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Cortland, NY. August 2017.
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If you would like to use THIS picture in any sort of media elsewhere (such as newspaper or article), please send me a Flickrmail or send me an email at natehenderson6@gmail.com
A thrift store wine glass filled with water and a few drops of food color meets a fast marble.
The background was no the best.
Bu ti have to say that being showered with fragments of glass from several shots was kind of neat.
As I cowered from said shrapnel.
Cheers.
Haunted by his past and driven by Darkness like his Grandfather: Darth Vader before him, Kylo Ren searches for the Wayfinder.
__________________________
See my Newest Animation Here:
May the Force be with you!
and Thank you for your support! :)
I just posted the power gear on the Westside Lumber Shay engine and added a load of notes. I realized that I needed to add the shot of the gear on the tender and further explain a Shay's operation. As you can see, the drive shaft continues on to the tender for more power in the form of tractive effort. A Shay tender could consist of two of the trucks on the really large locos. This means up to 16 driven wheels, drivers; that's twice #346 and #844. This engine has 12 driven wheels having a smaller tender. Near the "No Aqua" water tank at "Delay Junction" at the Colorado Railroad Museum, the WestSide Lumber Company #12 Shay locomotive sits on the siding rails. I know a lot of folks have knowledge of the history and construction of the Shay locomotives. If I remember correctly, Ephraim Shay, born in 1839, soon ended up associated with the lumber industry in Michigan. He had a brain explosion and designed his Shay locomotive originally to run on pole (lumber) rails in the woods. His idea worked and the Lime Locomotive Works in Ohio was to manufacture this oddity. Needless to say, they were expected to operate in foul conditions and on absurd trackage. He hung vertical cylinders on the side of the boiler and spun a drive shaft along the side of the engine and tender. That is not entirely unlike your car. Usng a design of bevel gears and universal joints allowed the contraption to power bogie trucks that swivel. All the trucks: the front truck under the boiler, the truck under the cab and either one or two trucks under the tender provided for maximum tractive effort powered through extremely tight curves. The top speed was of course, very limited and CRRM volunteers told me that the enjoyment of a ride wore very short but not short enough. Fortunately, the light was on the correct side but horribly directional and harsh. Here it is anyway. I work hard to expand the shadows on this so I could read the lettering on the frame; OWNED BY LOCO LEASE II. I doubt it now. CRRM does not have a Heisler locomotive; donations anyone? I'm not sure if there was one in Colorado.
Eddie and I spaced the Christmas Steamup this year but he found there was a "Black on Track" costume event upcoming. He really wanted to see this steam up. We are REALLY waiting for the RSG #20 to return for a steamup. Donate generously at the CRRM.That day will be shoulder to shoulder at the Colorado Railroad Museum; keep an eye on upcoming events on their web site. Outlanders could target Colorado trips with the expectations of hitting an event here in Golden. Someone will have already been here from your home town and/or country. These are the takes everyone is foaming at the mouth to see.
Outrageous light here for the bold early steam, IMHO. Steam is a winner in winter but the wind made it a blustery day. Are you ready for some steam? The first excursion was not quite full but is building on this blustery Saturday morning runby. The re-enactors are busy putting on a show now that we took our ride..
Driven by Transpennine staff, operating a Northern service, East Midlands Railway 153384 + 153357 passing Barrow Haven operating service 2F86 09:50 Barton On Humber to Cleethorpes, 24/04/21
Bugatti brings its Vision Gran Turismo race-car into the real world.
The French car manufacturer unveiled its super-sports car designed exclusively for the Gran Turismo Playstation video game franchise to thank its millions of fans worldwide for their loyalty and enthusiasm.
Inspired by the Bugatti Type 57 Tank’s victories in Le Mans in 1937 and 1939, the Vision Gran Turismo pays homage to the old racer by sporting the traditional blue two-tone finish. It’s intriguing to see how Bugatti always integrates its rich history in pioneering or current designs, always keeping an eye on future products. In fact, the Vision Gran Turismo undoubtedly carries design cues that will appear in Bugatti’s next hypercar saga, as Wolfgang Dürheimer – President of Bugatti Automobiles S.A.S. – puts it:
"Bugatti Vision Gran Turismo is the first stage on a new journey that Bugatti is embarking on following the successful completion of its Veyron chapter, and which will culminate in the unveiling of the next Bugatti super sports car in the not too distant future. This project showcases Bugatti's new design language, which we have developed to celebrate this new chapter in our company history."
Designed to be the ultimate racer, the automobile has a plethora of race-inspired ideas, created to celebrate Bugatti’s racing tradition and the car’s muse – Le Mans, Circuit de la Sarthe. Moreover, the collaboration between Polyphony Digital and the French car maker will allow the fans to have access to Bugatti’s top notch ideas first handed.
As it will never race in the real world, its design is far more extreme and performance-oriented than that of a normal, contained Bugatti. Still, that didn’t stop the design team to follow the marque’s core values, such as "Art, Forme, Technique". Besides, every component was created with a real performance function in mind, being developed together with Bugatti designers on cutting-edge racing technology and aerodynamic analysis.
"Bugatti's design DNA has reached a new stage in its evolution. Given the nature of the project, our concept car for Vision Gran Turismo is overstated and pushes performance to the limits, but its progressive design language will clearly show the direction that Bugatti's design will take in the coming years”, said Achim Anscheidt, head of the Bugatti design team.
Even the car’s technical features, like its design, were realistically developed, especially as the automobile is based on the Bugatti development team’s latest simulations models of driving dynamics and aerodynamics.
In fact, the entire team worked meticulously on the project for six months, with racing experts from Volkswagen Group offering vital input in order to ensure that every detail of the virtual race car is authentic.
So, what can it do? Well, Bugatti engineers have calculated that the Vision Gran Turismo can drive at over 400 kph (250 mph) on four sections of the virtual Circuit de la Sarthe. To attain that performance objective, the concept is driven by the same, almighty W16 engine, which delivers the power to all four wheels. Unfortunately, Bugatti didn’t communicate an exact number, but it did mention “incredible power”.
Chassis n° S107PR
Coachwork by Brewster & Co.
Bonhams
Les Grandes Marques du Monde à Paris
The Grand Palais Éphémère
Place Joffre
Parijs - Paris
Frankrijk - France
February 2023
Estimated : € 150.000 - 200.000
Sold for € 212.750
In 1926 Rolls-Royce of America had acquired the prestigious coach builder Brewster & Company. Following this acquisition, Rolls-Royce of America offered 28 standardised body styles for Phantom I chassis. One of those configurations was an attractive two seater all-weather convertible coupé with dicky, a body style that would be named 'Regent'. Records show 21 Regents were built on the Phantom I chassis. Due to this relative rarity, and additionally as these cars show signs of the aerodynamic trends that were to follow later in the era, these cars are highly sought after by collectors. The front wings themselves now stretched forwards like blades, as on the famed Derby Speedsters, and the front dumb irons, springs and chassis were discreetly hidden behind valances. Completing the effect, at the front and rear were twin flat bars functioning as extremely stylish bumpers.
This Rolls-Royce Phantom I Springfield was bodied by Brewster & Co in 1931. It was at the Boston Motor Show of the same year that it was acquired new by Mr J Samuels. The latter was one of the most famous American antique and art dealers, counting among his clients such famous billionaires as Andrew Carnegie, William K Vanderbilt and the Rockefeller family. The Rolls-Royce was used by Mr Samuels to visit them, until 1939. 'S107PR' was then acquired by Mr Thomas Perry of Massachusetts, who was then president of the Boston Symphony Orchestra. With gasoline rationed during the Second World War, the Phantom was stored and ultimately little used in the immediate post-war period. In 1953, Mr Coburn Benson purchased the Phantom from Mr Perry and kept it until 2000 in its original state. Sold to an American collector, 'S107PR' was cosmetically and mechanically restored, winning first prize at the Greenwich Concours d'Elegance in 2002.
Brought to France and acquired by its current owner in 2004, the Phantom has been driven regularly on rallies and other gatherings, without neglecting its maintenance. The Rolls-Royce underwent a complete engine overhaul in 2013, including replacing its cylinder head, which had become porous over the years, with a new part re-manufactured in England. This work was carried out by the Ferry Développement and Sauzeau Automobiles workshops for a total of nearly €40,000. More recently, an overhaul of the running gear and a restoration of the spoked wheels was carried out.
With its clear history, its Special Brewster Blue colour contrasting with a polished aluminium bonnet, it is one of the 12 cars equipped with the chrome Buffalo wheels intended for shows and other exhibitions.
Photographed @ the Goodguys PPG Nationals in Columbus, Ohio.
Playing Now: Going, Going, Gone - Lee Greenwood:
COPYRIGHT NOTICE: © 2019 Mark O'Grady Digital Studio\MOSpeed Images LLC. All photographs displayed with the Mark O'Grady Digital Studio/MOSpeed Images logo(s) are protected by Canadian, United States of America and International copyright laws unless stated otherwise. The photos on this website are not stock and may not be used for manipulations, references, blogs, journals, share sites, etc. They are intended for the private use of the viewer and may not be published or reposted in any form without the prior consent of its owner Mark O’Grady/MOSpeed Images LLC.
Driven by Alphonso "Mack" Mackenzie. One of the agents sent by the Real S.H.I.E.L.D faction to infiltrate the S.H.I.E.L.D base being operated by Coulson. After the collapse of the Real S.H.I.E.L.D faction, Mack chose to stay on as part of Coulson's team.
Notre-Dame de la Gratemoine 29/06/2015 12h18
Surrounded by rocks when standing near the Notre-Dame de la Gratemoinw along the Route Napoléon near Séranon.
Roadtrip [8] 29/06/2015
On my birthday the plan was to drive the Route Napoleon from Saint-Vallier-de-Thiey to Grenoble. The planning was 320 kilometers and a 6 hour drive. We started late this day and we had to go back to Grasse to find a gas station. About one hour and 29 kilometers extra was the result. We followed the Route Napoléon (former N85) via Castellane, Digne les Bains (McLunch), Sisteron, Gap, the Col Bayard (+1248 m), Corps, La Mure, Prairie de la Rencontre and we ended up in the center of Grenoble at a Best Western hotel. The highest temperature we experienced near Digne (+34° C).
In total we have driven 329 kilometers, all driven by Stewart. We arrived at Grenoble at 19h30 which means the average speed was quite low today. Leaving at 10h36, arrived at 19h30 means an average speed of only 37 km/h. Including photostops, lunch, rest and gas. The visit to the city of Grenoble was postponed to the next day.
Notre-Dame de la Gratemoine
The Chapel of Notre-Dame de la Gratemoine is a remnant of a Benedictine priory which occupied the site in the eleventh century. This name comes from the Latin grada camina, the path that climbs, Séranon was then an important milestone on the Roman road linking the Alps to the coast. This chapel was originally much larger and only the last bay of the nave has been preserved. It is all that remains of an ancient priory of the abbey of Lérins. At the beginning of the twelfth century the monks rebuilt the church, flanked south of a baptismal chapel; it is that we see the remnants reworked (late thirteenth early fourteenth century). After the Middle Ages, the nave is reduced to the first bay by building a new front wall.
[ Source: divers ]
"Anyone who holds on to life just as it is destroys that life. But if you let it go,...you'll have it forever, real and eternal."
- John12:25
A very good book: Purpose Driven Life
+++ DISCLAIMER +++
Nothing you see here is real, even though the conversion or the presented background story might be based on historical facts. BEWARE!
Some background:
The Waffenträger (Weapon Carrier) VTS3 “Diana” was a prototype for a wheeled tank destroyer. It was developed by Thyssen-Henschel (later Rheinmetall) in Kassel, Germany, in the late Seventies, in response to a German Army requirement for a highly mobile tank destroyer with the firepower of the Leopard 1 main battle tank then in service and about to be replaced with the more capable Leopard 2 MBT, but less complex and costly. The main mission of the Diana was light to medium territorial defense, protection of infantry units and other, lighter, elements of the cavalry as well as tactical reconnaissance. Instead of heavy armor it would rather use its good power-to-weight ratio, excellent range and cross-country ability (despite the wheeled design) for defense and a computerized fire control system to accomplish this mission.
In order to save development cost and time, the vehicle was heavily based on the Spähpanzer Luchs (Lynx), a new German 8x8 amphibious reconnaissance armored fighting vehicle that had just entered Bundeswehr service in 1975. The all-wheel drive Luchs made was well armored against light weapons, had a full NBC protection system and was characterized by its extremely low-noise running. The eight large low-pressure tires had run-flat properties, and, at speeds up to about 50 km/h, all four axles could be steered, giving the relatively large vehicle a surprising agility and very good off-road performance. As a special feature, the vehicle was equipped with a rear-facing driver with his own driving position (normally the radio operator), so that the vehicle could be driven at full speed into both directions – a heritage from German WWII designs, and a tactical advantage when the vehicle had to quickly retreat from tactical position after having been detected. The original Luchs weighed less than 20 tons, was fully amphibious and could surmount water obstacles quickly and independently using propellers at the rear and the fold back trim vane at the front. Its armament was relatively light, though, a 20 mm Rheinmetall MK 20 Rh 202 gun in the turret that was effective against both ground and air targets.
The Waffenträger “Diana” used the Luchs’ hull and dynamic components as basis, and Thyssen-Henschel solved the challenge to mount a large and heavy 105 mm L7 gun with its mount on the light chassis through a minimalistic, unmanned mount and an autoloader. Avoiding a traditional manned and heavy, armored turret, a lot of weight and internal volume that had to be protected could be saved, and crew safety was indirectly improved, too. This concept had concurrently been tested in the form of the VTS1 (“Versuchsträger Scheitellafette #1) experimental tank in 1976 for the Kampfpanzer 3 development, which eventually led to the Leopard 2 MBT (which retained a traditional turret, though).
For the “Diana” test vehicle, Thyssen-Henschel developed a new low-profile turret with a very small frontal area. Two crew members, the commander (on the right side) and the gunner (to the left), were seated in/under the gun mount, completely inside of the vehicle’s hull. The turret was a very innovative construction for its time, fully stabilized and mounted the proven 105mm L7 rifled cannon with a smoke discharger. Its autoloader contained 8 rounds in a carousel magazine. 16 more rounds could be carried in the hull, but they had to be manually re-loaded into the magazine, which was only externally accessible. A light, co-axial 7,62mm machine gun against soft targets was available, too, as well as eight defensive smoke grenade mortars.
The automated L7 had a rate of fire of ten rounds per minute and could fire four types of ammunition: a kinetic energy penetrator to destroy armored vehicles; a high explosive anti-tank round to destroy thin-skinned vehicles and provide anti-personnel fragmentation; a high explosive plastic round to destroy bunkers, machine gun and sniper positions, and create openings in walls for infantry to access; and a canister shot for use against dismounted infantry in the open or for smoke charges. The rounds to be fired could be pre-selected, so that the gun was able to automatically fire a certain ammunition sequence, but manual round selection was possible at any time, too.
In order to take the new turret, the Luchs hull had to be modified. Early calculations had revealed that a simple replacement of the Luchs’ turret with the new L7 mount would have unfavorably shifted the vehicle’s center of gravity up- and forward, making it very nose-heavy and hard to handle in rough terrain or at high speed, and the long barrel would have markedly overhung the front end, impairing handling further. It was also clear that the additional weight and the rise of the CoG made amphibious operations impossible - a fate that met the upgraded Luchs recce tanks in the Eighties, too, after several accidents with overturned vehicles during wading and drowned crews. With this insight the decision was made to omit the vehicle’s amphibious capability, save weight and complexity, and to modify the vehicle’s layout considerably to optimize the weight distribution.
Taking advantage of the fact that the Luchs already had two complete driver stations at both ends, a pair of late-production hulls were set aside in 1977 and their internal layout reversed. The engine bay was now in the vehicle’s front, the secured ammunition storage was placed next to it, behind the separate driver compartment, and the combat section with the turret mechanism was located behind it. Since the VTS3s were only prototypes, only minimal adaptations were made. This meant that the driver was now located on the right side of the vehicle, while and the now-rear-facing secondary driver/radio operator station ended up on the left side – much like a RHD vehicle – but this was easily accepted in the light of cost and time savings. As a result, the gun and its long, heavy barrel were now located above the vehicle’s hull, so that the overall weight distribution was almost neutral and overall dimensions remained compact.
Both test vehicles were completed in early 1978 and field trials immediately started. While the overall mobility was on par with the Luchs and the Diana’s high speed and low noise profile was highly appreciated, the armament was and remained a source of constant concern. Shooting in motion from the Diana turned out to be very problematic, and even firing from a standstill was troublesome. The gun mount and the vehicle’s complex suspension were able to "hold" the recoil of the full-fledged 105-mm tank gun, which had always been famous for its rather large muzzle energy. But when fired, even in the longitudinal plane, the vehicle body fell heavily towards the stern, so that the target was frequently lost and aiming had to be resumed – effectively negating the benefit from the autoloader’s high rate of fire and exposing the vehicle to potential target retaliation. Firing to the side was even worse. Several attempts were made to mend this flaw, but neither the addition of a muzzle brake, stronger shock absorbers and even hydro-pneumatic suspension elements did not solve the problem. In addition, the high muzzle flames and the resulting significant shockwave required the infantry to stay away from the vehicle intended to support them. The Bundeswehr also criticized the too small ammunition load, as well as the fact that the autoloader magazine could not be re-filled under armor protection, so that the vehicle had to retreat to safe areas to re-arm and/or to adapt to a new mission profile. This inherent flaw not only put the crew under the hazards of enemy fire, it also negated the vehicle’s NBC protection – a serious issue and likely Cold War scenario. Another weak point was the Diana’s weight: even though the net gain of weight compared with the Luchs was less than 3 tons after the conversion, this became another serious problem that led to the Diana’s demise: during trials the Bundeswehr considered the possibility to airlift the Diana, but its weight (even that of the Luchs, BTW) was too much for the Luftwaffe’s biggest own transport aircraft, the C-160 Transall. Even aircraft from other NATO members, e.g. the common C-130 Hercules, could hardly carry the vehicle. In theory, equipment had to be removed, including the cannon and parts of its mount.
Since the tactical value of the vehicle was doubtful and other light anti-tank weapons in the form of the HOT anti-tank missile had reached operational status, so that very light vehicles and even small infantry groups could now effectively fight against full-fledged enemy battle tanks from a safe distance, the Diana’s development was stopped in 1988. Both VTS3 prototypes were mothballed, stored at the Bundeswehr Munster Training Area camp and are still waiting to be revamped as historic exhibits alongside other prototypes like the Kampfpanzer 70 in the German Tank Museum located there, too.
Specifications:
Crew: 4 (commander, driver, gunner, radio operator/second driver)
Weight: 22.6 t
Length: 7.74 m (25 ft 4 ¼ in)
Width: 2.98 m ( 9 ft 9 in)
Height: XXX
Ground clearance: 440 mm (1 ft 4 in)
Suspension: hydraulic all-wheel drive and steering
Armor:
Unknown, but sufficient to withstand 14.5 mm AP rounds
Performance:
Speed: 90 km/h (56 mph) on roads
Operational range: 720 km (445 mi)
Power/weight: 13,3 hp/ton with petrol, 17,3 hp/ton with diesel
Engine:
1× Daimler Benz OM 403A turbocharged 10-cylinder 4-stroke multi-fuel engine,
delivering 300 hp with petrol, 390 hp with diesel
Armament:
1× 105 mm L7 rifled gun with autoloader (8 rounds ready, plus 16 in reserve)
1× co-axial 7.92 mm M3 machine gun with 2.000 rounds
Two groups of four Wegmann 76 mm smoke mortars
The kit and its assembly:
I have been a big Luchs fan since I witnessed one in action during a public Bundeswehr demo day when I was around 10 years old: a huge, boxy and futuristic vehicle with strange proportions, gigantic wheels, water propellers, a mind-boggling mobility and all of this utterly silent. Today you’d assume that this vehicle had an electric engine – spooky! So I always had a soft spot for it, and now it was time and a neat occasion to build a what-if model around it.
This fictional wheeled tank prototype model was spawned by a leftover Revell 1:72 Luchs kit, which I had bought some time ago primarily for the turret, used in a fictional post-WWII SdKfz. 234 “Puma” conversion. With just the chassis left I wondered what other use or equipment it might take, and, after several weeks with the idea in the back of my mind, I stumbled at Silesian Models over an M1128 resin conversion set for the Trumpeter M1126 “Stryker” 8x8 APC model. From this set as potential donor for a conversion the prototype idea with an unmanned turret was born.
Originally I just planned to mount the new turret onto the OOB hull, but when playing with the parts I found the look with an overhanging gun barrel and the bigger turret placed well forward on the hull goofy and unbalanced. I was about to shelf the idea again, until I recognized that the Luchs’ hull is almost symmetrical – the upper hull half could be easily reversed on the chassis tub (at least on the kit…), and this would allow much better proportions. From this conceptual change the build went straightforward, reversing the upper hull only took some minor PSR. The resin turret was taken mostly OOB, it only needed a scratched adapter to fit into the respective hull opening. I just added a co-axial machine gun fairing, antenna bases (from the Luchs kit, since they could, due to the long gun barrel, not be attached to the hull anymore) and smoke grenade mortars (also taken from the Luchs).
An unnerving challenge became the Luchs kit’s suspension and drive train – it took two days to assemble the vehicle’s underside alone! While this area is very accurate and delicate, the fact that almost EVERY lever and stabilizer is a separate piece on four(!) axles made the assembly a very slow process. Just for reference: the kit comes with three and a half sprues. A full one for the wheels (each consists of three parts, and more than another one for suspension and drivetrain!
Furthermore, the many hull surface details like tools or handles – these are more than a dozen bits and pieces – are separate, very fragile and small (tiny!), too. Cutting all these wee parts out and cleaning them was a tedious affair, too, plus painting them separately.
Otherwise the model went together well, but it’s certainly not good for quick builders and those with big fingers and/or poor sight.
Painting and markings:
The paint scheme was a conservative choice; it is a faithful adaptation of the Bundeswehr’s NATO standard camouflage for the European theatre of operations that was introduced in the Eighties. It was adopted by many armies to confuse potential aggressors from the East, so that observers could not easily identify a vehicle and its nationality. It consists of a green base with red-brown and black blotches, in Germany it was executed with RAL tones, namely 6031 (Bronze Green), 8027 (Leather Brown) and 9021 (Tar Black). The pattern was standardized for each vehicle type and I stuck to the official Luchs pattern, trying to adapt it to the new/bigger turret. I used Revell acrylic paints, since the authentic RAL tones are readily available in this product range (namely the tones 06, 65 and 84). The big tires were painted with Revell 09 (Anthracite).
Next the model was treated with a highly thinned washing with black and red-brown acrylic paint, before decals were applied, taken from the OOB sheet and without unit markings, since the Diana would represent a test vehicle. After sealing them with a thin coat of clear varnish the model was furthermore treated with lightly dry-brushed Revell 45 and 75 to emphasize edges and surface details, and the separately painted hull equipment was mounted. The following step was a cloudy treatment with watercolors (from a typical school paintbox, it’s great stuff for weathering!), simulating dust residue all over the hull. After a final protective coat with matt acrylic varnish I finally added some mineral artist pigments to the lower hull areas and created mud crusts on the wheels through light wet varnish traces into which pigments were “dusted”.
Basically a simple project, but the complex Luchs kit with its zillion of wee bits and pieces took time and cost some nerves. However, the result looks pretty good, and the Stryker turret blends well into the overall package. Not certain how realistic the swap of the Luchs’ internal layout would have been, but I think that the turret moved to the rear makes more sense than the original forward position? After all, the model is supposed to be a prototype, so there’s certainly room for creative freedom. And in classic Bundeswehr colors, the whole thing even looks pretty convincing.
The Bugatti Veyron EB 16.4 is a mid-engined sports car, designed and developed in Germany by the Volkswagen Group and manufactured in Molsheim, France, by Bugatti Automobiles S.A.S.
The original version had a top speed of 407.12 km/h (252.97 mph). It was named Car of the Decade and best car award (2000–2009) by the BBC television programme Top Gear. The standard Bugatti Veyron also won Top Gear's Best Car Driven All Year award in 2005.
The current Super Sport version of the Veyron is recognized by Guinness World Records as the fastest street-legal production car in the world, with a top speed of 431.072 km/h (267.856 mph), and the roadster Veyron Grand Sport Vitesse version is the fastest roadster in the world, reaching an averaged top speed of 408.84 km/h (254.04 mph) in a test on 6 April 2013.
Name origin
The Veyron EB 16.4 is named in honour of Pierre Veyron, a Bugatti development engineer, test driver and company race driver who, with co-driver Jean-Pierre Wimille, won the 1939 24 hours of Le Mans while driving a Bugatti. The "EB" refers to Bugatti founder Ettore Bugatti and the "16.4" refers to the engine's 16 cylinders and 4 turbochargers.
World record controversy
A controversy developed in 2013 over the Veyron Super Sport's status as the world’s fastest production car, ultimately resolved in the Veyron's favor.
In early April 2013, driving.co.uk (also known as Sunday Times Driving) began an investigation following claims from US car maker Hennessey that its 928 kW (1,244 bhp) Hennessey Venom GT was entitled to the Guinness World Record. With a recorded speed of 427.6 km/h (265.7 mph) the Hennessey was 3.4 km/h (2.1 mph) slower than the Veyron but Hennessey dismissed Bugatti’s official record saying that the Veyron Super Sport was restricted to 415 km/h (258 mph) in production form and that for it to achieve its record top speed of 431.0 km/h (267.8 mph), the car used was in a state of tune not available to customers. Hennessey said its Venom GT was road-ready and unmodified and was therefore a production car in the strict sense of the term.
Driving.co.uk requested clarification from Guinness World Records, which investigated this claim and found that the modification was against the official guidelines of the record. Upon finding this, Guinness World Records voided the Super Sport's record and announced it was "reviewing this category with expert external consultants to ensure our records fairly reflect achievements in this field."
After further review, Shelby SuperCars, the producers of the Ultimate Aero TT, said that they had reclaimed the record, however Guinness reinstated the Super Sport's record after coming to the conclusion that "a change to the speed limiter does not alter the fundamental design of the car or its engine."
Bugatti Veyron 16.4 Super Sport, World Record Edition (2010–)
The Bugatti Veyron 16.4 Super Sport is a faster, more powerful version of the Bugatti Veyron 16.4. Production is limited to thirty units. The Super Sport has increased engine power of 1,200 PS (880 kW; 1,200 bhp), a torque of 1,500 N·m (1,100 lbf·ft), and a revised aerodynamic package. The Super Sport has a 431.072 km/h (267.856 mph) top speed, making it the fastest production road car on the market although it is electronically limited to 415 km/h (258 mph) to protect the tyres from disintegrating.
The Bugatti Veyron 16.4 Super Sport World Record Edition is a version of the Bugatti Veyron 16.4 Super Sport. It is limited to five units. It has an orange body detailing, and a special, black, exposed, carbon, body.
The vehicle was unveiled in 2010 at The Quail, followed by the 2010 Monterey Historic Races at Laguna Seca, and the 2010 Pebble Beach Concours d'Elegance.
[Text taken from Wikipedia]
This Lego Speed Champions (1:37)-scale 2010 Bugatti Veyron Super Sport has been created for Flickr LUGNuts' 88th Build Challenge, - "Let's go Break Some records", - for vehicles that set the bar (high or low) for any number of vehicles statistics or records. In the case of the Veyron Super Sport, the fastest road car in the world - 431.072 km/h (267.856 mph).
www.youtube.com/watch?v=OF82vuC-i_c
gabbyjaws.blogspot.com/2024/12/walkin-in-winter-wonderlan...
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For many years I have driven past this rustic house located just at the top of the Niagara Escarpment in Grimsby, Ontario on Ridge Road and thought it might be a good subject under the right conditions. Yesterday I passed it again and noticed that the early morning sun at this time of year, late summer, managed to come in below the tree line out of the frame to the right and illuminate the now well overgrown, somewhat old-fashioned, flower garden at the foot of the porch. I resolved to come back the next day and try to get a photo of this before it is (yet again) too late. So I did. - JW
Date Taken: 2018-09-18
Tech Details:
Taken using a tripod-mounted Nikon D7100 fitted with and AF-P DX 70-300mm 1:4.5-6.3 lense set to 170mm, Auto WB, ISO100, Aperture priority mode, f/8.0, 1/60 sec with an EV+0.67 exposure bias (based on test shot histogram). PP in free Open Source RAWTherapee from Nikon RAW/NEF source file: set final image size to 9000x6000, leave exposure compensation at EV+0.0, increase contrast and Chromaticity in L-A-B mode, enable Shadows/Highlights and recover highlight details as well as slightly recover shadows, set colour temperature to 4900K (warmer than camera as-shot but much more like the lighting at the time), sharpen (edges only), save. PP in free Open Source GIMP: set black-point to base of data, adjust tone curve to boost the brightest tones without blowing out the ‘white’ paint details and also slightly boost the lower/darkest 20% (approx) of the curve while holding the mid-tones at the default values, slightly boost contrast, adjust colour balance to slightly reduce the yellow tone, slightly decrease the yellow channel colour saturation, sharpen, save, scale image to 6000 wide, sharpen, save, add fine black-and-white frame, add bar and text on left, save, scale image to 2048 wide for posting on-line, sharpen slightly, save.
Wonderful little kitty black and white with white whiskers on his black head.
He is still a baby and he is living dangerously because he can go on the street where the cars are driven sometimes very fast........
I'm afraid for him.
Vaillante Rebellion - Oreca 07 Gibson #31 driven by Julien Canal (FRA) / Bruno Senna (BRA) / Nicolas Prost (FRA)
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Specifications:
220bhp at 3,500 rpm, 7,982.81 cc, coupling rod driven single overhead camshaft inline six-cylinder engine with a 110 mm bore x 140 mm stroke, four-speed sliding pinion transmission with open propeller shaft, two SU carburetors, front and rear half elliptic leaf spring suspension, four-wheel drum brakes. Wheelbase: 156"
Walter Owen Bentley was educated at Clifton College in Bristol. He left in July 1905 at age sixteen to study engineering at King’s College in London. The course lacked a practical element and, finding theory boring, W.O. left and joined the Great Northern Railway as a premium apprentice.
W.O. spent six years at the Great Northern Railway Works at Doncaster, progressing through the various shops and finally ending up on the footplate of the company’s locomotives.
W.O’s next job was assistant to the works manager of the National Motor Cab Company where he was responsible for the maintenance of over five hundred London taxis.
Bentley’s first motorized transport was a Quadrant motorcycle. As time went on, he bought better motorbikes and began entering races and touring events. Bentley won a gold medal in the difficult London to Edinburgh trial and in 1909 competed in the Tourist Trophy but crashed his Speed King on the first lap.
W.O’s first car was a 9 hp Riley that he bought in 1910. About a year later he purchased a French Sizaire-Naudin. The path of his life could not have been predicted; this early in his life, his views on this form of transportation were not favorable. “The motor car seemed to me a disagreeable vehicle. Perhaps I should have realized the vast potentialities of internal combustion and recognized from my nursery days that it was to be the impelling force in my life. But the fact must be recorded that the motor car struck my young, literal mind as a slow, inefficient, draughty and antisocial means of transport. Motor cars splashed people with mud, frightened horses, irritated dogs and were a frightful nuisance to everybody.”
In March 1912, in partnership with his brother, Horace Milner Bentley, W.O. secured the British concession for three French motor manufacturers. Two, Buchet and La Licorne, were not considered very good and so the new company concentrated on the superior Doriet, Flandrin et Parent car. Bentley and Bentley had a showroom in Hanover Street and later in New Street Mews, off Upper Baker Street. Motor racing was a great way to promote and sell cars and W.O. began to develop the four cylinder 2,001 cc 12/15 hp D.F.P. for competition use. Humber, with a similar engine capacity, was dominating this class of racing – Bentley would soon change that.
W.O.’s first event was June 15, 1912 at Aston Clinton hill-climb where the D.F.P. easily won Class II. More modifications followed and considerable success was achieved at Brooklands, eventually averaging 81.98 mph over ten laps. After fitting alloy pistons, Bentley took the car to Paris and broke the flying half-mile record at 89.70 mph. In June 1914 Bentley finished an incredible sixth overall in the Isle of Man T.T. against out and out racing cars of much higher capacity. This competition experience led to the D.F.P. 12/40 hp, the first car in motoring history to be fitted with aluminium pistons as standard.
The First World War brought the brothers’ car sales operation to a halt. Having fitted alloy pistons to the D.F.P. car, W.O. Bentley felt that his knowledge of this technology could help the war effort. W.O. approached the Admiralty with the suggestion that this knowledge should be incorporated into aero engines used by the Royal Naval Air Service.
Lieutenant Bentley was sent to the experimental department at Rolls-Royce in Derby where his ideas were tried, even though the company had already used aluminium pistons in their Silver Ghosts in the Austrian Alpine Trial of 1913. Bentley also worked at Sunbeam and Gwynnes before he was given the opportunity to design his own aero engine.
Bentley went to Humber in Coventry where he met designer F.T. Burgess and later his old friend from his motorcycling days, now Admiralty Inspector S.C.H. Davis. Fredrick Tasker Burgess worked with W.O. to produce the Bentley Rotary aero engines the B.R. 1 and B.R. 2. Later he would work in design at Bentley Motors. W.O. said of him, “I soon recognised that we talked the same language, understood and appreciated the same things, and that he was a man in a thousand to have on design work.”
W.O. was to meet another person who would figure significantly in Bentley Motors, on an airfield in France during the war while under attack by the Red Barron. W.O.: “The adjoining canal seemed to be the only retreat left to me when a Fokker came over one day, and after a terrific hundred-yard sprint with the bullets dancing behind me, in I went with a splash and huddled under the overhanging bank. The plane’s next run across the airfield brought me company in the shape of Petty Officer (Nobby) Clarke, and side-by-side Bentley Motors’ future head racing mechanic and I huddled among the rushes, teeth chattering. The pilot who sent us there, and helped to seal a warm friendship, was Barron von Richtofen himself. I almost felt a pang of regret when Brown in a (Sopwith) Camel, powered by one of our B.R.1’s, caught him at last a year or two later.”
W.O. Bentley was awarded the M.B.E. (Member of the Order of the British Empire) for his service in World War I and the Royal Commission on Awards paid him £8,000 for his work designing the B.R.1 and 2 engines. This money would provide W.O. with the means to set up Bentley Motors. W.O. wanted to build a car. “The creative instinct is strong in most engineers, and, just as I hadn’t been satisfied for long to work on someone else’s rotary engine, so I had to produce my own car.”
After the war, in a small office in Conduit Street, Bentley began to design a new engine. He recruited F.T. Burgess from Humber and Harry Varley from Vauxhall. By September 1919 the design was complete and all the parts manufactured. Nobby Clarke, chief mechanic of one of the R.N.A.S. squadrons that had used Bentley rotary engines, was hired to assemble the first car engine.
The 2,996 cc four-cylinder engine followed the current customary long stroke, high efficiency principals with maximum power developed at just 3,500 rpm. The engine was successfully run for the first time at New Street Mews at the beginning of October and a mock-up chassis was made ready for the Olympia Motor Show in London.
The car made an immediate impression, with a tall, imposing radiator and winged Bentley badge that had been designed by famous motoring artist, F. Gordon Crosby. The Autocar reported that, “The Bentley chassis stands alone in its class as a car designed to give that peculiar and almost perfect combination of tractability and great speed usually to be found on machines built for racing, and racing only.”
Of course Bentley would go on to achieve incredible success in motor racing for many years, winning the Twenty-Four Hours at Le Mans four times in a row during the twenties. Bentley’s drivers included Woolf Barnato, Sir Henry ‘Tim’ Birkin, Jack Barclay, Glen Kidston and George Duller. The Bentley Boys, as they were known, would become part of the Bentley legend. W.O.’s policy was to “race on Sunday, sell on Monday.”
S.C.H. Davis gave a 3.0-liter Bentley with an open four-seater tourer body its first road test for The Autocar in January 1920. Bentley moved to a factory in Oxgate Lane in Cricklewood where the Bentley cars were assembled. The first customer 3.0-liter was delivered in August 1921. Bentley would go on to produce models of 4.5-liters and 6.5-liters and finally between 1930 and 1931 the mighty 8-Litre.
The 8-Litre was basically an enlarged version of the Speed Six. It had a new lower chassis frame, with out-set rear springs and an ‘F’ series gearbox differing from all previous Bentley designs with its casing split down the centre, as opposed to the square box with a lid on top which was used in all earlier cars. This layout allowed for larger bearings which provided extra strength and reduced engine noise.
The first 8-Litres appeared at the Olympia Motor Show in October 1930 and created a sensation. This magnificent machine would top 100 mph with limousine coachwork and eight people inside.
Bentley’s Sales Manager Arthur Hillstead in his book, Those Bentley Days, wrote. “Eight litres! Nearly three times the cubic capacity of the never-to-be-forgotten 3! And what a motor it was! Having a six-cylinder engine with a bore and stroke of 110 mm by 140 mm respectively, and a top-gear speed range (with a ratio of 3.5 to 1) of a minimum of 6 mph and a maximum of 104 mph – what more could man ask for? Yes, indeed; and add to that an acceleration capacity of 10 mph to 100 mph in 50 seconds with a fully equipped saloon body, and surely we had the answer to the sporting motorist’s prayer? The sporting motorist! Speed cum refinement in its highest form! A creation evolved from years of racing experience!”
The 8-Litre was clearly aimed to go head to head with the Rolls-Royce Phantom II, challenging to be the best car in the world, although Hillstead was impressed by the fact that the Bentley outperformed the supercharged Mercedes of that time, on both acceleration and maximum speed, “but it performed with a silence that was uncanny.” He said, “There was nothing like it in the world.”
The 8-Litre was clearly aimed to go head to head with the Rolls-Royce Phantom II, challenging to be the best car in the world, although Hillstead was impressed by the fact that the Bentley outperformed the supercharged Mercedes of that time, on both acceleration and maximum speed, “but it performed with a silence that was uncanny.” He said, “There was nothing like it in the world.”
It would have been interesting to see what developed in this rivalry but Bentley was in deep financial trouble. Bentley Motors effectively ended in 1931 when they notified London Life that they would be unable to make their June 30th mortgage payment. W.O. was confident that the company would continue under the proposed new ownership of Napiers of Acton, London. The receiver’s sale of Bentley’s assets was regarded to be a formality, but in the Royal Courts of Justice in London’s Strand a barrister representing the British Central Equitable Trust made a counter offer, much to everyone’s astonishment. Napier immediately offered more, but the judge informed the court that he was not an auctioneer and gave the two parties until 4.30 in the afternoon to come back with sealed bids. W.O. said, “I don’t know by how much precisely Napier were out-bidded, but the margin was very small, a matter of a few hundred pounds. All I knew that evening was that the deal would not be going through after all.”
Later W.O. commented on the bankruptcy. He said, “When people ask me (and they are too tactful to do so often) why Bentleys went bust, I usually give three reasons: the slump, the 4-Litre car, and the ‘blower’ 41/2s; in proportions of about 70, 20 and 10% respectively.”
Following the court case, it became apparent that the B.C.E.T. was representing Rolls-Royce. Having acquired all of Bentley’s assets, including the design of the 8-Litre, it is perhaps telling that the model was never again produced. Napier’s original bid had been for £103,675, their sealed bid £104,775. Rolls-Royce paid £125,256.
After the acquisition of Bentley by Rolls-Royce, Walter Owen Bentley was asked to call at Rolls-Royce’s London offices to see Sir Henry Royce. Royce, like Bentley, had started working life on the Great Northern Railway. Bentley said, “It might be called an exploratory interview, I suppose, and I have often wondered what was its purpose.”
Royce asked, “I believe you’re a commercial man, Mr. Bentley?”
Bentley replied, “Well, not really, primarily, I suppose I’m more a technical specialist.”
Royce, in some surprise, said, “You’re not an engineer, then, are you?”
“Yes, I suppose you could call me that.” Bentley replied. “I think you were a boy in the G.N. running sheds at Peterborough a bit before I was a premium apprentice at Doncaster.” This was accepted with a nod, W.O. recalled, and he was then offered a job, “on not ungenerous terms…”
The first Rolls-Royce built Bentley was the 31/2 Litre. W.O. was heavily involved in the testing of this car, which became known as ‘The Silent Sports Car’. W.O. loved it.
Bentley were Rolls-Royce’s greatest rivals, but there was great mutual respect between the two men and admiration for the cars that they produced. The Bentley 8-Litre was superior to the Phantom II in a number of respects. Royce considered buying one, but rejected the idea. He said, “We can see in which way it can be better than we are.”
Chassis no. YR5076
Only one hundred 8-Litre Bentleys were built. The car presented here, chassis number YR5076, has its original open tourer coachwork by R. Harrison and Son, who were established in 1883. This incredibly handsome car has velvet green paintwork with a green leather interior and is in beautiful condition.
The 8-Litre was the last car designed by W.O. Bentley and of the hundred examples built, seventy-eight are still in existence today. Only sixteen 8-Litres were built with open bodywork,
six drophead coupés and ten open tourers; only twelve of these open cars survive today with their original coachwork. YR5076 is one of these extremely rare cars.
This car was delivered to Mr. W.B. Henderson, of Somerset, England on January 3, 1931 and was subsequently owned by G.R. Wilson and Lt. Col. A.J.A. Beck before being shipped to the United States in 1953 by Leo Pavelle from New York. The car then became the property of Bill Klein, who then had the largest collection of Bentleys in the world. The car remained in America in the ownership of Jimmy Black from Tennessee, Johnnie Bassett, Ed Jurist, Wayne Brooks and then David Van Schaick, who showed the car at Pebble Beach in 1989. YR5076 returned to the U.K. in 1995 having been sold to Richard Procter, the odometer showing just 43,000 miles, which was believed to be correct. The Bentley was restored during this time and was repainted and retrimmed. It was then sold to William Connor II in Hong Kong.
This car, chassis number, YR5076 has always been maintained to a very high standard and represents an exceptional opportunity to own one of these elegant, rare, high-speed touring cars. It is ready to be enjoyed at important events around the world.
[Text from RM Auctions]
www.rmauctions.com/lots/lot.cfm?lot_id=218906
This Lego miniland-scale Bentley 8-Litre Open Tourer YR5076 (1931 - Harrsion), has been created for Flickr LUGNuts' 89th Build Challenge, - "Over a Million, Under a Thousand", - a challenge to build vehicles valued over one million (US) dollars, or under one thousand (US) dollars.
This particular vehicle was auctioned by the RM Auction house on Saturday March 8, 2008, 2010, where it sold for $2,200,000.
ACE Driven
True Directional Concave Design
20x9 / 20x10.5
Mica Gray with Machined Face
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1972 BMW 2002 driven by Mike Blair during the Sprint Race for Group 1 on Sunday at the 2014 Jefferson 500
If you are interested in this, or any of my other photos from this event please visit my website. prints.swankmotorarts.com/f968605205
I was out wildflowering my way around the Mojave over a long weekend during the spectacular En Nino of 1998. I had left another site at dusk and driven most of the way to Joshua Tree, my target for the next day, and was looking for a place to pull off the road and camp. So I turned off the highway and followed an unnamed dirt road off into the desert. There were cars on a neighboring road that remained visible out across the flat desert as I drove, and I was feeling a little paranoid because I was traveling alone, so I drove for probably a few miles until I found a spot that seemed a bit more secluded. I could see there were flowers nearby as I turned in for the night in the bed of the pickup shell. And the perfume from the dune evening-primrose was so intense that I spent the night with my sinuses all stuffed up. But I had only the barest inkling of the sight that was to greet me at dawn. I'm posting 2 shots: 1 just before sunup & the other just after.
When people talk about a wildflower bloom in the desert, you have to realize: it's very localized, keenly dependent on where there was a cloudburst or two, what the elevation and soil conditions are, etc. You'll drive for miles and miles with nary a petal, and then all of a sudden there'll be a patch like this. Up until now, I had just been following ranger station reports & online 'hotlines'. But this site I found all by myself, and that made it special.
driven, in, The Great Gatsby (2013),
120mph,
365HP,
100 built, est,
$150000, (est)
Petersen Automotive Museum, Wilshire Boulevard, Museum Row , Miracle Mile neighborhood, Los Angeles, California, USA
For the video; youtu.be/WHhWjIkpdBQ
.. to address the difficulty/confusion of my online postings here and elsewhere. Just the most major works, chronologically ordered with CV and three brief texts also at chronological points.
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BAYERN D183
Class……………………………Type 101 Hamburg class Destroyer
Builder……………………….. H. C. Stülcken & Sohn, Hamburg, Germany
Yard number……………….
Laid down..………………….14 Sep 1960
Launched….…………………14 Aug 1962
Completed.………………….6 Jul 1965
Propulsion.…………………..2 shafts each driven by Wahodag geared steam turbines powered by 4 oil fired Wahodag boilers
Speed..…………………………36 knots (max)
Range…………………………..6000nm at 13 knots
Fate…………………………….1993: Decommissioned 1995.Sold for breaking in Denmark
DESIGN GENESIS
Originally the German Navy wanted twelve Type 101 destroyers and, in fact, ordered them in August 1957, but it transpired that they could not be built on the planned displacement of 2500t. So the Western European Union by a post factum decision raised the displacement to 6000t.
All four ships of the class were modernised 1974-77: the boilers were modified to burn light oil, and the lattice mainmast was removed. The 'X' Position 100mm was replaced by two MM38 Exocet twin launchers. In 1978 all ships received an enclosed bridge. During subsequent refits the superstructure and funnel caps were modified and the electronics were updated
The five TTs were replaced by four short ASW TTs' (Conway)
BAYERN D183 photographed post 1974-77 modernisation