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At the 2023 Consumer Electronics Show in Las Vegas recently I was also able to experience a test drive in the Vision EQXX ultra EV. Engineered in just 18 months and representing the most efficient Mercedes-Benz ever built, this experimental unit acts as a barometer for production EQ models, which may eventually inherit deviations from its technology, energy storage capabilities, and driving range. The development intention of the vehicle was to produce a battery with 100 kW capacity, lightweight construction, increased aero, and extreme efficiency. The result is an EV that achieves an extensive range of more than 745 miles on a single charge.
A brace of ex' London Dennis Tridents are currently being converted to open-top configuration by fitters at Lillyhall.
No.17217 can be seen in the conversion bay here, together with the rear half of No.17277.
This bunkhouse room on the Riddle Brother's pioneer ranch in southeastern Oregon may have functioned like a one-room efficiency apartment. In the early 1900's, running water meant transferring filled bottles from the well at a trot.
This photograph is part of the Steens Mountain set. To view the set from the beginning click here..
INSTRUCTIONS AVAILABLE
The third generation Mini was unveiled by BMW in November 2013, with sales starting in the first half of 2014.
Six all-new engines are offered for this Mini, four petrol and two diesels: two models of a 1.2 litre three-cylinder petrol with either 75 PS or 102 PS, a 1.5 litre 3-cylinder petrol with 136 PS, (BMW B38 engine), a 2.0 litre four-cylinder petrol (BMW B48 engine) that produces 192 PS for the Cooper S, and a 1.5 litre 3-cylinder diesel (BMW B37 engine) in two levels of power output: 95 PS and 116 PS (Cooper D), and a 2.0 litre turbo-diesel inline-four (BMW B47 engine) that produces 170 PS (Cooper SD). These engines are mated with a choice of either a 6-speed manual, a 6-speed automatic, or a 6-speed sports automatic gearbox.
The Cooper S soon was joined by the higher performing John Cooper Works model in 2015.
The shape is slightly more rounded than the one it replaces, in order both to improve the car's aerodynamic efficiency and to enhance pedestrian protection in the event of accidents. It has a much longer overhang and higher bonnet. This latest model rides on BMW's all new UKL platform that underpins the new BMW 2 Series Active Tourer.
The dashboard retains its instrument layout, but adds a new instrument binnacle on the steering column for the speedometer, tachometer, and fuel gauge. The central instrument display now houses a four-line TFT display with the option to upgrade to an 8.8 inch screen for navigation and infotainment functions.
As we travelled to and from the Farne Islands it was interesting to see that the Arctic Terns would fly back with just one fish to feed their young whereas the Puffins would return with a beak full. Certainly a more efficient way of feeding the family and deserved further analysis:
Puffins swim underwater using their wings as paddles their feet as a rudder. They can stay underwater for up to a minute and reach considerable depths. Their main diet is usually small fish and they eat about 40 a day.
Puffins can catch several small fish in one dive, holding the first ones in place in its beak with its muscular, grooved tongue while it catches others. The upper and lower beaks are hinged in such a way that they can be held parallel to hold a row of fish in place without squashing the first ones, assisted by inward-facing serrations on the edges of the beak.
RIVERVIEW GARDENS IS A SERIES OF 3 IDENTICAL HOUSES LOCATED IN AUSTIN, TEXAS, ONE BLOCK NORTH OF LAKE AUSTIN (NOW LADY BIRD LAKE). THE HOMES WERE INSPIRED BY HAMILTON POOL, A DEEP NATURAL ESCARPMENT WHICH FORMS A DRAMATIC WATERFALL NEAR AUSTIN. IN THE SPIRIT OF THAT WATERFALL, RAINWATER IS DIRECTED TO THE END OF EACH RIVERVIEW GARDEN HOUSE AND FALLS 3 STORIES IN A SHEET TO FORM A DRAMATIC WATERFALL, NOT UNLIKE THE RARIN SCREEN FOUND IN CLASSICAL CHINESE GARDENS. THE RAINWATER IS THEN COLLECTED IN AN 80’ LONG SHARED POND WHICH ON A BREEZY DAY PROVIDES SOME NATURAL COOLING TO THE HOUSES.
EACH UNIT CONTAINS 2000 SQUARE FEET OF CONDITIONED SPACE AND AN EQUIVALENT AMOUNT OF OUTDOOR LIVING SPACE. THE UNITS ARE RAISED OFF THE GROUND TO PROVIDE COVERED PARKING AND A RECREATION AREA BELOW WHILE CAPITALIZING ON VIEWS OF THE LAKE ABOVE THE TREE LINE.
EACH HOUSE’S PLAN IS STRETCHED ON AXIS TOWARD THE RIVER TO FRAME THE PRIMARY VIEW WHILE CREATING SEMI-PRIVATE YARDS BETWEEN THE HOUSES. SPATIAL ORGANIZATION IS DRIVEN BY THE VIEW OF THE LAKE. A SERIES OF GLASS AND VEGETATIVE SCREENS DIVIDE THE PRIMARY SPACES ON EACH FLOOR, EACH CREATING A FILTER BETWEEN THE PUBLIC SPACE FACING THE LAKE AND THE PRIVATE SPACE ON THE OPPOSITE SIDE. AS ONE MOVES FROM PUBLIC SPACE TO PRIVATE, THE VIEW OF THE LAKE IS GRADUALLY OBSTRUCTED, RETAINING THE PLAN'S ORGANIZATIONAL FOCUS WHILE ALLOWING INCREASING AMOUNTS OF PRIVACY.
THE HOUSES ARE MONOLITHIC ON THE EAST/WEST AXIS AND COMPLETELY OPEN WITH GLASS ON THE NORTH/SOUTH AXIS ALLOWING UNINTERRUPTED VIEWS TO THE LAKE. THE MINIMIZED FOOTPRINT ENSURES LARGE SHARED YARDS WITH DRAMATIC 40' TALL BRAZILLIAN HARDWOOD WALLS. A CACTUS WALL, LIKE PAINTER DIEGO RIVERA’S LEGENDARY MEXICO CITY STUDIO FENCE, WILL FRAME THE LOTS AT STREET LEVEL.
SPATIAL PARTITIONS ALONG EACH BUILDING'S AXIS ARE ENTIRELY GLASS TO ALLOW SHARED VIEWS. A CENTRAL COURTYARD SERVES AS PART OF THE CIRCULATION. THE COURTYARD IS FRAMED BY CLEAR GLASS WALLS ALLOWING UNINTERRUPTED VIEWS THROUGH THE INTERIOR ROOMS AND OUT TO THE LAKE. THE COURTYARD ALLOWS PRIVATE ACCESS TO THE OUTSIDE AND CREATES SEMI-PRIVATE EXTERIOR SPACES.
ALL ROOF SURFACES ARE OCCUPIABLE. THE MAIN ROOF IS DESIGNED AS A PARTIALLY ENCLOSED “ROOM” WITH TALL TRANSULENT PANELS ENSURING PRIVACY, FRAMING VIEWS, AND REFLECTING THE LIGHT OF THE SKY.
WORKING AS BOTH THE DESIGNER AND BUILDER GIVES THE BERCY CHEN STUDIO OPPORTUNITY TO ACTUALIZE INNOVATIVE SYSTEMS AND DETAILS. A DESIGN PARTNERSHIP WITH STRUCTURAL ENGINEERS ENABLED EVEN THESE RELATIVELY SMALL HOMES TO EXHIBIT SOME STRUCTURAL FETES. LIKE AN INVERTED TOWER OF PISA, THE TOP MOST VOLUME OF THE HOUSE CANTILEVERS OVER THE MIDDLE VOLUME, WHICH CANITLEVERS OVER THE BASE. THE RESULTING FORM REACHES OUT TOWARD THE LAKE AND PROVIDES AMPLE SHADING FOR EACH LEVEL.
EVER STRIVING FOR DRAMA, MINIMALISM, ECONOMY AND ENERGY EFFICIENCY, THE STUDIO TESTED VARIOUS STRATEGIES FOR MAKING THE TRANSLUCENT EXTERIOR WALL PANEL SYSTEM AS INSULATIVE AS POSSIBLE. ULTIMATELY A COMBINATION OF POLICARB PANELS, ENAMELED WOOD STUDS, AND ORDINARY HOUSEHOLD BUBBLE WRAP ACHIEVED A MINIMUM VALUE OF R-8 FOR ALL EXTERIOR WALLS.
THE IMPORTANCE OF TRANSPARENCY IN THE PROJECT DEMANDED CAREFUL CONSIDERATION OF GLAZING DESIGN. BERCY CHEN UTILIZED THE EXPERTISE OF FABRICATORS ON THEIR TEAM TO CUSTOM BUILD ALL WINDOWS AND DOORS, EVEN DOWN TO THE HANDLES AND LATCHES.
Riverview Garden Residence,
Bercy Chen Studio LP
A Genuine Example of One of the Eleven 1971 Hemi ‘Cuda Convertibles
500+hp, 425hp rated, 426 cu. in. vee eight-cylinder engine, dual four-barrel carburetors, four-speed manual transmission, Hurst pistol grip shifter, independent front suspension with torsion bars, live axle rear suspension with semi-elliptical leaf springs, front disc, rear drum power assisted hydraulic brakes. Wheelbase: 108"
Three times Chrysler Corporation has relied upon the Hemi to transform its products and image from dull to sparkling, and three times the Hemi has delivered. In an American car market that has been characterized by glitz, fins and bulk, the technical sophistication of Chrysler’s hemispherical combustion chamber V8 engine has been a refreshing demonstration of the appeal of elegant, thoughtful engineering.
In the late 60’s and early 70’s it also acquired a bad boy image of politically incorrect power and performance, establishing a mythical presence that has made the Hemi a legend.
Hemi History
During development work on World War II aircraft engines, Chrysler’s engineers had seen firsthand the potential for hemispherical combustion chamber engines. In addition to the thermal efficiency of the hemi chamber’s low surface area and its low-restriction cross-flow porting, the angle between the valves ideally disposed the ports for efficient breathing in a
vee-layout engine.
Chrysler was the ideal company to pursue the hemispherical combustion chamber V8. It had a longstanding tradition of investigating, developing and perfecting advanced engineering ideas. Unlike its major competitors, Chrysler had neither overhead valve nor vee-configuration engine history, and thus no preconceived notions of how it should be done. Its engine designers could – and did – explore every conceivable engine idea. Their research showed that the hemispherical combustion chamber not only gave better performance than a comparable wedge-chamber head but also tolerated appreciably higher compression ratios.
The hemispherical head V8 was introduced in the Chrysler line in 1951. With 331 cubic inches displacement in a short stroke oversquare design, Chrysler’s FirePower V8 delivered 180 horsepower at 4,000 rpm and 312 lb-ft torque at 2,000 rpm. The performance potential of the Hemi was quickly recognized, most famously with the Chrysler C300 and its successors, which set the pace both on the highway and on NASCAR’s speedways. By 1958, however, manufacturing economics swung the pendulum in favor of the wedge-chamber V8s. The Hemi was phased out in 1959 … but not for long.
In the early 60s the 413 and 426 Wedge engines were dominant in drag racing but lacked the continuous high rpm performance needed on NASCAR’s speedways. Dodge and Plymouth were being trounced, a situation that couldn’t be allowed to stand. Faced with a need to develop a high performance, free-breathing engine quickly, Chrysler’s engineers turned to the solution they already knew worked, the Hemi. They stuck with the overall dimensions of the Raised Block 426 Wedge so existing fixturing and machining setups could be employed and maintained the original Hemi’s dual rocker shafts and 58° valve included angle. To adapt the Hemi head to the Raised Block engine, the ingenious Chrysler engineers rotated the combustion chamber toward the engine’s centerline about 8 1/2°.
Completed and delivered to the track just days before the 1964 Daytona 500’s green flag, the 426 Hemis proved to be invincible, sweeping the top three places in NASCAR’s most important race.
Production of the second generation Hemi ended after the 1971 model year as emission restrictions and insurance surcharges gave horsepower, which had never been entirely socially acceptable, a distinctly antisocial taint. Chrysler would twice more resurrect the Hemi, however, first as a crate engine program for hot rodders and later as a third generation production engine that brought DaimlerChrysler back to the forefront of performance at the beginning of the 21st century. Like some other forms of antisocial behavior, horsepower has proven to be addictive.
The Hemi ‘Cuda
Of all the Street Hemis built, the most famous, attractive and desirable are the 1970-1971 E-body Plymouth ‘Cudas, combining the visceral delight of the Hemi’s power and torque with the ‘Cuda’s lightweight, streamlined and refined 2+2 platform.
The first Barracuda was introduced in 1964 and in the late 60’s Chrysler engineering and Hurst performance shoehorned Race Hemi engines into the Barracuda’s engine compartment for NHRA drag racing. Seventy-five were built, sold and successfully campaigned around the country. When the Barracuda was redesigned for the 1970 model year the engine compartment was made large enough for the legendary 425 horsepower 426 cubic inch Street Hemi.
The Plymouth Barracuda was the cleanest, most refined and elegant of all the pony car designs. Distinguished by its wide grille, long, flat hood, short rear deck and ominously raised rear fenders – deliberately shaped like the haunches of an animal crouching before a leap – the appearance of the ‘Cuda left no doubt that this was a serious performance car.
Hemi-powered ‘Cudas are surpassingly rare. Built for only two years, 1970 and 1971, their low production numbers reflect the undeniable fact that the combination of the ‘Cuda platform and the Street Hemi engine was irrationally fast. It also was expensive: $871.45 in 1970 and $883.90 in 1971, a prohibitive 70% more than the 390 horsepower 440 Six Barrel.
A Hemi ‘Cuda was not for the faint of heart nor for the cautious of pocketbook. Buying one took serious commitment, backed up by an ample budget. In 1971 there were only 119 souls brave and prosperous enough to make the commitment to check off E74, the Street Hemi’s order code, on the ‘Cuda order form.
• 108 of them ordered hardtops
• Only eleven stepped up for the top-of-the-line ‘Cuda convertible powered by the 426 cubic inch, 425 horsepower dual quad Street Hemi.
• Only three of those were confident enough of their driving skills to opt for the Hurst pistol grip shifted four-speed manual transmission.
• Only two of those were delivered in the U.S.
• Both U.S.-delivered ’71 Hemi ‘Cuda convertibles were B5 Blue with
matching interiors.
That’s only three, in all the world, that combined the Street Hemi engine with the ‘Cuda convertible body and 4-speed transmission in 1971. One of them is the car offered here, BS27R1B269588, the only one with white soft top and elastomeric front bumper cover.
The “Mountain Mopar” Hemi ‘Cuda Convertible
Built in February of 1971, this Plymouth Hemi ‘Cuda convertible’s first owner, Ronald Ambach, lived in St. Louis, Missouri. He owned it only until the fall, accumulating the car’s only street miles, before selling it to its next owner, Nick Masciarelli, in Ohio. He decided to take the Hemi ‘Cuda Stock Eliminator drag racing and turned to renowned Detroit-area engine builder Tom Tignanelli for a hot Hemi V8. The new owner was in a hurry, and the quickest way to meet his request was to swap the original engine for a fresh race-prepared Tignanelli Hemi.
In May of 1973, the Hemi ‘Cuda convertible was sold to John Book and partner John Oliverio in West Virginia who raced it in East Coast and Mid-Atlantic events during 1973 and 1974. Its dramatic appearance, complete with gold-leaf “Mountain Mopar” identification, is documented in several period photos in the car’s documentation file.
Fortunately for today’s collectors, the “Mountain Mopar” Hemi ‘Cuda convertible was retired after 1974 and stored in a climate-controlled building in West Virginia. In 1989 it was sold to the Painter brothers. Two years later it was acquired by Milt Robson in Atlanta, Georgia, still in its as-raced condition. Robson commenced a comprehensive restoration using original or new-old-stock parts to its original, as-delivered condition in his shops, which was completed in the early 90’s. Stored inside for virtually its entire life, 269588 was never subjected to the vicissitudes of the elements which afflicted most of its siblings; its original sheet metal and interior are carefully restored and retained. The engine was rebuilt around a correct 1/19/1970 date-coded Chrysler NOS block.
In addition to the 426/425 horsepower dual quad Street Hemi and pistol grip Hurst shifted four-speed manual transmission, this unique 1971 Hemi ‘Cuda convertible is equipped with power steering, power brakes, Dana Super Track Pack and AM-FM radio. Importantly, it is the only ’71 Hemi ‘Cuda convertible known to have been delivered with the body-colored Elastomeric front bumper cover. Its original configuration is verified by two separate original build sheets; the ownership history is documented with a continuous sequence of titles. It has been personally viewed by Galen Govier and authenticated by him as one of the seven US-delivered ’71 Hemi ‘Cuda convertibles which have been included in the Chrysler Registry.
Finished in B5 Blue inside and out with a white vinyl top, it has been restored to better than showroom condition. Particular attention has been paid to the accuracy of its components and finishes and to the preservation of as much as possible of its almost unbelievable originality, including the carefully preserved original interior.
It has been shown only in local shows around Atlanta in the mid 90s, was featured a decade ago in a May 1995 Car Collector magazine article by Dennis Adler and has appeared in several books, copies of which come with the car.
Putting a free-breathing, high-rpm engine like the 426 Hemi in a lithe, frisky chassis like the ‘Cuda was exactly what the forces of political correctness inveighed against in the early 70s. In 1972 the Hemi was gone for the second time, its visceral appeal buried in a cascade of social responsibility, “net” horsepower and Highway Fuel Economy ratings. There is nothing politically correct, nothing socially responsible about a Hemi ‘Cuda. The 1971 Plymouth Hemi ‘Cuda convertible is wretched excess in a nearly unimaginably limited production package.
This is absolutely the most desirable, rare and handsome of all the American Muscle and Pony Cars. Combining the brute power and torque of the legendary dual quad Street Hemi engine with the sleek, aggressive lines of the ‘Cuda convertible, it is the ultimate combination of personal car style and Muscle Car performance, a singular example and the quintessential muscle car of all time.
[Text from RM Auctions]
www.rmauctions.com/lots/lot.cfm?lot_id=132126
This Lego miniland-scale Plymouth HEMI ' Cuda Convertible (1971), 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 for US$2,420,000)
Edda Ferd, PSV – Hybrid Platform Supply Vessel
The Edda Ferd is a platform supply vessel used to support oil rig operations in the North Sea.
A new build, the Østensjø Edda Ferd has been designed with a focus on quality, safety and efficiency. This is the first integration of a Corvus Energy ESS and Siemens’ BlueDrive PlusC propulsion system.
Name: Edda Ferd
Type: 92.6 m Platform Supply Vessel (PSV)
Duty: North Sea Offshore Drilling Platform Service & Support
Pack: 40 x 6.5kWh
Capacity: 260kWh
Bus Voltage : 888VDC
Partners: Østensjø Rederi, Siemens, Corvus Energy
Edda Ferd, PSV is based in Haugesund, Norway operating in the North Sea.
General
Operator:Østensjø Rederi AS
Built:2013
Builder:Astilleros Gondan. Spain
Yard no.:444
Call sign:LAZO7
Flag:NIS
Port of Registry:Haugesund
IMO no.:9625504
MMSI No.:259161000
Classification:DnV +1A1, SF, E0, OFFSHORE SERVICE VESSEL+, SUPPLY, DK(+), DYNPOS-AUTR, HL(2.8), LFL*, CLEAN DESIGN, NAUT-OSV(A), COMF-V3-C2, OIL REC, DEICE
Safety regulations:NMA, Trade Worldwide within GMDSS A3, Solas 1974/1978, International Convention on Load Lines, Pollution Prevention - MARPOL 1973/1978, INLS Certificate
Dimensions
Length o.a.:92,6 m
Length b.p.:82,2 m
Breadth mld.:20,6 m
Depth mld.:9,0 m
Draft max.:7,2 m
Air draft:32,46m
Tonnage - Deadweight
Deadweight:5122 t
Gross tonnage:4870 GT
Net tonnage:1462 NT
Deck loading capacities
Cargo deck:1038 m2
Deck equipment
Anchor chain:2 x 11 shacles.
Anchor Windlass / Mooring Winch:15,5 tons.
Mooring winch:Forward: 2 x 16 tons Aft: 2 x 10 tons
Deck cranes:Port: 1 x MacGregor SWL1,5 t@ 8m / Starboard: 1 x MacGregor SWL 3,0 t @ 10m
Tugger winches:2 x 15 tons.
Propulsion
General:Battery Hybrid Power Station and 2 x VSP each 2700 kW. 2 x AC asynchronous water-cooled motors each 2700 kW.
Main engines:2 x MAK 6M25C a` 2000kW - 2 x MAK 9M25C a`3000 kW
Fuel type:MDO /MGO
Auxiliaries / Electrical power
Generators:2 x Simens generator 2222 kW / 2 x Simens generator 3333 kW
Emergency generator:Caterpillar Emergency generator 158 kW
Speed / Consumption
Max speed / Consumption:abt. 16,0 knots
Main propellers
Maker:Voith Schneider propellers
Type:2 x 2700 KW
Thrusters
Bow thrusters:2 x 1400 kW FP , electric driven low noise tunnel thrusters. Plus 1 x 800 kW RIM tunnel thruster
Bridge / Manoeuvering
Bridge controls:5 control stands. (forward, 2 x aft, starboard, port)
Loading / Discharging:Simens IAS. Remote monitoring of all tanks including loading/discharging operations and start/stop of all pumps.
Dynamic positioning system
Type:Kongsberg K-Pos.
Approval / Class:DNV DYNPOS-AUTR. IMO Class 2
Reference systems:DPS 112, DPS 132, CyScan, Mini-Radascan
Sensors:3 x Gyro, 3 x Motion Reference Unit, 2 x Wind sensor
ERN number:99,99,99,99
Liquid tank capacities
Marine Gas Oil:1100 m3 included 2 chemical and 4 special prod. tanks connected to fuel system.
POT water:1000 m3
Drill Water/Ballast:2280 m3
Mud:Mud/Brine system 513 m3. Special product system 370 m3. Total 883 m3.
Brine:Brine/mud system 513 m3. Special product system 702 m3. Total 1215 m3
Base oil:Total 702 m3. When using combined tanks.
Methanol:Total 440 m3. When using combined tanks.
Special products LFL/LFL*:720 m3
Drill Cuttings:720 m3
Liquid discharge
Fuel Oil pumps:2 x 150 m3/h- 9 bar
Brine pumps:2 x 100 m3/h – 22.5 bar.
Liquid Mud pumps:2 x 100 m3/h – 24 bar.
Specal products pumps:2 x 100 m3/h – 9 bar.
Drill water pumps:1 x 250 m3/h – 9 bar.
Drill cutting pumps:4 x 40 m3/h – 9 bar.
Fresh water pumps:1 x 250 m3/h – 9 bar.
Methanol pumps:2 x 75 m3/h – 9 bar .
Slop system:1 x 20 m3/h
Tank washing system:1 x 30 m3/h
Discharge piping:5"
Bulk tank capasities
Bulk Cement Tanks:4 tanks. Total capacity: 260 m3
Bulk Discharge:2 x 100 t/hr
Navigation equipment
Radar:1 x Furuno FCR-2827 S /ARPA - 1 x Furuno FAR-2837 S / ARPA
Electronic Chart System:2 x TECDIS
Compass:3 x Simrad Gyro GC 80
Autopilot:Simrad AP-70
Echo Sounder:Furuno FE-700
Navtex:Furuno NX-700A
DGPS:Furuno GP-150
AIS:Furuno FA-150
Voyage data recorder:Furuno VR-3000
LRIT:Sailor 6130 LRIT
Log:Furuno DS-80
Communication equipment
General:GMDSS installation in accordance with IMO regulations for vessels operating within Sea Area A3
GMDSS Radio MF/HF Transceivers & DSC:1 x Furuno FS-1575
VHF:2 x GMDSS Furuno FM-8900 / 3 x GMDSS Jotron TR-20 portable / 3 x Sailor 6248
GMDSS EPIRB:1 x Jotron 40 S Mk2 - 1 x Jotron 45 S Mk2
GMDSS SART:2 x Kannad SARTII
UHF:6 x Motorola GM-360 - 6 x Motorola GP-340 ATEX
Sattelite system:1 x Inmarsat / 1 x Iridium
Accommodation
Total no. berths:38 x Beds
Total no. of cabins:27 x Cabins
Single cabins:16 x Single cabins
Double cabins:11 x Double cabins
Office:2 x Offices
Hospital:1 x Hospital
Ventilation/A-C for accommodation:High pressure single-pipe fully redundant ventilation system. Full heating/AC throughout the accommodation
Other:Messroom, Dayrooms, Conferenceroom, Gymnasium,Galley,Dry Provitions,Freezing room, Wardrobes.
Lifesaving / rescue
Approved lifesaving appliances for:40 persons
Liferafts:6 x 25 persons
Rescue/MOB boat:Alusafe 770 Mk2 - Twin installation.
Fire-fighting/foam:Water/Foam pump/ monitors covering cargo deck area
this concludes my little rant about Neuschwanstein Castle. everybody's ticket for the tour has a number on it and so that all the tours start at there allotted time you have stand in what only could be described as a little cattle pen under your number when it shows on one of these little counters until you are aloud in
although it may seem it i am not that bitter about Neuschwanstein Castle, the surrounding area is lovely and the walks around the castle are grate it just goes to show you should not judge a book by its cover
also you can hire pedelow from at the lake below witch was grate fun, check out rockcakes video
2013 Mercedes Benz B180 Blue Efficiency Sport 1.8D.
A bargain at £1000 GBP.
My Mercedes Benz album flic.kr/s/aHsk414fMG
Fuel efficiency, is a form of thermal efficiency, meaning the efficiency of a process that converts chemical potential energy contained in a carrier fuel into kinetic energy or work. Overall fuel efficiency may vary per device, which in turn may vary per application, and this spectrum of variance is often illustrated as a continuous energy profile. Non-transportation applications, such as industry, benefit from increased fuel efficiency, especially fossil fuel power plants or industries dealing with combustion, such as ammonia production during the Haber process.
In the context of transport, "fuel efficiency" more commonly refers to the energy efficiency of a particular vehicle model, where its total output (range, or mileage [U.S.]) is given as a ratio of range units per a unit amount of input fuel (gasoline, diesel, etc.). This ratio is given in common measures such as liters per 100 kilometers (L/100 km) (common in Europe, Canada and Australia) or litres per mil (Norway/Sweden) or miles per gallon (mpg) (prevalent in the USA, UK, and often in Canada, using their respective gallon measurements) or kilometres per litre (km/L) (prevalent in Asian countries such as India and Japan). Though the typical output measure is vehicle range, for certain applications output can also be measured in terms of weight per range units (freight) or individual passenger-range (vehicle range / passenger capacity).
This ratio is based on a car's total properties, including its engine properties, its body drag, weight, and rolling resistance, and as such may vary substantially from the profile of the engine alone. While the thermal efficiency of petroleum engines has improved in recent decades, this does not necessarily translate into fuel economy of cars, as people in developed countries tend to buy bigger and heavier cars (i.e. SUVs will get less range per unit fuel than an economy car).
Hybrid vehicle designs use smaller combustion engines as electric generators to produce greater range per unit fuel than directly powering the wheels with an engine would, and (proportionally) less fuel emissions (CO2 grams) than a conventional (combustion engine) vehicle of similar size and capacity. Energy otherwise wasted in stopping is converted to electricity and stored in batteries which are then used to drive the small electric motors. Torque from these motors is very quickly supplied complementing power from the combustion engine. Fixed cylinder sizes can thus be designed more efficiently.
Just a sampling of the seemingly endless trips to the sushi bar by this Green Heron on Horsepen Bayou.
Every once in a while I have to remind myself to re-focus on how I can get work done effectively and efficiently...
Finally managed to bribe some of my clones to help out around here.
Entry for April's Scavenger Hunt
In once thriving cities in America & Europe, the growing poor are being called 'artists' by local governments, poverty is being transformed into 'artiness,' & the assistance once given to this new class of arty folks is being withdrawn, including shelter & food.
The police & military are fully armed & ready - but still getting more weapons & heavy armor - with which to crush resistance & impose Decent Artfulness should more than 3 people gather in any one place to ask for bread & potatoes. When only 3 people refuse to be Properly Artful, clubbing them may be a sufficient instructive inducement, but more than 3 may lead to stronger pedagogy, such as shooting them with rubber bullets, spraying them with toxic chemicals, running them down with tanks, or providing them with lessons taught by militarized robots made by iRobot Corporation, which also makes Roomba vacuum cleaners.
If some of the resistant arties attempt to leave the classroom cordoned off in the steet, Insitu, Inc. drones (a Boeing company) of various sizes & types may be used to quickly teach them that dutiful artiness is good.
Artiness is very attractive to monied tourists, who love to buy cheap as well as sell dear. Tourism is also much less messy - cleaner - than industry, which has been shipped elsewhere so that the arty will not have to work at dirty jobs. Arty cities truly sparkle in the moonlight. Mayor Wowerite, Berlin, is making Germany's heart sparkle, by getting rid of work, jobs & welfare with the great, precise efficiency his nation is noted for. He is beloved by everyone who buys cheap - fondly, they call him Wowi.
We now come to 1935 in America, a wonderful year in which jobs were gloriously at an all time low due to the Herculean efforts of capitalism & its leading lights. A song was written - a very arty song - that arties holding tin cups while standing in lines in all major cities worldwide could listen to while awaiting some nice soup, if any was left. It's Moon Over Miami! folks, once again the theme song of Artiness, really better than the soup & here performed by The Crooner Himself, Bing Crosby, who when not crooning was thrashing & beating his children & wives in practice of what he knew was best, as so fortunately & admirably Obama, Cameron, Boehner & Wowi know today.
Theme Music for the Human Future
www.youtube.com/watch?v=G1nTIPGdM3g
###
The BMW i8, first introduced as the BMW Concept Vision Efficient Dynamics, is a plug-in hybrid sports car developed by BMW. The 2015 model year BMW i8 has a 7.1 kWh lithium-ion battery pack that delivers an all-electric range of 37 km (23 mi) under the New European Driving Cycle (NEDC).[5] Under the United States Environmental Protection Agency (EPA) cycle, the range in EV mode is 24 km (15 mi) with a small amount of gasoline consumption.
The BMW i8 can go from 0–100 km/h (0 to 60 mph) in 4.4 seconds and has a top speed of 250 km/h (155 mph). The BMW i8 has a fuel efficiency of 2.1 L/100 km (134.5 mpg-imp; 112.0 mpg-US) under the NEDC test with carbon emissions of 49 g/km. EPA rated the i8 combined fuel economy at 76 equivalent (MPG-equivalent) (3.1 L gasoline equivalent/100 km; 91 mpg-imp gasoline equivalent).
The initial turbodiesel concept car was unveiled at the 2009 International Motor Show Germany. The production version of the BMW i8 was unveiled at the 2013 Frankfurt Motor Show. The i8 was released in Germany in June 2014. Deliveries to retail customers in the U.S. began in August 2014. Global cumulative sales totaled almost 4,500 units through June 2015.
History
The i8 is part of BMW's "Project i" and it is being marketed as a new brand, BMW i, sold separately from BMW or Mini. The BMW i3, launched for retail customers in Europe in the fourth quarter of 2013, was the first model of the i brand available in the market, and it was followed by the i8, released in Germany in June 2014 as a 2015 model year. Other i models are expected to follow.
The initial turbodiesel concept car was unveiled at the 2009 International Motor Show Germany, In 2010, BMW announced the mass production of the Concept Vision Efficient Dynamics in Leipzig beginning in 2013 as the BMW i8. The BMW i8 gasoline-powered concept car destined for production was unveiled at the 2011 Frankfurt Motor Show. The production version of the BMW i8 was unveiled at the 2013 International Motor Show Germany. The following are the concept and pre-production models developed by BMW that precedeed the production version.
BMW Vision EfficientDynamics (2009)
BMW Vision EfficientDynamics concept car is a plug-in hybrid with a three cylinder turbodiesel engine. Additionally, there are two electric motors with 139 horsepower. It allows an acceleration to 100 km/h (62 mph) in 4.8 seconds and an electronically limited top speed of 250 km/h (160 mph).
According to BMW, the average fuel consumption in the EU test cycle (KV01) is 3.76 liters/100 kilometers, (75.1 mpg imp), and has a carbon dioxide emission rating of 99 grams per kilometer (1,3 l/100 km and 33g CO2/km ; EU-PHEV ECE-R101). The estimated all-electric range is 50 km (31 mi), and the 24-liter petrol tank extends the total vehicle range to up to 700 km (430 mi). The lightweight chassis is made mainly from aluminum. The windshield, top, doors and fenders are made from polycarbonate glass, with the body having a drag coefficient of 0.26.
The designers in charge of the BMW Vision EfficientDynamics Concept were Mario Majdandzic, Exterior Design and Jochen Paesen, Interior Design.
The vehicle was unveiled in 2009 International Motor Show Germany, followed by Auto China 2010.
BMW i8 Concept (2011)
BMW i8 Concept plug-in hybrid electric vehicle includes an electric motor located in the front axle powering the front wheels rated 96 kW (131 PS; 129 hp) and 250 N·m (184 lb·ft), a turbocharged 1.5-liter 3-cylinder gasoline engine driving rear wheels rated 164 kW (223 PS; 220 hp) and 300 N·m (221 lb·ft) of torque, with combined output of 260 kW (354 PS; 349 hp) and 550 N·m (406 lb·ft), a 7.2 kWh (26 MJ) lithium-ion battery pack that allows an all-electric range of 35 km (22 mi). All four wheels provide regenerative braking. The location of the battery pack in the energy tunnel gives the vehicle a low centre of gravity, enhancing its dynamics. Its top speed is electronically limited to 250 km/h (160 mph) and is expected to go from 0 to 100 km/h (0 to 60 mph) in 4.6 seconds. Under normal driving conditions the i8 is expected to deliver 80 mpg-US (2.9 L/100 km; 96 mpg-imp) under the European cycle. A full charge of the battery will take less than 2 hours using 220V. The positioning of the motor and engine over the axles results in optimum 50/50 weight distribution.
The vehicle was unveiled at the 2011 International Motor Show Germany, followed by CENTER 548 in New York City, 42nd Tokyo Motor Show 2011, 82nd Geneva Motor Show 2012, BMW i Born Electric Tour at the Palazzo delle Esposizioni at Via Nazionale 194 in Rome, Auto Shanghai 2013.
This concept car was featured in the film Mission: Impossible – Ghost Protocol.
BMW i8 Concept Spyder (2012)
The BMW i8 Concept Spyder included a slightly shorter wheelbase and overall length over the BMW i8 Concept, carbon-fibre-reinforced plastic (CFRP) Life module, drive modules made primarily from aluminium components, interlocking of surfaces and lines, 8.8-inch (22.4 cm) screen display, off-white outer layer, orange tone naturally tanned leather upholstery.
The vehicle was unveiled in Auto China 2012 in Beijing and won Concept Car of the Year, followed by 83rd Geneva International Motor Show 2013.
The designer of the BMW i8 Concept Spyder was Richard Kim.
BMW i8 coupe prototype (2013)
The design of the BMW i8 coupe prototype was based on the BMW i8 Concept. The BMW i8 prototype has an average fuel efficiency of less than 2.5 L/100 km (113.0 mpg-imp; 94.1 mpg-US) under the New European Driving Cycle with carbon emissions of less than 59 g/km. The i8 with its carbon-fiber-reinforced plastic (CFRP) passenger cell lightweight, aerodynamically optimized body, and BMW eDrive technology offers the dynamic performance of a sports car, with an expected 0–100 km (0–60 mi) sprint time of less than 4.5 seconds using both power sources. The plug-in hybrid system of the BMW i8 comprises a three-cylinder, 1.5-liter BMW TwinPower turbo gasoline engine combined with BMW eDrive technology used in the BMW i3 and develops maximum power of 170 kW (230 hp). The BMW i8 is the first BMW production model to be powered by a three-cylinder gasoline engine and the resulting specific output of 115 kW (154 hp) per liter of displacement is on a par with high-performance sports car engines and is the highest of any engine produced by the BMW Group.
The BMW i8's second power source is a hybrid synchronous electric motor specially developed and produced by the BMW Group for BMW i. The electric motor develops maximum power of 131 hp (96 kW) and produces its maximum torque of around 320 N·m (240 lbf·ft) from standstill. Typical of an electric motor, responsive power is instantly available when starting and this continues into the higher load ranges. As well as providing a power boost to assist the gasoline engine during acceleration, the electric motor can also power the vehicle by itself. Top speed in electric mode is approximately 120 km/h (75 mph), with a maximum driving range of up to 35 km (22 mi). Linear acceleration is maintained even at higher speeds since the interplay between the two power sources efficiently absorbs any power flow interruptions when shifting gears. The BMW i8 has an electronically controlled top speed of 250 km (160 mi), which can be reached and maintained when the vehicle operates solely on the gasoline engine. The model-specific version of the high-voltage 7.2 lithium-ion battery has a liquid cooling system and can be recharged at a conventional household power socket, at a BMW i Wallbox or at a public charging station. In the US a full recharge takes approximately 3.5 hours from a conventional 120V, 12 amp household circuit or approximately 1.5 hours from a 220V Level 2 charger.
The driver can also select several driving modes: SPORT, COMFORT and ECO PRO. Using the gear selector, the driver can either select position D for automated gear selection or can switch to SPORT mode. SPORT mode offers manual gear selection and at the same time switches to very sporty drive and suspension settings. In SPORT mode, the engine and electric motor deliver extra performance, accelerator response is faster and the power boost from the electric motor is maximized. And to keep the battery topped up, SPORT mode also activates maximum energy recuperation during overrun and braking as the electric motor’s generator function, which recharges the battery using kinetic energy, switches to a more powerful setting. The Driving Experience Control switch on the center console offers a choice of two settings. On starting, COMFORT mode is activated, which offers a balance between sporty performance and fuel efficiency, with unrestricted access to all convenience functions. Alternatively, the ECO PRO mode can be engaged, which, on the BMW i8 as on other models, supports an efficiency-optimized driving style. On this mode the powertrain controller coordinates the cooperation between the gasoline engine and the electric motor for maximum fuel economy. On deceleration, the intelligent energy management system automatically decides, in line with the driving situation and vehicle status, whether to recuperate braking energy or to coast with the powertrain disengaged. At the same time, ECO PRO mode also programs electrical convenience functions such as the air conditioning, seat heating and heated mirrors to operate at minimum power consumption, but without compromising safety. The maximum driving range of the BMW i8 on a full fuel tank and with a fully charged battery is more than 500 km (310 mi) in COMFORT mode, which can be increased by up to 20% in ECO PRO mode. The BMW i8’s ECO PRO mode can also be used during all-electric operation. The vehicle is then powered solely by the electric motor. Only if the battery charge drops below a given level, or under sudden intense throttle application such as kickdown, is the internal combustion engine automatically activated.
The vehicle was unveiled in BMW Group's Miramas test track in France.
Production version
The production BMW i8 was designed by Benoit Jacob. The production version was unveiled at the 2013 International Motor Show Germany, followed by 2013 Les Voiles de Saint-Tropez. It features butterfly doors, head-up display, rear-view cameras and partially false engine noise. Series production of customer vehicles began in April 2014. It is the first production car with laser headlights, reaching further than LED lights.
The i8 has a low vehicle weight of 1,485 kg (3,274 lb) (DIN kerb weight) and a low drag coefficient (Cd) of 0.26. In all-electric mode the BMW i8 has a top speed of 120 km/h (75 mph). In Sport mode the i8 delivers a mid-range acceleration from 80 to 120 km/h (50 to 75 mph) in 2.6 seconds. The electronically controlled top speed is 250 km/h (160 mph).
Range and fuel economy[edit]
The production i8 has a 7.1 kWh lithium-ion battery pack with a usable capacity of 5.2 kWh and intelligent energy management that delivers an all-electric range of 37 km (23 mi) under the NEDC cycle. Under the EPA cycle, the range in EV mode is 15 mi (24 km), with a gasoline consumption of 0.1 gallons per 100 mi, and as a result, EPA's all-electric range is zero. The total range is 330 mi (530 km).
The production version has a fuel efficiency of 2.1 L/100 km (134.5 mpg-imp; 112.0 mpg-US) under the NEDC test with carbon emissions of 49 g/km.[5] Under EPA cycle, the i8 combined fuel economy in EV mode was rated 76 equivalent (MPG-equivalent) (3.1 L gasoline equivalent/100 km; 91 mpg-imp gasoline equivalent), with an energy consumption of 43 kW-hrs/100 mi and gasoline consumption of 0.1 gal-US/100 mi. The combined fuel economy when running only with gasoline is 28 mpg-US (8.4 L/100 km; 34 mpg-imp), 28 mpg-US (8.4 L/100 km; 34 mpg-imp) for city driving, and 29 mpg-US (8.1 L/100 km; 35 mpg-imp) in highway.
The U.S. Environmental Protection Agency's 2014 edition of the "Light-Duty Automotive Technology, Carbon Dioxide Emissions, and Fuel Economy Trends" introduced utility factors for plug-in hybrids to represent the percentage of miles that will be driven using electricity by an average driver, in electric only or blended modes. The BMW i8 has a utility factor in EV mode of 37%, compared with 83% for the BMW i3 REx, 66% for the Chevrolet Volt, 65% for the Cadillac ELR, 45% for the Ford Energi models, 43% for the McLaren P1, 39% for the Porsche Panamera S E-Hybrid, and 29% for the Toyota Prius PHV.
[Text from Wikipedia]
This Lego miniland-scale BMW i8 has been created for Flickr LUGNuts' 94th Build Challenge, - "Appease the Elves Summer Automobile Build-off (Part 2)", - a design challenge combining the resources of LUGNuts, TheLegoCarBlog (TLCB) and Head Turnerz.
To Make Your Brain More Efficient, Try New Things…
Your Brain Becomes Stimulated Once You Experience New Things.
I've been a little obsessed with pin-ups and classic love stories this week, so I made this. Painted board, vintage text (c. 1960), silhouette and woman with curlers painted in acrylics, 8" by 10". I'm considering making a series and selling them online.
At the 2023 Consumer Electronics Show in Las Vegas recently I was also able to experience a test drive in the Vision EQXX ultra EV. Engineered in just 18 months and representing the most efficient Mercedes-Benz ever built, this experimental unit acts as a barometer for production EQ models, which may eventually inherit deviations from its technology, energy storage capabilities, and driving range. The development intention of the vehicle was to produce a battery with 100 kW capacity, lightweight construction, increased aero, and extreme efficiency. The result is an EV that achieves an extensive range of more than 745 miles on a single charge.
Consumers Energy offers an energy analysis to residential and business customers. Learn more about energy efficiency rebates and programs at www.ConsumersEnergy.com/eeprograms.
After the UP held this 383 grain train for over 3 hours worth of delays, the final goodbye kiss was a stop test on the edge of the UP trackage at East Mankato which is on a decent grade. Here the UP official pulls the red flag and heads up to talk to the crew. Then these 4 40's would dig deep to get 100 loads moving again.
The Jaguar D-Type is a sports racing car produced by Jaguar Cars Ltd. between 1954 and 1957. Although it shares the basic straight-6 XK engine and many of its mechanical components with the C-Type, its aviation industry influenced structure was radically different. Innovative monocoque construction and an aeronautical approach to aerodynamic efficiency brought aviation technology to competition car design
Engine displacement began at 3.4 litres, was enlarged to 3.8 L in 1957, and reduced to 3.0 L in 1958 when Le Mans rules limited engines for sports racing cars to that maximum. Jaguar D-Types won the Le Mans 24-hour race in 1955, 1956 and 1957. After Jaguar temporarily retired from racing as a factory team, the company offered the remaining unfinished D-Types as XKSS versions whose extra road-going equipment made them eligible for production sports car races in America. In 1957 25 of these cars were in various stages of completion when a factory fire destroyed nine of them.
Total D-Type production is thought to have included 18 factory team cars, 53 customer cars, and 16 XKSS versions.
Contents
1 Design
2 Competition history
3 XKSS
4 Value
5 References
6 External links
Design
1955 cockpit
1955 D-Type with stabilizing fin
Double overhead cam 3.4 litre straight six cylinder XK6 engine
The structural design, revolutionary at the time, applied aeronautical technology. The "tub", or cockpit section, was of monocoque construction, mostly comprising sheets of aluminium alloy. Its elliptical shape and comparatively small cross-section provided torsional rigidity and reduced drag.[1] To the front bulkhead was attached an aluminium tubing subframe for the engine, steering assembly, and front suspension. Rear suspension and final drive were mounted to the rear bulkhead. Fuel was carried in the tail and the designers followed aviation practice by specifying a deformable Marston Aviation Division bag[1][2] in place of a conventional tank.
The aerodynamic bodywork was largely the work of Malcolm Sayer, who had joined Jaguar following a stint with the Bristol Aeroplane Company during the Second World War and later worked on the C-Type. For the D-Type, he insisted on a minimal frontal area. To reduce the XK engine's height, Jaguar's chief engineer, William Haynes, and former Bentley engineer, Walter Hassan, developed dry sump lubrication, and it has been said that the car's frontal area was also a consideration in canting the engine at 8½° from the vertical (which necessitated the offset bonnet bulge). Philip Porter, in his book Jaguar Sports Racing Cars, says that "[a] more likely reason was to provide extra space for the ram pipes feeding the three twin-choke Weber carburettors."[1] Reducing underbody drag contributed to the car's high top speed; for the long Mulsanne Straight at Le Mans, a fin was mounted behind the driver for aerodynamic stability. For the 1955 season, factory cars were fitted with a longer nose, which lengthened the car by 7½ inches and further increased maximum speed; and the headrest fairing and aerodynamic fin were combined as a single unit that smoothed the aerodynamics and saved weight.[1]
Mechanically, many features were shared with the outgoing C-Type. Its front and rear suspension and innovative all-round disc brakes were retained, as was the XK engine. Apart from the new lubrication system, the engine was further revised as development progressed during the D-Type's competition life. Notably in 1955 larger valves were introduced, together with asymmetrical cylinder heads to accommodate them.
Elements of the body shape and many construction details were used in the Jaguar E-Type.
Competition history
D-Type XKD403, winner of the 1954 Reims 12 Hours race
Jaguar D-Types fielded by a team under the leadership of Jaguar's racing manager Lofty England were expected to perform well in their debut at the 1954 24 Hours of Le Mans race. In the event, the cars were hampered by fuel starvation caused by problems with the fuel filters, necessitating pit stops for their removal,[1] after which the entry driven by Duncan Hamilton and Tony Rolt speeded up to finish less than a lap behind the winning Ferrari. The D-Type's aerodynamic superiority is evident from its maximum speed of 172.8 mph on the Mulsanne Straight compared with the 4.9 litre Ferrari's 160.1 mph.[1]
For 1955 the cars were modified with long-nose bodywork and engines uprated with larger valves. At Le Mans, they proved competitive with the Mercedes-Benz 300 SLRs, which had been expected to win. Mike Hawthorn's D-Type had a narrow lead over Juan Manuel Fangio's Mercedes when another Mercedes team car was involved in the most catastrophic accident in motorsport history.[3] Driver Pierre Levegh and more than 80 spectators lost their lives, while many more were injured.
Mercedes withdrew from the race. Jaguar opted to continue, and the D-Type driven by Hawthorn and Ivor Bueb went on to win.
D-Type XKD606, winner of the 1957 Le Mans 24 Hours race, in Ecurie Ecosse metallic "flag blue" livery
Mercedes withdrew from motorsport at the end of the 1955 season, and Jaguar again entered Le Mans in 1956. Although only one of the three factory-entered cars finished, in sixth place, the race was won by a D-Type entered by the small Edinburgh-based team Ecurie Ecosse and driven by Ron Flockhart and Ninian Sanderson, beating works teams from Aston Martin and Scuderia Ferrari.
In America, the Cunningham team raced several D-Types. In 1955, for example, a 1954 works car on loan to Cunningham won the Sebring 12 Hours in the hands of Mike Hawthorn and Phil Walters, and in May 1956 the team's entries for Maryland's Cumberland national championship sports car race included four D-Types in Cunningham's white and blue racing colors. Driven by John Fitch, John Gordon Benett, Sherwood Johnston and team owner Briggs Cunningham, they finished fourth, fifth, seventh and eighth, respectively.
1956 Jaguar D-Type Long Nose
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Jaguar D-Type Long Nose at Goodwood Festival of Speed 2009
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Although Jaguar withdrew from motorsport at the end of the 1956 season, 1957 proved to be the D-Type's most successful year. 3.8-litre engine Jaguar D-Types took five of the top six places at Le Mans, and Ecurie Ecosse, with considerable support from Jaguar, finished first and second, the best result in the D-Type's racing history.
Rules for the 1958 Le Mans race limited engine sizes to three litres for sports racing cars, which ended the domination of the 3.8-litre D-Type. Jaguar developed a 3.0 litre version to power D-Types in the 1958, 1959 and 1960 Le Mans races, but it proved unreliable, and by 1960 no longer produced sufficient power to be competitive.
The D-Type never again achieved a podium finish at Le Mans. Its success waned as support from Jaguar decreased and cars from rival manufacturers became more competitive. Although it continued for a time to be one of the cars to beat in club racing and national events, by the early 1960s it was obsolete.
XKSS
Main article: Jaguar XKSS
Road-equipped XKSS
After Jaguar temporarily retired from racing as a factory team in 1956, the company offered the remaining unfinished D-Types as XKSS versions whose additional road-going equipment—including a second seat, passenger-side door, side windows, full-width framed windscreen and windscreen wipers, trimmed interior, folding hood, and bumpers—made them eligible for production sports car races in America.
On the evening of 12 February 1957, a fire broke out at Jaguar's Browns Lane plant and destroyed nine of the 25 cars that were in various stages of completion. With the requisite jigs and tooling also destroyed, this effectively ended production of the XKSS version, although Jaguar later converted two additional D-Types.[1]
Value
The first factory production D-Type (XKD-509) was sold at Bonhams auction for £2,201,500 in July 2008. The previous highest confirmed price was £1,706,000, set in 1999.[citation needed]
A 1955 model was sold at a Sotheby's auction in 2016 for $19,800,000.[4]
The New Trakker offers innovative solutions that improve efficiency and reduce fuel consumption and environmental impact. Discover the app and download it in Apple App Store or in Google Play Store!
Edda Ferd, PSV – Hybrid Platform Supply Vessel
The Edda Ferd is a platform supply vessel used to support oil rig operations in the North Sea.
A new build, the Østensjø Edda Ferd has been designed with a focus on quality, safety and efficiency. This is the first integration of a Corvus Energy ESS and Siemens’ BlueDrive PlusC propulsion system.
Name: Edda Ferd
Type: 92.6 m Platform Supply Vessel (PSV)
Duty: North Sea Offshore Drilling Platform Service & Support
Pack: 40 x 6.5kWh
Capacity: 260kWh
Bus Voltage : 888VDC
Partners: Østensjø Rederi, Siemens, Corvus Energy
Edda Ferd, PSV is based in Haugesund, Norway operating in the North Sea.
General
Operator:Østensjø Rederi AS
Built:2013
Builder:Astilleros Gondan. Spain
Yard no.:444
Call sign:LAZO7
Flag:NIS
Port of Registry:Haugesund
IMO no.:9625504
MMSI No.:259161000
Classification:DnV +1A1, SF, E0, OFFSHORE SERVICE VESSEL+, SUPPLY, DK(+), DYNPOS-AUTR, HL(2.8), LFL*, CLEAN DESIGN, NAUT-OSV(A), COMF-V3-C2, OIL REC, DEICE
Safety regulations:NMA, Trade Worldwide within GMDSS A3, Solas 1974/1978, International Convention on Load Lines, Pollution Prevention - MARPOL 1973/1978, INLS Certificate
Dimensions
Length o.a.:92,6 m
Length b.p.:82,2 m
Breadth mld.:20,6 m
Depth mld.:9,0 m
Draft max.:7,2 m
Air draft:32,46m
Tonnage - Deadweight
Deadweight:5122 t
Gross tonnage:4870 GT
Net tonnage:1462 NT
Deck loading capacities
Cargo deck:1038 m2
Deck equipment
Anchor chain:2 x 11 shacles.
Anchor Windlass / Mooring Winch:15,5 tons.
Mooring winch:Forward: 2 x 16 tons Aft: 2 x 10 tons
Deck cranes:Port: 1 x MacGregor SWL1,5 t@ 8m / Starboard: 1 x MacGregor SWL 3,0 t @ 10m
Tugger winches:2 x 15 tons.
Propulsion
General:Battery Hybrid Power Station and 2 x VSP each 2700 kW. 2 x AC asynchronous water-cooled motors each 2700 kW.
Main engines:2 x MAK 6M25C a` 2000kW - 2 x MAK 9M25C a`3000 kW
Fuel type:MDO /MGO
Auxiliaries / Electrical power
Generators:2 x Simens generator 2222 kW / 2 x Simens generator 3333 kW
Emergency generator:Caterpillar Emergency generator 158 kW
Speed / Consumption
Max speed / Consumption:abt. 16,0 knots
Main propellers
Maker:Voith Schneider propellers
Type:2 x 2700 KW
Thrusters
Bow thrusters:2 x 1400 kW FP , electric driven low noise tunnel thrusters. Plus 1 x 800 kW RIM tunnel thruster
Bridge / Manoeuvering
Bridge controls:5 control stands. (forward, 2 x aft, starboard, port)
Loading / Discharging:Simens IAS. Remote monitoring of all tanks including loading/discharging operations and start/stop of all pumps.
Dynamic positioning system
Type:Kongsberg K-Pos.
Approval / Class:DNV DYNPOS-AUTR. IMO Class 2
Reference systems:DPS 112, DPS 132, CyScan, Mini-Radascan
Sensors:3 x Gyro, 3 x Motion Reference Unit, 2 x Wind sensor
ERN number:99,99,99,99
Liquid tank capacities
Marine Gas Oil:1100 m3 included 2 chemical and 4 special prod. tanks connected to fuel system.
POT water:1000 m3
Drill Water/Ballast:2280 m3
Mud:Mud/Brine system 513 m3. Special product system 370 m3. Total 883 m3.
Brine:Brine/mud system 513 m3. Special product system 702 m3. Total 1215 m3
Base oil:Total 702 m3. When using combined tanks.
Methanol:Total 440 m3. When using combined tanks.
Special products LFL/LFL*:720 m3
Drill Cuttings:720 m3
Liquid discharge
Fuel Oil pumps:2 x 150 m3/h- 9 bar
Brine pumps:2 x 100 m3/h – 22.5 bar.
Liquid Mud pumps:2 x 100 m3/h – 24 bar.
Specal products pumps:2 x 100 m3/h – 9 bar.
Drill water pumps:1 x 250 m3/h – 9 bar.
Drill cutting pumps:4 x 40 m3/h – 9 bar.
Fresh water pumps:1 x 250 m3/h – 9 bar.
Methanol pumps:2 x 75 m3/h – 9 bar .
Slop system:1 x 20 m3/h
Tank washing system:1 x 30 m3/h
Discharge piping:5"
Bulk tank capasities
Bulk Cement Tanks:4 tanks. Total capacity: 260 m3
Bulk Discharge:2 x 100 t/hr
Navigation equipment
Radar:1 x Furuno FCR-2827 S /ARPA - 1 x Furuno FAR-2837 S / ARPA
Electronic Chart System:2 x TECDIS
Compass:3 x Simrad Gyro GC 80
Autopilot:Simrad AP-70
Echo Sounder:Furuno FE-700
Navtex:Furuno NX-700A
DGPS:Furuno GP-150
AIS:Furuno FA-150
Voyage data recorder:Furuno VR-3000
LRIT:Sailor 6130 LRIT
Log:Furuno DS-80
Communication equipment
General:GMDSS installation in accordance with IMO regulations for vessels operating within Sea Area A3
GMDSS Radio MF/HF Transceivers & DSC:1 x Furuno FS-1575
VHF:2 x GMDSS Furuno FM-8900 / 3 x GMDSS Jotron TR-20 portable / 3 x Sailor 6248
GMDSS EPIRB:1 x Jotron 40 S Mk2 - 1 x Jotron 45 S Mk2
GMDSS SART:2 x Kannad SARTII
UHF:6 x Motorola GM-360 - 6 x Motorola GP-340 ATEX
Sattelite system:1 x Inmarsat / 1 x Iridium
Accommodation
Total no. berths:38 x Beds
Total no. of cabins:27 x Cabins
Single cabins:16 x Single cabins
Double cabins:11 x Double cabins
Office:2 x Offices
Hospital:1 x Hospital
Ventilation/A-C for accommodation:High pressure single-pipe fully redundant ventilation system. Full heating/AC throughout the accommodation
Other:Messroom, Dayrooms, Conferenceroom, Gymnasium,Galley,Dry Provitions,Freezing room, Wardrobes.
Lifesaving / rescue
Approved lifesaving appliances for:40 persons
Liferafts:6 x 25 persons
Rescue/MOB boat:Alusafe 770 Mk2 - Twin installation.
Fire-fighting/foam:Water/Foam pump/ monitors covering cargo deck area
Just a sample of modular origami surface area efficiency comparisons that I do. This analysis I do on some modulars that result in a completed closed surface to get an idea of how much paper was "wasted" in making locks and getting the right shapes for the particular polyhedron.
The black areas are the portions of each sheet of paper that becomes a part of the surface of the finished model (drawn perfectly to scale). The percents were calculated with a little help from AutoCAD.
As you can see, the sonobe unit is pretty inefficient. Though it should be noted that it sacrifices this efficiency for simplicity and flexibility. The other two are models of mine with both pictures and diagrams in my photostream. They were specifically designed for one polyhedron each, so in the customization allows them to gains efficiency.
Although 26%, or about 1/4 (for the dodecadodeca), might not sound very efficient, the drastically increased complexity of the shape it produces, including points of negative curvature, makes this design pretty efficient for what it does IMO; considering that it's twice as efficient as the sonobe unit.
The Icositetrahedron is one of my most efficient designs. The final model made from 24 sheets of paper is almost TWICE the diameter of a 30-piece sonobe model made from the same sized paper.
A simple example of a modular with even MORE efficiency is the Butterfly Ball, which sacrifices integrity for a 50% efficiency. This model doesn't even really have a lock; it is held together by friction. In fact, technically the sonobe unit is ALSO held together purely by friction, but at least the sonobe unit has pockets instead of just overlapping paper. Both of my designs shown here have strong, mechanical locks not based around friction.
___________________________
Surface area efficiency for my truncated rhombic triacontahedron (not shown here) is 30.9%, which I think is pretty good considering the super-strength of the locking mechanism.
Diagrams for all 3 of my models described here, the two in this photo as well as the one I just mentioned can be found in my "Diagrams & Notes" set. Photos of the completed models are in my "Origami Modulars" set.
Portable tin for minifig transport...they seldom complain, asking only for plastic bananas and coffee in return.
From 2022 all motor vehicles manufactured must be more energy efficient under a new EU directive.
Here sails are attached to the rear of a vehicle in what is being termed "Wind Assist Technology". It is reported that this can result in an efficiency gain of as much as 20% thus cutting emissions.
"Auto Fold" sensors drop the sail whenever the vehicle approaches a low bridge, multi-storey car park or telegraph pole - or when the wind is in the wrong direction.