it was originally designed for the Type 4 (411 and 412) models. European vans kept the option of upright fan Type 1 1600 engine but the 1700 Type 4 became standard for US spec models.

 

In the Type 2, the Type 4 engine was an option for the 1972 model year onward. This engine was standard in models destined for the US and Canada. Only with the Type 4 engine did an automatic transmission become available for the first time in the 1973 model year. Both engines displaced 1.7 L, DIN-rated at 49 kW (67 PS; 66 bhp) with the manual transmission and 46 kW (63 PS; 62 bhp) with the automatic. The Type 4 engine was enlarged to 1.8 L and 50 kW (68 PS; 67 bhp) DIN for the 1974 model year and again to 2.0 L and 52 kW (71 PS; 70 bhp) DIN for the 1976 model year. The two-litre option appeared in South African manufactured models during 1976, originally only in a comparably well-equipped "Executive" model. The 1978 2.0 L now featured hydraulic valve lifters, eliminating the need to periodically adjust the valve clearances as on earlier models. The 1975 and later U.S. model years received Bosch L-Jetronic electronic fuel injection as standard equipment; 1978 was the first year for electronic ignition, utilizing a hall effect sensor and digital controller, eliminating maintenance-requiring contact-breaker points. As with all Transporter engines, the focus in development was not on power, but on low-end torque. The Type 4 engines were considerably more robust and durable than the Type 1 engines, particularly in Transporter service.

 

In 1972, for the 1973 model year, exterior revisions included relocated front turn indicators, squared off and set higher in the valance, above the headlights. Also, square-profiled bumpers, which became standard until the end of the T2 in 1979, were introduced in 1973. Crash safety improved with this change because of a compressible structure behind the front bumper. This meant that the T2b was capable of meeting US safety standards for passenger cars of the time, though not required of vans. The "VW" emblem on the front valance became slightly smaller.

 

Later model changes were primarily mechanical. By 1974, the T2 had gained its final shape. Very late in the T2's design life, during the late 1970s, the first prototypes of Type 2 vans with four-wheel drive (4WD) were built and tested.

 

T2c

The T2c, with a roof raised by about 10 cm was built starting in the early 1990s for the South American and Central American markets. Since 1991, the T2c has been built in México with the water-cooled 1.8 L inline four-cylinder 53 kW (72 PS; 71 bhp) carbureted engine - easily identified by the large, black front-mounted radiator - and since 1995 with the 1.6 L air-cooled engines for the Brazilian market.

 

Once production of the original Beetle was halted in late 2003, the T2 was the only Volkswagen model with an air-cooled, rear-mounted boxer engine, but then the Brazilian model shifted to a water-cooled engine on 23 December 2005. There was a 1.6 L 50 hp (37 kW; 51 PS) water-cooled diesel engine available from 1981 to 1985, which gave fuel economy of 15 km/l to 18 km/l - but gave slow performance and its insufficient cooling system led to short engine life.

 

The end of the Volkswagen air-cooled engine on a worldwide basis was marked by a Special Edition Kombi. An exclusive Silver paint job, and limited edition emblems were applied to only 200 units in late 2005, and were sold as 2006 models.

 

Stricter emissions regulations introduced by the Brazilian government for 2006 forced a shift to a flexible-fuel water-cooled engine[citation needed] able to run on petrol or alcohol. Borrowed from the Volkswagen Fox, the engine is a rear-mounted EA-111 1.4 L 8v Total Flex 1,390 cc, 58 kW (79 PS; 78 bhp) on petrol, and 60 kW (82 PS; 80 bhp) when run on ethanol, and 124 N·m (91 lbf·ft) torque. This version was very successful, despite the minor changes made to the overall T2-bodied vehicle. It still included the four-speed transmission, but a new final-drive ratio enabled cruising at 120 km/h (75 mph) at 4,100 rpm. Top speed was 130 km/h (81 mph). 0 to 100 km/h (0 to 62 mph) acceleration took 22.7 seconds (vs. 29.5 seconds for the last air-cooled version). Other improvements included 6.6% better fuel economy, and nearly 2 dB less engine noise.

 

The Volkswagen Type 2 is by far the longest model run in Brazil, having been introduced in September 1950 as the Volkswagen "Kombi", a name it has kept throughout production.[citation needed] Only produced in two versions, bus (nine-seater or 12-seater – a fourth row is added for metro transportation or school bus market) or panel van, it offers only one factory option, a rear window defogger.[citation needed] As of June 2009, the T2 was being built at the Volkswagen Group's São Bernardo do Campo plant at a rate of 97 per day.

 

The production of the Brazilian Volkswagen Kombi ended in 2013 with a production run of 600 Last Edition vehicles.[28] A short movie called "Kombi's last wishes" was made by VW Brazil.

 

POST_TYPE 2 GENERATIONS

THIRD GENERATION (T3; 1979–1992)

The Volkswagen Type 2 (T3) also known as the T25, (or Vanagon in the United States), the T3 platform was introduced in 1980, and was one of the last new Volkswagen platforms to use an air-cooled engine. The Volkswagen air-cooled engine was phased out for a water-cooled boxer engine (still rear-mounted) in 1984. Compared to its predecessor the T2, the T3 was larger and heavier, with square corners replacing the rounded edges of the older models. The T3 is sometimes called "the wedge" by enthusiasts to differentiate it from earlier Kombis.

 

FOURTH GENERATION (T4; 1990–2003)

Since 1990, the Transporter in most world markets has been front-engined and water-cooled, similar to other contemporary Volkswagens, almost two decades later than it did for the passenger cars. T4s are marketed as Transporter in Europe. In the United States, Volkswagen Eurovan is the brand name.

 

FITH GENERATION (T5; 2003–2015)

The Volkswagen Transporter T5 range is the fifth generation of Volkswagen Commercial Vehicles medium-sized light commercial vehicle and people movers. Launched 6 January 2003, the T5 went into full production in April 2003, replacing the fourth generation range.

 

Key markets for the T5 are Germany, the United Kingdom, Russia, France and Turkey. It is not sold in the US market because it is classed as a light truck, accruing the 25% chicken tax on importation. The T5 has a more aerodynamic design. The angle of the windshield and A-pillar is less; this makes for a large dashboard and small bonnet.

 

In June 2009, Volkswagen Commercial Vehicles announced the one-millionth T5 rolled off the production line in Hanover.

 

T5 GP introduced in 2010. Heavily face-lifted with some new power plants including the 180 bi-turbo range topper. These new engines saw the demise of the now "dirty" 5 cylinder units.

 

Late 2015 will see the arrival of the "Neu Sechs", the New 6. The T6 will offer further engine changes in early 2016, but will launch with the previous generation engines. The new engines will see the introduction of Ad-Blu to meet with euro 6 emission compliance. The new 6 was expected by many to be more than just a face lift.

 

With the T6 now hitting the roads it is very clear it would appear to be just a face lift. New front, new tailgate and a new dash. There are quality improvements, sound deadening, new colours and improved consumption, but many believe VW have missed an opportunity to go back to the top.

Sixth generation (T6; 2015–)

 

The new T6 will launch with the old Euro 5 non AdBlue power-plants, but will be offered with a Euro 6 diesel engine with 204bhp and AdBlue. Three further Euro 6 Adblue diesel power-plants with 84ps, 102ps and 150ps will also be offered.

 

There is some debate in the community over whether the T6 is a new model, or simply a face-lift. There are obvious external changes to the nose and tailgate, while internally there is a new dash in 2 versions. Volkswagen are claiming refinement to ride, handling and noise levels.

 

ADDITIONAL DEVELOPMENTS

In 2001, a Volkswagen Microbus Concept was created, with design cues from the T1 generation in a spirit similar to the New Beetle nostalgia movement. Volkswagen planned to start selling it in the United States market in 2007, but it was scrapped in May 2004 and replaced with a more cost-effective design to be sold worldwide.

 

NAMES AND NICKNAMES

Like the Beetle, from the beginning, the Type 2 earned many nicknames from its fans. Among the most popular,[citation needed] at least in Germany, are VW-Bus and Bulli (or Bully) or Hippie-van or the bus. The Type 2 was meant to be officially named the Bully, but Heinrich Lanz, producer of the Lanz Bulldog farm tractor, intervened. The model was then presented as the Volkswagen Transporter and Volkswagen Kleinbus, but the Bully nickname still caught on.

 

The official German-language model names Transporter and Kombi (Kombinationskraftwagen, combined-use vehicle) have also caught on as nicknames. Kombi is not only the name of the passenger variant, but is also the Australasian and Brazilian term for the whole Type 2 family; in much the same way that they are all called VW-Bus in Germany, even the pickup truck variations. In Mexico, the German Kombi was translated as Combi, and became a household word thanks to the vehicle's popularity in Mexico City's public transportation system. In Peru, where the term Combi was similarly adopted, the term Combi Asesina (Murdering Combi) is often used for buses of similar size, because of the notorious recklessness and competition of bus drivers in Lima to get passengers. In Portugal it is known as Pão-de-Forma (Breadloaf) because its design resembles a bread baked in a mold. Similarly, in Denmark, the Type 2 is referred to as Rugbrød (Rye bread). Finns dubbed it Kleinbus (mini-bus), as many taxicab companies adopted it for group transportation; the name Kleinbus has become an appellative for all passenger vans. The vehicle is also known as Kleinbus in Chile.

 

In the US, however, it is a VW bus, a "vee-dub", a minibus, a hippie-mobile, hippie bus, or hippie van, "combie", Microbus or a Transporter to aficionados. The early versions produced before 1967 used a split front windshield (giving rise to the nickname "Splitty"), and their comparative rarity has led to their becoming sought after by collectors and enthusiasts. The next version, sold in the US market from 1968 to 1979, is characterised by a large, curved windshield and is commonly called a "bay-window". It was replaced by the Vanagon, of which only the Westfalia camper version has a common nickname, "Westy".

 

It was called Volksie Bus in South Africa, notable in a series of that country's TV commercials. Kombi is also a generic nickname for vans and minibuses in South Africa and Swaziland, often used as a means of public transportation. In Nigeria it was called Danfo.

 

In the UK, it is known as a "Campervan". In France, it was called a "camping-car" (usually hyphenated) though this has been expanded to include other, often more specialized vehicles in more recent times.

 

MEXICAN PRODUCTION

T2 production began in 1970 at the Puebla assembly factory.

 

Offered initially only as a nine-passenger version called the Volkswagen Kombi, and from 1973 also its cargo van version called the Volkswagen Panel, both variants were fitted with the 1.5 L air-cooled boxer engine and four-speed manual gearbox. In 1974, the 1.6 L 44 bhp (33 kW; 45 PS) boxer engine replaced the 1.5 previous one, and production continued this way up to 1987. In 1987, the water-cooled 1.8 L 85 bhp (63 kW; 86 PS) inline four-cylinder engine replaced the air-cooled 1.6 L. This new model is recognisable by its black grille (for its engine coolant radiator), bumpers and moldings.

 

In 1975, Volkswagen de Mexico ordered two specially made pickups from Germany, one single cab and one double cab, for the Puebla plant. These were evaluated for the possibility of building pickups in Mexico, and were outfitted with every option except the Arctic package, including front and rear fog lights, intermittent wipers, trip odometer, clock, bumper rubber, PVC tilt, and dual doors on the single cab storage compartment. VW de Mexico was interested in having the lights, wiring, brake systems and other parts manufactured in Mexico. Ultimately, VW de Mexico declined to produce pickups, and the pickups were sold to an Autohaus, a Volkswagen dealer in San Antonio, Texas, since they could not be sold in Mexico. By law, no German-made Volkswagens were to be sold in Mexico. These are probably the only pickups that were produced in Germany for Mexican import, and have the "ME" export code on the M-code plate. The green double cab was sold to a new owner in New York, and has been lost track of. The light gray (L345, licht grau) single cab still exists. Pickups were not manufactured in Mexico, nor were they imported into Mexico from Germany, save for these two examples.

 

In 1988, a luxury variant – the Volkswagen Caravelle – made its debut in the Mexican market to compete with the Nissan Ichi Van, which was available in cargo, passenger and luxury versions.

 

The main differences between the two are that the Caravelle was sold as an eight-passenger version, while the Combi was available as a nine-passenger version, the Caravelle was only painted in metallic colors, while the Combi was only available in non-metallic colors, and the Caravelle was fitted with an AM/FM stereo cassette sound system, tinted windows, velour upholstery, reading lights, mid and rear headrests, and wheel covers from the European T25 model.

 

In 1991, the 10 cm higher roof made its debut in all variants, and the Combi began to be offered in eight- or nine-passenger variants. In 1991, since Mexican anti-pollution regulations required a three-way catalytic converter, a Digifant fuel injection system replaced the previous carburetor. The three variants continued without change until 1994.

 

In 1994, production ended in Mexico, with models being imported from Brazil. The Caravelle was discontinued, and both the Combi and the Panel were only offered in white color and finally in 2002, replaced by the T4 EuroVan Pasajeros and EuroVan Carga, passenger and cargo van in long wheelbase version, inline five-cylinder 2.5 L 115 bhp and five-speed manual gearbox imported from Germany.

 

WIKIPEDIA

EMC LBS Bus Lines Inc.- 922

 

Bus No: 922

Year released: 2017

Capacity: 51; 2x2 seating configuration

Route: Cubao/Sampaloc-Tuguegarao via Dau/SCTEX/TPLEX/Pura/Guimba/Munoz/San Jose/Sta. Fe/Ilagan

Body: Zhengzhou Yutong Bus Co. Ltd.

Model: 2017 Yutong ZK6122HD9 Series

Chassis: Yutong ZK6122CRD9

Engine: Yuchai YC6L310-20 (L32YA)

Fare: Airconditioned

Transmission System: M/T

Suspension: Air Suspension

Taken On: April 27, 2018

Location: Mabalacat Bus Terminal, Brgy. Dau, Mabalacat City, Pampanga

The Citroën DS (French pronunciation: ​[si.tʁɔ.ˈɛn de ɛs]) is a front-engine, front-wheel-drive executive car manufactured and marketed by the French company Citroën from 1955 to 1975 in sedan, wagon/estate and convertible body configurations. Italian sculptor and industrial designer Flaminio Bertoni and the French aeronautical engineer André Lefèbvre styled and engineered the car. Paul Magès developed the hydropneumatic self-levelling suspension.

 

Noted for its aerodynamic, futuristic body design and innovative technology, the DS set new standards in ride quality, handling, and braking—and was the first production car equipped with disc brakes.

 

Citroën sold 1,455,746 examples, including 1,330,755 built at the manufacturer's Paris Quai André-Citroën production plant.

 

The DS came third in the 1999 Car of the Century poll recognizing the world's most influential auto designs and was named the most beautiful car of all time by Classic & Sports Car magazine

 

MODEL HISTORY

After 18 years of secret development as the successor to the Traction Avant, the DS 19 was introduced on 5 October 1955 at the Paris Motor Show. In the first 15 minutes of the show, 743 orders were taken, and orders for the first day totalled 12,000. During the 10 days of the show, the DS took in 80,000 deposits; a record that has stood for over 60 years.

 

Contemporary journalists said the DS pushed the envelope in the ride vs. handling compromise possible in a motor vehicle.

 

To a France still deep in reconstruction after the devastation of World War II, and also building its identity in the post-colonial world, the DS was a symbol of French ingenuity. The DS was distributed to many territories throughout the world.

 

It also posited the nation's relevance in the Space Age, during the global race for technology of the Cold War. Structuralist philosopher Roland Barthes, in an essay about the car, said that it looked as if it had "fallen from the sky". An American advertisement summarised this selling point: "It takes a special person to drive a special car".

 

Because they were owned by the technologically aggressive tire manufacturer Michelin, Citroën had designed their cars around the technically superior radial tire since 1948, and the DS was no exception.

 

The car featured a novel hydropneumatic suspension including an automatic leveling system and variable ground clearance, developed in-house by Paul Magès. This suspension allowed the DS to travel quickly on the poor road surfaces common in France.

 

In addition, the vehicle had power steering and a semi-automatic transmission (the transmission required no clutch pedal, but gears still had to be shifted by hand), though the shift lever controlled a powered hydraulic shift mechanism in place of a mechanical linkage, and a fibreglass roof which lowered the centre of gravity and so reduced weight transfer. Inboard front brakes (as well as independent suspension) reduced unsprung weight. Different front and rear track widths and tyre sizes reduced the unequal tyre loading, which is well known to promote understeer, typical of front-engined and front-wheel drive cars.

 

As with all French cars, the DS design was affected by the tax horsepower system, which effectively mandated very small engines. Unlike the Traction Avant predecessor, there was no top-of-range model with a powerful six-cylinder engine. Citroën had planned an air-cooled flat-6 engine for the car, but did not have the funds to put the prototype engine into production.

 

The DS placed third in the 1999 Car of the Century competition, and fifth on Automobile Magazine's "100 Coolest Cars" listing in 2005. It was also named the most beautiful car of all time by Classic & Sports Car magazine after a poll of 20 world-renowned car designers, including Giorgetto Giugiaro, Ian Callum, Roy Axe, Paul Bracq, and Leonardo Fioravanti.

 

NAME

Both the DS and its simpler sibling, the ID, used a punning name. "DS" is pronounced in French as "Déesse" (goddess); "ID" is pronounced as "Idée" (idea). An intermediate model was called the DW.

 

MOTORSPORT

The DS was successful in motorsports like rallying, where sustained speeds on poor surfaces are paramount, and won the Monte Carlo Rally in 1959. In the 1000 Lakes Rally, Pauli Toivonen drove a DS19 to victory in 1962.

 

In 1966, the DS won the Monte Carlo Rally again, with some controversy as the competitive BMC Mini-Cooper team was disqualified due to rule infractions. Ironically, Mini was involved with DS competition again two years later, when a drunk driver in a Mini in Sydney Australia crashed into the DS that was leading the 1968 London–Sydney Marathon, 98 miles from the finish line. The DS was still competitive in the grueling 1974 London-Sahara-Munich World Cup Rally, where it won over 70 other cars, only 5 of which even completed the entire event.

 

TECHNICAL INNOVATION - HYDRAULIC SYSTEMS

In conventional cars, hydraulics are only used in brakes and power steering. In the DS they were also used for the suspension, clutch and transmission. The cheaper 1957 ID19 did have manual steering and a simplified power-braking system. An engine driven pump pressurizes the closed system to 2,400 pounds per square inch.

 

At a time when few passenger vehicles had independent suspension on all wheels, the application of the hydraulic system to the car's suspension system to provide a self-levelling system was an innovative move. This suspension allowed the car to achieve sharp handling combined with very high ride quality, frequently compared to a "magic carpet".

 

The hydropneumatic suspension used was pioneered the year before, on the rear of another car from Citroën, the top of range Traction Avant 15CV-H.

 

IMPACT ON CITROEN BRAND DEVELOPMENT

The 1955 DS cemented the Citroën brand name as an automotive innovator, building on the success of the Traction Avant, which had been the world's first mass-produced unitary body front-wheel-drive car in 1934. In fact, the DS caused such a huge sensation that Citroën was apprehensive that future models would not be of the same bold standard. No clean sheet new models were introduced from 1955 to 1970.

 

The DS was a large, expensive executive car and a downward brand extension was attempted, but without result. Throughout the late 1950s and 1960s Citroën developed many new vehicles for the very large, profitable market segments between the 2CV and the DS, occupied by vehicles like the Peugeot 403, Renault 16 and Ford Cortina, but none made it into production. Either they had uneconomic build costs, or were ordinary "me too" cars, not up to the company's high standard of innovation. As Citroën was owned by Michelin from 1934 to 1974 as a sort of research laboratory, such broad experimentation was possible. Michelin after all was getting a powerful advertisement for the capabilities of the radial tire Michelin had invented, when such experimentation was successful.

 

New models based on the small, utilitarian 2CV economy car were introduced, notably the 1961 Ami. It was also designed by Flaminio Bertoni and aimed to combine Three-box styling with the chassis of the 2CV. The Ami was very successful in France, but less so on export markets. Many found the styling controversial, and the car noisy and underpowered. The Dyane, was a modernised 2CV with a hatchback, competed with the 2CV inspired Renault 4 Hatchback. All these 2 cylinder models were very small, so there remained a wide market gap to the DS range all through the 1960s.

 

In 1970, Citroën finally introduced a car to target the mid-range - the Citroën GS, which won the "European car of the Year" for 1971 and sold 2.5 million units. It combined a small 55 horsepower flat-4 air-cooled engine with Hydropneumatic suspension. The intended 106 horsepower Wankel rotary-engined version with more power did not reach full production.

 

REPLACING THE DS

The DS remained popular and competitive throughout its production run. Its peak production year was 1970. Certain design elements like the somewhat narrow cabin, column-mounted gearstick, and separate fenders began to seem a little old-fashioned in the 1970s.

 

Citroën invested enormous resources to design and launch an entirely new vehicle in 1970, the SM, which was in effect a thoroughly modernized DS, with similar length, but greater width. The manual gearbox was a modified DS unit. The front disc brakes were the same design. Axles, wheel bearings, steering knuckles, and hydraulic components were either DS parts or modified DS parts.

 

The SM had a different purpose than replacing the 15-year-old DS design however - it was meant to launch Citroën into a completely new luxury grand touring market segment. Only fitted with a costly, exotic Maserati engine, the SM was faster and much more expensive than the DS. The SM was not designed to be a practical 4-door saloon suitable as a large family car, the key market for vehicles of this type in Europe. Typically, manufacturers would introduce low-volume coupés based on parts shared with an existing saloon, not as unique models, a contemporary example being the Mercedes-Benz SLC-Class.

 

The SM's high price and limited utility of the 2+2 seating configuration, meant the SM as actually produced could not seize the mantle from the DS.

 

So, while the design funds invested would allow the DS to be replaced by two cars - a 'modern DS' and the smaller CX, it was left to the CX alone to provide Citroën's large family or executive car in the model range.

 

The last DS came off the production line on 24 April 1975 - the manufacturer had taken the elementary precaution of building up approximately eight-month's of inventory of the "break" (estate/station wagon) version of the DS, to cover the period till Autumn 1975 when the estate/station wagon version of the CX would be introduced.

 

DEVELOPMENT

The DS always maintained its size and shape, with easily removable, unstressed body panels, but certain design changes did occur. During the 20-year production life improvements were made on an ongoing basis.

ID 19 submodel to extend brand downwards (1957–69)

 

The 1955 DS19 was 65% more expensive than the car it replaced, the Citroën Traction Avant. This affected potential sales in a country still recovering economically from World War II, so a cheaper submodel, the Citroën ID, was introduced in 1957.

 

The ID shared the DS's body but was less powerful and luxurious. Although it shared the engine capacity of the DS engine (at this stage 1,911 cc), the ID provided a maximum power output of only 69 hp compared to the 75 hp claimed for the DS19. Power outputs were further differentiated in 1961 when the DS19 acquired a Weber-32 twin bodied carburettor, and the increasing availability of higher octane fuel enabled the manufacturer to increase the compression ratio from 7.5:1 to 8.5:1. A new DS19 now came with a promised 83 hp of power. The ID19 was also more traditional mechanically: it had no power steering and had conventional transmission and clutch instead of the DS's hydraulically controlled set-up. Initially the basic ID19 was sold on the French market with a price saving of more than 25% against the DS, although the differential was reduced at the end of 1961 when the manufacturer quietly withdrew the entry level ID19 "Normale" from sale. A station wagon variant, the ID Break, was introduced in 1958.

 

D SPECIAL AND D SUPER (1970–75)

The ID was replaced by the D Spécial and D Super in 1970, but these retained the lower specification position in the range. The D Super was available with the DS21 2175ccm engine and a 5 speed gearbox, and named the D Super 5.

 

SERIE 2 - NOSE REDESIGN IN 1962

In September 1962, the DS was restyled with a more aerodynamically efficient nose, better ventilation and other improvements. It retained the open two headlamp appearance, but was available with an optional set of driving lights mounted on the front fenders. All models in the range changed nose design at the same time, including the ID and station wagon models.

Series 3 - Nose redesign in 1967 with Directional headlights

 

In late 1967, for the 1968 model year, the DS and ID was again restyled, by Robert Opron, who also styled the 1970 SM and 1974 CX. This version had a more streamlined headlamp design, giving the car a notably shark-like appearance. This design had four headlights under a smooth glass canopy, and the inner set swivelled with the steering wheel. This allowed the driver to see "around" turns, especially valuable on twisting roads driven at high speed at night.

 

Behind each glass cover lens, the inboard high-beam headlamp swivels by up to 80° as the driver steers, throwing the beam along the driver's intended path rather than uselessly across the curved road. The outboard low-beam headlamps are self-leveling in response to pitching caused by acceleration and braking.

 

However, this feature was not allowed in the US at the time (see World Forum for Harmonization of Vehicle Regulations), so a version with four exposed headlights that did not swivel was made for the US market.

 

This 'turning headlight' feature was new to the market - it had only been seen before on the very rare three headlight 1935 Tatra 77A. The Tucker, which never was mass-produced, had a central headlight that turned with the steering. 45 years later, it is now a commonly available feature, even in the United States.

 

NEW GREEN HYDRAULIC FLUID

The original hydropneumatic system used a vegetable oil liquide hydraulique végétal (LHV), similar to that used in other cars at the time, but later switched to a synthetic fluid liquide hydraulique synthétique (LHS). Both of these had the disadvantage that they are hygroscopic, as is the case with most brake fluids. Disuse allows water to enter the hydraulic components causing deterioration and expensive maintenance work. The difficulty with hygroscopic hydraulic fluid was exacerbated in the DS/ID due to the extreme rise and fall in the fluid level in the reservoir, which went from nearly full to nearly empty when the suspension extended to maximum height and the six accumulators in the system filled with fluid. With every "inhalation" of fresh moisture- (and dust-) laden air, the fluid absorbed more water.

 

For the 1967 model year, Citroën introduced a new mineral oil-based fluid LHM (Liquide Hydraulique Minéral). This fluid was much less harsh on the system. LHM remained in use within Citroën until the Xantia was discontinued in 2001.

 

LHM required completely different materials for the seals. Using either fluid in the incorrect system would completely destroy the hydraulic seals very quickly. To help avoid this problem, Citroën added a bright green dye to the LHM fluid and also painted all hydraulic elements bright green. The former LHS parts were painted black.

 

All models, including the station wagon and ID, were upgraded at the same time. The hydraulic fluid changed to the technically superior LHM in all markets except the US and Canada, where the change did not take place until January 1969, due to local regulations.

 

INTERNATIONAL SALES AND PRODUCTION

The DS was primarily manufactured at the Quai André-Citroën in the Javel neighborhood of Paris, with other manufacturing facilities in the United Kingdom, South Africa, the former Yugoslavia (mostly Break Ambulances), and Australia.

 

Australia constructed their own D variant in the 1960s at Heidelberg, Victoria, identified as the ID 19 "Parisienne." Australian market cars were fitted with options as standard equipment such as the "DSpecial DeLuxe" that were not available on domestic European models.

 

Until 1965, cars were assembled at the manufacturer's Slough premises, to the west of London, using a combination of French made knock down kits and locally sourced components, some of them machined on site. A French electrical system superseded the British one on the Slough cars in 1962, giving rise to a switch to "continental style" negative earthing. After 1965 cars for the British market were imported fully assembled from the company's French plant. The British-built cars are distinguished by their leather seats, wooden (early ID19 models) one piece plastic (early DS19 models) dashboards, chromed number plate mount let into the front bumper, and (on pre-1962 cars) Lucas-made electrics. These were all right hand drive cars.

 

The DS was built and sold in South Africa from 1959 to 1975.

 

The DS was sold in Japan, but the models were built in France and left hand drive.

 

DS IN NORTH AMERICA

The DS was sold in North America from 1956 to 1972. Despite its popularity in Europe, it didn't sell well in the United States, and little better in Canada. While promoted as a luxury car, it did not have the basic features that American buyers expected to find on such a vehicle, such as an automatic transmission, air conditioning, power windows, or a powerful engine. The DS was designed specifically to address the French market, with punitive tax horsepower taxation of large engines, as well as very poor roads – it's no great mystery that it was a fish out of water when those constraints were removed.

 

Jay Leno described the sporadic supply of spare parts as a problem for 1970s era customers, based on his early experiences working at a Citroën dealer in Boston.

 

The DS was expensive, with a 115 hp (86 kW) vehicle costing $4,170 in 1969, when the price was $4,500 for a 360 hp (268 kW) Buick Electra 225 4 door sedan. For all years, 38,000 units were sold.

 

US regulations at the time also banned one of the car's more advanced features: its composite headlamps with aerodynamic covered lenses. Based on legislation that dated from 1940, all automobiles sold in the U.S. were required to have round, sealed beam headlamps that produced a meager 75,000 candlepower. The powerful quartz iodine swiveling headlamps designed for the 1968 model DS represented so many performance improvements at once that they were far beyond what the regulations could allow.[50] Even the aerodynamic headlight covers were illegal – as seen on the 1968 Jaguar E-Type. It took the lobbying muscle of Ford to point out that the government was requiring two contradictory things – safety, by ensuring that all headlights were best-of-breed circa 1940, and fuel economy through the CAFE standard – by definition, cars with poor aerodynamics are sacrificing fuel economy. Composite bulb lamps and aerodynamic covered headlights were not permitted until 1983.

 

The European lamps were legal in Canada, including the directional headlamps.

 

The hydraulic fluid change in 1967 was another brain teaser for U.S. automotive regulators at the Department of Transportation. NHTSA follows the precautionary principle, also used by the Food and Drug Administration, where new innovations are prohibited until their developers can prove them to the regulators; this stifles the experimentation that automakers need to advance their products. NHTSA had already approved a brake fluid they considered safe – DOT 3 brake fluid, which is red and hygroscopic to promote internal rust. This completely different fluid, used in aircraft applications – the technically superior green LHM (Liquide Hydraulique Mineral) – took NHTSA two years to analyze for automotive use. Approval finally came in January 1969, so half the U.S. cars of the 1969 model year use red fluid and half use green fluid.

 

DESIGN VARIATIONS

PALLAS

In 1965 a luxury upgrade, the DS Pallas (after Greek goddess Pallas), was introduced. This included comfort features such as better noise insulation, a more luxurious (and optional leather) upholstery and external trim embellishments. From 1966 the Pallas model received a driver's seat with height adjustment.

 

STATION WAGON, FAMILIALE AND AMBULANCE

A station wagon version was introduced in 1958. It was known by various names in different markets (Break in France, Safari and Estate in the UK, Wagon in the US, and Citroën Australia used the terms Safari and Station-Wagon). It had a steel roof to support the standard roof rack. 'Familiales' had a rear seat mounted further back in the cabin, with three folding seats between the front and rear squabs. The standard Break had two side-facing seats in the main load area at the back.

 

The Ambulance configuration was similar to that of the Break, but with a 60/30 split in the rear folding seat to accommodate a stretcher. A 'Commerciale' version was also available for a time.

 

The Safari saw use as a camera car, notably by the BBC. The hydropneumatic suspension produces an unusually steady platform for filming while driving.

 

CONVERTIBLE

Rarest and most collectable of all DS variants, a convertible was offered from 1958 until 1973. The Cabriolet d'Usine (factory convertible) were built by French carrossier Henri Chapron, for the Citroën dealer network. It was an expensive car, so only 1,365 were sold. These DS convertibles used a special frame which was reinforced on the sidemembers and rear suspension swingarm bearing box, similar to, but not identical to the Break (Station Wagon) frame.

 

CHAPRON VARIATIONS

In addition, Chapron also produced a few coupés, non-works convertibles and special sedans (including the "Prestige", same wheelbase but with a central divider, and the "Lorraine" notchback).

 

BOSSAERT COUPE

Between 1959 and 1964, Hector Bossaert produced a coupé on a DS chassis shortened by 470 mm. While the front end remained unchanged, the rear end featured notchback styling.

 

THE REACTOR

In 1965, noted American auto customizer Gene Winfield created The Reactor, a Citroën DS chassis, with a turbocharged 180 hp (130 kW) flat-six engine from the Corvair driving the front wheels. Since the DS already had the engine behind the front wheels, the longer engine meant only one row of seats. This was draped in a streamlined, low slung, aluminum body.

 

The Reactor was seen in American Television programs of the era, such as Star Trek: The Original Series episode 2.25 ("Bread and Circuses)," Batman episodes 110 ("Funny Feline Felonies") and 111 (driven by Catwoman Eartha Kitt), and Bewitched, which devoted its episode 3.19 ("Super Car") to The Reactor.

 

MICHELIN PLR

The Michelin PLR is a mobile tire evaluation machine, based on the DS Break, built in 1972, later used for promotion.

Technical details

 

SUSPENSION

In a hydropneumatic suspension system, each wheel is connected, not to a spring, but to a hydraulic suspension unit consisting of a hydraulic accumulator sphere of about 12 cm in diameter containing pressurised nitrogen, a cylinder containing hydraulic fluid screwed to the suspension sphere, a piston inside the cylinder connected by levers to the suspension itself, and a damper valve between the piston and the sphere. A membrane in the sphere prevented the nitrogen from escaping. The motion of the wheels translated to a motion of the piston, which acted on the oil in the nitrogen cushion and provided the spring effect. The damper valve took place of the shock absorber in conventional suspensions. The hydraulic cylinder was fed with hydraulic fluid from the main pressure reservoir via a height corrector, a valve controlled by the mid-position of the anti-roll bar connected to the axle. If the suspension was too low, the height corrector introduced high-pressure fluid; if it was too high, it released fluid back to the fluid reservoir. In this manner, a constant ride height was maintained. A control in the cabin allowed the driver to select one of five heights: normal riding height, two slightly higher riding heights for poor terrain, and two extreme positions for changing wheels. (The correct term, oleopneumatic (oil-air), has never gained widespread use. Hydropneumatic (water-air) continues to be preferred overwhelmingly.)

 

The DS did not have a jack for lifting the car off the ground. Instead, the hydraulic system enabled wheel changes with the aid of a simple adjustable stand. To change a flat tyre, one would adjust the suspension to its topmost setting, insert the stand into a special peg near the flat tyre, then readjust the suspension to its lowermost setting. The flat tyre would then retract upwards and hover above ground, ready to be changed. This system, used on the SM also, was superseded on the CX by a screw jack that, after the suspension was raised to the high position, lifted the tire clear of the ground. The DS system, while impressive to use, sometimes dropped the car quite suddenly, especially if the stand was not placed precisely or the ground was soft or unlevel.

 

SOURCE AND RESERVE OF PRESSURE

The central part of the hydraulic system was the high pressure pump, which maintained a pressure of between 130 and 150 bar in two accumulators. These accumulators were very similar in construction to the suspension spheres. One was dedicated to the front brakes, and the other ran the other hydraulic systems. (On the simpler ID models, the front brakes operated from the main accumulator.) Thus in case of a hydraulic failure, the first indication would be that the steering became heavy, followed by the gearbox not working; only later would the brakes fail.

 

Two different hydraulic pumps were used. The DS used a seven-cylinder axial piston pump driven off two belts and delivering 175 bar (2,540 psi) of pressure. The ID19, with its simpler hydraulic system, had a single-cylinder pump driven by an eccentric on the camshaft.

 

GEARBOX AND CLUTCH

HYDRAULIQUE OR CITROMATIC

The DS was initially offered only with the "hydraulique" four-speed semi-automatic (bvh—"boîte de vitesses hydraulique") gearbox.

 

This was a four-speed gearbox and clutch, operated by a hydraulic controller. To change gears, the driver flicked a lever behind the steering wheel to the next position and eased-up on the accelerator pedal. The hydraulic controller disengaged the clutch, engaged the nominated gear, and re-engaged the clutch. The speed of engagement of the clutch was controlled by a centrifugal regulator sensing engine rpm and driven off the camshaft by a belt, the position of the butterfly valve in the carburettor (i.e., the position of the accelerator), and the brake circuit. When the brake was pressed, the engine idle speed dropped to an rpm below the clutch engagement speed, thus preventing friction while stopped in gear at traffic lights. When the brake was released, the idle speed increased to the clutch dragging speed. The car would then creep forward much like automatic transmission cars. This drop in idle throttle position also caused the car to have more engine drag when the brakes were applied even before the car slowed to the idle speed in gear, preventing the engine from pulling against the brakes. In the event of loss of hydraulic pressure (following loss of system fluid), the clutch would disengage, to prevent driving, while brake pressure reserves would allow safe braking to standstill.

 

MANUAL - FOUR SPEED AND FIVE-SPEED

The later and simpler ID19 had the same gearbox and clutch, manually operated. This configuration was offered as a cheaper option for the DS in 1963. The mechanical aspects of the gearbox and clutch were completely conventional and the same elements were used in the ID 19. In September 1970, Citroën introduced a five-speed manual gearbox, in addition to the original four-speed unit.

 

FULLY AUTOMATIC

In September 1971 Citroën introduced a 3-speed fully automatic Borg-Warner 35 transmission gearbox, on the DS 21 and later DS 23 models. It is ironic that the fully automatic transmission DS was never sold in the US market, where this type of transmission had gained market share so quickly that it became the majority of the market by this time. Many automatic DSs, fuel-injected DS 23 sedans with air conditioning, were sold in Australia.

 

ENGINES

The DS was originally designed around an air-cooled flat-six based on the design of the 2-cylinder engine of the 2CV, similar to the motor in the Porsche 911. Technical and monetary problems forced this idea to be scrapped.

 

Thus, for such a modern car, the engine of the original DS 19 was also old-fashioned. It was derived from the engine of the 11CV Traction Avant (models 11B and 11C). It was an OHV four-cylinder engine with three main bearings and wet liners, and a bore of 78 mm and a stroke of 100 mm, giving a volumetric displacement of 1911 cc. The cylinder head had been reworked; the 11C had a reverse-flow cast iron cylinder head and generated 60 hp (45 kW) at 3800 rpm; by contrast, the DS 19 had an aluminium cross-flow head with hemispherical combustion chambers and generated 75 hp (56 kW) at 4500 rpm.

 

Like the Traction Avant, the DS had the gearbox mounted in front of the engine, with the differential in between. Thus some consider the DS to be a mid engine front-wheel drive car.

 

The DS and ID powerplants evolved throughout its 20-year production life. The car was underpowered and faced constant mechanical changes to boost the performance of the four-cylinder engine. The initial 1911 cc three main bearing engine (carried forward from the Traction Avant) of the DS 19 was replaced in 1965 with the 1985 cc five-bearing wet-cylinder motor, becoming the DS 19a (called DS 20 from September 1969).

 

The DS 21 was also introduced for model year 1965. This was a 2175 cc, five main bearing engine; power was 109 hp This engine received a substantial increase in power with the introduction of Bosch electronic fuel injection for 1970, making the DS one of the first mass-market cars to use electronic fuel injection. Power of the carbureted version also increased slightly at the same time, owing to the employment of larger inlet valves.

 

Lastly, 1973 saw the introduction of the 2347 cc engine of the DS 23 in both carbureted and fuel-injected forms. The DS 23 with electronic fuel injection was the most powerful production model, producing 141 hp (105 kW).

 

IDs and their variants went through a similar evolution, generally lagging the DS by about one year. ID saloon models never received the DS 23 engine or fuel injection, although the Break/Familiale versions received the carburetted version of the DS 23 engine when it was introduced, supplemented the DS20 Break/Familiale.

 

The top of the range ID model, The DSuper5 (DP) gained the DS21 engine (the only model that this engine was retained in) for the 1973 model year and it was mated to a five-speed gearbox. This should not be confused with the 1985 cc DSuper fitted with an optional "low ratio" five-speed gearbox, or with the previous DS21M (DJ) five-speed.

 

IN POPULAR CULTURE

President Charles de Gaulle survived an assassination attempt at Le Petit-Clamart near Paris on August 22, 1962, planned by Algerian War veteran Jean-Marie Bastien-Thiry. The plan was to ambush the motorcade with machine guns, disable the vehicles, and then close in for the kill. De Gaulle praised the unusual abilities of his unarmoured DS with saving his life – the car was peppered with bullets, and the shots had punctured the tyres, but the car could still escape at full speed. This event was accurately recreated in the 1973 film The Day of the Jackal.

 

Beyond de Gaulle and the French aristocracy, the roomy DS also appealed to French taxi drivers.

 

Outside France, the car drew an eclectic customer mix, such as Cosmonaut Yuri Gagarin, Pope John XXIII, painter Marc Chagall, and actors Ken Berry, Jeff Bridges, and Rosamund Pike.

 

The DS appeared in several episodes of contemporary television series Mission: Impossible, including substantial appearances in 'The Slave' (ep. 2.06) and 'Robot' (ep. 4.09).

 

An ode to Jane Child's DS21 appears on her 1989 self-titled album.

 

In 1989, the film Back to the Future Part II featured a modified Citroen DS as a flying taxicab, when the main characters travel 30 years into the future (2015). Scarface (1983 film) with Al Pacino and the 2009 television series The Mentalist both feature the DS in key roles. According to Internet Movie Cars Database, the DS/ID has made over 2,000 film and television appearances so far.

 

Two films focus on the DS, including The Goddess of 1967 about a Japanese man purchasing a DS (goddess or déesse in French) in Australia, and 1995's Icelandic-Japanese road movie Cold Fever.

 

LEGACY

Citroën DS values have been rising – a 1973 DS 23 Injection Electronique "Decapotable" (Chapron Convertible) sold for EUR €176,250 (USD $209,738) at Christie's Rétromobile in February 2006. and a similar car sold by Bonhams in February 2009 brought EUR €343,497 (USD $440,436). On 18 September 2009 a 1966 DS21 Decapotable Usine was sold by Bonhams for a hammer price of UK£131,300. Bonhams sold another DS21 Decapotable (1973) on 23 January 2010 for EUR €189,000.

 

The DS's beloved place in French society was demonstrated in Paris on 9 October 2005 with a celebration of the 50th anniversary of its launch. 1,600 DS cars drove in procession past the Arc de Triomphe.

 

From 2005 to 2008, a young Frenchman named Manuel Boileau travelled around the world in a 1971 DS ambulance. It was an 80,000 kilometer journey across 38 countries called Lunaya World Tour. While traveling through Laos, he located the forlorn 1974 DS Prestige belonging to Sisavang Vatthana, the last King of the Kingdom of Laos, which is now preserved and restored by specialists in Bangkok.

 

In 2009, Groupe PSA created a new brand - DS Automobiles, intended as high quality, high specification variations on existing models, with differing mechanics and bodywork. This brand ranges across four models, the DS3, DS4, DS5, and the China-only SUV DS 6. The DS3, launched in March 2010, is based on Citroen's new C3, but is more customisable and unique, bearing some resemblance to the original DS, with its "Shark Fin" side pillar. These have created their own niches, with the DS4 being a mix of a crossover and a coupe and the DS5 mixing a coupe and an estate. Many feature hybrid-diesel engines to maximise efficiency.

 

WIKIPEDIA

Bus Number: 28101

Make: Yutong ZK6100H

Chassis: Yutong ZK6100CRU

Capacity: 45; 2x2 seating configuration

Engine: YuChai YC6A240-20

Fare: Airconditioned

Aircon System: Yutong overhead a/c

Shot Location: Valenzuela City tapat ng South SuperMarket

Victory Liner Inc.

 

Bus Number: 8049

Bus Manufacturer: Anhui Ankai Automobile Company, Ltd.

Model: Ankai-Setra HFF6110KO6D

Chassis: Ankai HFF6107D12 (LA86EOMC)

Engine: Yuchai YC6G270-20

Suspension: Air Suspension

Seating Configuration: 2x2

Seating Capacity: 45

 

Shot Location: Cubao

Mercedes Benz Actros

 

Flammable Tanker

Chassis: 20.310

Axle Configuration:4x2 Tractor

 

Shot Location: A.boni

Pangasinan FiveStar Bus Company

 

Bus number: 88101

Classification: Airconditioned Provincial Operation Bus

Coachbuilder: Anhui JAC Coaches Company, Ltd (JAC Coaches)

Chassis: JAC Coaches HFC6124KAYD3 (LJ16B26H9BB)

Model: JAC Coaches HK6124AM1

Engine: YuChai YC6L310-30

Layout: Rear-Mounted Engine Rear-Wheel Drive

Airconditioning Unit: Overhead Unit

Suspension: Air-Suspension

Seating Configuration: 2x2

Seating Capacity: 53 Passengers

 

Pascual Liner Inc,

 

Bus Number: 808

Coachbuilder: Anhui Ankai Bus (China)

Model: Ankai HK6103H2

Suspension:

Chassis:

Engine:

Seating Configuration:

Capacity:

 

Shot Location: Munoz Balintawak

Dominion Bus Lines 80114

 

Bus Number: 80114

Coachbuilder: Suzhou King Long United Automotive Industry Company, Ltd. (Higer Bus)

Body Model: Higer V90 KLQ6109E3

Chassis: Higer KLQ6101E3

Suspension: Leaf Springs Suspension

Engine: Yuchai YC6A240-20

Classification: Air-Conditioned Provincial Operation Bus

Seating Configuration: 2x2

Capacity: 45

 

Shot Location: Balintawak

The Supermarine Spitfire is a British single-seat fighter aircraft that was used by the Royal Air Force and many other Allied countries during and after the Second World War. The Spitfire was built in many variants, using several wing configurations, and was produced in greater numbers than any other British aircraft. It was also the only British fighter to be in continuous production throughout the war. The Spitfire continues to be a popular aircraft, with approximately 55 Spitfires being airworthy, while many more are static exhibits in aviation museums all over the world.

 

The Spitfire was designed as a short-range, high-performance interceptor aircraft by R. J. Mitchell, chief designer at Supermarine Aviation Works (which operated as a subsidiary of Vickers-Armstrong from 1928). In accordance with its role as an interceptor, Mitchell designed the Spitfire's distinctive elliptical wing to have the thinnest possible cross-section; this thin wing enabled the Spitfire to have a higher top speed than several contemporary fighters, including the Hawker Hurricane. Mitchell continued to refine the design until his death from cancer in 1937, whereupon his colleague Joseph Smith took over as chief designer, overseeing the development of the Spitfire through its multitude of variants.

 

During the Battle of Britain (July–October 1940), the Spitfire was perceived by the public to be the RAF fighter, though the more numerous Hawker Hurricane shouldered a greater proportion of the burden against the Luftwaffe. However, because of its higher performance, Spitfire units had a lower attrition rate and a higher victory-to-loss ratio than those flying Hurricanes.

 

After the Battle of Britain, the Spitfire superseded the Hurricane to become the backbone of RAF Fighter Command, and saw action in the European, Mediterranean, Pacific and the South-East Asian theatres. Much loved by its pilots, the Spitfire served in several roles, including interceptor, photo-reconnaissance, fighter-bomber and trainer, and it continued to serve in these roles until the 1950s. The Seafire was a carrier-based adaptation of the Spitfire which served in the Fleet Air Arm from 1942 through to the mid-1950s. Although the original airframe was designed to be powered by a Rolls-Royce Merlin engine producing 1,030 hp (768 kW), it was strong enough and adaptable enough to use increasingly powerful Merlin and, in later marks, Rolls-Royce Griffon engines producing up to 2,340 hp (1,745 kW); as a consequence of this the Spitfire's performance and capabilities improved, sometimes dramatically, over the course of its life.

 

Mk V (Types 331, 349 & 352)

 

Spitfire LF.Mk VB, BL479, flown by Group Captain M.W.S Robinson, station commander of RAF Northolt, August 1943. This Spitfire has the wide bladed Rotol propeller, the internal armoured windscreen and "clipped" wings.

Late in 1940, the RAF predicted that the advent of the pressurised Junkers Ju 86P bomber series over Britain would be the start of a new sustained high altitude bombing offensive by the Luftwaffe, in which case development was put in hand for a pressurised version of the Spitfire, with a new version of the Merlin (the Mk VI). It would take some time to develop the new fighter and an emergency stop-gap measure was needed as soon as possible: this was the Mk V.

 

The basic Mk V was a Mk I with the Merlin 45 series engine. This engine delivered 1,440 hp (1,074 kW) at take-off, and incorporated a new single-speed single-stage supercharger design. Improvements to the carburettor also allowed the Spitfire to use zero gravity manoeuvres without any problems with fuel flow. Several Mk I and Mk II airframes were converted to Mk V standard by Supermarine and started equipping fighter units from early 1941. The majority of the Mk Vs were built at Castle Bromwich.

 

The VB became the main production version of the Mark Vs. Along with the new Merlin 45 series the B wing was fitted as standard. As production progressed changes were incorporated, some of which became standard on all later Spitfires. Production started with several Mk IBs which were converted to Mk VBs by Supermarine. Starting in early 1941 the round section exhaust stacks were changed to a "fishtail" type, marginally increasing exhaust thrust. Some late production VBs and VCs were fitted with six shorter exhaust stacks per side, similar to those of Spitfire IXs and Seafire IIIs; this was originally stipulated as applying specifically to VB(trop)s. After some initial problems with the original Mk I size oil coolers, a bigger oil cooler was fitted under the port wing; this could be recognised by a deeper housing with a circular entry. From mid-1941 alloy covered ailerons became a universal fitting.

 

Spitfire VC(trop), fitted with Vokes filters and "disc" wheels, of 417 Squadron RCAF in Tunisia in 1943.

A constant flow of modifications were made as production progressed. A "blown" cockpit hood, manufactured by Malcolm, was introduced in an effort to further increase the pilot's head-room and visibility. Many mid to late production VBs - and all VCs - used the modified, improved windscreen assembly with the integral bullet resistant centre panel and flat side screens introduced with the Mk III. Because the rear frame of this windscreen was taller than that of the earlier model the cockpit hoods were not interchangeable and could be distinguished by the wider rear framing on the hood used with the late-style windscreen.

 

Different propeller types were fitted, according to where the Spitfire V was built: Supermarine and Westland manufactured VBs and VCs used 10 ft 9 in (3.28 m) diameter, 3 bladed de Havilland constant speed units, with narrow metal blades, while Castle Bromwich manufactured VBs and VCs were fitted with a wide bladed Rotol constant speed propeller of either 10 ft 9 in (3.28 m) diameter, with metal blades, or (on late production Spitfires) 10 ft 3 in (3.12 m) diameter, with broader, "Jablo" (compressed wood) blades. The Rotol spinners were longer and more pointed than the de Havilland leading to a 3.5 in (8.9 cm) increase in overall length. The Rotol propellers allowed a modest speed increase over 20,000 ft (6,100 m) and an increase in the service ceiling. A large number of Spitfire VBs were fitted with "gun heater intensifier" systems on the exhaust stacks. These piped additional heated air into the gun bays. There was a short tubular intake on the front of the first stack and a narrow pipe led into the engine cowling from the rear exhaust.

 

The VB series were the first Spitfires able to carry a range of specially designed "slipper" drop tanks which were fitted underneath the wing centre-section. Small hooks were fitted, just forward of the inboard flaps: when the tank was released these hooks caught the trailing edge of the tank, swinging it clear of the fuselage.

 

With the advent of the superb Focke Wulf Fw 190 in August 1941 the Spitfire was for the first time truly outclassed, hastening the development of the "interim" Mk IX. In an effort to counter this threat, especially at lower altitudes, the VB was the first production version of the Spitfire to use "clipped" wingtips as an option, reducing the wingspan to 32 ft 2 in (9.8 m).The clipped wings increased the roll rate and airspeed at lower altitudes. Several different versions of the Merlin 45/50 family were used, including the Merlin 45M which had a smaller "cropped" supercharger impeller and boost increased to +18 lb. This engine produced 1,585 hp (1,182 kW) at 2,750 ft (838 m), increasing the L.F VB's maximum rate of climb to 4720 ft/min (21.6 m/s) at 2,000 ft (610 m).

 

VB Trop of 40 Squadron SAAF fitted with the "streamlined" version of the Aboukir filter, a broad-bladed, 10 ft 3 in (3.12 m) diameter Rotol propeller, and clipped wings.

The Mk VB(trop) (or type 352) could be identified by the large Vokes air filter fitted under the nose; the reduced speed of the air to the supercharger had a detrimental effect on the performance of the aircraft, reducing the top speed by 8 mph (13 km/h) and the climb rate by 600 ft/min (3.04 m/s), but the decreased performance was considered acceptable. This variant was also fitted with a larger oil tank and desert survival gear behind the pilot's seat. A new "desert" camouflage scheme was applied. Many VB(trop)s were modified by 103 MU (Maintenance Unit-RAF depots in which factory fresh aircraft were brought up to service standards before being delivered to squadrons) at Aboukir, Egypt by replacing the Vokes filter with locally manufactured "Aboukir" filters, which were lighter and more streamlined. Two designs of these filters can be identified in photos: one had a bulky, squared off filter housing while the other was more streamlined. These aircraft were usually fitted with the wide blade Rotol propeller and clipped wings.

 

Triumph Spitfire Mk I Roadster

 

The Triumph Spitfire is a small English two-seat sports car, introduced at the London Motor Show in 1962.[3] The vehicle was based on a design produced for Standard-Triumph in 1957 by Italian designer Giovanni Michelotti. The platform for the car was largely based upon the chassis, engine, and running gear of the Triumph Herald saloon, and was manufactured at the Standard-Triumph works at Canley, in Coventry. As was typical for cars of this era, the bodywork was fitted onto a separate structural chassis, but for the Spitfire, which was designed as an open top or convertible sports car from the outset, the ladder chassis was reinforced for additional rigidity by the use of structural components within the bodywork. The Spitfire was provided with a manual hood for weather protection, the design improving to a folding hood for later models. Factory-manufactured hard-tops were also available.

 

The Triumph Spitfire was originally devised by Standard-Triumph to compete in the small sports car market that had opened up with the introduction of the Austin-Healey Sprite. The Sprite had used the basic drive train of the Austin A30/35 in a light body to make up a budget sports car; Triumph's idea was to use the mechanicals from their small saloon, the Herald, to underpin the new project. Triumph had one advantage, however; where the Austin A30 range was of unitary construction, the Herald featured a separate chassis. It was Triumph's intention to cut that chassis down and clothe it in a sports body, saving the costs of developing a completely new chassis / body unit.

 

Italian designer Michelotti—who had already penned the Herald—was commissioned for the new project, and came up with a traditional, swooping body. Wind-up windows were provided (in contrast to the Sprite/Midget, which still featured sidescreens, also called curtains, at that time), as well as a single-piece front end which tilted forwards to offer unrivaled access to the engine. At the dawn of the 1960s, however, Standard-Triumph was in deep financial trouble, and unable to put the new car into production; it was not until the company was taken over by the Leyland organization funds became available and the car was launched. Leyland officials, taking stock of their new acquisition, found Michelotti's prototype hiding under a dust sheet in a corner of the factory and rapidly approved it for production.

 

Spitfire 4 or Mark I (1962-1964)

 

Overview:

Production1962–1964

45,753 made

Powertrain:

Engine1,147 cc (1.1 l) I4

Transmission4-speed manual with optional overdrive on top and third from 1963 onwards

Dimensions:

Curb weight1,568 lb (711 kg) (unladen U.K.-spec)

 

The production car changed little from the prototype, although the full-width rear bumper was dropped in favour of two part-bumpers curving round each corner, with overriders. Mechanicals were basically stock Herald. The engine was an 1,147 cc (1.1 l) 4-cylinder with a pushrod OHV cylinder head and 2 valves per cylinder, mildly tuned for the Spitfire, fed by twin SU carburettors. Also from the Herald came the rack and pinion steering and coil-and-wishbone front suspension up front, and at the rear a single transverse-leaf swing axle arrangement. This ended up being the most controversial part of the car: it was known to "tuck in" and cause violent over steer if pushed too hard, even in the staid Herald. In the sportier Spitfire (and later the 6-cylinder Triumph GT6 and Triumph Vitesse) it led to severe criticism. The body was bolted to a much-modified Herald chassis, the outer rails and the rear outriggers having been removed; little of the original Herald chassis design was left, and the Spitfire used structural outer sills to stiffen its body tub.

 

The Spitfire was an inexpensive small sports car and as such had very basic trim, including rubber mats and a large plastic steering wheel. These early cars were referred to both as "Triumph Spitfire Mark I" and "Spitfire 4", not to be confused with the later Spitfire Mark IV.

 

In UK specification the in-line four produced 63 bhp (47 kW) at 5750 rpm, and 67 lb·ft (91 N·m)of torque at 3500 rpm. This gave a top speed of 92 mph (148 km/h), and would achieve 0 to 60 mph (97 km/h) in 17.3 seconds. Average fuel consumption was 31mpg.

 

For 1964 an overdrive option was added to the 4-speed manual gearbox to give more relaxed cruising. Wire wheels and a hard top were also available.

 

Text regarding the Supermarine Spitfire aeroplane and Triumph Spitfire Roadster has been taken from excerpts of Wikipedia articles on each model.

 

The Supermarine Spitfire Mk VB aircraft and 1962 Triumph Spitfire Mk I road car have been modelled in Lego miniland-scale for Flickr LUGNuts' 79th Build Challenge, - 'LUGNuts goes Wingnuts, ' - featuring automotive vehicles named after, inspired by, or with some relationship to aircraft.

Company/Owner: Pangasinan Five Star Bus Company, Inc.

Fleet/Bus Number: 88009

Classification: Air-conditioned Provincial Bus

Coachbuilder: (Zhengzhou) Yutong Bus Company, Ltd.

Body Model: Yutong ZK6119HA

Engine Model: Yuchai YC6L310-20 (L32YA)

Chassis Model: Yutong ZK6119CRA (LZYTATE6081)

Transmission: Manual (6-speed forward, 1-speed reverse)

Suspension: Air Suspension

Seating Configuration: 2×2

Seating Capacity: 49

Route: Cubao, Quezon City–Cabanatuan City, Nueva Ecija via N1 (Maharlika Highway)

Municipalities/cities passing: Santa Rita (Guiguinto)/Plaridel/Pulilan/Baliuag/San Rafael/San Ildefonso/San Miguel/Gapan City/San Leonardo/Santa Rosa

Type of Operation: Provincial Operation Public Utility Bus (Regular Class)

Area of Operation: Central Luzon (Region III)

 

Shot Location: Pulilan–Plaridel Regional Road/Bypass Road, Barangay Cut-cot, Pulilan, Bulacan

Date Taken: October 5, 2015

 

Notices:

* Please DON'T GRAB A PHOTO WITHOUT A PERMISSION. If you're going to GRAB IT, please give A CREDIT TO THE OWNER. Also, don't PRINT SCREEN my photos.

** If I have mistakes on the specifications, please comment in a good manner so that I can edit it immediately.

*** The specifications and routes (for provincial, inter-provincial, and city operation) mentioned above are subjected for verification and may be changed without prior notice.

**** The vehicle's registration plate(s), conduction sticker(s), and/or persons (if applicable) were pixelated/blurred to prevent any conflict with the photographer, the bus company and/or to the car owner for their security and/or privacy purposes. So, don't use their plate number, conduction sticker, and vehicle tag as an evidence for any incident. And, I have taken this photo for bus fanatics, bus enthusiasts, and bus lovers purposes.

The best fit configuration ever for me.

- The new Compass Randonneur 42cm handlebars on a 5cm Nitto stem have finally given me the right fit for drop bars with no pain on my hands or neck.

- The Nitto lugged seat post with its extended setback has allowed me to position the saddle right where I want it, which the standard Nitto seat post didn't allow.

- The Brooks C17 is the most comfortable saddle I've ever tried on a road bike. It's now on all my bikes. Couldn't quite find the same experience with the leather saddles.

- The 35mm Compass Bon Jon Pass are a world of difference better and smoother than the 35 Schwalbe Marathon tires and even the 32 Cypress Legers I had after the Marathons.

Victory Liner Inc.

 

Bus Number: 22

Model: Hyundai Aero Space LS

Coachbuilder: Hyundai Motor Company

Engine: Hyundai D6AB

Layout: Rear-Mounted Engine Rear-Wheel Drive

Airconditioning Unit: Overhead Unit

Suspension: Air-Suspension

Seating Configuration: 2x2

Capacity: 45 Passengers

 

Shot Location: Victory Liner Cubao Terminal

Pangasinan Five Star Bus Co. Inc.- 3291

 

Bus No: 3291

Year released: 2016

Capacity: 49; 2x2 seating configuration

Route: Cubao/Kamias-San Carlos via Marquee Mall/SCTEX-Concepcion/Capas/Tarlac/Sta. Ignacia/Camiling/Bayambang/Malasiqui

Body: Hino Motors Philippines Inc.

Model: 2016 HMPI Grandecho AC RE Deluxe Series

Chassis: Hino RM2PSS

Engine: Hino P11C-TH

Fare: Airconditioned

Transmission System: M/T

Suspension: Wide-Air Suspension

Taken on: August 27, 2016

Location: Quezon Ave., Brgy. Poblacion B, Camiling, Tarlac

Company/Owner: JoyBus/Genesis Transport Services, Inc.

Fleet/Bus Number: 81863*

Classification: Air-conditioned First Class Provincial/Tourist Chartered Bus (with restroom)

Coachbuilder: Zhongtong Bus Holding Company, Ltd.

Body Model: Zhongtong LCK6128H Magnate

Engine Model: Yuchai YC6L330-30 (L47RA)

Chassis Model: Zhongtong LCK6**** (LDYCCS2C5H)

Transmission: 6-speed Manual Transmission

Suspension: Air Suspension

Seating Configuration: 2×1

Seating Capacity: 28

Franchise Route: Baguio City–Domestic via North Expressway EDSA

Route: Baguio City, Benguet–Pasay City via N208 (Aspiras–Palispis Highway/Marcos Highway/Agoo–Baguio) / N209 (Pugo–Rosario Road)) / E1 (TPLEX-Pozorrubio–NLEX-Balintawak)

Municipalities/cities passing: Tuba/Pugo/Rosario/Sison/Pozorrubio

Type of Operation: Provincial Operation Public Utility Bus (Premier Class/First Class; Tourist Class)

Area of Operation: Cordillera Administrative Region (CAR)

 

Shot location: NLEX-Bocaue, Bulacan

Date and time taken: May 16, 2018 (7:14H)

 

Notices:

* Please DON'T GRAB A PHOTO WITHOUT A PERMISSION. If you're going to GRAB IT, please give A CREDIT TO THE OWNER. Also, don't PRINT SCREEN my photos.

** If I have mistakes on the specifications, please comment in a good manner so that I can edit it immediately.

*** The specifications and routes (for provincial, inter-provincial, and city operation) mentioned above are subjected for verification and may be changed without prior notice.

**** The vehicle's registration plate(s), conduction sticker(s), and/or persons (if applicable) were pixelated/blurred to prevent any conflict with the photographer, the bus company and/or to the car owner for their security and/or privacy purposes. So, don't use their plate number, conduction sticker, and vehicle tag as an evidence for any incident. And, I have taken this photo for bus fanatics, bus enthusiasts, and bus lovers purposes.

Norita 66 | Kodak Portra 400

“This artist’s concept depicts one configuration currently being studied by Textron’s Bell Aerosystems Company in conjunction with its one-man Lunar Flying Vehicle preliminary design work for the National Aeronautics and Space Administration’s Manned Spacecraft Center, Houston, Texas. Powered by twin rocket engines, it would be capable of 10-15 mile minimum flight ranges. It also could perform at least 30 sorties and be able to use the residual propellants from the descent stage of the Lunar Module. Mounted to the back of this design is a payload pallet. Motorcycle-like handle grips would be used for thrust and attitude control.”

 

To my knowledge, the Descent Propulsion System fuel of the Lunar Module was hypergolic. Wouldn’t that’ve been a risky proposition to use?

 

Note the deployed EASEP/ALSEP components.

 

Beautiful & iconic (in my world) ca. 1968/69 artwork by Bell Aerosystems’ immensely talented artist, John J. Carr.

 

See also...always informative & entertaining:

 

www.aerospaceprojectsreview.com/blog/?s=Bell+Aerosystems&...

 

Specifically:

 

www.aerospaceprojectsreview.com/blog/wp-content/uploads/2...

Both above credit: Aerospace Projects Review website/blog

 

Additional interesting designs:

 

www.astronautix.com/l/lunarflyers.html

Credit: Astronautix website

My new North American diesel engine in the Canadian Nation Railway scheme is the first Lego loco I have built since my childhood days and was strongly inspired by the EMD-GP 7, 9 and 20 diesel engines and other similar types that came in full high hood configuration, but I went on to building the model rather freely, leaving out things I didn’t want and not sticking to any particular real model.

Being 9+ studs wide, it’s quite a beast and fits very well to the “large city minifigure scale” preferred by ER0L and me. It drives on two 9V train motors from the 90s. The lighting is realized with materials from that time as well, energized by a separate battery box in the shorter section of the hood and thus illuminating the two fronts and cabin of the engine independently from the transformer. That way, the light can be on even when the model stands still.

I went for moving pilots, even though they don’t exist on such models in reality. This was mostly due to the prolonged bionicle trucks I wanted to use here, which would otherwise have made the stairs stand out too far from the trucks in curves and switches.

I have nearly finished building the first of several tank cars for it, so consider these pics an “opener” for more train equipment to come from me.

 

Boeing has completed the firm configuration of the 737 MAX 8. This milestone marks completion of the major trade studies that define the capabilities of the 737 MAX family.

 

“We have defined the design requirements for the 737 MAX that provide our customers with the most value in the single-aisle market,” said Michael Teal, chief project engineer, 737 MAX, Boeing Commercial Airplanes. “We continue to follow our disciplined process to ensure that we have completed all the requirements for the development stage of the program and are ready to begin the detailed design phase.”

 

As detailed designs are completed and released, production can begin. Final assembly of the 737 MAX 8 is scheduled to begin in 2015 with first delivery scheduled for the third quarter of 2017.

 

The 737 MAX will be 13 percent more fuel-efficient than today’s most efficient single-aisle airplanes and 8 percent more fuel-efficient per seat than tomorrow’s competition. The configuration includes new LEAP-1B engines from CFM International that are optimized for the 737 MAX, a redesigned tail cone and the Boeing designed Advanced Technology Winglet to reduce fuel use. Other changes incorporated include upgrades to the flight deck displays, an electronic bleed air system and fly-by-wire spoiler flight controls.

 

Boeing provides this photo for the public to share. Media interested in high-resolution images for publication should email boeingmedia@boeing.com or visit boeing.mediaroom.com. Users may not manipulate or use this photo in commercial materials, advertisements, emails, products, or promotions without licensed permission from Boeing. If you are interested in using Boeing imagery for commercial purposes, email imagelicensing@boeing.com or visit www.boeingimages.com.

How I finally made it comfortable...

 

- Nitto Grand Bois Elysées handlebar for a nice upright position that still allows me to lean forward due to the 11cm Nitto Tallux stem. Brooks Cambium natural tape to match the saddle.

 

- Brooks Cambium Carved saddle in natural. Very comfortable and allows about an extra inch of rear saddle positioning which for me, was what I needed to relieve hand pressure and be more comfortable.

 

Other stuff that made a huge difference:

 

- Compass Barlow Pass 38mm tires - huge difference in ride comfort and suppleness compared to the previous Schwalbe Marathon Racers I had before.

 

I'll be installing the fenders next week.

Shell Oil Company

 

Truck Manufacturer: Volvo Philippines

Model: FM

Chassis

Engine:

Suspension:

Axle Configuration: 6x2 rearlift

 

Shot Location: Balintawak

Fermina Express

 

Bus Number: A-310

Body: Higer Bus Ltd.

Model: Higer V90

Engine: Yuchai

Fare: Airconditioned

Aircon System: Higer overhead a/c

Transmission System: M/T

Seating Configuration: 2x2

Capacity: 49

 

Shot Location: DAU Mabalacat Bus Terminal

The Diamond formation with all 4 jets in the carrier landing configuration.

 

The Blue Angels is the United States Navy's flight demonstration squadron, with aviators from the Navy and Marines. en.wikipedia.org/wiki/Blue_Angels The Blue Angels performed at the 2015 Oregon International Air Show held at the Hillsboro Oregon airport.

To Baguio...

  

Bus No: 818157

Year released: 2010

Capacity: 53; 2x2 seating configuration

Route: Cubao-Baguio via Dau/SCTEX-Concepcion/Capas/Tarlac/Paniqui/Carmen/Urdaneta/Rosario

Body: Santarosa Philippines

Model: 2011 SR-Cityliner AC Series

Chassis: Daewoo BV115

Engine: Daewoo DE12TiS

Fare: Airconditioned

Aircon System: Denso LD8i overhead a/c

Transmission System: M/T

Plate No. TXY-809

Taken on: July 26, 2011

Location: McArthur Highway, Brgy. San Nicolas, Tarlac City, Tarlac

www.ravishlondon.com/londonstreetart

 

Together Shoreditch and Spitalfields in the East of London constitute the most exciting place to be in London. The population is young, dynamic and imaginative; Friday and Saturday nights are a riot with a plethora of bars and clubs many with their own unique flavour. But what makes this area really special is that Shoreditch and Spitalfields comprise what one might call, ‘the square mile of art’; a de factor open air art gallery; with graffiti, posters and paste-ups being displayed on the main streets, down the side roads and in all the nooks and crannies of this post-industrial environ.

 

From Eine’s huge single letters being painted on shop shutters, to the haunting propaganda posters of Obey, to Cartrain’s political black and white pop-art; and to the one very small bronze coloured plastic circle, with the imprint of a dog shit and a man's foot about to step into it, which I once saw pasted to a wall, there is an incredible diversity.

 

Being on the streets, the work can be destroyed, taken or painted over at any minute. It is fragile and transient. Furthermore the juxtaposition of different pieces of art is random and unpredictable both in content and its location, which means that each day throws up a new and unique configuration of work within the streets, which you can only experience by travelling through the city.

 

Street Art Beginnings

 

The reasons for why East London has seen the flowering of street art are manifold. The post-industrial legacy of Shoreditch’s crumbling low-rise warehouses, not only provides an environment in which the artists and designers can do their work, but East London’s proximity to the City of London provides an economic source of support for the artists and designers; and finally Shoreditch with its building sites, old dilapidated warehouses provides a canvas upon which those artists can display their work and increase their commercial value.

 

Set against the characterless nature of the steely post-modernity of the city, the autumnal colours of the terraced warehouses in Shoreditch, no bigger than four to five stories high; offer a reminder of the legacy of a thriving fabrics and furniture industry which blossomed in the seventeenth Century. Both Shoreditch and Spitalfields have industrial pasts linked to the textiles industry, which fell into terminal decline by the twentieth century and was almost non-existent by the end of Wolrd War II. The decline was mirrored in the many three to four storey warehouses that were left to decay.

 

The general decline was arrested in the 1980s with the emergence of Shoreditch and Hoxton (Hoxton and Shoreditch are used interchandeably to refer to the same area) as a centre for new artists. It is difficult to say what attracted the artists to this area. But it was likely to be a combination of the spaces offered by the old warehouses, the cheap rents, and the location of Shoreditch and Spitalfields close to the City of London; where the money was to buy and fund artistic endeavour.

 

Not just that but post-war Shoreditch dominated by tens of post-war tower blocks, built amidst the ruins of the terraced housing that lay there before, which was bombed during World War II; had the rough edge which might inspire an artist. Shoreditch hums with the industry of newly arrived immigrants but also of the dangers of the poorer communities which inhabit these areas. Homeless people can be found sat underneath bridges on the main thoroughfares on Friday and Saturday nights; and Shoreditch is apparently home to one of the largest concentrations of striptease joints and a number of prostitutes. So, Shoreditch is a crumbling dirty, dodgy, polluted mess but it also has money; and these two factors provide an intoxicating mix for artists, who can take inspiration from their environment, but also rub shoulders with people who have the kind of money to buy their work.

 

By the early nineties Hoxton’s reputation as a centre for artists had become well established. As Jess Cartner-Morley puts it ‘Hoxton was invented in 1993. Before that, there was only 'Oxton, a scruffy no man's land of pie and mash and cheap market-stall clothing…’ At that time artists like Damien Hirst and Tracy Emin were taking part in ‘A Fete Worth than Death’ an arts based event in Hoxton. Gradually these artists began to create their own gravity, attracting more and more of their own like. Clubs and bars began to emerge, as did a Hoxton style, ‘the Hoxton fin’ being a trademark haircut. Many designers and artists located around Shoreditch and Spitalfields. Shoreditch has also become a hive of studios for artists, vintage fashion shops, art students and musicians.

 

At the same time as an artistic community was forming fuelled by money from the City, London was subject to a revolution in street art. According to Ward, writing for Time Out, the street art scene began in the mid-1980s as part of London’s hip-hop scene. Graffiti artists, emulating what was going on Stateside, began to tag their names all over London. According to Ward many of those pioneers ‘went on to paint legal commissions and are at the heart of today’s scene’. That is to say, from the community of artists congregating in East London, a number were inspired by graffiti, and because the East London, with its countless dilapidated warehouses, and building sites, offered such a good canvas; they went on to use the East London as a canvas for their work.

 

Little seems to have been written about the individual journey’s particular street artists have taken to get to where they are, which help illuminate some of the issues talked about in this section. Cartrain said that Banksy was a huge influence for him commenting that, "I've sent him a few emails showing him my work and he sent me a signed piece of his work in the post."

 

What created the East London street art scene may also kill it

 

The East London urban art scene is unlikely to last forever, being the symptom of a delicate juxtaposition of industrial decline and economic forces.

 

The irony is that the same factors which are responsible for the creation of the East London art scene are likely to destroy it.

 

Politicians from all parties, spiritual leaders for global capital, tell us of the unstoppable forces of globalisation. They say if Britain is to continue to dip its paw into the cream of the world’s wealth it needs to become a post-industrial service economy; suggesting a rosy future of millions of Asians slaving away co-ordinated by keyboard tapping British suits, feet on desk, leant back on high backed leather chairs, secretary blowing them off.

 

Art, which is feeble and dependent upon the financial growth of an economy for its survival, will have to shape itself around the needs and demands of capital.

 

The financial district of the City of London, lying to the south of Shoreditch, has been successfully promoted as a global financial centre, and its mighty power is slowly expanding its way northwards. Plans are afoot for the glass foot soldiers of mammon, fuelled by speculative property investment, to gradually advance northwards, replacing old warehouses with a caravan of Starbucks and Japanese sushi places and a concomitant reduction in dead spaces to portray the art, increased security to capture and ward off street artists, increased property prices and the eventual eviction of the artistic community. Spitalfields has already had big corporate sized chunks taken out of it, with one half of the old Spitalfields Market being sacrificed for corporate interests in the last five years.

 

So then the very same financial forces, and post-industrial legacy, which have worked to create this micro-environment for street art to thrive, are the same forces which will in time eventually destroy it. Maybe the community will move northwards, maybe it will dissipate, but until that moment lets just enjoy what the community puts out there, for its own financial interests, for their own ego and also, just maybe, for the benefit of the people.

 

Banksy

 

Banksy is the street artist par excellence. London’s street art scene is vibrant and diverse. There is some good, cure, kitschy stuff out there, but in terms of creativity and imagination Banksy leads by a city mile. His stuff is invariably shocking, funny, thought provoking and challenging.

 

Banksy considers himself to be a graffiti artist, which is what he grew up doing in the Bristol area in the late eighties. According to Hattenstone (2003) Banksy, who was expelled from his school, and who spent some time in prison for petty crimes, started graffiti at the age of 14, quickly switching over to stencils, which he uses today, because he didn’t find he had a particular talent for the former. His work today involves a mixture of graffiti and stencils although he has shown a capacity for using a multitude of materials.

 

Key works in London have included:

 

•In London Zoo he climbed into the penguin enclosure and painted "We're bored of fish" in six-foot-high letters.

•

•In 2004 he placed a dead rat in a glass-fronted box, and stuck the box on a wall of the Natural History Museum.

•

•‘A designated riot area’ at the bottom of Nelson’s Column.

•

•He placed a painting called Early Man Goes to Market, with a human figure hunting wildlife while pushing a shopping trolley, in the British Museum.

•

His work seems to be driven by an insatiable desire to go on producing. In an interview with Shepherd Fairey he said, ‘Anything that stands in the way of achieving that piece is the enemy, whether it’s your mum, the cops, someone telling you that you sold out, or someone saying, "Let’s just stay in tonight and get pizza." Banksy gives the impression of being a person in the mould of Tiger Woods, Michael Schumacher or Lance Armstrong. Someone with undoubted talent and yet a true workaholic dedicated to his chosen profession.

 

Its also driven by the buzz of ‘getting away with it’. He said to Hattenstone, ‘The art to it is not getting picked up for it, and that's the biggest buzz at the end of the day because you could stick all my shit in Tate Modern and have an opening with Tony Blair and Kate Moss on roller blades handing out vol-au-vents and it wouldn't be as exciting as it is when you go out and you paint something big where you shouldn't do. The feeling you get when you sit home on the sofa at the end of that, having a fag and thinking there's no way they're going to rumble me, it's amazing... better than sex, better than drugs, the buzz.’

 

Whilst Banksy has preferred to remain anonymous he does provide a website and does the occasional interview putting his work in context (see the Fairey interview).

 

Banksy’s anonymity is very important to him. Simon Hattenstone, who interviewed Banksy in 2003, said it was because graffiti was illegal, which makes Banksy a criminal. Banksy has not spoken directly on why he wishes to maintain his anonymity. It is clear that Banksy despises the notion of fame. The irony of course is that ‘Banksy’ the brand is far from being anonymous, given that the artist uses it on most if not all of his work. In using this brand name Banksy helps fulfil the need, which fuels a lot of graffiti artists, of wanting to be recognised, the need of ego.

 

Banksy is not against using his work to ‘pay the bills’ as he puts it. He has for example designed the cover of a Blur album, although he has pledged never to do a commercial job again, as a means of protecting his anonymity. Nevertheless he continues to produce limited edition pieces, which sell in galleries usually for prices, which give him a bit of spending money after he has paid the bills. Banksy has said, ‘If it’s something you actually believe in, doing something commercial doesn’t turn it to shit just because it’s commercial’ (Fairey, 2008). Banksy has over time passed from urban street artist into international artistic superstar, albeit an anonymous one.

 

Banksy has a definite concern for the oppressed in society. He often does small stencils of despised rats and ridiculous monkeys with signs saying things to the effect of ‘laugh now but one day we’ll be in charge’. Whilst some seem to read into this that Banksy is trying to ferment a revolutionary zeal in the dispossessed, such that one day they will rise up and slit the throats of the powers that be, so far his concern seems no more and no less than just a genuine human concern for the oppressed. Some of what seems to fuel his work is not so much his hatred of the system but at being at the bottom of it. He said to Hattenstone (2003) ‘Yeah, it's all about retribution really… Just doing a tag is about retribution. If you don't own a train company then you go and paint on one instead. It all comes from that thing at school when you had to have name tags in the back of something - that makes it belong to you. You can own half the city by scribbling your name over it’

 

Charlie Brooker of the Guardian has criticised Banksy for his depictions of a monkey wearing a sandwich board with 'lying to the police is never wrong' written on it. Certainly such a black and white statement seems out of kilter with more balanced assessments that Banksy has made. Brooker challenges Banksy asking whether Ian Huntley would have been right to have lied to the police?

 

Brooker has also criticized Banksy for the seemingly meaninglessness of some of this images. Brooker says, ‘Take his political stuff. One featured that Vietnamese girl who had her clothes napalmed off. Ho-hum, a familiar image, you think. I'll just be on my way to my 9 to 5 desk job, mindless drone that I am. Then, with an astonished lurch, you notice sly, subversive genius Banksy has stencilled Mickey Mouse and Ronald McDonald either side of her. Wham! The message hits you like a lead bus: America ... um ... war ... er ... Disney ... and stuff.’ Brooker has seemingly oversimplified Banksy’s message, if indeed Banksy has one, to fuel his own criticisms. It is easy to see that for many the Vietnam painting tells us that the United States likes to represent itself with happy smiling characters, that hide the effects of its nefarious activities responsible for the real life faces of distress seen on the young girl. Something that we should be constantly reminded of. But then that’s a matter of politics not of meaninglessness.

 

Banksy’s ingenuity comes through in his philosophy on progression, ‘I’m always trying to move on’ he says. In the interview he gave with Shepherd Fairey he explained that he has started reinvesting his money in to new more ambitious projects which have involved putting scaffolding put up against buildings, covering the scaffolding with plastic sheeting and then using the cover of the sheets to do his paintings unnoticed.

 

Banksy has balls. Outside of London he has painted images in Disney Land; and on the Israeli wall surrounding Palestine. How far is he willing to push it? What about trying something at the headquarters of the BNP, or on army barracks, or at a brothel or strip club employing sex slaves, or playing around with corporate advertising a la Adbusters?

 

www.ravishlondon.com/londonstreetart

OMC

 

Truck Manufacturer: MAN Truck & Bus AG

Model: MAN TGS

Chassis 26.360

Engine:

Suspension:

Axle Configuration: 6x4

 

Shot Location: A.boni

Company/Owner: Maria De Leon Transit, Inc/Bataan Transit Company, Inc.

Fleet/Bus Number: 2311

Classification: Air-conditioned Provincial Bus

Coachbuilder: (Suzhou) Higer Bus Company, Ltd.

Body Model: Higer KLQ6128LQ U-Tour

Engine Model: Yuchai YC6L330-42 (L62YB)

Chassis Model: Higer KLQ6128 monocoque chassis

Transmission: 6-speed Manual Transmission

Suspension: Air Suspension

Seating Configuration: 2×2

Seating Capacity: 49

Franchise route: Laoag (Ilocos Norte)–Manila via NLEX

Route: Sampaloc, Manila City [SMP, MN]–Laoag City, Ilocos Norte [LAO, IN] via E1 (NLEX–SLEX Connector-España–NLEX-Dau; SCTEX-Mabalacat–SCTEX-Amucao–TPLEX-Carmen) / N215 (Dau Access Road) / N2 (MacArthur Highway)

Municipalities/cities passing: Dau (Mabalacat City)–Carmen (Rosales) [CEN]/Villasis/Urdaneta City/Binalonan/Pozorrubio/Sison/Rosario/Santo Tomas/Agoo/Aringay/Caba/Bauang/San Fernando City [SFE]/San Juan (La Union)/Bacnotan/Balaoan/Luna/Bangar/Sudipen/Tagudin/Santa Cruz/Santa Lucia/Candon City [DON]/Santiago/San Esteban/Santa Maria/Narvacan/Santa/Bantay/San Ildefonso/Santo Domingo/Magsingal/San Juan (Ilocos Sur)/Cabugao/Sinait/Badoc/Pinili/Currimao/Paoay or Batac/San Nicolas

Type of Operation: Provincial Operation Public Utility Bus (Regular Deluxe Class with USB charging ports)

Area of Operation: Ilocos Region (Region I)

 

Shot location: N215, Brgy. Dau, Mabalacat City, Pampanga

Date and time taken: April 9, 2024 (4:11 pm)

 

Notices:

* Please DON'T GRAB A PHOTO WITHOUT A PERMISSION. If you're going to GRAB IT, please give A CREDIT TO THE OWNER. Also, don't PRINT SCREEN my photos. Do not (re)upload this in any social media platforms (especially in YouTube and TikTok).

** If I have mistakes on the specifications, please comment in a good manner so that I can edit it immediately.

*** The specifications and routes (for provincial, inter-provincial, and city operation) mentioned above are subjected for verification and may be changed without prior notice.

**** The vehicle's registration plate(s), conduction sticker(s), and/or persons (if applicable) were pixelated/blurred to prevent any conflict with the photographer, the bus company and/or to the car owner for their security and/or privacy purposes. So, don't use their plate number, conduction sticker, and vehicle tag as an evidence for any incident. And, I have taken this photo for bus fanatics, bus enthusiasts, and bus lovers purposes.

Truck Manufacturer: MAN Truck & Bus AG

 

Model: MAN TGA

Chassis 18.360

Engine:

Suspension:

Axle Configuration:4x2

 

Shot Location: A.boni

Five Star Bus Company.

 

Bus Number: 88012

Model: Yutong ZK6119HA

Coachbuilder: Zhengzhou Yutong Bus Company, Ltd. (Yutong Bus)

Engine: Cummins C300-20

Classification: Airconditioned Provincial Operation Bus

Chassis: Yutong Zk6119CRA

Model: Yutong ZK6119HA

Engine: Cummins C300-20

Airconditioning Unit: Overhead Unit

Suspension: Air-Suspension

Seating Configuration: 2x2

Seating Capacity: 49 Passengers

 

Shot Location: Cubao

There are five different configurations of bottles: 2 groups of six bottles, a wood display block with six bottles, a quad, and a duo. Each piece has a texture change menu to choose from 4 different groupings of oils. Each is only 1 land impact.

 

Included oils:

 

Bergamot, cardamom, cassia, cedarwood (atlas), chamomile, clary sage, frankincense, ginger, jasmine, lavender, myrrh, neroli, patchouli, peppermint, rose, sandalwood, tea tree, ylang ylang. There are also “blends” of energize, meditation, sensual, sleepy time, stress, and tranquility.

Royal Cargo

 

Truck Manufacturer: MAN Truck & Bus AG

Model: CLA

Chassis: 26.280

Engine:

Suspension:

Axle Configuration: 6x4

"Earth orbit configuration of the S-IVB."

 

What a perfunctory caption for a spectacular work of art by Mr. Gary Meyer, a recognized, remarkably talented, versatile and prolific artist.

 

Fascinating (to me) history/background and confirmation of both the artist, and among the others in this 'series' of 1963 illustrations, this work being one of them.

 

In a direct quote from his website, listing his work experience:

 

"Extensive paintings of Apollo moon missions including a film called “The Apollo Mission” made before the hardware existed."

 

The amazingly accurate, realistic, non-cartoonish, and modern/contemporary appearance of this family of works by Mr. Meyer is a testament to his skill, and actually, vision. Remember, this was 1963!

 

And, incredibly, thanks to Dan Beaumont/Dan Beaumont Space Museum, the film is available here. In fact, a long dramatic pan of this photo begins at the 3:15 mark:

 

www.youtube.com/watch?v=IMwv3PtdWcU&t=124s

 

I also HIGHLY recommend checking out Mr. Beaumont's amazing collection of images on this photo hosting site.

With her nose retracted in full supersonic configuration, 'British' Airways Concorde G-BOAA slides by at the SBAC show Farnborough in September 1980.

 

Since the merger of BOAC and BEA (British Overseas Airways Corporation and British European Airways) to form British Airways, the company has tried various 'marketing' gimmicks - this one was to paint just the word British on their aeroplanes. In some ways it worked but it was short lived as they reverted to the more formal British Airways before too long.

 

The operational Concordes in BA service all had registrations allocated alphabetically between G-BOAA to G-BOAG reflecting the BOAC lineage.

 

This one being their first c/n 206 G-BOAA, providing BA's London-New York supersonic service.

 

Her last flight was on the 12th August 2000, eventually making her way by barge down the River Thames, then up the East Coast where she was then off-loaded and roaded inland, eventually being towed across the fields to take up residence at the Museum of Flight at East Fortune airfield in Scotland where she can now be seen.

 

www.google.co.uk/imgres?start=105&biw=1920&bih=88...

 

Scanned 35mm transparency

  

Company/Owner: Ballesteros Bus Line Corporation

Fleet/Bus Number: 06888

Classification: Air-conditioned Provincial Bus

Coachbuilder: Zyle Daewoo Bus Corporation

Body Model: Daewoo BH120F Royal Cruiser II (in Kia Granbird Headlamps)

Engine Model: Doosan DE12TI

Chassis Model: Daewoo BH120 (KL5US65JD3P)

Transmission: Manual (5-speed forward, 1-speed reverse)

Suspension: Air Suspension

Seating Configuration: 2×2

Seating Capacity: 45

Route: E. Rodriguez Avenue, Quezon City–Ballesteros, Cagayan via N1 (Maharlika Highway) / Emilio Vergara Highway or Felipe Vergara Highway / Santiago–Tuguegarao Road / Abulug–Ballesteros–Aparri Road

Municipalities/cities passing: Santa Rita (Guiguinto)/Plaridel/Pulilan/Baliuag/San Rafael/San Ildefonso/San Miguel/Gapan City/San Leonardo/Santa Rosa/Cabanatuan City/Talavera/Santo Domingo/Science City of Muñoz/San Jose City/Carranglan/Santa Fe/Aritao/Gabut (Dupax Del Sur)/Ineangan (Dupax Del Norte)/Bambang/Bayombong/Solano/Bagabag/Diadi/Cordon/Santiago City/Ramon/San Mateo/Cabatuan/Aurora/San Manuel/Roxas/Mallig/Quezon/Rizal/Santa Maria/Enrile/Solana/Maddarulug [(Santo Domingo) Solana]/Tuguegarao City/Iguig/Amulung/Alcala/Gattaran/Lal-lo/Allacapan/Aparri

Type of Operation: Provincial Operation Public Utility Bus (Regular Class)

Area of Operation: Cagayan Valley (Region II)

 

Shot Location: Doña Remedios Trinidad Highway (Maharlika Highway), Barangay Cut-cot, Pulilan, Bulacan

Date Taken: September 21, 2015

 

Notices:

* Please DON'T GRAB A PHOTO WITHOUT A PERMISSION. If you're going to GRAB IT, please give A CREDIT TO THE OWNER. Also, don't PRINT SCREEN my photos.

** If I have mistakes on the specifications, please comment in a good manner so that I can edit it immediately.

*** The specifications and routes (for provincial, inter-provincial, and city operation) mentioned above are subjected for verification and may be changed without prior notice.

**** The vehicle's registration plate(s), conduction sticker(s), and/or persons (if applicable) were pixelated/blurred to prevent any conflict with the photographer, the bus company and/or to the car owner for their security and/or privacy purposes. So, don't use their plate number, conduction sticker, and vehicle tag as an evidence for any incident. And, I have taken this photo for bus fanatics, bus enthusiasts, and bus lovers purposes.

One of my favorite Echo ni Baliwag na byaheng mainline. Bagay na bagay talaga ang Echo 1 for mainline na via Bulacan man o via SCTEX.

 

Sponsor si Jollibee dito kaya busog mga pasahero. Hehe.

 

Company/Owner: Baliwag Transit, Inc.

Fleet/Bus Number: 1126 (former 1121)

Classification: Air-conditioned Provincial Bus

Coachbuilder: Pilipinas Hino Auto Body, Inc.

Body Model: Pilipinas Hino Grand-Echo I RK

Engine Model: Hino J08C-TK

Chassis Model: Hino RK1JMT (Short Wheelbase version)

Transmission: 6-speed Manual Transmission

Suspension: Leaf Spring Suspension

Seating Configuration: 2×2

Seating Capacity: 45

Case Number: 77-523

Franchise route: San Jose City (Nueva Ecija)–Pasay via Cabanatuan/NLEX

Route: San Jose City, Nueva Ecija–Cubao, Quezon City/Pasay City via N1 (Maharlika Highway) / Felipe Vergara Highway / Carmen–Cabanatuan Road / Santa Rosa–Tarlac Road / SCTEX-Amucao–NLEX-Balintawak

Municipalities/cities passing: Science City of Muñoz/Santo Domingo/Talavera/Cabanatuan City/Aliaga/Zaragoza/La Paz/Tarlac City

Type of Operation: Provincial Operation Public Utility Bus (Regular Class)

Area of Operation: Central Luzon (Region III)

 

Shot Location: N1/AH26 (Pan Philippine Highway/Maharlika Highway), Poblacion, San Jose City, Nueva Ecija

Date Taken: January 28, 2016

 

Notices:

* Please DON'T GRAB A PHOTO WITHOUT A PERMISSION. If you're going to GRAB IT, please give A CREDIT TO THE OWNER. Also, don't PRINT SCREEN my photos.

** If I have mistakes on the specifications, please comment in a good manner so that I can edit it immediately.

*** The specifications and routes (for provincial, inter-provincial, and city operation) mentioned above are subjected for verification and may be changed without prior notice.

**** The vehicle's registration plate(s), conduction sticker(s), and/or persons (if applicable) were pixelated/blurred to prevent any conflict with the photographer, the bus company and/or to the car owner for their security and/or privacy purposes. So, don't use their plate number, conduction sticker, and vehicle tag as an evidence for any incident. And, I have taken this photo for bus fanatics, bus enthusiasts, and bus lovers purposes.

D.V. Lindo

   

Truck Manufacturer: MAN Truck & Bus AG

 

Model: F2000

 

Cab: Day Cab

 

Chassis:

 

Engine:

 

Suspension

 

Axle Configuration: 8x4

 

Trailer: 2 Axle Low Flatbed

   

Shot Location: Cloverleaf Balintawak

Partas Trans

 

Bus Number.: 81618

Body: Xiamen Golden Dragon Tourism Autos (Golden Dragon)

Model: GD XML6129 - Grand Cruiser

Engine: Yuchai YC6112ZLQ

Seating Configuration: 2x2

Capacity: 45

 

Shot Location: Partas Trans Cubao Terminal