Irizar i6s Efficient Integral de Rubiocar.

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Using Energy Efficiently

For all the energy required to propel a vehicle, not all of it makes it to the wheels. Some of it is lost to friction and heat. Vehicle inefficiency can be classified into two categories of losses: road-load and energy conversion. At Tesla, careful attention is given to both to achieve the maximum range. The Tesla Roadster leverages both an incredible electric powertrain and an engineer’s obsession with efficiency to be the most efficient production sports car on the market today.

London Drive the Future

In 1982 Mercedes-Benz released the production version of more than a decade's research into developing a compact format, efficient and safe luxury car. The name '190' referred back to the 1950 and 60s versions of 'reduced power output' models of their mainstream saloon car range. The 190E specified a fuel-injected 2.0 litre, four cylinder engine, whilst a 190 model, without the 'E' (for einspritz' appellation, referred to the same engine, but using a carburetor.

This is the version most commonly seen in taxis, along with a 2.0 litre 4-cylinder diesel, with even less power......

Then something strange happened within the halls of Mercedes-Benz....

190E 2.3-16 & 2.5-16 "Cosworth":

In the late 1970s, Mercedes competed in rallying with the big V8-powered Coupés of the R107 Series, mainly the light-weight Mercedes 450 SLC 5.0. Mercedes wished to take the 190 E rallying, and asked British engineering company Cosworth to develop an engine with 320 bhp (239 kW) for the rally car. This project was known as project "WAA' by Cosworth". During this time, the Audi Quattro with its all-wheel drive and turbocharger was launched, making the 2.3-16v appear outclassed. With a continued desire to compete in high-profile motor sport with the 190, and also now an engine to do it with, Mercedes turned to the Deutsche Tourenwagen Meisterschaft (DTM) (German Touring Car Championship) motor sport series instead. Cars racing in this championship, however, had to be based on a roadgoing model. Mercedes therefore had to put into series production a 190 fitted with a detuned version of the Cosworth engine. This high-performance model was known as the 190 E 2.3-16, and debuted at the Frankfurt Auto Show in September 1983, after its reputation had already been established. Three cars, only slightly cosmetically altered, had set three world records in August at the Nardo testing facility in Italy, recording a combined average speed of 154.06 mph (247.94 km/h) over the 50,000 km endurance test, and establishing twelve international endurance records. The Mercedes 190-E Cosworth was also featured on the second episode in series fifteen of the popular car show Top Gear.

Engin:

2.5-16 Cosworth

The Cosworth engine was based on the M102 four cylinder 2.3-litre 8-valve 136 hp (101 kW) unit already fitted to the 190- and E-Class series. Cosworth developed the cylinder head, "applying knowledge we've learnt from the DFV and BDA." It was made from light alloy using Coscast's unique casting process and brought with it dual overhead camshafts and four valves per cylinder, meaning 16 valves total which were developed to be the "largest that could practically be fitted into the combustion chamber".

In roadgoing trim,the 2.3 L 16-valve engine made "185 hp (138 kW) at 6,200 rpm and 174 lb·ft (236 N·m) at 4,500 rpm. The oversquare 95.50 x 80.25 mm bore and stroke dimensions ensuring that it revs easily up to the 7000 rpm redline". Acceleration from 0–100 km/h (62 mph) was less than eight seconds, and the top speed was 230 km/h (143 mph).

US-Specification cars had a slightly reduced compression ratio (9.7:1 instead of 10.5:1), and were rated at 167 hp (125 kW) @ 5800 rpm and 162 lb·ft (220 N·m) @ 4750.

The roadgoing version of the engine was reconfigured with reduced inlet and exhaust port sizes, different camshaft profiles, no dry sump configuration and Bosch K-jetronic replacing the specialised Kugelfischer fuel injection. These changes helped bring power down to the required 185 bhp (138 kW) specification, but still resulted in a "remarkably flexible engine, with a very flat torque curve and a wide power band". The heads for the engines were cast at Cosworth's Coscast foundry in Worcester and sent to Germany to be fitted to the rest of the engine, parts of which were different from the standard 2.3 including light pressed alloy pistons, and rings designed to withstand higher engine speeds, whilst con-rods, bearings and bearing caps were found to be strong enough as standard and left unaltered.

16v differences:

Due to their performance, the 16-valve cars were different from the other 190 models. The body kit on the 2.3-16 and 2.5-16 reduced the drag coefficient to 0.32, one of the lowest CD values on a four-door saloon of the time, whilst also reducing lift at speed. The steering ratio was quicker and the steering wheel smaller than that on other 190s, whilst the fuel tank was enlarged from 55 to 70 L. The Getrag 5-speed manual gearbox was unique to the 16-valve and featured a 'racing' gear pattern with 'dog-leg' first gear, left and down from neutral. This meant that the remaining 2nd, 3rd, 4th and 5th gears were in a simple H pattern allowing fast and easy selection. The gearchange quality was, however, noted as "notchy, baulky", criticisms which weren't levelled at the BMW M3 (E30) which shared the same gearbox. The pattern is also unusual in that the driver engages reverse by shifting left and up from neutral, as for first gear in a conventional pattern. This was demonstrated in a Top Gear episode (S15E02) where James May took a 190E 2.3-16 Cosworth and repeatedly confused reverse and first gear. An oil cooler was fitted to ensure sufficient oil cooling for the inevitable track use many of these cars were destined for.

The strictly four-seater interior had Recaro sports seats with strong side bolsters for front and rear passengers. 3 extra dials - an oil temperature gauge, stopwatch and voltmeter - were included in the centre console. The 190 E 2.3-16 was available in only two colours, Blue-Black metallic (Pearl Black in the US), and Smoke Silver. The 2.5-16 added Almandine Red and Astral Silver.

All 2.3-16-valve 190 models are fitted with a Limited Slip Differential (LSD) as standard. They were also available with Mercedes' ASD system which was standard equipment on the 2.5-16v. The ASD is an electronically controlled, hydraulically locking differential which activates automatically when required. The electronic control allows varied amounts of differential lock from the standard 15% right up to 100%. It is not a traction control system however, and can only maximize traction rather than prevent wheel spin. Activation of the ASD system is indicated by an illuminating amber triangle in the speedometer.

The suspension on 16-valve models is very different from the standard 190 (W201). As well as being lower and stiffer, it has quicker dampers, larger anti-roll bars, harder bushings and hydraulic Self-levelling suspension (SLS) on the rear. This allows the rear ride height to remain constant even when the car is fully loaded.

At the inauguration of the new, shorter Nürburgring in 1984, a race with identical cars was held, with former and current F1 pilots at the wheel. A then unknown Ayrton Senna took first place.

Private Teams such as AMG later entered the 2.3-16 in touring cars races, especially the DTM. In the late 1980s, the 2.5-16 (never released in the United States) raced many times, against the similar BMW M3 and even the turbocharged Ford Sierra RS Cosworth.

Evolution models:

2.5-16 Evolution II

With the debut of the BMW M3 Sport Evolution, Mercedes' direct competitor, it became obvious that the 2.5-16 needed a boost for the circuit. In March 1989, the 190 E 2.5-16 Evolution debuted at the Geneva Auto Show. The Evo I, as it came to be called, had a new spoiler and wider wheel arches. Many changes were made to under-the-skin components such as brakes and suspension. There was a full SLS suspension allowing vehicle ride height to be adjusted from an interior switch. All were intended to allow the Evolution cars to be even more effective round a track.

The Evo I's output is similar to the 202 bhp (151 kW) of the "regular" 2.5-16. However this car had a redesigned engine of similar capacity but, most importantly, a shorter stroke and bigger bore which would allow for a higher rev limit and improved top-end power capabilities. Additional changes stretch to "rotating masses lightened, lubrication improved and cam timing altered". Cosworth also list a project code "WAC" for the development of the short-stroke Evolution engine.

Only 502 units of the Evolution model were produced for homologation in compliance with DTM rules. For those customers desiring even more performance, a PowerPack option engineered by AMG was available for DM 18,000. The PowerPack option included hotter camshafts, a larger diameter throttle body, more aggressive ignition and fuel management as well as optimization of the intake and exhaust systems. The net result was an additional 30 bhp (22 kW).

In March 1990, at the Geneva Auto Show, the 190 E 2.5-16 Evolution II was shown. With the success of the first Evolution model, this model's 502-unit production was already sold before it was unveiled.

The "Evo II" included the AMG PowerPack fitted to the same short-stroke 2.5 engine as the Evolution, as well as a full SLS suspension allowing vehicle ride height to be adjusted from an interior switch. An obvious modification to the Evolution II is a radical body kit (designed by Prof. Richard Eppler from the University of Stuttgart) with a large adjustable rear wing, rear window spoiler, and Evolution II 17-inch wheels. The kit served an aerodynamic purpose — it was wind tunnel tested to reduce drag to 0.29, while at the same time increasing downforce. Period anecdotes tell of a BMW executive who was quoted as saying "if that rear wing works, we'll have to redesign our wind tunnel." The anecdote claims that BMW did.

As mentioned 500 were made in "blauschwarz" blue/black metallic. But the last two, numbers 501 and 502 were made in astral silver.

[Test taken from Wikipedia]

This Lego miniland-scale 190E 2.5-16 Evolution II sedan has been created for Flickr LUGNuts' 84th Build Challenge, our 7th birthday, - "LUGNuts Turns 7…or 49 in Dog Years", - where all the previous challenges are available to build to. In this case Challenge 57, - "From Mild to Wild", for vehicles that have been turned into something special out of the ordinary. And also challenge 33, - "Size Matters", - as a buddy challenge with Sirmanperson, who has produced the same 190E 2.5-16 Evolution II in 1:17 scale.

Infographic poster for the San Diego Regional Energy Office.

Fast, efficient and handy the Brass Defender is the new weapon of the brave shock troops of his majesty.

This mechanized armor can withstand a whole squad!

Baselland Transport [BLT] Route 10 combination Class Be 4/8 245 and Class Be 4/6 224 were recorded at Münchenstein Dorf. The branding on the leading tram unit is for IWB, a leading provider of renwable energy and energy efficiency.

All images on this site are exclusive property and may not be copied, downloaded, reproduced, transmitted, manipulated or used in any way without expressed written permission of the photographer. All rights reserved – Copyright Don Gatehouse

'Efficient', an Andrew Barclay 0-4-0 saddle tank (W/No.1598 built in 1918) shunting loaded bogie flat wagons at Shelton Steelworks during a photographic charter on 8th April 2000.

© Gordon Edgar - All rights reserved. Please do not use my images without my explicit permission

The loco is now at the Ribble Steam Railway, Preston and their website shows the following information:

'Efficient' was built at the Caledonia works of Andrew Barclay & Sons in Kilmarnock. It is a standard Barclay saddle tank with 14" x 22" cylinders and 3' 5" driving wheels. Painted in the Kilmarnock firms usual green lined livery and lettering, it spent it's entire working life at McKechnie Brothers' copper smelting works at Widnes. It shared the duties here with a smaller Barclay engine named 'Economic', which failed to live up to it's name and was scrapped in 1955. There were also two 100h.p. Sentinels as well.

When no longer required at the copper works 'Efficient' was purchased by the Liverpool Locomotive Preservation Group and moved to Seacombe in July 1969. From here, it worked the two Docker railtours in 1971 and 1972, double-headed with 'Lucy'. 'Efficient' moved to Southport in July 1973, where she had the distinction of being the first steam locomotive to enter the newly formed museum. She was fitted with a new inner firebox in 1981, and was a regular performer at Southport until the late 1990s when the site closed, eventually arriving at Preston on 27th July 1999. Efficient's last public steaming was in April 2000 as she took part in the closing celebrations at Shelton Steelworks in Stoke. A firm favourite amongst the crews at the museum, investigation was carried out during the summer of 2005 to bring the loco back into service.

Unfortunately, due to the extent of the work required on the boiler, she will have to wait her turn. She is on view in the museum in a 'as in industrial use' condition.

Off grid living video series # 18: Energy Efficient Homes-Conclusion off-grid-living.com/off-grid-living-membership-sign-up/me...

Some background:

Simple, efficient and reliable, the Regult (リガード, Rigādo) was the standard mass production mecha of the Zentraedi forces. Produced by Esbeliben at the 4.432.369th Zentraedi Fully Automated Weaponry Development and Production Factory Satellite in staggering numbers to fill the need for an all-purpose mecha, this battle pod accommodated a single Zentraedi soldier in a compact cockpit and was capable of operating in space or on a planet's surface. The Regult saw much use during Space War I in repeated engagements against the forces of the SDF-1 Macross and the U.N. Spacy, but its lack of versatility against superior mecha often resulted in average effectiveness and heavy losses. The vehicle was regarded as expendable and was therefore cheap, simple, but also very effective when fielded in large numbers. Possessing minimal defensive features, the Regult was a simple weapon that performed best in large numbers and when supported by other mecha such as Gnerl Fighter Pods. Total production is said to have exceeded 300 million in total.

At the end of Space War I in January 2012, production of the Regult for potential Earth defensive combat continued when the seizure operation of the Factory Satellite was executed. After the war, Regults were used by both U.N. Spacy and Zentraedi insurgents. Many surviving units were incorporated into the New U.N. Forces and given new model numbers. The normal Regult became the “Zentraedi Battle Pod” ZBP-104 (often just called “Type 104”) and was, for example, used by Al-Shahal's New U.N. Army's Zentraedi garrison. The related ZBP-106 was a modernized version for Zentraedi commanders, with built-in boosters, additional Queadluun-Rhea arms and extra armaments. These primarily replaced the Glaug battle pod, of which only a handful had survived. By 2067, Regult pods of all variants were still in operation among mixed human/Zentraedi units.

General characteristics:

Accommodation: pilot only, in standard cockpit in main body

Overall Height: 18.2 meters

Overall Length: 7.6 meters

Overall Width: 12.6 meters

Max Weight: 39.8 metric tons

Powerplant & propulsion:

1x 1.3 GGV class Ectromelia thermonuclear reaction furnace,

driving 2x main booster Thrusters and 12x vernier thrusters

Performance:

unknown

Armament:

None

Special Equipment and Features:

Standard all-frequency radar antenna

Standard laser long-range sensor

Ectromelia infrared, visible light and ultraviolet frequency sensor cluster

ECM/ECCM suite

The kit and its assembly:

I had this kit stashed away for a couple of years, together with a bunch of other 1:100 Zentraedi pods of all kinds and the plan to build a full platoon one day – but this has naturally not happened so far and the kits were and are still waiting. The “Reconnaissance & Surveillance” group build at whatifmodellers.com in August 2021 was a good occasion and motivation to tackle the Tactical Scout model from the pile, though, as it perfectly fits the GB’s theme and also adds an exotic science fiction/anime twist to the submissions.

The kit is an original ARII boxing from 1983, AFAIK the only edition of this model. One might expect this kit to be a variation of the 1982 standard Regult (sometimes spelled “Reguld”) kit with extra parts, but that’s not the case – it is a new mold with different parts and technical solutions, and it offers optional parts for the standard Regult pod as well as the two missile carrier versions that were published at the same time, too. The Tactical Scout uses the same basis, but it comes with parts exclusive for this variant (hull and a sprue with the many antennae and sensors).

I remembered from a former ARII Regult build in the late Eighties that the legs were a wobbly affair. Careful sprue inspection revealed, however, that this second generation comes with some sensible detail changes, e. g. the feet, which originally consisted of separate toe and heel sections (and these were hollow from behind/below!). To my biggest surprise the knees – a notorious weak spot of the 1st generation Regult kit – were not only held by small and flimsy vinyl caps anymore: These were replaced with much bigger vinyl rings, fitted into sturdy single-piece enclosures made from a tough styrene which can even be tuned with small metal screws(!), which are included in the kit. Interesting!

But the joy is still limited: even though the mold is newer, fit is mediocre at best, PSR is necessary on every seam. However, the good news is that the kit does not fight with you. The whole thing was mostly built OOB, because at 1:100 there's little that makes sense to add to the surface, and the kit comes with anything you'd expect on a Regult Scout pod. I just added some lenses and small stuff behind the large "eye", which is (also to my surprise) a clear part. The stuff might only appear in schemes on the finished model, but that's better than leaving the area blank.

Otherwise, the model was built in sub-sections for easier painting and handling, to be assembled in a final step – made possible by the kit’s design which avoids the early mecha kit’s “onion layer” construction, except for the feet. This is the only area that requires some extra effort, and which is also a bit tricky to assemble.

However, while the knees appear to be a robust construction, the kit showed some material weakness: while handling the leg assembly, one leg suddenly came off under the knees - turned out that the locator that holds the knee joint above (which I expected to be the weak point) completely broke off of the lower leg! Weird damage. I tried to glue the leg into place, but this did not work, and so I inserted a replacement for the broken. This eventually worked.

Painting and markings:

Colorful, but pretty standard and with the attempt to be authentic. However, information concerning the Regults’ paint scheme is somewhat inconsistent. I decided to use a more complex interpretation of the standard blue/grey Regult scheme, with a lighter “face shield” and some other details that make the mecha look more interesting. I used the box art and some screenshots from the Macross TV series as reference; the Tactical Scout pod already appears in episode #2 for the first time, and there are some good views at it, even though the anime version is highly simplified.

Humbrol enamels were used, including 48 (Mediterranean Blue), 196 (RAL 7035, instead of pure white), 40 (Pale Grey) and 27 (Sea Grey). The many optics were created with clear acrylics over a silver base, and the large frontal “eye” is a piece of clear plastic with a coat of clear turquoise paint, too.

The model received a black ink washing to emphasize details, engraved panel lines and recesses, as well as some light post-shading through dry-brushing. Some surface details were created with decal stripes, e. g. on the upper legs, or with a black fineliner, and some color highlights were distributed all over the hull, e. g. the yellowish-beige tips of the wide antenna or the bright blue panels on the upper legs.

The decals were taken OOB, and thanks to a translation chart I was able to decipher some of the markings which I’d interpret as a serial number and a unit code – but who knows?

Finally, the kit received an overall coat of matt acrylic varnish and some weathering/dust traces around the feet with simple watercolors – more would IMHO look out of place, due to the mecha’s sheer size in real life and the fact that the Regult has to be considered a disposable item. Either it’s brand new and shiny, or busted, there’s probably little in between that justifies serious weathering which better suits the tank-like Destroids.

A “normal” build, even though the model and the topic are exotic enough. This 2nd generation Regult kit went together easier than expected, even though it has its weak points, too. However, material ageing turned out to be the biggest challenge (after all, the kit is almost 40 years old!), but all problems could be overcome and the resulting model looks decent – and it has this certain Eighties flavor! :D

TOKS №NCT 290

Built: 2024

Estonia, Tallinn, Uus-Sadama tänav

Irizar i6s Efficient Integral de Hife.

Ligne N80 bus pelliculé pour l'occasion

Le premier jour de sa réédition pour cette saison 2022.

Ligne déjà présente en 2021.

Ligne N80 entre Vaulx-en-Velin la Soie et Grand Parc Miribel Jonage/Le Morlet en Direct.

Reichstag Cupola - Berlin, Germany.

The Reichstag dome is the large glass dome at the top of the Reichstag building which offers a 360-degree view of Berlin cityscape. It was reconstructed by Architect Sir Norman Forster after winning a commission in 1993 to rebuild and design it. It was built to symbolize the reunification of Germany and symbolizes Berlin's attempt to move away from a past of Nazism and Communism and instead towards a future with a heavier emphasis on a united, democratic Germany.

The Reichstag dome was designed to be environmentally friendly. Energy efficient features include the use of natural light that shines through the mirrored cone which effectively decreases carbon emissions. A large sun shield tracks the movement of the sun electronically and blocks direct sunlight.

Although once a subject of great controversy, the Reichstag dome's distinctive appearance has made it a prominent landmark in Berlin.

I wanted to take photos inside the dome but was disapointed to find that there's maintenance cleaning going on inside the dome for the whole week. Visitors, however, were still allowed access to the terrace and view the dome from the outside. The sunset was colorful that day and I would have loved to stay until blue hour but I decided I didn't want to be stuck up there with limited subject and mobility.

Camera | Lens: Nikon D700; Nikon 24-70mm f/2.8; ND filter 0.9; + polarizer

Exposure: 25 sec; Aperture: f/13: ISO: 100: Focal Length: 24mm; EV: +1

Copyright 2010 | Yen Baet | All Rights Reserved.

Do not use any of my images without permission.

Say hello at www.yenbaet.com.

"Black bears are efficient berry-eaters, consuming up to 30,000 berries a day in a good year. They gather berries quickly, using their sensitive, mobile lips and swallowing them whole. The berries enter a two-part stomach, which grinds the pulp off the seeds. The seeds pass through the digestive tract unbroken and able to germinate, making black bears important seed dispersers. Each summer, they spread the seeds of their favorite berries all over their home ranges."

www.bear.org/website/bear-pages/black-bear/foraging-a-foo...

"Black bears are omnivorous animals, but mostly eat vegetation and fruits. Despite their tough appearance and long teeth and claws, 85% of a black bear's diet comes from plants. They also like to eat honey and can rip open a whole tree to get into a beehive. Black bears' thick coats protect them from stinging bees, meaning they can eat the honeycombs as fast or as slowly as they like. At night, black bears in the Pacific Northwest fish for salmon in rivers. A few enterprising bears also venture into human-populated areas to steal from trashcans or campsites. In the fall, when they are preparing for hibernation, black bears eat lots of bugs like ants and bees for their protein. Black bears also sometimes catch baby deer, cows and moose, but they are more likely to try to steal carcasses from more active predators like wolves, coyotes and cougars. The extra proteins help them gain fat for their long, annual hibernation." From www.whatdobearseat

Yesterday, 5 September 2019, friend Pam and I had a great day out in Kananaskis. It had been just over two months since I drove myself out there, but Pam had been only two days ago. There were a few different places that she wanted to stop yesterday, and she was hoping to see a bear - preferably a Grizzly, but we were out of luck for that. However, we were lucky enough to see two Black Bears, which was such a treat.

Our day started off really well, leaving the city at 7:00 am. Driving along a backroad SW of the city, a small, rather cute, old barn was our first find. It was set back from the road and easily missed, so I'm glad I spotted it.

Further on, we came across a White-tailed Deer feeding in a field, and it looked so beautiful in the early morning sun. Normally, I don't get out this early and I know I miss that special light.

Going to have to finish description, etc. later ....

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]

en.wikipedia.org/wiki/BMW_i8

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.

Measurements 50 inches wide x 28 inches deep x 29 inches tall. Fully loaded we are at 65 inches long.

Just flowering

oh, oh

on my Smartphone the colors weren't so rich!

If we weren't so efficient at catching them, because they grow their entire life.

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Mittelenglisch nennt man die Form der englischen Sprache, die etwa zwischen dem 12. und der Mitte des 15. Jahrhunderts gesprochen wurde.

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Sie teilen dieselbe bio-georaphische Klimaregion: Atlanisch.

Biogeographic Region: Atlantic

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Das Altenglische entstand, als die Angeln, Jüten, Friesen und Sachsen sich ab ca. 450 in Britannien ansiedelten.

Altenglisch wurde ursprünglich mit Runen geschrieben, übernahm nach der Bekehrung zum Christentum jedoch das lateinische Alphabet, dem man einige Zeichen hinzufügte. So etwa wurde der Buchstabe Yogh aus dem Irischen übernommen, der Buchstabe ð (eth) war eine Abwandlung des lateinischen d, und die Buchstaben þ (thorn) und ƿ (wynn) stammen aus dem Fuþorc (der anglo-friesischen Variante der gemeingermanischen Runenreihe, dem älteren Fuþark).

Für Sprecher des modernen Englisch ist diese Sprachstufe ohne gezieltes Erlernen nicht mehr verständlich. Sie ist eine eng mit dem Friesischen und Niederdeutschen verwandte westgermanische Sprache und gehört der Gruppe der germanischen Sprachen an, einem Hauptzweig der indoeuropäischen Sprachfamilie.

Die angelsächsische Sprache spaltete sich ab dem 5. Jahrhundert vom kontinentalen Westgermanisch ab, als die Angeln, Sachsen, Friesen und Jüten sich in Britannien ansiedelten (Schlacht von Mons Badonicus). Vom 8. Jahrhundert an ist sie schriftlich belegt und erreicht um 1000 ein hohes Maß an Standardisierung (Spätwestsächsisch der „Schule von Winchester“).

Aus den vorher auf der Insel gesprochenen keltischen Sprachen übernahm das Angelsächsische nur sehr wenige Lehnwörter.

...

Durch die dänische und norwegische Einwanderung ab dem 8. Jahrhundert hat die englische Sprache gegenüber der altsächsischen Sprache auch zahlreiche nordgermanische Elemente integriert, die allerdings erst in den mittelenglischen Texten in größerer Zahl auftauchen, darunter neben einigen hundert anderen Wörtern so zentrale Begriffe wie sky, leg und das moderne Pronomen they.

Stärker noch als in der niedersächsischen Sprache wurden auch Elemente der lateinischen Sprache aufgenommen, insbesondere im Bereich des religiösen Wortschatzes.

Die Dialektsprecher auf dem Festland und der Insel konnten sich miteinander verständigen.

Einschnitt:

Mit der Eroberung Englands durch die französischen Normannen 1066

wurde die Sprache durch den französischen Einfluss aus der Normandie so sehr verändert, dass man sie ab diesem Zeitpunkt als mittelenglische Sprache bezeichnet.

...

Thema - you - they.

Um mehr zu sagen, ist die etymologische Seite dieses "Problems" sehr erhellend: Früher im Altenglischen war das ursprüngliche Wort für "Du" - "thou" - man findet es noch in alten sakralen Texten und Liedern. Und Ihr hieß ye- ye bezog sich also auf mehr als einen Anzuredenden.

Dann nach der normannischen Eroberung fand ein Einzug französischer Sprachelemente ins Englische statt, dies nennt sich Mittelenglische Zeit. "Thou" wurde langsam ersetzt durch "ye" da die französisch-höfische Sitte den Plural vorschrieb, um eine höherstehende Person anzusprechen, dies übertrug sich später auf gleichgestellte Personen.

Jedoch verblieb "thou" noch lange Zeit im Sprachgebrauch. Die Unterscheidung zwischen formaler und nicht-formaler Anrede kam von der üblich Anrede von Königen und anderen höfischen Adelspersonen im Plural. Das wurde schließlich weiter ausgedehnt, um jedwede höhergestellte Person oder Unbekannte mit dem Pluralwort "ye" anzureden. Denn dies wurde als höf-licher ! empfunden.

Das französische "tu" wurde als ein sehr intimes oder herablassendes Anredewort empfunden, einem Fremden gegenüber insbesondere als beleidigend. Im 18. Jahrhundert schrieb Samuel Johnson (ein sehr einflußreicher Gelehrter seiner Zeit, Autor, Essayist, Kritiker, Verfasser des ersten maßgeblichen Lexikons der Englischen Sprache) in seinem Werk: A Grammar of the English Tongue: "im zeremoniellen Sprachgebrauch..wird die zweite Person Plural für die zweite Person Singular verwendet..". Vergleichsweise schreibt The Merriam Webster Dictionary of English Usage, dass um 1650 herum bei den meisten Sprechern des südbritannischen Englisch "thou" unüblich geworden war, sogar im informalen Sprachgebrauch unter Freunden nicht mehr verwendet wurde.

Also wir erkennen: Das Wörtchen "thou" war veraltet, und das "ye" hat sich einfach als das gebräuchlichere Wort für "du", also die 2. Person Singular, eingeschlichen gehabt, weil man wohl zum einen sich dem Adel dadurch näher fühlte, also sich sozial aufgewertet sah, und die Gefahr, unhöflich zu sein, verringert wurde. Interessantes

Nebendetail:

auch heute gibt es in England noch einen Ort , wo das "thou" noch lebt im Sprachgebrauch:Lichfield, Staffordshire, wo Dr. Samuel Johnson geboren wurde. Und natürlich richtet sich das Verb nach dem Mehrzahlpronomen "ye", das "ye" das zum heutigen "you" verschmolzen ist!

de.wikipedia.org/wiki/Altenglisch

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(Swedish name: Designradhuset) Energy efficient building with super insulation, primarily heated by radiated solar energy, heat produced by humans, household machinery, domestic electronic equipment and light fittings.

Built: 2017. Architect: Kjellgren Kaminsky Architecture.

www.kaminsky.se (website in Swedish)

en.wikipedia.org/wiki/Passive_solar_building_design

Valla neighbourhood in Linköping city. "Vallastaden 2017" was an urban living expo held in September 2017. Architecture, interior design, sustainability and lifestyle were all integral parts.

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]

en.wikipedia.org/wiki/BMW_i8

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.

***UPDATE*** Matt is revamping an additional bedroom into a home office. The desk makes the room, an good Risom to get productive. Ha. Thanks guys.

Ok. I was dropping dimes today at the warehouse, bombing some stellar gritty natural light shots of various things. Flippin' Jens Risom is gonna be 99 years old this May, but his legacy will live forever. He designed this sweet desk with sensibility for the scale of this iconic Playboy chair. Put the two together and I go to a happy place. Thunder.

+++ DISCLAIMER +++

Nothing you see here is real, even though the conversion or the presented background story might be based historical facts. BEWARE!

Some background:

The origins of the mighty Hawker Harpy date back until the late 1940ies, when the British MoD issued a specification for "an interceptor fighter with supersonic performance" under the handle F.23/49. In May 1949 OR.268 was prepared and finally issued in April 1950. It called for a twin-engine single-seat supersonic fighter to operate in Europe and desirably any other part of the world. The initial design requirements were not too demanding: a top speed of at least Mach 1.2 was called for, with climb to 50.000' (15.240m) in no more than 360 seconds. The fighter had to have a rate of climb of at least 1.000'/min (305m/min) and a minimum endurance from take-off to landing of at least 60min. At least two 30mm Aden cannon were to be carried.

Both Harpy and Lightning were hard to replace, though, as the RAF Phantoms initially also had to fill out an attack and reconnaissance role (a gap which was to be filled with the SEPECAT Jaguar), so both interceptors soldiered on until the early 1980ies. Both were replaced by the Phantoms, the large Harpy made its final flight in May 1982 while the last Lightning was retired in 1988, as the Tornado ADV was under development and would unite what even the couple of Harpy and Lighning never achieved in their service career.

General characteristics:

Crew: 1

Length: 21.52 m (70 ft 7 in)

Wingspan: 9.34 m (30 ft 8 in)

Height: 5.41 m (17 ft 9 in)

Wing area: 42.2 m² (454 ft 3 in)

Empty weight: 10,371 kg (22,864 lb)

Loaded weight: 15,288 kg (33,704 lbf)

Max. take-off weight: 18,879 kg (41,621 lbf)

Powerplant:

2× reheated Armstrong Siddeley Sapphire Sa.7LR engines, rated at 11.000lb (48.9kN) dry thrust and at 15.400lb (68.4kN) with afterburner

Performance:

Maximum speed: Mach 2.1

Combat radius with 5 min combat: 647 nmi (746 mi, 1,200 km)

Ferry range: 1.403 nmi (1.615 mi, 2.600 km) with 3 external fuel tanks

Service ceiling: 18.100 m (59.383 ft)

Rate of climb: 83 m/s (16.405 ft/min)

Wing loading: 447.4 kg/m² (MAX T-O Weight) (91.63 lb/ft² (MAX T-O Weight))

Thrust/weight: 0.5; 0.91 with afterburner (MAX T-O Weight)

Armament:

2× Aden 30mm (1.18”) cannons under the air intakes with 120 RPG

7× hard points (6 under wing and one centerline hard point) for air-to-air missiles (Firestreak or, from 1965 on, primarily Red Top), fuel on three wet pylons, or bombs, Matra pods with 18 unguided 68mm SNEB rockets, for a total maximum load of 10.000 lb (4.540 kg)

The kit and its assembly:

Hopefully royalists will forgive me for this... but did you ever see an aircraft and get the spontaneous idea what it actually could be or have been? Well, the Chinese J-8II is such a case. In fact, the J-8 was born as a scaled-up MiG-21F with two engines, and it was later modified to carry a nose radome and lateral air intakes. Somehow this large jet fighter had IMHO a British look about it… I couldn't help, it HAD to become an RAF aircraft! Totally anachronistic, but worth the try ;).

Anyway, it is still SO retro that I had to put even the modernized version back in time by about 20 years, when it would have been up to date. Just for reference: imagine that the real J-8II entered service in China when the Harpy was retired after 20 years of service in my fictional background story…

Well, to be honest I have had this one on my idea list for a long time, but as it would ‘just’ be an almost OOB build I always held in back, favoring more complicated works. Anyway, as I had a Trumpeter J-8II kit in store AND appropriate decals I decided to work the Harpy out as the first kit in 2014.

As already mentioned, this is an almost OOB build of the Trumpeter J-8II (NATO code 'Finback B'), with only minor modifications. The kit is very nice: Fit is good, you get recessed panel lines, as many details as you can ask for – just some fit issues with the fuselage halves and slight sink holes at the air intakes. While you need some putty, anyway, the thing goes together very easily.

Personal mods to create the Hawker Harpy include a Matchbox pilot figure for the cockpit, two fins ('Finback A' style) instead of the J-8II's single MiG-23 style folding fin, new drop tanks (from a Matchbox Hawker Hunter, with fins added) and four Red Top missiles (from an Eastern Express Sea Vixen) – all for a convincing RAF look.

Other small mods include e. g. getting rid of some typical Soviet-style antennae (even though I kept the almost iconic anti-flutter weights on the tailplane) and the GSh-23-2 cannon fairing under the fuselage, which was replaced by two single gun fairings for 30mm Aden cannons under the air intakes.

Painting and markings:

Classic RAF colors from the Sixties, with Dark Slate Gray/Dark Sea Gray from above and Light Aircraft Gray below (Humbrol 163, 164 and 166, respectively). The aircraft received a light black ink wash in order to emphasize the kit’s fine engraved panel lines, as well as some dry-painting with lighter shades (including Dark Slate Gray/Dark Sea Gray from Modelmaster – these tones are a tad lighter than the Humbrol counterparts, and Humbrol 196, RAL 7035).

The cockpit interior was painted in dark gray, while the landing gear wells and the other interiors were left in Aluminum. The landing gear was painted in Steel, the wheel discs white and the air brakes in red from the inside.

Decals/markings come from an Xtradecal sheet for RAF Phantom FG.1/FGR.2s, "XL196" is, AFAIK, a ‘free’ (never used) RAF serial number that fits around 1962. Some additional stencils and markings were painted onto the fuselage by brush.

After decal application the kit received an overall coat of semi-gloss Tamiya acrylic varnish.

The Hawker Harpy is/was simple kit travesty, but IMHO the resulting ‘British product’ looks very convincing and late-1950ies style?

The new BMW 1 Series.

Unmistakably sporty, with a higher quality feel and greater presence.

New special-edition models, an enhanced premium interior, extended

connectivity features and the latest-generation iDrive operating system: this is

the next generation of the BMW 1 Series. The sportiest representative of the

premium compact class comes with a broad range of efficient engines

encompassing powerful three-, four- and six-cylinder variants. Uniquely in this

class, the BMW 1 Series has rear-wheel drive, with the intelligent xDrive allwheel-

drive system available as an option. The new edition of the

BMW 1 Series will be launched in July 2017 in 3-door and 5-door versions.

The BMW 1 Series: a tour de force in the premium compact class.

The success story of this sporty compact model dates back to late-summer

2004 and the introduction of the original BMW 1 Series. Thanks to its

superior agility and driving dynamics, it rapidly positioned itself as the epitome

of sporting prowess in the compact segment. To date, more than two million

units of the BMW 1 Series have been sold worldwide, of which approximately

960,000 are from the latest model generation. Germany is the most important

international market and this is where one in four BMW 1 Series is sold,

followed by the UK (20 per cent) and China (eight per cent). The

BMW 1 Series is built in Germany at the plants in Regensburg (3-door and 5-

door models) and Leipzig (5-door). There are also assembly plants for the

Asia-Pacific region in Chennai (India) and Rayong (Thailand).

New special-edition models with striking looks.

The BMW 1 Series is unmistakeably sporty: dynamic contours, the distinctive

kidney grille, long bonnet and a sportily stylish rear define its appearance. New

special-edition models – the Edition Sport Line Shadow, Edition M Sport

Shadow and BMW M140i Edition Shadow – see BMW emphasising the

youthfully refreshing, sporty character of the 1 Series. The special editions

stand out from their siblings with a kidney grille frame painted in black, LED

headlights with black inserts and darkened rear lights which likewise feature

LED technology. The BMW 1 Series Edition M Sport Shadow has black

exhaust tailpipes, too. The new exterior colours Seaside Blue and Sunset

Orange also contribute to the new car’s more striking looks.

The Sport Line, Urban Line and M Sport variants of the BMW 1 Series remain

in the line-up alongside the standard model. And now there are also specialedition

models to choose from. The handover from one model to the next

sees five new light-alloy wheels being added to the range in 17- and 18-inch

formats. A total of 16 different wheel designs – in sizes ranging from 16 to

18 inches – provide plenty of scope for personalisation. The new

BMW 1 Series Edition Sport Line Shadow comes with exclusive 17-inch lightalloy

wheels (725) as standard. The Edition M Sport Shadow has 18-inch

wheels in either Jet Black or Bicolour Jet Black (719 M) to complement its

shadow-like character. And an additional 18-inch light-alloy wheel design is

offered for the M140i/M140i xDrive Edition Shadow (436 M in Orbit Grey).

Upgraded interior, redesigned instrument panel.

Moving inside the new BMW 1 Series, an array of details add to the cabin’s

exclusive, high-quality feel. With a clear and stylish design, the instrument

panel has been completely reworked to place an even greater emphasis on

driver focus. The black-panel instrument cluster has likewise been

reconfigured. Contrast stitching gives the various model variants a

sophisticated appearance. The centre stack, which houses the control panels

for the radio and air conditioning system, features a high-gloss black surface.

There is a roll cover for the cupholders in the centre console, giving the new

interior a clean look. And the window buttons in the doors now have chrome

trim. Thanks to virtually imperceptible gaps, the glove compartment blends

seamlessly into the overall ambience. The air vents for the air conditioning

have been revised and also contribute to the generous impression of space

created by the interior of the new BMW 1 Series.

Customers can also specify an optional new seat covering in Cognac Dakota

leather, while the interior trim strips are now available with Pearl Chrome

accents. The Urban Line offers exclusive new combinations of white or black

acrylic glass with chrome detailing. The standard model, Sport Line and

M Sport variants can be ordered with new combinations of Piano Finish Black,

aluminium or Fineline wood trim with chrome. When it comes to the seat

coverings, BMW 1 Series customers can choose from seven cloth variants,

some including leather or Alcantara.

Using iDrive, the touchscreen or voice control to operate various functions.

The new BMW 1 Series is equipped with the latest generation of the iDrive

operating system as standard. Using the iDrive Touch Controller allows the

driver to comfortably access and activate a variety of vehicle, navigation and

entertainment functions with one hand. Thanks to the touchpad integrated

into the Controller, it is easy to enter destinations for the navigation system in

handwriting style. If the optional Navigation system Professional is fitted, the

high-resolution central 8.8-inch display now comes in touchscreen form.

Intelligent voice control is the third way of operating these functions.

Perfectly connected from the word go.

Thanks to the standard built-in SIM card in the BMW 1 Series,

ConnectedDrive provides optimum connectivity and access to BMW services

without having to rely on the customer’s smartphone. These include the

Concierge Services, where personal assistants select destinations such as

restaurants or hotels for the driver while en route, make reservations and then

send the information directly to the vehicle’s navigation system, complete with

all contact details. Online Entertainment gives BMW 1 Series occupants a

choice of millions of music tracks and audio books, while RTTI (Real Time

Traffic Information) finds a smart way around traffic jams. RTTI now also

includes a hazard preview based on fleet information, meaning that in addition

to the real-time traffic situation, the service also notifies drivers of dangerous

situations – such as accidents or heavy rain – detected by other BMW

vehicles. Anonymised sensor data is used for this purpose. Hazard reports

and rain are shown on the map in the vehicle’s display, while a warning and

message appear on the navigation map when approaching the location of the

danger.

Plus, in selected cities in Germany and the USA, the On-Street Parking

Information service uses the Navigation system Professional display to

indicate the probability of finding an available roadside parking space.

The all-encompassing digital concept BMW Connected seamlessly integrates

the BMW 1 Series into the user’s digital life via touchpoints such as an

iPhone, Apple Watch, Android smartphone or smartwatch. BMW Connected

detects mobility-related information, such as the addresses contained in the

appointments calendar, and transmits this automatically to the vehicle. The

user then receives a message on their smartphone notifying them in advance

of the ideal departure time based on real-time traffic information. In addition,

places the user drives to regularly and personal mobility patterns are also

stored automatically. This means that manually entering destination

addresses in the navigation system is set to largely become a thing of the

past. If navigation details such as the destination address and desired arrival

time have already been set outside the vehicle on the user’s smartphone, the

link between phone and car will allow BMW Connected to transfer the

information seamlessly and make it available to the BMW navigation system.

BMW Connected and the Remote Services allow BMW 1 Series drivers to

stay in touch with their car at all times, no matter where they are. They can

control the heating and ventilation, lock and unlock the doors and call up

vehicle-related information, quickly and easily using their smartphone. And if

they happen to forget where they parked their car, they can check its location

on a map via BMW Connected. Alternatively, the vehicle’s horn or headlight

flasher can be activated remotely in order to locate it in a large car park, for

example. With the help of Alexa and Alexa-capable devices, BMW 1 Series

drivers in Germany and the UK can even manage their appointments in the

BMW Connected mobility agenda and operate vehicle functions by voice

control from the comfort of their home.

For the first time, BMW now offers Microsoft Office 365 users a secure server

connection for exchanging and editing emails, calendar entries and contact

details in the BMW 1 Series, thanks to the car’s built-in Microsoft Exchange

function.

The optional in-car WiFi hotspot provides a high-speed mobile internet

connection for up to ten devices. Apple CarPlay is also available for the

BMW 1 Series via a BMW navigation system. Integrating the smartphone into

the vehicle’s system environment allows the phone and selected apps to be

operated using the iDrive Controller, voice commands or the touchscreen

display (if the Navigation system Professional is specified). Compatible

smartphones can also be supplied with power wirelessly by means of an

optional inductive charging tray.

Driver assistance systems: extra help for the driver.

The assistance systems on the options list for the new BMW 1 Series include

Active Cruise Control with Stop & Go function, which enables the vehicle to

move along with the flow of traffic automatically up to near its maximum

speed. The system alerts the driver and applies the brakes if it detects an

obstacle. The Driving Assistant is also available as an option and comprises

the Lane Departure Warning system and City Collision Mitigation, which

applies the brakes automatically at speeds up to 60 km/h (37 mph) in

response to an imminent collision with a car, motorcycle or pedestrian, for

instance. The Parking Assistant, meanwhile, manoeuvres the car into parking

spots that are either parallel or perpendicular to the road. Its ultrasonic sensors

help to search for suitable spaces while travelling at up to 35 km/h (22 mph).

Highly efficient three-, four- and six-cylinder power units.

The new BMW 1 Series comes with a wide choice of petrol and diesel

engines, comprising three-, four- and six-cylinder variants. They all hail from

the state-of-the-art BMW EfficientDynamics engine family and feature

BMW TwinPower Turbo technology. With the exception of the BMW 116i,

116d EfficientDynamics Edition and 118d xDrive, all models can be specified

with the eight-speed Steptronic or eight-speed Steptronic Sport transmission

as an alternative to the six-speed manual gearshift. The M140i xDrive can only

be ordered with the eight-speed Steptronic Sport transmission.

On the petrol side, the line-up ranges from the BMW 116i – whose

turbocharged three-cylinder unit produces 80 kW/109 hp (fuel consumption

combined: 5.4 – 5.0 l/100 km [52.3 – 56.5 mpg imp]; CO2 emissions

combined: 126 – 116 g/km)* – to the BMW M140i M Performance model,

which stirs 250 kW/340 hp from its six-cylinder in-line engine (fuel

consumption combined: 7.8 – 7.1 l/100 km [36.2 – 39.8 mpg imp]; CO2

emissions combined: 179 – 163 g/km)*.

The diesel models likewise draw their power from cutting-edge engine

technology. In addition to a basic concept that is inherently more efficient, all

the three- and four-cylinder units feature new turbocharger technology and

enhanced common-rail direct injection systems. At the lower end of the

power spectrum is the BMW 116d, delivering 85 kW/116 hp and maximum

torque of 270 Newton metres (199 lb-ft). In the process, it burns

4.1 – 3.6 litres of fuel per 100 km (68.9 – 78.5 mpg imp), equating to CO2

emissions of 107 – 96 g/km*. In extra-efficient BMW 116d EfficientDynamics

Edition guise, fuel consumption is a frugal 3.8 – 3.4 l/100 km

(74.3 – 83.1 mpg imp), resulting in CO2 emissions of 101 – 89 g/km*. The

most powerful four-cylinder diesel engine in the line-up can be found in the

new BMW 125d. The multi-stage turbocharging technology, including

variable turbine geometry for the high-pressure turbocharger, results in

remarkably quick response, output of 165 kW/224 hp and peak torque of

450 Newton metres (332 lb-ft). Combined fuel consumption comes in at

4.6 – 4.3 l/100 km [61.4 – 65.7 mpg imp] and combined CO2 emissions are

120 – 114 g/km*.

Intelligent all-wheel drive for optimum power transmission.

The BMW M140i, BMW 118d and BMW 120d can be specified with

BMW xDrive intelligent all-wheel drive as an alternative to classical rear-wheel

drive. Besides the specific benefits of AWD – such as optimum transmission

of power to the road, supreme driving safety and maximum traction in wintry

conditions, for example – BMW xDrive also reduces understeer and oversteer

through corners. The result is sharper handling in situations such as when

turning into bends.

Two new elite athletes from BMW M GmbH: the M140i andM140i xDrive.

The sportiest member of the BMW 1 Series range also boasts a new look. To

mark the new model year, the BMW M140i M Performance model is also

available in M140i Edition Shadow trim. Black inserts are added to the

standard LED headlights and the kidney grille surround is painted black. The

darkened rear light assemblies lend further impact to the car’s sporting aura,

* Fuel consumption figures based on the EU test cycle, may vary depending on the tyre format specified.

as do the standard 18-inch light-alloy wheels, which are now available for the

first time in Style 436 M Orbit Grey and Style 719 M Jet Black or Bicolour Jet

Black, to go with the previously available Ferric Grey (Style 436 M). The

sportiest BMW 1 Series leaves the factory shod with high-performance

mixed-size tyres as standard, with dimensions of 225/40 at the front and

245/35 at the rear.

The BMW M140i is powered by a three-litre straight-six engine complete with

direct injection, M Performance TwinPower Turbo technology with twin-scroll

turbocharging, fully variable valve timing (VALVETRONIC) and Double-

VANOS variable camshaft control. This all combines to give the BMW M140i

an output of 250 kW/340 hp and maximum torque of 500 Newton metres

(369 lb-ft), which can be summoned from as low down as 1,520 rpm and

remains on tap up to 4,500 rpm. This gives the BMW M140i all the right

credentials for delivering extraordinary performance: with the six-speed

manual gearshift, this compact racer sprints from 0 to 100 km/h (62 mph) in

4.8 seconds, while top speed is electronically limited to 250 km/h (155 mph).

When the optional eight-speed Steptronic Sport transmission is specified, the

BMW M140i reaches the 100 km/h (62 mph) mark from rest in an even

quicker 4.6 seconds (fuel consumption combined: 7.1 l/100 km

[39.8 mpg imp]; CO2 emissions combined: 163 g/km)*. Performance is even

more remarkable in the BMW M140i xDrive versions, thanks to the presence

of intelligent all-wheel drive. Equipped with the eight-speed Steptronic Sport

transmission as standard, the M140i xDrive surges from 0 to 100 km/h

(62 mph) in 4.4 seconds, while returning combined fuel consumption of

7.4 l/100 km (38.2 mpg imp) and CO2 emissions of 169 g/km*.

Variable sport steering adds to the impression of exceptional agility at the

wheel of the BMW M140i. It comes with electromechanical power assistance

and adapts the steering angle of the front wheels to the prevailing driving

situation. This allows lightning-fast evasive manoeuvres but also produces a

sensation of excellent directional and straight-line stability in motorway driving.

The M Sport suspension, M Sport braking system and shorter throw for the

six-speed manual gearshift have all been perfectly matched to the might of

the six-cylinder in-line engine, as have high-performance tyres designed to

ensure that acceleration and braking force are transmitted to the road to

optimum effect. The Driving Experience Control switch in the BMW M140i

features the same modes included in all models in the range, such as

Comfort, Sport and ECO PRO, but also adds the ultra-dynamic Sport+ mode.

In this setting, the configuration of the Dynamic Stability Control system

allows the driver to perform controlled drifts.

Re - Edited, 16.05.15.

47790 'Galloway Princess' is seen sat on platform 5 at York whilst the crew prepare to swap ends for the journey back to Crewe with 1Z47. The crew were very quick and efficient, before I'd even set up the head board had gone and he lights set to reverse!

47790 'Galloway Princess' was Built at British Railways Crewe Works and entered into traffic with British Railways on the 10th of November 1965 with the number D1973 allocated and painted in BR Two Tone Green with small warning panels. The loco was renumbered into the new TOPS system and repainted into BR Blue Standard livery in September 1974. In August 1983 the Loco was renumbered to 47593 and named 'Galloway princess' at Stranraer Station on the 16th of September 1983. The name was kept when the loco became 47673 in August 1991. 47673 lost the name 'Galloway Princess' and became for a short period of time 'York Intercity Control' named here at York on the 22nd of March 1994, the plates had been removed by September 1994 making the name very short lived. The loco was also repainted from Large Logo Blue to Inter City Swallow at the point. The loco was renumbered 47790 in October 1994 and has carried the number to this day. The loco was painted into RES Livery and Named Saint David upon repainting. It wasn't until the DRS Open Day on the 11th of July 2009 that the original Name 'Galloway Princess' was reinstated on the loco which was in DRS Compass Livery at the time. Of course the loco is now in Northern Belle 'Pullman Livery' and allocated to such duties by DRS, the loco is currently based at Carlisle Kingmoor TMD (KM).

+++ 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 OV-10 Bronco was initially conceived in the early 1960s through an informal collaboration between W. H. Beckett and Colonel K. P. Rice, U.S. Marine Corps, who met at Naval Air Weapons Station China Lake, California, and who also happened to live near each other. The original concept was for a rugged, simple, close air support aircraft integrated with forward ground operations. At the time, the U.S. Army was still experimenting with armed helicopters, and the U.S. Air Force was not interested in close air support.

The concept aircraft was to operate from expedient forward air bases using roads as runways. Speed was to be from very slow to medium subsonic, with much longer loiter times than a pure jet. Efficient turboprop engines would give better performance than piston engines. Weapons were to be mounted on the centerline to get efficient aiming. The inventors favored strafing weapons such as self-loading recoilless rifles, which could deliver aimed explosive shells with less recoil than cannons, and a lower per-round weight than rockets. The airframe was to be designed to avoid the back blast.

The MV-10Hs are expected to provide support for these ground units in the form of all-weather reconnaissance and observation, close air support and also forward air control duties for supporting ground units. Precision ground strikes and protection from enemy helicopters and low-flying aircraft were other, secondary missions for the modernized Broncos, which are expected to serve well into the 2040s. Exports or conversions of foreign OV-10s to the Black Pony standard are not planned, though.

General characteristics:

Crew: 2

Length: 42 ft 2½ in (12,88 m) incl. pitot

Wingspan: 45 ft 10½ in(14 m) incl. tip sails

Height: 15 ft 2 in (4.62 m)

Wing area: 290.95 sq ft (27.03 m²)

Airfoil: NACA 64A315

Empty weight: 9,090 lb (4,127 kg)

Gross weight: 13,068 lb (5,931 kg)

Max. takeoff weight: 17,318 lb (7,862 kg)

Powerplant:

2× General Electric CT7-9D turboprop engines, 1,305 kW (1,750 hp) each,

driving 8-bladed Hamilton Standard 8 ft 6 in (2.59 m) diameter constant-speed,

fully feathering, reversible contra-rotating propellers with metal hub and composite blades

Performance:

Maximum speed: 390 mph (340 kn, 625 km/h)

Combat range: 198 nmi (228 mi, 367 km)

Ferry range: 1,200 nmi (1,400 mi, 2,200 km) with auxiliary fuel

Maximum loiter time: 5.5 h with auxiliary fuel

Service ceiling: 32.750 ft (10,000 m)

13,500 ft (4.210 m) on one engine

Rate of climb: 17.400 ft/min (48 m/s) at sea level

Take-off run: 480 ft (150 m)

740 ft (227 m) to 50 ft (15 m)

1,870 ft (570 m) to 50 ft (15 m) at MTOW

Landing run: 490 ft (150 m)

785 ft (240 m) at MTOW

1,015 ft (310 m) from 50 ft (15 m)

Armament:

1x M197 3-barreled 20 mm Gatling cannon in a chin turret with 750 rounds ammo capacity

7x hardpoints for a total load of 5.000 lb (2,270 kg)

2x wingtip launch rails for AIM-9 Sidewinder AAMs

The kit and its assembly:

This fictional Bronco update/conversion was simply spawned by the idea: could it be possible to replace the original cockpit section with one from an AH-1 Cobra, for a kind of gunship version?

The basis is the Academy OV-10D kit, mated with the cockpit section from a Fujimi AH-1S TOW Cobra (Revell re-boxing, though), chosen because of its “boxy” cockpit section with flat glass panels – I think that it conveys the idea of an armored cockpit section best. Combining these parts was not easy, though, even though the plan sound simple. Initially, the Bronco’s twin booms, wings and stabilizer were built separately, because this made PSR on these sections easier than trying the same on a completed airframe. One of the initial challenges: the different engines. I wanted something uprated, and a different look, and I had a pair of (excellent!) 1:144 resin engines from the Russian company Kompakt Zip for a Tu-95 bomber at hand, which come together with movable(!) eight-blade contraprops that were an almost perfect size match for the original three-blade props. Biggest problem: the Tu-95 nacelles have a perfectly circular diameter, while the OV-10’s booms are square and rectangular. Combining these parts and shapes was already a messy PST affair, but it worked out quite well – even though the result rather reminds of some Chinese upgrade measure (anyone know the Tu-4 copies with turboprops? This here looks similar!). But while not pretty, I think that the beafier look works well and adds to the idea of a “revived” aircraft. And you can hardly beat the menacing look of contraprops on anything...

The exotic, so-called “tip sails” on the wings, mounted on short booms, are a detail borrowed from the Shijiazhuang Y-5B-100, an updated Chinese variant/copy of the Antonov An-2 biplane transporter. The booms are simple pieces of sprue from the Bronco kit, the winglets were cut from 0.5mm styrene sheet.

For the cockpit donor, the AH-1’s front section was roughly built, including the engine section (which is a separate module, so that the basic kit can be sold with different engine sections), and then the helicopter hull was cut and trimmed down to match the original Bronco pod and to fit under the wing. This became more complicated than expected, because a) the AH-1 cockpit and the nose are considerably shorter than the OV-10s, b) the AH-1 fuselage is markedly taller than the Bronco’s and c) the engine section, which would end up in the area of the wing, features major recesses, making the surface very uneven – calling for massive PSR to even this out. PSR was also necessary to hide the openings for the Fujimi AH-1’s stub wings. Other issues: the front landing gear (and its well) had to be added, as well as the OV-10 wing stubs. Furthermore, the new cockpit pod’s rear section needed an aerodynamical end/fairing, but I found a leftover Academy OV-10 section from a build/kitbashing many moons ago. Perfect match!

All these challenges could be tackled, even though the AH-1 cockpit looks surprisingly stout and massive on the Bronco’s airframe - the result looks stockier than expected, but it works well for the "Gunship" theme. Lots of PSR went into the new central fuselage section, though, even before it was mated with the OV-10 wing and the rest of the model.

Once cockpit and wing were finally mated, the seams had to disappear under even more PSR and a spinal extension of the canopy had to be sculpted across the upper wing surface, which would meld with the pod’s tail in a (more or less) harmonious shape. Not an easy task, and the fairing was eventually sculpted with 2C putty, plus even more PSR… Looks quite homogenous, though.

After this massive body work, other hardware challenges appeared like small distractions. The landing gear was another major issue because the deeper AH-1 section lowered the ground clearance, also because of the chin turret. To counter this, I raised the OV-10’s main landing gear by ~2mm – not much, but it was enough to create a credible stance, together with the front landing gear transplant under the cockpit, which received an internal console to match the main landing gear’s length. Due to the chin turret and the shorter nose, the front wheel retracts backwards now. But this looks quite plausible, thanks to the additional space under the cockpit tub, which also made a belt feed for the gun’s ammunition supply believable.

To enhance the menacing look I gave the model a fixed refueling boom, made from 1mm steel wire and a receptor adapter sculpted with white glue. The latter stuff was also used add some antenna fairings around the hull. Some antennae, chaff dispensers and an IR decoy were taken from the Academy kit.

The ordnance came from various sources. The Sidewinders under the wing tips were taken from an Italeri F-16C/D kit, they look better than the missiles from the Academy Bronco kit. Their launch rails came from an Italeri Bae Hawk 200. The quadruple Hellfire launchers on the underwing hardpoints were left over from an Italeri AH-1W, and they are a perfect load for this aircraft and its role. The LAU-10 and -19 missile pods on the stub wings were taken from the OV-10 kit.

Painting and markings:

Finding a suitable and somewhat interesting – but still plausible – paint scheme was not easy. Taking the A-10 as benchmark, an overall light grey livery (with focus on low contrast against the sky as protection against ground fire) would have been a likely choice – and in fact the last operational American OV-10s were painted in this fashion. But in order to provide a different look I used the contemporary USAF V-22Bs and Special Operations MC-130s as benchmark, which typically carry a darker paint scheme consisting of FS 36118 (suitably “Gunship Gray” :D) from above, FS 36375 underneath, with a low, wavy waterline, plus low-viz markings. Not spectacular, but plausible – and very similar to the late r/w Colombian OV-10s.

The cockpit tub became Dark Gull Grey (FS 36231, Humbrol 140) and the landing gear white (Revell 301).

The model received an overall black ink washing and some post-panel-shading, to liven up the dull all-grey livery. The decals were gathered from various sources, and I settled for black USAF low-viz markings. The “stars and bars” come from a late USAF F-4, the “IP” tail code was tailored from F-16 markings and the shark mouth was taken from an Academy AH-64. Most stencils came from another Academy OV-10 sheet and some other sources.

Decals were also used to create the trim on the propeller blades and markings on the ordnance.

Finally, the model was sealed with a coat of matt acrylic varnish (Italeri) and some exhaust soot stains were added with graphite along the tail boom flanks.

A successful transplantation – but is this still a modified Bronco or already a kitbashing? The result looks quite plausible and menacing, even though the TOW Cobra front section appears relatively massive. But thanks to the bigger engines and extended wing tips the proportions still work. The large low-pressure tires look a bit goofy under the aircraft, but they are original. The grey livery works IMHO well, too – a more colorful or garish scheme would certainly have distracted from the modified technical basis.

They are amazingly dextrous and efficient engineers!

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]

en.wikipedia.org/wiki/BMW_i8

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.

YT25 DHA

Irizar i6s Efficient

Amport & District of Thruxton

Location: Whitestone Corner Roundabout, Shepton Mallet

Date: 30/06/2025

What is social networking?

Our level of interconnection has become highly efficient. Due to the world wide web, and to sites like the one we all love and use every day, sociality is now something hardly recognizable with our old analogic parameters. Distant people get in touch so easily, make friends, sometimes fall in love with the simplicity of a couple of clicks.

But it's only apparently something light-weighted. So often those friendships get more important and firm than physical ones, so often those loves are so powerful and overwhelming to decide destinies.

Why this boring preamble? Yesterday my distant friend Vanesa has decided to left Flickr. Not a major concern, 'cause we talk every day since we met, outside of Flickr; but this fact brought me to realize how these modern-day-weapons of communications and sharing rules our lives, and condition - in good and bad - our daily behaviour patterns.

Maybe you're true, Vanesa. And I'm still using the source of all pain.

View On Black

Italian postcard by Bromostampa, Milano, no. 78.

Square-jawed, craggy-looking Jack Hawkins (1910-1973) was an English actor who worked on stage and in film from the 1930s until the 1970s. One of the most popular British film stars of the 1950s, he often played coolly efficient military officers in such films as The Cruel Sea (1953), Bridge on the River Kwai (1957), and Lawrence of Arabia (1962).

John Edward ‘Jack’ Hawkins was born in London in 1910. He was the youngest child to Thomas George Hawkins, a master builder and Phoebe (nee Goodman). He was educated at Wood Green’s Trinity County Grammar School, where, aged eight, he joined the school choir. By the age of ten by, his singing had developed so well that he had joined the local operatic society, making his stage debut in Patience by Gilbert and Sullivan. His parents enrolled him in the Italia Conti Academy and whilst he was studying there he made his London stage debut, when aged eleven, playing the Elf King in Where the Rainbow Ends, a Christmas pantomime that also included the young Noël Coward. The following year, aged 14, he played the page in a production of Saint Joan by George Bernard Shaw. Five years later he was in a production of Beau Geste alongside Laurence Olivier. By the age of 18, he appeared on Broadway as Second Lieutenant Hibbert in R. C. Sherriff’s Journey’s End, directed by James Whale. At 21, he was back in London playing a young lover in Autumn Crocus. He married his leading lady, Jessica Tandy. In the 1930s Hawkins' focus was on the stage. He worked in the companies of Sybil Thorndike, John Gielgud and Basil Dean. His performances included Port Said by Emlyn Williams (1931), Below the Surface by HL Stoker and LS Hunt (1932), Red Triangle by Val Gielgud (1932), Service by CI Anthony, for director Basil Dean (1933), One of Us by Frank Howard, As You Like It by William Shakespeare (1933) and Iron Flowers by Cecil Lewis (1933), with his wife Jessica Tandy. He did start appearing in films, predominantly ‘quota quickies’ of the time: including an uncredited bit role in the mystery Birds of Prey (Basil Dean, 1930), his first proper role in the sound version of Alfred Hitchcock's The Lodger (Maurice Elvey, 1932), starring Ivor Novello, the comedy The Good Companions (Victor Saville, 1933), and the romance Autumn Crocus (Basil Dean, 1934). Stage roles included Iron Mistress (1934) by Arthur Macrae; then an open air Shakespeare festival - As You Like It (1934) (with Anna Neagle), Twelfth Night (1934), and Comedy of Errors (1934). In the years leading up to the Second World War, he often worked with Gielgud, most notably in the 1940 production of Oscar Wilde’s The Importance of Being Earnest, in which Hawkins excelled in the role of Algernon Moncrieff. Films in the late 1930s included the comedy Beauty and the Barge (Henry Edwards, 1937) with Gordon Harker, the crime film The Frog (Jack Raymond, 1937), the war film Who Goes Next? (Maurice Elvey, 1938), and the crime film The Flying Squad (Herbert Brenon, 1940).

During World War II Jack Hawkins volunteered as an officer with the Royal Welch Fusiliers. He spent most of his military career arranging entertainment for the British forces in India. One of the actresses who came out to India was Doreen Lawrence who became his second wife after the war. During his military service he made The Next of Kin (Thorold Dickenson, 1942) for Ealing Studios. Hawkins left the army in July 1946. Two weeks later he appeared on stage in The Apple Cart at ten pounds a week. The following year he starred in Othello, to a mixed reception. Hawkins's wife became pregnant and he became concerned about his future. He decided to accept a contract with Alexander Korda for three years at £50 a week. Hawkins had been recommended to Korda by the latter's production executive, Bill Bryden, who was married to Elizabeth Allen, who had worked with Hawkins. The association began badly when Hawkins was cast in Korda's notorious flop Bonnie Prince Charlie (Anthony Kimmins, 1948) as Lord George Murray. However he followed it with a good role in the successful, highly acclaimed The Fallen Idol (1948) for Carol Reed. He played Detective Ames opposite Ralph Richardson. Also acclaimed was the war-time thriller The Small Back Room (1949), for Powell and Pressburger. Hawkins then impressed as the villain in State Secret (1950), for Sidney Gilliat with Douglas Fairbanks Jnr. He was hired by 20th Century Fox to support Tyrone Power and Orson Welles in an expensive historical epic, The Black Rose (Henry Hathaway, 1950). He made another film with Powell and Pressburger for Korda, The Elusive Pimpernel (1950), playing The Prince of Wales. Hawkins played the lead in The Adventurers (David MacDonald, 1951), shot in South Africa, then had a good role in another Hollywood-financed film shot in England, No Highway in the Sky (Henry Koster, 1951), with James Stewart. It was followed by a British thriller directed by and starring Ralph Richardson, Home at Seven (1952). In the spring of 1951 he went to Broadway and played Mercutio in a production of Romeo and Juliet with Olivia de Havilland. Hawkins became a star with the release of three successful films in which he played stern but sympathetic authority figures: Angels One Five (George More O'Ferrall, 1951), as a RAF officer during the war; The Planter's Wife (Ken Annakin, 1952), as a rubber planter combating communists in the Malayan Emergency with Claudette Colbert; and Mandy (Alexander Mackendrick, 1952), the gruffly, humane headmaster of a school for deaf children. All films ranked among the top ten most popular films at the British box office in 1952 and British exhibitors voted him the fourth most popular British star at the local box office.

Jack Hawkins consolidated his new status with The Cruel Sea (Charles Frend, 1953),. Suffering from lifelong real life sea sickness, he played the driven Captain Ericson of the Compass Rose, a naval officer during the war. Clive Saunders at BritMovie: “The film is a triumph as an unsentimental depiction of the ugly realities of war at sea, the hardships the crews go through, their highs and lows together, the sense of pride when the job is done. Hawkins is superb as the Captain of the Corvette, Saltash Castle, tasked with protecting the convoys, and gives a vivid portrayal of a man with the heavy responsibility of making life-or-death decisions that affect hundreds of his colleagues.” The Cruel Sea was the most successful film of the year and saw Hawkins voted the most popular star in Britain regardless of nationality. Malta Story (Alexander Mackendrick, 1953) was another military story, with Hawkins as an RAF officer in the Siege of Malta during the war. It too was a hit, the ninth most popular film in Britain in 1953. He had a guest role in Twice Upon a Time (1953) for Emeric Pressburger. The Seekers (Ken Annakin, 1954) was partly shot in New Zealand and cast Hawkins in a rare romantic role. It was followed by The Prisoner (Peter Glenville, 1955), an unconventional drama, playing the interrogator of a priest (Alec Guinness). None of these films were that successful but Hawkins was still voted the fifth biggest star at the British box office for 1954, and the most popular British one. Hawkins received a Hollywood offer to play a pharaoh in Land of the Pharaohs (Howard Hawks, 1955). He returned home to make an Ealing comedy, Touch and Go (Michael Truman, 1955), which was not particularly popular. He was more comfortably cast as a police officer in The Long Arm (Charles Frend, 1956) and a test pilot in The Man in the Sky (Charles Crichton, 1957). He was an insurance investigator in Sidney Gilliat's Fortune Is a Woman (1957). Hawkins's career received a major boost when given the third lead in The Bridge on the River Kwai (David Lean, 1957), supporting William Holden and Alec Guinness as Major Warden, the fervent demolition expert. This was a massive hit and highly acclaimed. Clive Saunders: “Hawkins was somewhat unlucky not to win either of the Best Supporting Actor Awards for his portrayal of the determined and indomitable explosives expert, played with the archetypal ‘stiff-upper-lip, jolly good show’ attitude of a British officer, intent on completing his mission at all costs.” Hawkins next played the lead role of Inspector George Gideon, the over-worked police detective in Gideon's Day/Gideon of Scotland Yard (John Ford, 1958). He had a good role as a double agent in a war film, The Two-Headed Spy (Andre de Toth, 1958) then was given another third lead in a Hollywood blockbuster Ben-Hur (William Wyler, 1959), playing the Roman soldier who befriends Charlton Heston. Melinda Hildebrandt sy Encyclopedia of British Film: “his most commanding turn of all, Quintus Arrius.” Ben-Hur was even more successful than Bridge on the River Kwai. In 1958, Hawkins was awarded the CBE (Commander of the Order of the British Empire) in the 1958 Queen's Birthday Honours List for his services to drama. He appeared as one of The Four Just Men (1959) in the Sapphire Films TV series for ITV, one of the most ambitious British TV series ever made. In sharp contrast to his conservative screen image, Hawkins was politically liberal, and an emotional man. One of his favourite films, the heist movie The League of Gentlemen (Basil Dearden, 1960), was considered quite groundbreaking for its time in its references to sex. The film was popular at the British box office. However, though initially sought for the role of a gay barrister in Victim (Basil Dearden, 1960), the ground-breaking film examining the persecution and blackmail of homosexuals. Reportedly, Hawkins turned it down fearing that it might conflict with his masculine image. The role was eventually played by Dirk Bogarde.

Sources: Clive Saunders (BritMovie), Melinda Hildebrandt (Encyclopedia of British Film), Hal Erickson (AllMovie), Dale O'Connor (IMDb), Wikipedia, and IMDb.

London, England, Covent Garden, Christmas 2008, LED tubes decorate the Apple Market galleria in an interactive dispaly activated by shoppers' movements.

Kenworth’s new, fuel-efficient T680 52-inch mid-roof sleeper Advantage Package, for regional haul and less-than truckload operations, is now available for order as of December 2016. The T680 Advantage with 52-inch sleeper features an optimized powertrain with either the PACCAR MX-13 or PACCAR MX-11 engine, Eaton Fuller Advantage(TM) series 10-speed automated transmission, and the new PACCAR Axle, the industry’s most efficient and lightest weight tandem drive axle. The 52-inch mid-roof sleeper configuration also offers new aerodynamic elements including a front air dam, flared-out fairings, lower sleeper fairing extenders and FlowBelow(TM) wheel covers that enhance fuel economy by effectively redirecting airflow around the chassis, sleeper and trailer. Other notable fuel-efficiency features are Kenworth’s Predictive Cruise Control, Neutral Coast, and Driver Performance Assistant.

Digger bees are efficient pollinators although they don't make honey. They are found throughout a variety of landscapes across the country, including this buzzer who was spotted this spring at the Carrizo Plain National Monument.

Digger bees (also known as long-horned bees due to the exceptionally long antennae on males) are typically large, unusually fuzzy bees that tend to nest in soil. These bees are solitary and have individual burrows, although there can be a large aggregation of burrows. Classified in the Tribe Anthophorini, there are about 70 species found in the United States and just over 750 species worldwide.

Photo by Russell Namitz, BLM

I designed this model by using the 3D model ECHenry put up for sale as reference. I was able to get a lot more detail out of it that way. Not to mention as close to perfect proportions as I could possibly get. Having the actual model gave me some unique insight on the inner workings of ECHenry's design process. Like having differently scaled and oriented greebles duplicated in several places. Which is very much in the spirit of ILM model makers working on the original trilogy.

What that means for a Lego model is a lot of different techniques. The greebles on the engines and fuselage are as accurate as I could get them, and I'm super happy with the result. I even did my best to mimic panel detailing instead of maximizing tiles to be as efficient as possible.

The turret is a completely custom addition. The design was made by ThrawnsRevenge. We thought the underside looked a bit bare without something. And my head cannon is that one of the three people in the cockpit remotely operate it similar to an Apache helicopter's turret.

All in all I'm really happy with how this model turned out. I'd like to upload some IRL photos once I find space...

Instructions are available on Rebrickable if you want to build your own!

+++ DISCLAIMER +++

Nothing you see here is real, even though the conversion or the presented background story might be based historical facts. BEWARE!

Some background:

The "Entwicklung" tank series (= "development"), more commonly known as the E-Series, was a late-World War II attempt by Germany to produce a standardized series of tank designs. There were to be six standard designs in different weight classes, from which several specialized variants were to be developed. This intended to reverse the trend of extremely complex tank designs that had resulted in poor production rates and mechanical unreliability.

At the time of the Sd.Kfz. 192/3’s introduction, anti-aircraft aiming was already augmented by mobile radar systems like the “Würzburg” device or special command vehicles like the Sd.Kfz. 282 “Basilisk” which combined an autonomous radar system with a powerful visual rangefinder and an integrated analogue range calculator, the Kommandogerät 40. However, fire control development had continued, and at least one Sd.Kfz. 192/3 was used in late 1946 during trials to fully automatize gun aiming and firing remotely through electric drives through “slaving” a turret to an external director. This was a modified Sd.Kfz. 282/1 that successfully controlled the Sd.Kfz. 192/3 via cable from an elevated location 50 m away from the SPAAG’s firing position. The objective of these trials was to connect several anti-aircraft weapons to a single command unit with improved sensors and high accuracy under any weather condition for concentrated and more effective fire and an improved first shot hit probability.

Specifications:

Crew: Sixe (commander, gunner, two loaders, radio operator, driver)

Weight: 64 tonnes (71 short tons)

Length: 7.27 m (23 ft 10 ¾ in) (hull only)

9.57 m (31 ft 4 ½ in) with gun forward

Width: 3.88 m (12 ft 9 in)

Height 3.46 m (11 ft 4 in)

3.81 m (12 ft 6 in) with commander cupola

Ground clearance: 495 to 510 mm (1 ft 7.5 in to 1 ft 8.1 in)

Suspension: Conical spring

Fuel capacity: 720 liters (160 imp gal; 190 US gal)

Armor:

30 – 60 mm (1.2 – 2.4 in)

Performance:

Speed

- Maximum, road: 44 km/h (27.3 mph)

- Sustained, road: 38 km/h (24 mph)

- Cross country: 15 to 20 km/h (9.3 to 12.4 mph)

Operational range: 160 km (99 miles)

Power/weight: 14 PS/tonne (12.5 hp/ton)

Engine:

V-12 Maybach HL 234 gasoline engine with 900 PS (885 hp/650 kW)

Transmission:

ZF AK 7-200 with 7 forward 1 reverse gears

Armament:

1× 8,8 cm Flak 41 L/72 anti-aircraft cannon with 57 rounds in turret and hull

1× 7.92 mm Maschinengewehr 42 with 2.400 rounds, remote-controlled on the commander cupola

The kit and its assembly:

This fictional German SPAAG never existed, not even on the drawing boards. But I wondered, after ModelCollect had released an E-100 SPAAG with a twin 88mm gun some years ago, why there was no lighter vehicle with the powerful 88 mm Flak in a closed turret? There were plans to mount this weapon onto a tracked chassis in real life, but it would have been only lightly armored. Then I recently came across a whiffy aftermarket resin turret with a single 88 mm Flak, based on the Tiger II’s Porsche turret, and I liked the idea – even though the rather MBT-esque aftermarket turret looked rather dubious and too small for my taste – esp. the potential angle of the AA weapon appeared insufficient. From this basis the idea was born to create a personal interpretation of a Flak 41 in a fully enclosed turret on a tank chassis.

The basis became the Trumpeter 1:72 E-75 kit of the twin 55 mm Flak with its boxy turret. While I initially considered a totally different turret shape, I eventually settled on a generic design that would have been used for a variety of weapons. This appeared more realistic to me and so I stuck to the Rheinmetall AA turret. However, due to the heavy weapon its certainly massive mount and bulky recoil system as well as the long rounds and a crew of four, I decided to enlarge the Rheinmetall turret. The turret was cut into a front and rear half and an 8 mm wide plug, made from 1.5 mm styrene sheet, was implanted and PSRed. To keep the turret rotatable, the rear extension had to be raised, so that the “oriel” could move over the air intake fairings on the engine cover.

Due to the longer roof, some details were modified there. The most obvious addition is a commander cupola on the left, taken from an early Panzer IV, together with a MG 42 and a small shield on a swing arm, inspired by the remote-controlled installation on some Jagdpanzer 38(t) Hetzer. A stereoscopic rangefinder was added to the turret flanks and a periscope added to one of the loader’s hatches. A cover for a ventilator was added on the right side of the roof, together with a cover for a vertical grenade launcher underneath.

Using the original turret as base, the model’s movable mount for the twin 55 mm guns was retained and the rear extension would also become a good visual balance for the new main weapon. The armor at barrels’ base was cut off and a 1:72 Flak 41, taken from a Zvezda field gun kit, was glued to it, together with parts of the field gun’s recoil system and styrene bits to blend the new gun into the rest of the turret.

The E-75 chassis was taken OOB, since it would be a standardized vehicle basis. Outwardly the hull did not bear recognizable differences to the lighter E-50, which it is supposed to represent, just with more wheels to better cope with the bulky and heavy new turret.

Thankfully, this Trumpeter kit’s vinyl tracks were molded in black – sometimes they come in a sandy beige, and it’s a PITA to paint them! As another bonus, Trumpeter’s running gear on the 1:72 E-50/75 model is of a more sturdy and simpler construction than the one on the alternative ModelCollect kit(s), making the assembly and esp. the mounting of the tracks much easier. The Trumpeter kit is simpler than the comparable ModelCollect models with the E-50/75 basis, but the result is visually quite similar.

Painting and markings:

The paint scheme uses once more typical German late WWII "Hinterhalt" camouflage colors, namely Dark Yellow, Olive Green and Red Brown. This time, however, to adapt the livery to the boxy hull and the huge turret, the pattern ended up as a kind of a splinter scheme – inspired by a real Panzer V Panther from the Eastern Front in 1943.

The basic colors became Humbrol 57 (Buff) for the RAL 7028 Dunkelgelb, in this case as a rather pale (stretched?) shade, plus large areas of brown (RAL 8017, I used this time Humbrol 98 for a darker and less reddish shade) and Humbrol 86 for the green (RAL 6003), which appears quite pale in contrast to the dark brown. The camouflage was applied over an overall coat of sand brown as a primer coat, with the intention of letting this uniform basis shine through here and there. The distribution of the darker colors is quite unique, concentrating the brown on the vehicle’s edges and the green only to the flanks of hull and turret. However, the pattern works well on the huge E-50/75, and I can imagine that it might have worked well in an urban environment, breaking up the tank’s outlines.

As a match for the upper hull the wheels were painted uniformly in the same standard colors –without any pattern, because this would be very eye-catching while on the move. The many delicate tools on the tank’s hull are molded, and instead of trying to paint them I tried something else: I rubbed over them with graphite, and this worked very well, leaving them with a dark metallic shine. Just some wooden handles were then painted with a reddish brown.

Decals/marking came next, everything was procured from the scrap box. The Balkenkreuze came from a Hasegawa Sd.Kfz. 234/2 “Puma”, the tactical code from a TL-Modellbau sheet and the small unit badges on front and back from an UM Models Bergehetzer. A dry brushing treatment with light grey followed, highlighting surface details and edges, and after painting some details and adding some rust marks with watercolors followed a coat of matt varnish.

The tracks were painted with a cloudy mix of dark grey, red brown and iron acrylic paints, and mounted after hull and running gear had been assembled. The antennae, made from heated spure material, were mounted to the turret and, finally, the tank’s lower areas were dusted with a greyish-brown mineral pigment mix, simulating dust and mud residue.

This project was realized in just two days, made easy through the Trumpeter kit’s simple construction. Most work went into the extended turret and the different main weapon, but all parts mostly fell into place – and the result looks IMHO quite believable. In fact, the E-50/75 with a Flak 41 reminds a bit of the Italian Otomatic 76 mm SPAAG from the late Eighties?

New 45EPIC Fine Art facebook and instagram landscapes!

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Sony A7RII Spring Wildflowers Fine Art Joshua Tree National Park! Dr. Elliot McGucken Fine Art Landscape Photography! Sony A7R 2 & Sony 16-35mm Vario-Tessar T FE F4 ZA OSS E-Mount Lens!

An important thing to remember is that even though pixel sizes keep getting smaller and smaller, the technology is advancing, so the smaller pixels are more efficient at collecting light. For instance, the Sony A7rII is back-illuminated which allows more photons to hit the sensor. Semiconductor technology is always advancing, so the brilliant engineers are always improving the signal/noise ratio. Far higher pixel counts, as well as better dynamic ranger, are thus not only possible, but the future!

Yes I have a Ph.D. in physics! I worked on phototranistors and photodiodes as well as an artificial retina for the blind. :)

You can read more about my own physics theory (dx4/dt=ic) here: herosodysseyphysics.wordpress.com/

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Dr. Elliot McGucken Fine Art Photography!

I love shooting fine art landscapes and fine art nature photography! :) I live for it!

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Feel free to ask me any questions! Always love sharing tech talk and insights! :)

And all the best on Your Epic Hero's Odyssey!

The new Lightroom rocks!

Beautiful magnificent clouds!

View your artistic mission into photography as an epic odyssey of heroic poetry! Take it from Homer in Homer's Odyssey: "Tell me, O muse, of that ingenious hero who travelled far and wide after he had sacked the famous town of Troy. Many cities did he visit, and many were the nations with whose manners and customs he was acquainted; moreover he suffered much by sea while trying to save his own life and bring his men safely home; but do what he might he could not save his men, for they perished through their own sheer folly in eating the cattle of the Sun-god Hyperion; so the god prevented them from ever reaching home. Tell me, too, about all these things, O daughter of Jove, from whatsoever source you may know them. " --Samuel Butler Translation of Homer's Odyssey

All the best on your Epic Hero's Odyssey from Johnny Ranger McCoy!

FIAA 2024

22/10/2024 - IFEMA, Madrid, España.

Eleven supremely fit and ruthlessly efficient cricketers, on top of their game, had their dreams of a first-ever world title ended by one audacious man. That cricket is a team game is an oft repeated cliché but South Africa were eliminated from the World Twenty20 at Trent Bridge solely because of Shahid Afridi's intensity and all-round skill.

Pakistan were yet to win a game against significant opposition in the tournament because of a team performance. They lost to England and Sri Lanka, beat minnows Netherlands and Ireland, and relied on Umar Gul to rout New Zealand. Their players hadn't contributed collectively and so it was unlikely all 11 players would maximise potential against opponents as able as South Africa. To have a hope of playing at Lord's on Sunday, Pakistan needed individual brilliance from one of their matchwinners: probably Gul, possibly Younis Khan, or perhaps Misbah-ul-Haq.

Instead, it came from Afridi. Pakistan and Afridi supporters always hope that it will come from him. They roar him to the crease, brimming with optimism, hoping he will destroy the opposition with his recklessly cavalier approach. Thousands of fans celebrated his arrival at the crease at Trent Bridge after Pakistan had lost Shahzaib Hasan in the second over.

Did they know that Afridi's last half-century, in any format of the game, came 28 innings ago, against Zimbabwe at Multan in 2008? And the one before that was 19 innings earlier, against Sri Lanka in Abu Dhabi in 2007? It didn't matter, for when it comes to Afridi, there's always reason to hope. He'll disappoint more often than not, but his successes are so spectacular that it's worth the heartbreaks.

Afridi batted at No. 6 during the initial stages of the World Twenty20 and having to necessarily find the boundary immediately didn't work for him. He made 5 against England, holing out to mid-on, was bowled for 13 by Dirk Nannes against Netherlands, and was dismissed for a first-ball duck against Sri Lanka. Pakistan decided to push him up to No. 5 against New Zealand and he made 29 low-pressure runs off 18 balls, and 24 off 13 balls at No 3 against Ireland. Afridi said Younis supported him fully, put no pressure on him, and asked him to bat higher in the order, only requesting that he take his time and not attempt impractical risks like trying to pull Muttiah Muralitharan into orbit off his first delivery.

On first evidence at Trent Bridge, Afridi appeared not to heed that request, whacking his first ball, from Wayne Parnell, over mid-on for four. He was bristling with aggression when Jacques Kallis tested his skill against the short ball. Afridi was beaten by the first couple but pulled two out of the following three to the midwicket boundary. Kallis walked up to him and stared and Afridi's response was an attempt to get under the skin of the bowler. "He [Kallis] came close to me, I gave him a kiss," Afridi said. "A flying kiss."

Afridi's posture had betrayed disappointment when Kamran Akmal fell off his 12th ball, having scored 23 off the first 11, by top-edging a pull to mid-on. Afridi had also started quickly, scoring 15 off nine, but wasn't about to go the Akmal way. No risks were taken immediately after the fielding restrictions were lifted, Afridi being content with working the ball cleverly into gaps to score at a run a ball.

Not until the 11th over did he cut loose, against Johan Botha, and his execution was precise. Three times in a row Afridi made room by moving towards leg, and all three times he placed the ball into the gap on the extra cover boundary. And when Graeme Smith reinforced his field, Afridi played the deftest of late cuts to take 18 off the over. His first moment of indiscretion was also his last for an ill-timed swipe across the line against JP Duminy's first ball went straight in the air. Trent Bridge reverberated with applause as Afridi returned to the dugout, having scored 51 off 34 balls. And he was only half done.

While Afridi's batting deteriorated over the last couple of years, his bowling has been vital to Pakistan's limited-over success. He even said on Cricinfo that he rates himself as a bowler first. So unlike his batting, Afridi's legspin was in top form during the World Twenty20 with eight wickets and an economy of less than six an over, going into the game against South Africa.

Bouyed by his batting, Afridi's high intensity levels kept him in the thick of the action. He appeared stunned after Gul dropped Smith and hit his head on the ground, standing motionless for a few moments before realising the ball needed to be collected, and then attended to his injured team-mate. He was given the ball in the seventh over and found rhythm immediately, getting one to turn, bounce and rip past Kallis' bat. Gibbs watched that from the non-striker's end and so pushed forward, playing away from his body for the legbreak, a ball later. It didn't turn. Instead it fizzed off the pitch and skidded straight through, knocking back off stump.

Afridi had an edge put down by Kamran Akmal off AB de Villiers in his next over. Unfazed, he forced the batsmen to play on the next ball, and celebrated in trademark style: running to the side of the pitch, standing upright with his chest proudly out, a knowing grin in his face and his left hand raised in triumph while his team-mates rushed in from all corners of the outfield. As they mobbed him, the DJ got the crowd going by playing Dil Dil Pakistan.

Afridi finished with 2 for 16 to go with his half-century. After he was done, Saeed Ajmal dismissed Kallis, Gul bowled a succession of yorkers, and Mohammad Aamer kept his cool when entrusted with the final over. There was no doubt, though, why Pakistan had won. It was obvious from the number of times Smith mentioned Afridi's name during the post-match press conference without even being specifically asked.

George Binoy is a senior sub-editor at Cricinfo

Feeds: George Binoy

A fine wee booklet issued by Fry's Metal Foundries of Tandem Works, Meron Abbey, London SW19. It is beautifully produced for them by the Curwen Press of Plaistow, an example of a company involved in the printing and typographical businesses going to one of the best presses around to produce their work for them!

Fry's has a long, complicated and interesting history. The booklet details the equipment available and the skills required to correctly melt and re-use foundry metal used for typesetting.

Image Courtesy: Kārlis Dambrāns (www.flickr.com/photos/janitors/14939447207), Licensed under the Creative Commons Attribution 2.0 Generic | Flickr

It was a pretty efficient interchange as the BNSF turn tied right onto the outbound cars and the Columbia Basin dropped down to grab the whole inbound train. As I suspected, the five unit lashup was on account of a big train coming in off the interchange. I didn't count the cars but it was a bit of a monster. The Columbia Basin track starts climbing as soon as it veers away from the BNSF yard. Twisting up the coulee, the head end can be seen above the waiting BNSF local one last time before it disappears around another curve. September 4, 2023.

For the increasingly heavier express trains between New York City and Chicago, the New York Central ordered a locomotive from ALCO in 1945 with a 4-8-4 wheel arrangement, which was supposed to deliver a permanent output of 6,000 hp. Paul W. Kiefer was responsible for formulating the requirements. After S-1a No. 6000, 25 S-1b were built, which were not referred to as “Northerns” by the NYC, but as “Niagaras”. They easily exceeded the required power with up to 6,680 indicated horsepower and were among the most efficient steam locomotives of all time.

The boiler was made as large as the loading gauge allowed. For this purpose, a steam dome was omitted and the stack was made as low as possible. According to the state of the art, roller bearings were used on all axles and on the connecting and coupling rods. The seven-axle tenders had an exceptionally large coal capacity of 46 short tons and comparatively little water. This can be explained by the large number of water troughs in the NYC network, which allowed water to be replenished during the journey.

The 6000 still had drivers with a diameter of 75 inches to maximize pulling power. On the S-1b this was increased to 79 inches and to compensate the boiler pressure was increased to 290 psi. When the pressure was reduced back to 275 psi, the cylinder diameter was increased by half an inch to compensate again. In 1946 the S-2a No. 5500 was built, which had Caprotti valve gear and was also called “Super Niagara” due to its increased efficiency. However, the S-1 were not rebuilt due to the more complicated maintenance.

The Niagaras were on duty six days a week. On the seventh day, workers wearing asbestos suits had to clean and maintain the inside of the fireboxes while they were still hot. However, the EMD F7 was soon introduced in passenger service, prompting the NYC to make comparisons with the Niagaras and the diesel locomotives. Although the steam locomotives were only slightly behind the diesel locomotives in terms of overall costs, dieselization could no longer be stopped.

As early as 1953, the most important passenger trains had been switched to diesel. The Niagaras were now mainly used with fast freight trains, and they also achieved good performances. However, their size and axle load limited the area in which they could be used. Their service ended in 1955 and 1956. Since Alfred E. Perlman, then president of the NYC, pursued the strategy of unconditional scrapping, not a single Niagara was preserved. (loco-info.com)

Photo of 5500 from the Taylor Rush collection. No

Some background:

Simple, efficient and reliable, the Regult (リガード, Rigādo) was the standard mass production mecha of the Zentraedi forces. Produced by Esbeliben at the 4.432.369th Zentraedi Fully Automated Weaponry Development and Production Factory Satellite in staggering numbers to fill the need for an all-purpose mecha, this battle pod accommodated a single Zentraedi soldier in a compact cockpit and was capable of operating in space or on a planet's surface. The Regult saw much use during Space War I in repeated engagements against the forces of the SDF-1 Macross and the U.N. Spacy, but its lack of versatility against superior mecha often resulted in average effectiveness and heavy losses. The vehicle was regarded as expendable and was therefore cheap, simple, but also very effective when fielded in large numbers. Possessing minimal defensive features, the Regult was a simple weapon that performed best in large numbers and when supported by other mecha such as Gnerl Fighter Pods. Total production is said to have exceeded 300 million in total.

At the end of Space War I in January 2012, production of the Regult for potential Earth defensive combat continued when the seizure operation of the Factory Satellite was executed. After the war, Regults were used by both U.N. Spacy and Zentraedi insurgents. Many surviving units were incorporated into the New U.N. Forces and given new model numbers. The normal Regult became the “Zentraedi Battle Pod” ZBP-104 (often just called “Type 104”) and was, for example, used by Al-Shahal's New U.N. Army's Zentraedi garrison. The related ZBP-106 was a modernized version for Zentraedi commanders, with built-in boosters, additional Queadluun-Rhea arms and extra armaments. These primarily replaced the Glaug battle pod, of which only a handful had survived. By 2067, Regult pods of all variants were still in operation among mixed human/Zentraedi units.

General characteristics:

Accommodation: pilot only, in standard cockpit in main body

Overall Height: 18.2 meters

Overall Length: 7.6 meters

Overall Width: 12.6 meters

Max Weight: 39.8 metric tons

Powerplant & propulsion:

1x 1.3 GGV class Ectromelia thermonuclear reaction furnace,

driving 2x main booster Thrusters and 12x vernier thrusters

Performance:

unknown

Armament:

None

Special Equipment and Features:

Standard all-frequency radar antenna

Standard laser long-range sensor

Ectromelia infrared, visible light and ultraviolet frequency sensor cluster

ECM/ECCM suite

The kit and its assembly:

I had this kit stashed away for a couple of years, together with a bunch of other 1:100 Zentraedi pods of all kinds and the plan to build a full platoon one day – but this has naturally not happened so far and the kits were and are still waiting. The “Reconnaissance & Surveillance” group build at whatifmodellers.com in August 2021 was a good occasion and motivation to tackle the Tactical Scout model from the pile, though, as it perfectly fits the GB’s theme and also adds an exotic science fiction/anime twist to the submissions.

The kit is an original ARII boxing from 1983, AFAIK the only edition of this model. One might expect this kit to be a variation of the 1982 standard Regult (sometimes spelled “Reguld”) kit with extra parts, but that’s not the case – it is a new mold with different parts and technical solutions, and it offers optional parts for the standard Regult pod as well as the two missile carrier versions that were published at the same time, too. The Tactical Scout uses the same basis, but it comes with parts exclusive for this variant (hull and a sprue with the many antennae and sensors).

I remembered from a former ARII Regult build in the late Eighties that the legs were a wobbly affair. Careful sprue inspection revealed, however, that this second generation comes with some sensible detail changes, e. g. the feet, which originally consisted of separate toe and heel sections (and these were hollow from behind/below!). To my biggest surprise the knees – a notorious weak spot of the 1st generation Regult kit – were not only held by small and flimsy vinyl caps anymore: These were replaced with much bigger vinyl rings, fitted into sturdy single-piece enclosures made from a tough styrene which can even be tuned with small metal screws(!), which are included in the kit. Interesting!

But the joy is still limited: even though the mold is newer, fit is mediocre at best, PSR is necessary on every seam. However, the good news is that the kit does not fight with you. The whole thing was mostly built OOB, because at 1:100 there's little that makes sense to add to the surface, and the kit comes with anything you'd expect on a Regult Scout pod. I just added some lenses and small stuff behind the large "eye", which is (also to my surprise) a clear part. The stuff might only appear in schemes on the finished model, but that's better than leaving the area blank.

Otherwise, the model was built in sub-sections for easier painting and handling, to be assembled in a final step – made possible by the kit’s design which avoids the early mecha kit’s “onion layer” construction, except for the feet. This is the only area that requires some extra effort, and which is also a bit tricky to assemble.

However, while the knees appear to be a robust construction, the kit showed some material weakness: while handling the leg assembly, one leg suddenly came off under the knees - turned out that the locator that holds the knee joint above (which I expected to be the weak point) completely broke off of the lower leg! Weird damage. I tried to glue the leg into place, but this did not work, and so I inserted a replacement for the broken. This eventually worked.

Painting and markings:

Colorful, but pretty standard and with the attempt to be authentic. However, information concerning the Regults’ paint scheme is somewhat inconsistent. I decided to use a more complex interpretation of the standard blue/grey Regult scheme, with a lighter “face shield” and some other details that make the mecha look more interesting. I used the box art and some screenshots from the Macross TV series as reference; the Tactical Scout pod already appears in episode #2 for the first time, and there are some good views at it, even though the anime version is highly simplified.

Humbrol enamels were used, including 48 (Mediterranean Blue), 196 (RAL 7035, instead of pure white), 40 (Pale Grey) and 27 (Sea Grey). The many optics were created with clear acrylics over a silver base, and the large frontal “eye” is a piece of clear plastic with a coat of clear turquoise paint, too.

The model received a black ink washing to emphasize details, engraved panel lines and recesses, as well as some light post-shading through dry-brushing. Some surface details were created with decal stripes, e. g. on the upper legs, or with a black fineliner, and some color highlights were distributed all over the hull, e. g. the yellowish-beige tips of the wide antenna or the bright blue panels on the upper legs.

The decals were taken OOB, and thanks to a translation chart I was able to decipher some of the markings which I’d interpret as a serial number and a unit code – but who knows?

Finally, the kit received an overall coat of matt acrylic varnish and some weathering/dust traces around the feet with simple watercolors – more would IMHO look out of place, due to the mecha’s sheer size in real life and the fact that the Regult has to be considered a disposable item. Either it’s brand new and shiny, or busted, there’s probably little in between that justifies serious weathering which better suits the tank-like Destroids.

A “normal” build, even though the model and the topic are exotic enough. This 2nd generation Regult kit went together easier than expected, even though it has its weak points, too. However, material ageing turned out to be the biggest challenge (after all, the kit is almost 40 years old!), but all problems could be overcome and the resulting model looks decent – and it has this certain Eighties flavor! :D

A47

Bonjour, voici un New MAN LION'S CITY 12 GNC EFFICIENT HYBRIDE des Lignes de l'Agglo - La Métropole Mobilité de la ville d'Aubagne.

On le voit sur la ligne 1 qui part de la Gare d'Aubagne jusqu'à la Zone Industrielle des Paluds