Borderlands - the computer game
View allAll Photos Tagged gearbox
Another for the archive that i took on a film camera well over 40 years ago. A secondhand shop in my local town sadly no longer there. The lovely lady who i have forgotten her name but i do remember her dogs name Muppet , probably because he bit my hand : (
She was so pleased with the print she bought a large framed copy and i was chuffed as this was the very first photo i ever sold. Thanks for reading : )
Ape (ital. Biene, auch als Vespacar bezeichnet) ist ein Kleintransporter und ein dreirädriges Rollermobil des italienischen Herstellers Piaggio.
Die Ape wird seit 1948 in Italien hergestellt. 1999 begann die Produktion von inzwischen 200.000 Fahrzeugen jährlich im indischen Werk von Piaggio Vehicles Private Limited in Baramati im Staat Maharashtra.
Die Dreirad-Transporterserie kam ein Jahr nach der Vespa, auf den Markt. Der Urtyp der Ape von 1948 ist eigentlich eine Vespa mit Ladefläche mit einer Nutzlast von 200 Kilogramm. Die Ape A hat einen Vespa-Motor mit 125 cm³ Hubraum unter dem Sitz. Sie hat aber im Gegensatz zu einigen Vespa-Typen eine 4-Gang-Schaltung.
Ape (Italian bee, also known as Vespacar) is a pickup truck and a three-wheeled scooter mobile made by the Italian manufacturer Piaggio.
The Ape has been made in Italy since 1948. In 1999 the production of what is now 200,000 vehicles a year began at the Indian plant of Piaggio Vehicles Private Limited in Baramati in the state of Maharashtra.
The three-wheeler van series came onto the market a year after the Vespa. The archetype of the Ape from 1948 is actually a Vespa with a loading area and a payload of 200 kilograms. The Ape A has a Vespa engine with 125 cc displacement under the seat. In contrast to some Vespa types, however, it has a 4-speed gearbox.
woww!!! ∑(°口°๑)
I get mid Summer Gift again ٩(ˊᗜˋ*)و
My work has been selected as a cover for "GearBox Magazine" Group ヽ(^◇^*)/ 💖🌊🌻🎁
I'm sooooo glad and, sooooo honor and, soooo Ultra Happy!!!｡:.ﾟヽ(´∀`｡)ﾉﾟ.:｡
and, Thank you so much again for choose my work my dear group owner and, admins (人´ω｀*).☆.。.:*・゜Arigatou♡💝🌊🌻🎁🍦
+++GearBox Magazine Group+++
1934 Gräf & Stift Typ MF 6 Model 15 NH Grand Luxe Familiale Sechssitzer Limousine
- 2650cc straight-6 engine
- 60 bhp / 3.000 rpm
- 3-speed manual gearbox
- top speed 100 km/h
- ± 60 units assembled (1934-1935) and this is, as far as known, the only survivor !!!
The best SAAB ever built with 4 weal drive, 4 weals stearing, two engins, two gearboxes,4 window wipers and two GPS
sold by my son to a car fanatic troll in Trollhättan.
Yahooooo!!!! (*´˘`*)٩(ˊᗜˋ*)و
I get early autumn gift again ٩(ˊᗜˋ*)و
My work has been selected as a cover for "GearBox Magazine" Group ヽ(^◇^*)/ 💖🍁🍂🎁
I'm sooooo glad and, sooooo honor and, soooo Ultra tera Happy!!!｡:.ﾟヽ(´∀`｡)ﾉﾟ.:｡
and, Thank you so much again for choose my work my dear group owner and, admins (人´ω｀*).☆.。.:*・゜Arigatou gozaimasu♡💝🍠🍂🎁
+++GearBox Magazine Group+++
Due to the current situation, I am showing you another photo today that I took in May on my photo trip to Tuscany, Italy.
On my return trip, I had a breakdown with my camper van, which later turned out to be a total gearbox write-off. I had to leave the vehicle in Italy and drove home in the rental car. The van was brought to my workshop about 3 weeks later.
Since then I've been working on a plan for an affordable repair (I don't say cheap because I gave up this illusion early on).
A gearbox specialist from Dresden helped me a lot by finding a used gearbox and putting my automatic gearbox back into operation with the working parts and some new parts. With this variant, I saved more than 2000 EUR, despite the significant additional effort. Yesterday I was finally able to pick up the gearbox and bring it to my workshop, which will install it next week.
I can't wait for the van to be back here so I can go on tour again.
Aus aktuellem Anlass zeige ich heute nochmal ein Foto, was ich im Mai bei meinem Foto Trip nach Italien in die Toskana gemacht habe.
Auf meiner Rückreise hatte ich eine Panne mit meinem Camper Van, die sich später als Getriebe Totalschaden herausgestellt hat. Ich musste das Fahrzeug in Italien stehen lassen und bin mit dem Mietwagen nach Hause gefahren. Der Van wurde ca. 3 Wochen später zu meiner Werkstatt gebracht.
Seit dem arbeite ich an einem Plan für eine bezahlbare Reparatur (ich sage bewusst nicht günstig, denn diese Illusion habe ich schon frühzeitig aufgegeben).
Hierbei hat mir eine Getriebespezialist aus Dresden sehr geholfen, in dem er ein gebrauchtes Getriebe gefunden hat und mit den funktionierenden Teilen und einigen Neuteilen mein Automatikgetriebe wieder instant gesetzt hat. Durch diese Variante habe ich, trotz deutlichem Mehraufwand mehr als 2000 EUR eingespart. Gestern konnte ich das Getriebe endlich abholen und zu meiner Werkstatt bringen, die es nächste Woche einbauen wird.
Ich kann es kaum erwarten, dass der Van wieder hier steht, und ich mal wieder auf Tour gehen kann.
more of this on my website at: www.shoot-to-catch.de
Giacinto Guffanti cement factory then Italcementi Spa cement factory, Albino. Founded 1886, renovated 1940s, demolished 2019.
The Morgan Plus 8 is a sports car built by British car maker Morgan from 1968 to 2004 and again in revised form between 2012 and 2018. Its instant and enduring popularity has been credited with saving the company and keeping the company famous during the 36 years of its manufacture. Among Morgan enthusiasts, it is deeply associated with Peter Morgan, the owner-chairman behind its design.
Design
The development of the Plus 8 was led by Maurice Owen, an engineer taken on specifically for the role. The Plus 8 prototype was based on a modified chassis from the Plus 4, altered to accept the Rover alloy block 215 cu in (3.5 L) V8, purchased from GM-Buick in 1967. Plus 4's Moss gearbox was carried over and the Salisbury 7HA axle was uprated with a limited-slip differential. The chassis was developed in stages to accommodate gearbox changes in 1973 and 1976, 1995 the body widened in 1976 to accommodate the widened chassis and the wings widened to accommodate larger tires to handle the increasing power and trend for lower profile and wider tires. The original 1968 Plus 8 was 57 inches (1,400 mm) wide and the last was 64 inches (1,600 mm) (with an optional "widebody" at 67 inches (1,700 mm)) From the 1960s and (according to all auto magazines) through the 1980s for acceleration between 20-80mph, the Plus Eight was the fastest-accelerating UK production car. To this day, early Plus 8s are frequently the winners in the 1960-1970 class in the UK.
In 2002, Morgan created a "LeMans Edition" with similar exterior feature to the 1960s Plus 4 LeMans winner. In 2003, Morgan created a 35th year "Anniversary Edition" of the Plus 8. The 35th Anniversary model was built in 100 examples and has a walnut dashboard, mesh behind the grille bars, a "LeMans style" gear knob, and a badge on the rear panel. The original brochure also referenced the fact that the Plus 8 was to be discontinued the following year.
Following the discontinuation of the Rover V8, production of Plus 8 ended in 2004. A revised Aero, powered by a 4.8-litre BMW V8 engine, was placed on an Aero chassis, with Aero 8 suspension, axles, brakes, steering, gearbox, and altered wings was introduced in 2012, They also called this model "Plus 8" and it was sold concurrently with the Aero 8 from that date until the elimination of the Aero line-up in 2020.
In 2014, Morgan created another edition called the Plus 8 'Speedster' models based on the later Aero configuration noted above. It began as a limited edition, but production was not limited to the originally advertised 60 examples. This limited run forwent the traditional roof in favor of a small fly screen and hidden roll bars behind the front seats. Pitched as an entry-level Plus 8 model, they went on sale for £69,999.
Vauxhall VX 2300 S Overdrive Saloon (1976-1978)
- 2279cc straight-4 engine
- Zenith Stromberg carburettor
- 4-speed manuel gearbox with overdrive
- power 124 bhp / 5.000 rpm
- power 187.5 Nm / 3.000 rpm
- curb weight 1180 kg
- top speed 165 km/h
1965 Velorex Type 16/350 Tricycle (1963-1968)
- 344cc straight-2 2-stroke forced air-cooled engine (by JAWA)
- 4-speed manual gearbox
- power 16 bhp / 4.500 rpm
- curb weight 305 kg
- top speed 85 km/h
- the metal frame has a leatherette cover
This whole series is of a car I had never seen before, the 1934 Auburn 652Y. And here is it's story. The Auburn line saw a drastic redesign for the 1934 model year. This was to be the final design done for the Auburn Automobile Company by Alan Leamy. The 1934 Auburns were wider, lower, and more streamlined than their predecessors. Production of the cars was slow, and momentum did not reach full levels until March of 1934. Due to sales resistance to the new cars, plans were made to put the 1935 line into production as soon as tooling could be put into place. 1934 Auburn production was halted mid-year and only around 4,000 vehicles were produced.
Financially, the Auburn Automobile Company did worse than in 1933, posting a net loss of $3.6 million for the 1934 calendar year.
The Auburn 652Y was available as a cabriolet, phaeton, 2-door brougham, and a sedan. Pricing ranged from the mid-$800's - $945. The engine is a six-cylinder Lycoming powerplant that displaces 209.9 cubic-inches and produces 85 horsepower. The Auburn 652 was powered by a six-cylinder engine that was mated to a three-speed gearbox. They had a two-speed rear axle and four-wheel hydraulic brakes with power assist. This was one of the last models to be created by the Auburn Company, as they went out of business just a few years later, in 1936. Very few were ever made.
The success of the vehicles and the survival of the company up to this point was due mostly to Erret Lobban Cord. The Auburn Company had come into existence in 1877 producing wagons. In 1903 the direction of the company switched to creating automobiles, their first being a one-cylinder chain-driven runabout. The styling and diversity of the vehicles evolved over the years, as did the mechanical capabilities and technological innovations. The Great Depression had taken its toll on the Auburn Company and was headed to receivership when it was rescued by William Wrigley. E.L. Cord was recruited to assume the duties of the general manager. This fast-talking, energetic, salesman, though less than thirty years old, was the right man for the job. By applying new paint to a parking lot of excess vehicles, Cord was able to sell over 750 cars in just a few months. This earned him the title of vice president and in 1926 he became president and primary stockholder of the Auburn Company.
Throughout the next few years, the Auburn/Cord Company would experience highs and lows.
By expanding its dealer network and building a reputation through motorsport accomplishments, the Auburn Company was able to sell 20,000 vehicles a year by the close of the 1920's. In 1931, Auburn sold 32,301 vehicles. The Stock Market Crash and the onset of the Great Depression meant that for 1933 only 4,636 vehicles were sold to customers. 1934 was also a very disappointing year for the company, selling 4,703 units.
E.L. Cord made the decision to spend half a million dollars to redesign the entire Auburn model line. This did little to inspire sales so Cord ordered a second redesign, this time under the direction of Gordon Miller Buehrig. This redesign was first seen in June of 1934 as a 1935 model. The most memorable of these new vehicles was the stunning 851 Speedster.
The Auburn 6 Series was introduced at this time offered as a low-cost alternative powered by a 210 cubic-inch six-cylinder engine.
1932 Invicta A Type chassis Tourer
- 4429cc straight-6 OHV engine
- SU carburettor
- 4-speed manual gearbox
- power 111 bhp
- curb weight 1460 kg
Dear FLICKR friends,
Our sad circumstances currently force me to take a big step back on FLICKR :-(
I will try at least to post one photo and replies on my pictures per day :-)
I'm terribly sorry I don't have time to post comments on someone else's photos :-(
We get over our problems, but it will take more time and effort as thought, unfortunately.
I want to thank you all for your support, in whatever way ☺☺! It certainly helps us ☺☺!
But despite everything, but very important, ENJOY my friend(s) ♫♪
Gr. Clay
1929 Citroën C6E 14HP Cabriolet Décapotable 2-Places
- 2442cc straight-6 SV engine
- 3-speed manual gearbox
- 33 bhp / 3.000 rpm
- curb weight 1330 kg
- top speed 105 km/h
- 61.280 units assembled (1928-1932)
^)(^ SORRY: I have to "slow down" (probably fewer photos, fewer input in groups, fewer comments and slower responses, etc.) for the next coming weeks, because we renovate our house ♫♪
I am very sorry about possible inconveniences ...
The Morgan Plus 8 is a sports car built by British car maker Morgan from 1968 to 2004 and again in revised form between 2012 and 2018. Its instant and enduring popularity has been credited with saving the company and keeping the company famous during the 36 years of its manufacture. Among Morgan enthusiasts, it is deeply associated with Peter Morgan, the owner-chairman behind its design.
Design
The development of the Plus 8 was led by Maurice Owen, an engineer taken on specifically for the role. The Plus 8 prototype was based on a modified chassis from the Plus 4, altered to accept the Rover alloy block 215 cu in (3.5 L) V8, purchased from GM-Buick in 1967. Plus 4's Moss gearbox was carried over and the Salisbury 7HA axle was uprated with a limited-slip differential. The chassis was developed in stages to accommodate gearbox changes in 1973 and 1976, 1995 the body widened in 1976 to accommodate the widened chassis and the wings widened to accommodate larger tires to handle the increasing power and trend for lower profile and wider tires. The original 1968 Plus 8 was 57 inches (1,400 mm) wide and the last was 64 inches (1,600 mm) (with an optional "widebody" at 67 inches (1,700 mm)) From the 1960s and (according to all auto magazines) through the 1980s for acceleration between 20-80mph, the Plus Eight was the fastest-accelerating UK production car. To this day, early Plus 8s are frequently the winners in the 1960-1970 class in the UK.
In 2002, Morgan created a "LeMans Edition" with similar exterior feature to the 1960s Plus 4 LeMans winner. In 2003, Morgan created a 35th year "Anniversary Edition" of the Plus 8. The 35th Anniversary model was built in 100 examples and has a walnut dashboard, mesh behind the grille bars, a "LeMans style" gear knob, and a badge on the rear panel. The original brochure also referenced the fact that the Plus 8 was to be discontinued the following year.
Following the discontinuation of the Rover V8, production of Plus 8 ended in 2004. A revised Aero, powered by a 4.8-litre BMW V8 engine, was placed on an Aero chassis, with Aero 8 suspension, axles, brakes, steering, gearbox, and altered wings was introduced in 2012, They also called this model "Plus 8" and it was sold concurrently with the Aero 8 from that date until the elimination of the Aero line-up in 2020.
In 2014, Morgan created another edition called the Plus 8 'Speedster' models based on the later Aero configuration noted above. It began as a limited edition, but production was not limited to the originally advertised 60 examples. This limited run forwent the traditional roof in favor of a small fly screen and hidden roll bars behind the front seats. Pitched as an entry-level Plus 8 model, they went on sale for £69,999.
This first class Jaguar 3.4 Mk I was manufactured on the 20th April 1959. The Jaguar left the factory in British Racing Green with Suede Green leather and was supplied new by Henlys Limited, London. The registration mark WXX 890 is the original allocated London number and the car left the factory with discs brakes and the manual with overdrive gearbox.
A total of 17,045 3.4 Mk1 Jaguars were built and around 200 roadworthy examples are left in the UK.
This car was seen at the Broadway classic car show on 15th August 2021.
The world's most recognisable Mk II Jaguar was a burgundy car seen on TV's 'Inspector Morse' detective series.
France : 1977
4 cylinder 2347cc transverse engine
115 PS DIN @ 5500 rpm
4 speed manual gearbox
Front wheel drive
All round hydraulic suspensions
Length : 4,91m
Weight : 1450 kg
Speed : 181 km/h
The Zero A, 500, Topolino – or whatever you like to call it – was a big car of the 1930s in miniature with 12-volt lighting, hydraulic brakes, four speed synchromesh gearbox and independent front suspension. The 569cc side valve four cylinder engine gives 60 mph at 56 mpg. It was launched in June 1936 and was the smallest car to go into mass production. It was an immediate success, not just because it was small and inexpensive, but because it was a very good car by contemporary
standards
It was quickly introduced to the British market where it was nicknamed the 'Mickey Mouse Fiat’.
FPG102 was purchased by Dorothy Shuttleworth in 1937. After falling from regular use it deteriorated badly. In the mid-1990s it was extensively restored by Shuttleworth volunteers to full working order and to its original blue colour scheme.
Böhmerland, 1927
Die Böhmerland zeichnete sich vor allem durch ihre dreisitzige Bank und die Motorplatzierung vor dem Fahrer aus, was ihr zu der enormen Länge verhalf.
Böhmerland, or Čechie as it was known domestically, was a Czechoslovak motorcycle manufacturer from 1924 until World War II. The Böhmerland was produced in several wheelbases; a two-seat Sport, a 3-seat Touren, and a 4-seat Langtouren. An experimental machine built for the military seated four soldiers, and used two gearboxes, with the rear operated by a passenger, giving 9 ratios.
Helical teeth of a fiber gear for a 35mm motion picture projector.
Explored on October 11, 2016, #61.
Emil Darl'mat was a brilliant Parisian Peugeot Dealer who teamed up with Marcel Pourtout and his brilliant designer Georges Paulin, to produce this most famous of the Pre-War Peugeots.
Combined with a Darl'mat tuned two-litre overhead-valve four cylinder engine with dual carburetors and a stout Cotal four-speed pre-selector gearbox, the Darl'mat was a remarkable performer on road and track alike. Competition versions, remarkably similar to their road-going stable-mates were very successful. They competed at LeMans in 1937 taking 3 our of the top 10 places, and 1938, won it's class outright.
1935 saw the introduction of the 402 at the Paris Show in October. It marked a turning point in the history of the Peugeot brand, which was ahead of all its French competitors in introducing aerodynamic bodies as standard. This is the famous 'Sochaux rocket' range, characterized by fluid lines and a shield-shaped grill to protect the headlights.
A total of 105 Peugeot 402 Darl'mat models crafted on the 402 chassis. It is believed that 53 were roadsters, 32 cabriolets, and 20 coupes. They were upgraded at Darl'mat's shop with Cotal four-speed electro-mechanical gearboxes, before being shipped to Pourtout and fitted with the Paulin-designed bodies, formed from pieces of sheet aluminum hand-shaped and then nailed to wooden structures of ash framing that were then attached to the chassis.
Paulin was a stylistic genius with a functional flair who had developed the first retractable hardtop (forget everything you've heard about the Ford Fairlane), which he called the Eclipse roof system. Paulin received a patent for his novel idea, which landed him a partnership with Pourtout.
Pourtout was a French coachbuilder and longtime friend of Darl'mat. Though Pourtout was skilled, his works initially lacked the high style and creative originality that Paulin would later provide. When Pourtout needed a chassis on which to display Paulin's Eclipse roof design, Darl'mat was contacted and subsequently became involved with the development of the Peugeots to bare his name.
Though Paulin's greatest accomplishments were in the area of design, he was actually trained as a dentist. His dentistry skills had little to do with his aesthetic genius, but they did help him land a job as a French spy working under Charles de Gaulle at the outset of World War II. Fearlessly, Paulin made detailed drawings of German equipment and bases. He passed these German secrets on to a posing dental patient who was actually a French railroad worker. His skills as a dentist, designer, and patriot all helped him successfully deliver important information to France. If espionage seems an unlikely livelihood for a gifted designer, consider the men with whom Paulin worked. Joseph Figoni and Jacques Kellner, both highly skilled coachbuilders, were essential spies that dealt closely with Paulin.
It became known that Paulin and his co-spies were on the verge of being discovered, and Paulin was offered the chance to be quickly removed to safety by the British. The man whom Paulin and the rest were working for was a double agent who had been supplying information to French Vichys and German Nazis. Paulin knew that if he left, Kellner and Figoni would be caught and killed. Paulin bravely remained in France, where he was soon arrested by Vichy mercenaries along with Figoni and Kellner. In 1942, Kellner and Paulin were shot and killed by firing squad. Only Figoni (of Figoni et Falaschi) managed to survive, thanks to a Gestapo officer who had been on the Mercedes-Benz racing team recognizing him.
Thanks to Conceptcarz, and Hemmings Motor News articles.
Humber Sceptre Ser.III Saloon (1968-76) Engine 1725 S4 OHV
Registration Number OLC 477 P (London NW))
HUMBER SET
www.flickr.com/photos/45676495@N05/sets/72157623665287863...
The Sceptre MK III, introduced in 1967, as a top of the range derivative of the Rootes Arrow Series. It continued Humber's tradition of building luxury cars and featured wood-veneer fascia, complete instrumentation, adjustable steering column, vinyl roof and extra brightwork on the wheel arches and rear panel. The MK III had a more powerful version of the 1,725 cc (105.3 cu in) engine with twin carburettors giving 87 bhp (88 PS). The manual-gearbox model featured either the D-type or the later J-type Laycock De Normanville overdrive. As with all models in the Arrow range, an automatic gearbox was an option. A closer ratio G-type gearbox was fitted to later Sceptres, using the J-type overdrive. An estate car variant of the Sceptre was introduced at the London Motor Show in October 1974. It featured a built-in roof rack and a carpeted loading floor protected by metal strips and illuminated by an additional interior light. Washer and wiper were provided for the rear window, a rare feature on UK-market estate cars of the time
Diolch am 97,332,588 o olygfeydd anhygoel, mae pob un yn cael ei werthfawr706'n fawr.
Thanks for 97,332,588 amazing views, every one is greatly appreciated.
Shot 21.08.2022, at Lupin Farm, Kings Bromley, Staffordshire REF 163-152
Comments and invitations containing banners will be deleted
Enderle Center Million Dollar Cruise
1,996cc OHV All-alloy V-8 Engine
Twin Weber DCF/3 Carburetors
125bhp at 6,000rpm
4-Speed Manual Gearbox
4-Wheel Independent Coil Spring Suspension
4-Wheel Finned Alloy Drum Brakes
THE SIATA 208S
The Società Italiana Auto Trasformazione Accessori, or SIATA, was established in Turin by Giorgio Ambrosini in 1926. Initially a manufacturer of speed equipment for FIATs – dual carburetor manifolds, high compression cylinder heads, overhead valve conversions, superchargers, gearsets and even complete gearboxes – Siata enjoyed a symbiotic relationship with FIAT. The enhanced performance of Siata-equipped FIATs brought competition success and encouraged sales without FIAT's direct involvement.
Following World War II, Siata leveraged its success to resume construction of FIAT-based sports cars. With the FIAT-SIATA 750 Sport Competizione, Giorgio Ambrosini's son Renato won the 750cc Italian Championship in 1948 and 1949. A series of SIATA 300BC Spiders were built for the U.S. market powered by Crosley's potent little 750cc single overhead camshaft engine. Larger cars followed, which brought Siata to the attention of American enthusiasts like Tony Pompeo, Briggs Cunningham, John Perona and Ernie McAfee.
Having been involved in FIAT's Otto Vu project from the outset, and when the company ceased production after 49 cars were built, Siata naturally had access to the overrun of planned V8 power units. This led them to produce their own models: the 2 liter, or 208S. It was undeniably the best-looking car to wear the Siata badge by then (arguably ever), wearing incredibly beautiful coachwork penned by the styling house of Motto. Motto would go on to style other iconic automobiles, such as the Porsche Abarth Carrera.
Tuned by Siata to make 125 horsepower or more, the Siata 208S, in both Coupe and Spider, achieved exceptional performance and a degree of aesthetic presence that is unprecedented in the early Fifties. Their design – leaning forward in a pose that recalls the photographs of early racing cars and taken by cameras with focal plane shutters – is aggressive, potent, sleek and elegant. In the finest tradition of great coachbuilding and sports car design, the appearance of the Siata 208S was matched by its performance. An early owner characterized the Siata 208s as "a dream to drive...What I liked most about it was styling, handling and its ability to go like a rocket on demand."
Expectedly, the fabulous looks and sporting performance came at a price. Here in the States that meant a sticker of just under $5,000; a hefty number in the mid-1950s, but a natural fit for the California culture of design and performance and revered warm climate. The legendary Los Angeles Hot Rodder, turned dealer, Ernie McAfee ensured Siata's popularity on the West Coast; importing the lion's share of them helped by the backing of the wealthy Doheny family.
McAfee's period advertising proclaimed, "Equal these items in any Car and you have a SIATA V8 - 2 Liter V8 Engine, 4 Wheel Independent Suspension, 78 Spoke Borrani Racing Wheels, Genuine 120hp with 120mph, Fantastic Brakes, Michelin Tires, 1900 lbs. Weight. $4995 Complete." McAfee garnered this information from first-hand experience, having bravely campaigned one of the first examples on the Carrera Panamericana in 1953.
Siata's long and successful history, its experience tuning and developing Fiat-based performance cars, the excellence of the Rudolf Hruska-led design team, the performance and refinement of the Fiat Otto Vu V8, and the simple, refined beauty of the coachwork (provided by Italy's finest and most creative carrozzerias) designate the Siata 208S as one of the most appreciated, sought after, and desirable high-performance spiders of the period. They are rarely seen today, and infrequently available to collectors.
Please press "L" and then hit F11 for best viewing on your PC
This has had the same owner for 25 years. 149k at the last MOT, which is impressive given the notorious fragility of the gearbox in these Clios.
Manufacturer: Volkswagen AG (VAG), Wolfsburg - Germany
Type: Typ 2 Transporter Bus T1b
Production time: 1955 - 1963
Production outlet: 224,045
Engine: 1192cc flat-4 (boxer) air-cooled by fan
Power: 40 bhp / 3.900 rpm
Torque: 88 Nm / 2.400 rpm
Drivetrain: rear wheels
Speed: 95 km/h
Curb weight: 996 kg
Wheelbase: 94.5 inch
Chassis: ladder chassis with a self-supporting body
Steering: Ross cam & lever with rolling stud contact and hydraulic steering damper
Gearbox: four-speed manual (transaxle) / II, III and IV synchronized / floor shift
Clutch: single dry plate disc
Carburettor: reverse mounted Solex 28 PICT downdraft
Fuel tank: 40 liter
Electric system: Bosch 6 Volts 77 Ah
Ignition system: distributor and coil
Brakes front: hydraulic drums
Brakes rear: hydraulic drums
Suspension front: single wheel independent double crank trailing arms, stabilizer bar, 2 torsion bars + hydraulic double acting telescopic shock absorbers
Suspension rear: independent trailing arms, progressive rubber stopper and 2 transverse torsion bar springs + hydraulic double acting telescopic shock absorbers
Rear axle: swing half-axle type guided on longitudinal shear struts and mounted in the frame
Differential: spiral bevel 4.125:1
Wheels: 4.5K x 15 drop-center type
Tires: 6.40 x 15
Options: fog lamps, cigarette lighter, roof rack
Special:
- While visiting the VW factory in 1947, Dutch car importer Ben Pon came up wîth the idea for the Bus (drawn on the back of his cigar box ☺) as we know it today.
- Officially launched on November 12, 1949, the Transporter line did not go on sale to the general public until March 1950. The Typ 2 T1a were among the first “forward control” vans in which the driver was placed above the front roadwheels.
- At first the T1a was only produced in the Wolfsburg plant, but from March 8, 1956 in a new plant in Hanover (VW-Werk Hannover).
- Versions created until 1955 were known as the T1a. These versions are often called the 'Barndoor' versions due to their large rear engine cover.
- The T1b were produced from 1955 through 1963. These versions had a smaller engine cover and smaller, 15-inch wheels.
- The T1c was introduced in 1963 and produced until 1967. These versions had a wider rear door.
- German production stopped after the 1967 model year; however, the T1 still was made in in São Bernardo do Campo, Brazil until 1975.
- The varieties were huge, from Transporter, Camper, Delivery Van, Kombi, Microbus, Pick-Up, Ambulance, Ladder Truck, Police Vans, Buses etc.
- The T1 was very popular in the USA (Hippie Bus☺): by 1964 it was accounting for over 63% of all import vehicle sales.
* this car has a later on T2 1584cc flat-4 engine with 50 bhp / 3.800 rpm and torque 104 Nm / 2.400 rpm
Germany : 1972 - 1977
V6 2550cc engine
123 PS DIN @ 5000 rpm
Automatic gearbox
Length : 4,57m
Weight : 1260 kg
Speed : 175 km/h
Germany : 1967 - 1971
6 cylinder 2490cc engine
115 PS DIN @ 5200 rpm
4 speed manual gearbox
Length : 4,57m
Weight : 1185 kg
Speed : 170 km/h
Canon EOS 6D - f/14 - 1/30sec - 100mm - ISO 200
I borrowed this from my garage keeper, it is a part of the gearbox of a Alfa Romeo 156 2L Challenge car
- second choice for challenge Flickr group 'Macro Mondays', theme: 'Cogwheel'
- measure reference: the ring on the right is 8cm diameter
History/Invention of the cogwheel/gear :
- Early examples of gears date from the 4th century BC in China (Zhan Guo times – Late East Zhou dynasty), which have been preserved at the Luoyang Museum of Henan Province, China.
The earliest preserved gears in Europe were found in the Antikythera mechanism, an example of a very early and intricate geared device, designed to calculate astronomical positions. Its time of construction is now estimated between 150 and 100 BC.
Gears appear in works connected to Hero of Alexandria, in Roman Egypt circa AD 50, but can be traced back to the mechanics of the Alexandrian school in 3rd-century BC Ptolemaic Egypt, and were greatly developed by the Greek polymath Archimedes (287–212 BC).
And the second Nexia papped on that day. An interesting spec on this one, a lowly GLi with the automatic gearbox specified - the rarest spec that currently survives. Could you really call this a survivor though? It's been sat since 2016 and it had barely just tipped 20,000 miles. The wear on that rear plate is quite something.
United Kingdom : 1961 - 1963
Production : 250 units
4 cylinder 1592cc engine
150 PS DIN
4 speed manual gearbox + overdrive
Length : 4m
Weight : 1000 kg
Speed : 167 km/h
France : 1957 - 1961
Production (France) : 61.835 units
Production (Brazil) : 42.910 units
V8 2351cc engine
84 HP SAE @ 4500 rpm
3 speed manual gearbox with optional overdrive
Optional automatic Rushmatic gearbox
Length : 4,75m
Weight : 1348 kg
Speed : 147 km/h
Manufacturer: SAAB Automobile AB, Trollhättan - Sweden
Type: Type 97 Sonett III
Production time: 1970 - 1974
Production outlet: 8,368
Engine: 1699cc Ford Koln H91 OHV V4 1.7L
Power: 65 bhp / 4.700 rpm
Torque: 115 Nm / 2.000 rpm
Drivetrain: front wheels
Speed: 161 km/h
Curb weight: 830 kg
Wheelbase: 84.6 inch
Chassis: steel ladder chassis with fiber-reinforced plastic (glass fiber and polyester) self-supporting body
Steering: rack & pinion
Gearbox: four-speed manual / all synchromesh / floor shift
Clutch: Fichtel & Sachs X 190 K single dry plate disc
Carburettor: Autolite 1-bbl 73TF-9510-KEA / Solex 32 TDID
Fuel tank: 60 liter
Electric system: Bosch 12 Volts 44 Ah
Ignition system: Bosch K 12 distributor and coil
Brakes front: hydraulic 10.5 inch Lockheed two-circuit discs
Brakes rear: hydraulic 8 inch Lockheed two-circuit drums
Suspension front: independent trapezoidal wishbones (A-arm, control arm), sway bar, coil springs + hydraulic telescopic shock absorbers
Suspension rear: curved tube axle, central fastening and iusseren trailing arms, longitudinal coil springs + hydraulic telescopic shock absorbers
Rear axle: live
Differential: spiral bevel 4.67:1
Wheels: 4½K x 15
Tires: 155 SR 15
Options: "CoolAir" Air Conditioning, Tuneverken alloy wheels
Special:
- The first high performance, low drag two-seater based on aircraft design principals was designed by Sixten Sason in 1954. SAAB’s management was not interested in pursuing the car, after Rolf Mellde and his team built in secret there first prototype.
- "Sonett" is Swedish for "how nice".
- Although the Sonett II was specially designed for the US market, sales were bad (1966-1970: 258 units built with a 3 cylinder 841cc / 2-stroke engine and 1,538 units built wit a 1498cc Ford V-4). Italian designer Sergio Coggiola drew a new design (adjusted by Gunnar A. Sjögren to use the mid section of the Sonett II and SAAB 96 parts like brakes and suspension), the Sonett III. It still had the underpowered Ford V-4 engine (floor shift now) and was still not a Sports Car.
- The Sonett III, with pop-up headlights, was introduced at the 1970 New York Motor Show and assembled at AB Zweedse Järnvägsverkstäderna (ASJ) in Arlöv (Sweden).
- From model year 1971 this stronger 1699cc Ford V-4 became standard, in order to handle US emissions controls.
- In 1974, unable to handle the more strict automobile emission control in the US, production on the Sonett III ended.
Manufacturer: Chrysler Group Limited Liability Company (LLC), Auburn Hills, Michigan - USA
Type: Windsor IV DeLuxe 6 Series C62 2-door Club Coupé
Production time: October 1953 - November 1954
Production outlet: 5,659
Engine: 4334cc straight-6 Chrysler Spitfire 264 L-head
Power: 121 bhp / 3.600 rpm
Torque: 296 bhp / 1.600 rpm
Drivetrain: rear wheels
Speed: 139 km/h
Curb weight: 1700 kg
Wheelbase: 125.5 inch
Chassis: box frame with crossbars and all-steel body
Steering: Gemmer worm & roller
Gearbox: three-speed manual / II and III synchronized / steering column shifter
Clutch: 10 inch single plate dry disc
Carburettor: Ball & Ball E9C1 single downdraft (B&B E9B1 on the PowerFlite automatic transmission)
Fuel tank: 64 liter
Electric system: distributor and coil
Ignition system: Auto- Lite 6 Volts
Brakes front: 12 inch hydraulic drums
Brakes rear: 12 inch hydraulic drums
Suspension front: independent trapezoidal wishbones, sway bar with coil springs + hydraulic telescopic shock absorbers
Suspension rear: trailing arms with longitudinal semi-elliptic leaf springs + hydraulic telescopic shock absorbers
Rear axle: live semi-floating type
Differential: hypoid
Wheels: 15 inch
Tires: 7.6 x 15
Options: PowerFlite two-speed automatic transmission, Gemmer Hydraguide power steering, vacuum powered brakes, real wire wheels with new wide whites, radio, two-tone colouring
* especially for my friend Howard ☺!
Special:
- The Windsor model was designed by Virgil Exner and was in the early ‘50s Chryslers cheapest model.
- The ’54 Windsor models were the last with a straight-6 engine. From 1955 only V-8 engines were available.
- The Windsor DeLuxe 6 Series C62 Series was available as this Notchback Coupé type 2-door Club Coupé, as 2-door Convertible Coupé (500 units built), as 2-door Newport (3,655 units built), as 4-door Sedan / 6 passengers (33,563 units built), as 4-door Sedan LWB / 8 passengers (500 units built) and a s 4-door Town & Country Wagon (650 units built).
- The Windsor models were assembled in Maywood, Los Angeles - USA until 1961 (1939 Series C22 -1961 Series C75-1, LC1-L, MC1-L, PC1-L and RC2-M) and from 1961 on only as Newport models in Windsor, Ontario - Canada.
- In Canada, a Windsor-model was manufactured in 1965/1966 again, which was not exported to the USA and corresponded the locally manufactured Chrysler Newport.
Engine: 4 cylinders, 1149 cc, 108 hp, 5 speed gearbox.
Maximum speed: 235 km/h.
See also this video: www.youtube.com/watch?v=6MjTKM-fnDE
Musée de l'Aventure Peugeot
Sochaux (25), France.
Launched in May 1960, the 404 is recognized by its tight bodylines designed by Pininfarina.
Manufactured in Sochaux, but also in Africa (Nigeria, Tunisia and South Africa) and in South America (Argentina and Chili), the 404 will have a long international cereer and will reach for the first time for Peugeot a total production output of nearly 3 million units.
2.885.374 models 404, including 1.672.395 saloons, were produced between 1960 and 1988.
Engine: 4 cylinders, 1618 cc, 96 hp, 4 speed gearbox.
Maximum speed: 160 km/h.
Musée de l'Aventure Peugeot
Sochaux (25), France.
Manufacturer: VEB Automibilwerke Sachsenring, Zwickau - German Democratic Republic (former DDR)
Type: 601 S
Engine: 594,5cc in-line twin, two-stroke, air cooled
Power: 30 bhp / 4.200 rpm
Speed: 100 km/h
Production time: 1969 - 1990
Production outlet: 3,096,099 (all 601 series 1964-1990)
Curb weight: 594 kg
Special:
- It has a four-speed manual gearbox, a crook-handled gear stick in the interior with an unmistakably noisy gear shift, a BVF carburettor, a 6-Volts electric system, rack and pinion steering, hydraulic drum brakes all around, a 26 liter fuel tank and front wheel drive.
- The front suspension has a single transverse leaf spring on a lower A-arm, while the rear suspension has independent trailing arms.
- The ignition system operates without the distributor, and, instead with two ignition coils accordingly, instead of one and also two breaker contacts.
- The uni-body on a steel frame is made of Duroplast (thermoset), a mixture of textile and fiberglass and has a 79.5 inch wheelbase.
- Two-stroke engines of this sort, with crankcase scavenging and lubricating oil provided during fuel intake, burn their lubricating oil by design and produce smoky tailpipe emissions.
- The original 601 is a copy of a Llyod 600 and is often called „Leukoplastbomber“.
- After the takeover of the Volkswagen Group in 1990, the 1043cc straight-4 4-stroke Polo engine was used in about 55,000 Trabant 1.1 until April 30, 1991.