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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 : )
Yayyyy!! ヽ(=´▽`=)ﾉ💝
I get spring 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 Exciting!!!｡:.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+++
1936 Steyr Typ 120 Super Modell 2-türige Cabriolet
- 2063cc straight-6 OHV engine
- 4 speed manual gearbox
- Solex carburettor
- power 50 bhp / 3.500 rpm
- curb weight 1.260 kg
- top speed 120 km/h
- only 200 built in 1936
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+++
1936 Delage D6-70 Milord Cabriolet (3 position Drop Head Coupe') by Figoni et Falaschi.
After merging with Delahaye in 1935, Louis Delage, with access to the Delahaye bank of parts, set about precisely preparing his new model, the D6-70. He started with modifying the Delahaye 135 engine by decreasing it to 2,729 cc. This gave the engine a shorter stroke, which when combined with a revised cylinder head, provided the new Delage’s engine with much more gusto than its sister Delahaye 135.
Most of the D6-70s were equipped with the optional Cotal electromagnetic gearbox, a quasi automatic transmission with four speeds plus reverse. In a time when most car transmissions were borrowed from trucks and shifted as such, the silky-smooth Cotal was lightyears ahead of its time.
Chassis number 50607, presented here, was the first cabriolet out of a small batch of Delage D6s bodied by Figoni et Falaschi in 1936. The design is sheer elegance in any of its three different configurations: with the top up, top down in cabriolet dress, and then with the “Milord,” or half-cabriolet appointment (rolling back the front of the top), which gives this example a touch of class made famous by the French school of the 1930s. Figoni et Falaschi are said to have been particularly proud of their work and believed to have displayed this car on their stand at the 1936 Salon de Paris.
AS ALWAYS....COMMENTS & INVITATIONS with AWARD BANNERS will be respectfully DELETED!
Giacinto Guffanti cement factory then Italcementi Spa cement factory, Albino. Founded 1886, renovated 1940s, demolished 2019.
El vuelo de los odonatos es estudiado por la industria aeródinámica. Sus increíbles giros, paradas , vuelos hacia atrás, cambios de ritmo, etc .... depende de esa estructura muscular de donde nacen las alas.
Corresponde a la cara dorsal del macho de Anax imperator que presenté hace unos dias.
Fotograma recortado un 4%.
En El Pinós (Alicante) España
The flight of the odonates is studied by the aerodynamic industry. Its incredible turns, stops, backward flights, changes of pace, etc ... depends on that muscular structure from which the wings are born.
Corresponds to the dorsal face of the male of Anax imperator that I presented a few days ago.
Frame cut by 4%.
In El Pinós (Alicante) Spain
font: Redstar
textures and effects by Remember Remember
See more in my Humour set here
allardsportscars.co.uk/history-timeline/
Sidney Allard produced few cars but was successful in hill climbs, and had success at Le Mans in 1950 and also Monte Carlo in 1952
His cars used existing engines and gearboxes and he built a number of sporting bodies around these power units.
Mine was a K2 which utilised a Ford Pilot 3,600 cc V8 engine.
1938 Praga Type Lady (1937-1941) Model Cabriolet (1938-1941)
- 1661cc straight-4 SV engine
- Zenith 30 THG or Solex 32AIC carburettor
- 3-speed manuel gearbox
- power 35 bhp / 3.500 rpm
- curb weight 1.100 kg
- top speed 100 km/h
!☺☺ Happy Summer Holidays Season Greetings ☺☺!
1911 NSU Modell 10/30 HP Sport Doppel-Phaeton
- 2608cc straight-4 engine Nr. 212
- 30 bhp / 1.400 rpm
- 4-speed gearbox
- rear wheel drive
- top speed 70 km/h
- There are only 4 running NSU automobiles known from before WWI
- This is the only Modell 10/30 HP known
For this week's challenge, I have chosen a dual mass flywheel and clutch with loads of edges to choose from! These parts, usually fitted to the VW 1.9TDI PD engine, are the heavy lump that turns the rough delivery from your diesel engine into the smooth output into your gearbox. The teeth at the bottom are what engage with the starter motor to bring your motor to life and the abrasive material to the image top is the clutch. This particular example, costing approximately £450, lasted a pitiful 200 miles and as such I couldn't bring myself to donate it to the scrap man! At least now it's come in useful for something else! The rust occured within 2 days of being removed from the vehicle, despite being stored indoors. It was shot using a single light diffused through a softbox to the image right at F8.
FRANCE :FRANCE : 1958 - 1961
Production : 61.836 units
V8 2351cc engine
84 PS SAE @ 4800 rpm
3 speed manual gearbox
Length : 4,75m
Weight : 1245 Kg
Speed : 140 km/h 1958 - 1961
Production : 61.836 units
V8 2351cc engine
84 PS SAE @ 4800 rpm
3 speed manual gearbox
Length : 4,75m
Weight : 1245 Kg
Speed : 140 km/h
Based on Beardly Designs's LW2 gearbox, the Uniter variant uses Vorox shells as shoulder armour. It also takes inspiration from Lewis' Lewa 2016 MOD, so credits to him.
Launch: 1954
Generation: Seventh (2021 - )
Engine: 4,0 litre biturbo V8 (petrol)
Power: 476 PS
Gearbox: 9 speed automatic
Layout: front engine, all wheel drive
Hunter-Reay still working on tire pressures and ride height on Friday in Detroit
Verizon IndyCar Series
Chevrolet Detroit Grand Prix Friday Practice
Raceway at Belle Isle Park, Detroit, MI USA
Friday 2 June 2017
28, Dallara Honda, Ryan Hunter-Reay
Manufacturer: MG Car Company Limited, Abingdon-on-Thames - United Kingdom
Type: MGB GT Mark II Coupé
Production time: mid-year 1967 - mid-year 1969
Production outlet: 15,128 (1967-1971)
Engine: 1799cc straight-4 BMC Austin B-series 1.8-litre OHV pushrod
Power: 95 bhp / 5.400 rpm
Torque: 150 Nm / 3.000 rpm
Drivetrain: rear wheels
Speed: 169 km/h
Curb weight: 1062 kg
Wheelbase: 91 inch
Chassis: all-steel unibody
Steering: cam gears rack-and-pinion
Gearbox: four-speed manual / II, III and IV synchronized / floor shift
Clutch: hydraulic Borg und Beck 8 inch single dry plate disc
Carburettor: twin SU HS4 (1.5-inch / 38-mm)
Fuel tank: 55 liter
Electric system: 12 Volts (two 6-volt batteries) 60 Ah
Ignition system: distributor and coil
Brakes front: Lockheed hydraulic 10.8 inch discs
Brakes rear: Lockheed hydraulic 10 inch drums
Suspension front: independent trapezoidal triangle cross-bar, cross braces, sway bar, coil springs + integrated Armstrong piston shock absorbers
Suspension rear: beam axle, curve stabilizer, longitudinal semi-elliptic leaf springs + Armstrong-piston shock absorbers
Rear axle: live
Differential: hypoid 3.909:1
Wheels: 4Jx14 steel discs
Tires: 5.60 - 14 Pirelli Cinturato (CA67) cross-ply
Options: Laycock-de Normanville electrically engaged overdrive gearboxes operational in third and fourth gears (by a toggle switch located on the dashboard), five-speed manual gearbox, Borg Warner BW 35 three-speed automatic transmission, heater, 4½Jx14 wire wheels
Special:
- There is some debate over when MG started. The company itself stated it to be 1924, although the first cars bore both Morris and MG badges and a reference to MG with the octagon badge appears in an Oxford newspaper from November 1923. Others dispute this and believe that MG only properly began trading in 1925.
- The first cars which were rebodied Morris models using coachwork from Carbodies of Coventry and were built in premises in Alfred Lane, Oxford but demand soon caused a move to larger premises in Bainton Road in September 1925 sharing space with the Morris radiator works. Continuing expansion meant another move in 1927 to a separate factory in Edmund Road, Cowley, Oxford, near the main Morris factory and for the first time it was possible to include a production line. In 1928 the company had become large enough to warrant an identity separate from the original Morris Garages and the M.G. Car Company Limited was established in March of that year and in October for the first time a stand was taken at the London Motor Show. Space again soon ran out and a search for a permanent home led to the lease of part an old leather factory in Abingdon, Oxfordshire in 1929, gradually taking over more space until production ended there in 1980.
- Originally owned personally by William Morris, the company was sold to Morris Motors (itself part of the Nuffield Organisation) in 1935. MG was absorbed into the British Motor Corporation in 1952, and latterly British Leyland (BL) in 1968. Under BMC, several MG models were no more than badge-engineered versions of other marques, with the main exception being the small MG sports cars.
- The MGB, designed by Pininfarina, was released in 1962 to satisfy demand for a more modern and comfortable sports cars. In 1965 the Fixed Head Coupé (FHC) Mark I followed : the MGB GT.
France : 1962 - 1965
Production : 159 units
Fiberglass body
Cx : 0,19
Flat twin air cooled 848cc engine
60 PS SAE
Front wheel drive
4 speed manual gearbox
Length : 4m
Weight : 580 kg
Speed : 180 km/h
Japan : 2002 - 2013
4 cylinder 1298cc engine
87 PS DIN @ 6000rpm
5 speed gearbox
Length : 3,39m
Weight : 850kg
Speed : 180 km/h
We found a store room, filled with machine parts and spares! I grabbed a few close ups, This box contained parts of 'Demag, Gearbox Parts'.
Manufacturer: VOLVO Personvagnar AB, Göteborg - Sweden
Type: P1800 S Model E
Production time: August 1964 - July 1965
Production outlet: 4,500 (Model E)
Production time: 1963 - 1969 (all Series)
Production outlet: 23,993 (all Series)
Engine: 1782cc straight-4 B-18 B OHV I-head
Power: 103 bhp / 5.600 rpm
Torque: 147 Nm / 3.800 rpm
Drivetrain: rear wheels
Speed: 176 km/h
Curb weight: 940 kg
Wheelbase: 96.5 inch
Chassis: box frame with all-steel unibody
Steering: worm & roller
Gearbox: M40 four-speed manual / all synchromesh / floor shift
Clutch: single dry plate disc
Carburettor: twin SU HIF6 for RHD cars and twin Zenith Stromberg 175-CD2-SE for LHD cars
Fuel tank: 45 liter
Electric system: 12 Volts 60 Ah
Ignition system: distributor and coil
Brakes front: Girling servo hydraulic 10.6 inch discs
Brakes rear: hydraulic dual circuit drums
Suspension front: independent trapezoid triangle crossbars, curve stabilizer, helical springs + Delco hydraulic telescopic shock absorbers
Suspension rear: beam axle, longitudinal thrust struts, Panhard bars, coil springs + Delco hydraulic telescopic shock absorbers
Rear axle: live
Differential: hypoid 4.56:1
Wheels: 15 inch steel discs
Tires: 165 x 15 radial
Options: M41 five-speed (Laycock-Normanville overdrive) manual gearbox, Borg-Warner 35 three-speed automatic transmission, 1986cc straight-4 B-20 B (from 1969 on),
Special:
- VOLVO, founded in 1927 in Gothenburg, was formed as a subsidiary company to the ball bearing maker SKF. The trademark VOLVO was first registered by SKF the 11th May 1915 with the intention to use it for a special series of ball bearing for the American market, but it was never used for this purpose. Assar Gabrielsson was appointed the managing director and Gustav Larson as the technical manager.
- The first VOLVO car left the assembly line on April 14, 1927 was called VOLVO ÖV 4.
- VOLVO Cars was owned by AB VOLVO until 1999, when it was acquired by the Ford Motor Company and placed in its Premier Automotive Group along with Jaguar, Land Rover and Aston Martin.
- Not everyone was immediately amused by Pelle (Per) Petterson’s design in 1960 (then employed by Frua, Turin - Italy and called “Project 958”).
- To save some money the new sports car should use the mechanical parts of the Amazon, but would have a slightly shorter wheelbase.
- VOLVO and Wilhelm Karmann GmbH (Karmann), Osnabrück - Germany almost agreed to start producing but Karmann wasn’t allowed by Volkswagen to produce the car because the competitor of VOLVO’s new sports car was made at Karmann (the Volkswagen Karmann Ghia).
- VOLVO also contacted NSU, Hanomag and Drautz but believed these manufacturers couldn’t meet up the expectations VOLVO had.
- VOLVO went to Jensen Motors Ltd in Lyng, West Bromwich, west of Birmingham - UK to talk about a possible production of the new sports car at Jensen.
- But Jensen didn’t have the capacity to produce also all the bodywork for the car, so Pressed Steel Fisher, Linwood - UK was asked to supply the bodywork.
- Jensen signed an agreement with VOLVO to build 10.000 cars.
- The P1800, was presented in the press in 1959 (by some photos) and presented in public at the Bruxelles Autosalon in Brussels (Belgium) in 1960.
- Due starting-up problems, production of the P1800 (18 for 1800cc displacement) with the B18 engine (B for the Swedish word for gasoline: Bensin) started in May 1961.
- Bad quality cars (bad bodyworks made by Pressed Steel, poor paintwork (sometimes even without any primer), even the molds were gone for a moment ☺☺☺!, forced VOLVO to finished production in their new factory in Lundby (Sweden) in 1963.
- VOLVO paid Jensen a compensation for building only 6,000 cars. Pressed Steel was allowed to continu to produce the bodywork, because VOLVO wasn’t able to find as quickly a new bodywork producer, wasn’t planning to bailout Pressed Steel and couldn’t affort any delaying.
- The final assembly was done at the new plant in Torslanda - Sweden.
- With some modifications (hubcaps, emblems, indicators and some interior changes) the car was renamed P 1800 S (“S” standing for Sweden).
- In 1969 the production of the 1800 S stopped and the 1800 E Model T was introduced in 1970.
- This 2+2 Coupé (first series 1960-1969) was VOLVO’s second attempt Sports Car since their P 1900 debacle (1956-1957 and only 67 units built), built with 444 PV components and a fiberglass body (by Glasspar USA), which gave so many problems, so Gunnar Engellau, at that time the big boss, took this car out of production after a long test drive.
- Nevertheless, this sporty Swede sold well, partly because "The Saint" Simon Templar drove one in the Series.
I don't know if this was on loan to Chesterfield at the time or just passing through the town, but former DMS321 had been fitted with an experimental fully-automatic gearbox by Brockhouse Maxwell, and had been doing a tour of operators for the past few months. I can't find any reference to it having been borrowed by Chesterfield, or any other nearby operator, nor indeed with anyone at all as late as July 1984, so this may have been one of its final outings. From one or two comments that I have seen, it was not particularly popular or successful, and it is believed to have been scrapped by the following year.
Chesterfield town centre, 24/7/84
A few months ago, Gaé7 asked for help about an idea he had : he thought of motorizing the gearbox of this year's sets. So I made a quick build on LDD, and after months of procrastination, finally decided to build it IRL (with different parts though). Of course, it's just a prototype, and it would require some "decoration" to cover the sides and make a proper stand, but at least it works, and that's the most important.
Edmonton Transit System (ETS) was sufficiently impressed by the recently announced Daimler SRC6 Roadliner to order a batch of 28 examples. They were fitted with Duple bodywork to Willowbrook design. The buses entered service in 1966. One from the batch was exhibited before shipment at the 1966 Commercial Motor Show in Earls Court. This photo comes from the Commercial Motor archive and was published in the Ian Allan book, ‘Bus Blunders’.
The Edmonton Roadliners differed from their UK counterparts by being fitted with Allison gearboxes, but ETS endured the same litany of Roadliner problems. The batch was withdrawn from service in 1975/76 and none are known to have survived.
Volkswagen Karmann Ghia Type 14 Coupe (1955-74) Engine 1285cc HO4 OHV Production 445,000 (all Coupes incl. 1500S/1600 to 1974)
Registration Number KLY 201 D (London)
VOLKSWAGEN ALBUM
www.flickr.com/photos/45676495@N05/sets/72157623738785355...
Three companies and numerous individuals came together in the history of the Karmann Ghia. In the early 1950s, Volkswagen was producing its Volkswagen Beetle, and as post-war standards of living increased, executives at Volkswagen were at least receptive to adding a halo model to its range, if not actively seeking an additional model. Luigi Segre was committed to expanding the international reputation of Carrozzeria Ghia. And Wilhelm Karmann had taken over his family coachbuilding firm Karmann and was eager to augment his contracts building Volkswagen's convertible models. Segre covertly purchased a Beetle in Paris and had it taken to Turin. Ghia customized its platform, designed the initial prototype and in five months constructed the model. Segre secretly presented the model to Wilhelm Karmann one year after there first meeting. When Wilhelm Karmann saw the coupe, he expressed an interest in building it, the project Willhelm Karmann would in turn present to Volkswagen.
The styling of the vehicle, however, integrated work by Segre as well as Mario Boano, Sergio Coggiola and Giovanni Savonuzzi — and at various times they each took credit for the design. After Volkswagen approved the design in November 1953, the Karmann Ghia debuted (at the 1955 Paris and Frankfurt Motorshows.
Ghia's pretty curvaceous 2+2 Coupe, based on the earlier
1200 model, but with the larger 40bhp 1285cc engine with all syncromesh gearbox and greased for life steering joints. From 1968 two speed wipers, 12 volt electrics, dual circuit brakes with optional front disc brakes and collapsible steering column. The design was to on virtually unchanged for 19 years. The Type 14 was marketed as a practical and stylish 2+2 rather than as a true sports car. As they shared engines, the Type 14's engine displacement grew concurrently with the Type 1 (Beetle), ultimately arriving at a displacement of 1584 cc
Diolch am 87,795,694 o olygfeydd anhygoel, mae pob un yn 90cael ei werthfawrogi'n fawr.
Thanks for 87,795,694 amazing views, every one is greatly appreciated.
Shot 12.09.2021 at Cars in the Park, Lichfield Ref. 121-427