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s/n 1039GT
250 bhp at 7,000 rpm, 2,953 cc SOHC alloy block-and-head V-12 engine, triple Weber carburettors, four-speed manual gearbox, independent front suspension with A-arms and coil springs, live rear axle with semi-elliptic leaf springs, and four-wheel hydraulic drum brakes. Wheelbase: 2,600 mm
• One of the most desirable competition-bred Ferraris extant
• Alloy coachwork and V-12 power
• Desirable covered headlamps; one of 36 “single-louver” examples
• Ferrari Classiche-certified and matching numbers
• Restoration by marque specialists in Italy
The Ferrari 250 GT Berlinetta not only has breathtaking looks, it remains arguably the greatest and most important Ferrari road/racing car ever built. Its forerunner was the 250 MM, so-named after the famous Mille Miglia race, which hard-charging Italian hillclimb champion Giovanni Bracco won for Ferrari in 1952. That achievement, plus Ferrari’s first World Driver’s Championship win with Alberto Ascari driving the Type 500 and the company’s first collaboration with Pinin Farina (the 212 Inter cabriolet) combined to make the year 1952 a particularly significant one in the marque’s history.
THE 250 GT LWB BERLINETTA
The last 250 MMs had been built by 1954, and work began on what would become the 250 GT Berlinetta Tour de France. A new strengthened 2,600-mm tubular chassis was equipped with a modern wishbone/coil-spring suspension and the Colombo Tipo 112 “short-block” V-12 engine. Subsequently, this engine was developed further and re-designated Tipo 128B, C and D. Three more 250 GTs similar to the 250 MM followed the prototype Pinin Farina-bodied Berlinetta, 0369 GT, between April and July 1955.
That October, another car was shown at the Paris Salon and was the first design with many side louvers set within the rear sail-panels. Pinin Farina made two more prototypes, one of which was owned by the Marquis de Portago from Spain. At Nassau in December 1955, he scored the first victory for the car, a record that would reach epic proportions by the end of the decade. The Le Mans tragedy of 1955, where Peter Levegh’s Mercedes flew into a crowd of spectators, killing 80 and injuring another 200, prompted the creation of a new Gran Turismo category with an engine capacity of 3.0 litres, which would play directly into Ferrari’s hands in 1956.
Not to be outdone by Pinin Farina, Scaglietti appeared at the 1956 Geneva Motor Show with their own 250 GT prototype, which became known as the limited production, Series I, “14-louvre” 250 GT Berlinetta. The first production car was built in November 1956, and production was now the responsibility of Scaglietti in Modena.
There were five series of 250 GT Berlinettas in all. From mid-1957, the Series II cars were introduced, with three louvers and covered headlights. Just 15 were produced. Series III numbered 36 cars; these retained the covered headlights but had just a single vent louver. In 1959, eight single-louver cars were built with open headlights, a new Italian requirement. Zagato also made five superlight cars.
The real start of the 250 GT Berlinetta’s competition career began in 1956, and the car went on to win more races than either of its legendary successors, the 250 GT SWB and the GTO. Olivier Gendebien won the GT class in the Tour of Sicily at the beginning of 1956, but that year’s Tour de France was 250 GT Berlinetta’s most important race and propelled the car into the annals of motorsport history.
The Tour de France took five or six days and covered almost 5,000 gruelling kilometres around France, sometimes venturing into Italy, Belgium or Germany. The race consisted of up to six circuit races, two hillclimbs and a sprint. In 1956, in de Portago’s first attempt, with Edmund Nelson as co-driver in his Ferrari, he took the victory with Stirling Moss in a Mercedes 300SL second and Gendebien third in the first Pinin Farina ex-works development car, 0357 GT. With this win, ‘Fon’ de Portago earned the Ferrari 250 GT Berlinetta its enduring sobriquet, the Tour de France. In the hands of Olivier Gendebien, the 250 GT Tour de France was victorious for the next three straight years in the race whose name the car had now unofficially taken, and the car and its enviable competition record remain the stuff of legends today.
CHASSIS 1039 GT
The example offered here, 1039 GT, was supplied new via US Ferrari Importer Luigi Chinetti Motors of Greenwich, Connecticut to its first owner Hastings Harcourt of Santa Barbara, California on 26 November, 1958. Mr. Harcourt was the heir and owner of Harcourt Brace, the well known book publisher. Of particular note, 1039 GT is one of the 39 competition 250 GT LWB Berlinettas originally produced by Ferrari with all-alloy bodywork, the single vent and the desirable covered-headlamp configuration.
1039 GT remained in America for most of its life, and during this phase, it changed hands amongst a number of American collectors, as documented by Ferrari historian Marcel Massini. Early in its life in the United States, Ford units replaced the original engine and gearbox. The original 250 series V-12 engine was later reunited with the TdF, as confirmed by the Ferrari Classiche certification. In 1974, Charles W. Betz and Fred Peters of Orange, California acquired 1039 GT and re-united the TdF with its original Ferrari 250 series V-12 engine and gearbox.
The rare Ferrari remained in America for many years thereafter and was successfully campaigned a number of times at the world-famous Monterey Historic Automobile Races in Laguna Seca during the 1980s. In the early 1990s, 1039 GT was sold to Switzerland, and there, it joined an important Swiss-based private automobile collection. The prominent owner used the car sparingly in Switzerland and abroad, when it was driven on the Tour Auto in 1997 and in 1999. He retained 1039 GT for many years, and in 2005, it was certified by the Ferrari Classiche program, which confirms that the car retains its engine and all of its main components the way it was built by the factory, and therefore, it is indeed a true matching-numbers example.
The car was restored in Italy by some of the finest recognised Ferrari specialists in the Modena area, the birthplace of Ferrari. The engine was entrusted to Diena, who performed a full rebuild, Bacchelli & Villa handled the coachwork, and the interior was entrusted to the respected Selleria Luppi. Upon completion of the restoration, the car was tested and featured in Octane in January 2006, marking a thoroughly enjoyable and particularly satisfying drive for the magazine’s testers.
From Switzerland, the car was sold to its next and current English owner in late 2005, who is himself a fastidious collector. Upon acquisition of the car, he enrolled and was accepted to participate in that year’s edition of the Mille Miglia. Demanding perfection of all of the cars within his collection, the current owner recently commissioned UK-based Ferrari specialists GTO Engineering to perform a full, no-expense-spared service on 1039 GT at a cost of over GBP 10,000. Any mechanical part that was at all worn was changed, and as offered now, the 1039 GT runs beautifully and stands ready to be enjoyed. Of course, with its legendary pedigree, it will surely be welcomed at most any event the new owner chooses to enter.
RM Auctions has recently inspected the car, and we can confirm that 1039 GT presents very well. Some of the world’s premier Ferrari experts carried out its restoration, and it still shows today. The bodywork is straight, and the doors display proper fit. The paintwork is near-perfect, and the correctly trimmed tan leather upholstery presents beautifully, a true mark of Luppi’s workmanship, with the crackle-finished dash giving 1039 GT a true competition feel when you slip behind the wheel. The outside fuel filler, covered headlamps and single louver give the car an undeniable competition-bred presence, and as offered today, 1039 GT is correct in every way—a fact confirmed not only by marque specialists but also by the all-important Ferrari Classiche certification binder that accompanies it. Truly rare, purposefully beautiful and capable of performance that remains very impressive even today, this 250 GT Tour de France Berlinetta is steeped in Ferrari’s rich competition legacy and very capably represents one of the most highly coveted Ferrari models ever built.
[Text from RM Auctions]
www.rmauctions.com/lots/lot.cfm?lot_id=851162
This Lego miniland-scale Ferrari 250 GT LWB Berlinetta 'Tour de France' (1958 - Scaglietti), has been created for Flickr LUGNuts' 89th Build Challenge, - "Over a Million, Under a Thousand", - a challenge to build vehicles valued over one million (US) dollars, or under one thousand (US) dollars.
This particular vehicle was auctioned by the RM Auction house on Wednesday, October 26, 2012, where it sold for 2,240,000 British Pounds (US$3.342,080).
Photographed at the 25th Annual De Soto National Convention in Springfield, Illinois on July 21-25, 2010.
Please visit my collection of Motor Vehicles on Flickr where you will find more than 10,000 photographs thoughtfully organized into albums, and presented by model year, manufacturer, vehicle type, and more. This project, which began in 2008, continues to expand with new material added daily.
A headlamp of the Peugeot 504. The model was built from 1968 until 1982. Until the 1980's all cars in France had yellow headlights as can be clearly seen on this one. .
Headlamps are a good thing to have handy when the power goes out at dinner.
This work by Roaring Jellyfish Designs is licensed under a Creative Commons Attribution 3.0 Unported License.
Strobist Info: Nikon SB-24 behind left head (1/4 power), Vivitar 285 behind right head (1/2 power), Energizer LED head lamps on each guy's head. Using poverty wizards (Cactus V2) on both flashes.
I had an idea to get a picture for a parody my class is putting together of various happenings over the past school year. One of those events was a power outage caused by a bit of wind one day.
During that power outage, many of us decided to go and purchase flashlights; two guys I went to the store with bought really bright headlamps (brighter than my regular Mag light!), and those headlamps have red LEDs as well. So they walked around the halls with the red LEDs on for a while...
Anyways, I wanted to get a picture for our parody skit that showed some drama with those headlamps featured. I thought I could get some smoke in the picture and make two beams of red light coming from the headlamps... but I ran into some problems; I could get the flashes to look pretty good in the smoke, but I couldn't get the red beams of light. Oh, well... maybe next time!
Working headlamp for "Leo" on the OO(/HOe narrow gauge line serving New Dunford's power grid operations. I used springy phosphor bronze contacts to connect the chassis with self-adhesive copper strips inside the loco body, to keep the body easily removable. The 1.8 mm warm white LED is soldered to the copper strips and connected via a 1 Kohm resistor.
First generation (1967–1970)
The introduction of the Cougar finally gave Mercury its own "pony car". Slotted between the Ford Mustang and the Ford Thunderbird, the Cougar would be the performance icon and eventually the icon for the Mercury name for several decades. The Cougar was available in two models (base and XR-7) and only came in one body style (a two-door hardtop). Engine choices ranged from the 200 hp (149 kW) 289 in3 two-barrel V8 to the 335 hp (250 kW) 390 in3 four-barrel V8. A notable performance package called the GT was available on both the base and XR-7 Cougars. This included the 390 in3 V8, as well as a performance handling package and other performance enhancements.
The 1967 Cougar, with the internal code T-7, went on sale September 30, 1966. It was based on the 1967 refaced first-generation Mustang, but with a 3-inch-longer (76 mm) wheelbase and new sheet metal. A full-width divided grille with hidden headlamps and vertical bars defined the front fascia—it was sometimes called the electric shaver grille. At the rear, a similar treatment saw the license plate surrounded on both sides with vertically slatted grillework concealing taillights (with sequential turn signals), a styling touch taken from the Thunderbird.
A deliberate effort was made to give the car a more "European" flavor than the Mustang, at least to American buyers' eyes. Aside from the base model and the luxurious XR-7, only one performance package was available for either model: the sporty GT. The XR-7 model brought a simulated wood-grained dashboard with a full set of black-faced competition instruments and toggle switches, an overhead console, a T-type center automatic transmission shifter (if equipped with the optional Merc-O-Matic transmission), and leather/vinyl upholstery.
This was the only generation with covered headlights, which were deployed using a vacuum canister system that kept the doors down when a vacuum condition existed in the lines, provided by the engine when it was running. If a loss of vacuum occurred, the doors would retract up so that the headlights were visible if the system should fail.
The GT package, meanwhile, supplied a much larger engine, Ford's 390-in3 (6.4 L) FE-series big block to replace the small-block 289-in3 (4.7 L) standard powerplant. Along with this came an upgraded suspension to handle the extra weight of the big engine and give better handling, more powerful brakes, better tires and a low-restriction exhaust system. Introduced with the music of Herb Alpert and the Tijuana Brass' The Work Song, the Cougar was a sales success from its introduction and helped the Lincoln-Mercury Division's 1967 sales figures substantially. The Cougar was Motor Trend magazine's Car of the Year for 1967.
The Cougar continued to be a Mustang twin for seven years, and could be optioned as a genuine muscle car. Nevertheless, it gradually tended to shift away from performance and toward luxury, evolving into something new in the market — a plush pony car. The signs were becoming clear as early as 1970, when special options styled by fashion designer Pauline Trigère appeared, a houndstooth pattern vinyl roof and matching upholstery, available together or separately. A reskinning in 1971 saw the hidden headlights vanish for good, although hidden wipers were adopted. Between 1969 and 1973, Cougar convertibles were offered.
Not much changed for the Cougar in its second year. The addition of federally mandated side marker lights and front outboard shoulder belts were among the minor changes, but the biggest changes were under the hood and in performance for the XR-7 model. A 210 hp (157 kW) 302-in3, two-barrel V8 was the base engine on all XR-7s and early standard Cougars. Three new engines were added to the option list this year: the 230 hp (172 kW) 302-in3, four-barrel V8; the 335 hp (250 kW) 428-in3, four-barrel V8; and the 390 hp (291 kW) 427-in3, four-barrel V8. In addition, the 289-in3 engine was made standard on base cars without the interior decor group midway through the model year.
There were many comfort and performance options available for the Cougar. For 1967-69, a unique "Tilt-Away" steering wheel that swung up and out of the way when the driver's door was opened (and the ignition was off) was offered, and from 1971, a power driver's seat. The most unique option of all appeared in 1968: Ford's first factory installed electric sunroof. It was available on any hardtop Cougar, but rarely ordered on early cars.
Mercury was serious about the Cougar being the performance icon for the company. The XR7-G, named for Mercury road racer Dan Gurney, came with all sorts of performance add-ons, including a hood scoop, Lucas fog lamps, and hood pins. Engine selection was limited only to the 302, 390, and 428 V8. A total of 619 XR7-Gs were produced, and only 14 Gs were produced with the 428 CJ. The 7.0-L GT-E package was available on both the standard and XR-7 Cougars and came with the 427 V8. The 428 Cobra Jet Ram Air was available in limited numbers on the GT-E beginning 1 April 1968. Conservatively rated at 335 hp (250 kW), the 428 Cobra Jet could produce much more (306 kW (410 hp)) from the factory. A total of 394 GT-Es were produced, 357 with the 427 and 37 with the 428. The GT-E came with power front disc brakes as standard.
The third year of production, 1969, brought several new additions to the Cougar lineup. A convertible model was now available in either standard and XR-7 trim. These highly anticipated soft tops proved quite popular and today are considered, by many, among the most desirable of the '67-'70 production run. On the exterior, the grille switched from vertical bars to horizontal bars. Taillights still spanned the entire rear of the car and retained vertical chrome dividers, but were now concave rather than convex. Body sides now featured a prominent line that swept downward from the nose to just ahead of the rear wheel wells. A new performance package appeared and several disappeared. The GT, XR-7G and the 7.0-L GT-E disappeared, but the 390 and 428 V8s remained. 302 engines were dropped, except for the "Boss" version, available only with the Eliminator package. The new standard Cougar engine was a 250-horsepower 351 Windsor. A 290 hp (216 kW) 351 Windsor V8 was also added to the engine lineup. The Eliminator performance package appeared for the first time. A 351-in3 four-barrel Windsor V8 was standard under the hood, with the 390 four-barrel V8, the 428CJ and the Boss 302 available as options. The Eliminator also featured a blacked-out grille, special side stripes, front and rear spoilers, an optional Ram Air induction system, a full gauge package including tachometer, upgraded "Decor" interior trim, special high-back bucket seats, rally wheels, raised white letter tires and a performance-tuned suspension and handling package. It also came in a variety of vibrant colors, such as White, Bright Blue Metallic, Competition Orange, and Bright Yellow. Only two Cougars were produced with the Boss 429 V8, making them the rarest Cougars ever built. Both were factory drag cars, built for "Fast Eddie" Schartman and "Dyno" Don Nicholson. A little known 1969-only model was the Cougar Sports Special. The Sports Special package included unique pin striping, "turbine" style wheel covers and rocker panel moldings with simulated side scoops. Décor interior and performance suspension were available for the Sports Special, as were any of the optional Cougar engines, other than the Boss 302. Somewhat oddly, no badges or decals denoted the Sports Special option on either the interior or exterior.
For 1970, the Cougar appearance was similar to the 1969 model, but numerous changes were made inside and out. It now sported a new front end which featured a pronounced center hood extension and electric shaver grille similar to the 1967 and 1968 Cougars. Federally mandated locking steering columns appeared inside, and high-back bucket seats, similar to those included in the '69 Eliminator package, became standard across the board. The aforementioned new nose along with revised taillight bezels, new front bumper and front fender extensions, and larger, recessed side markers updated the look on the outside. The 300 hp (224 kW) 351 "Cleveland" V8 was now available for the first time, though both the Cleveland and Windsor engines were available, if the buyer selected the base model two-barrel motor. The 390 FE engine was now dropped, and the Boss 302 and 428CJ soldiered on. The Eliminator continued with new striping, revised colors, and the four-barrel 351 Cleveland replacing the four-barrel 351 Windsor as the standard Eliminator engine. The upgraded "Décor" interior and styled steel wheels, standard '69 Eliminator equipment, were moved to the options list for the 1970 Eliminator. No Eliminator convertibles were factory produced in either 1969 or 1970. Unusual options for the 1970 Cougar were interior upholstery and vinyl top in bold houndstooth check patterns.
[Text from Wikipedia]
en.wikipedia.org/wiki/Mercury_Cougar
This miniland-scale Lego 1970 Mercury Cougar Eliminator Hardtop has been created for Flickr LUGNuts' 91st Build Challenge, - "Anger Management", - all about cars with some link to being angry.
Undeniably one of the most intriguing cars ever made, the 1970-75 Citroen SM defined quirky. Featuring Citroens trademark hydropneumatic suspension that raised and lowered the car would be reason enough. Coupled to extremely aerodynamic styling on the 5.0 metre long car, this performance flagship was capable of 140 mph (235 km/h). In part this can also be attributed to the engine. At the time the Italian sportcar marque Maserati was owned by the French mass-manufacturer. The sportscar makers engine was enployed as a 2.7 (later 3.0 litre) vee-six developing approximatedly 200 hp (150 kW), with all the crackle and pop the era's vehicle legislation allowed.
For such an exceptionally quirky car, it is somewhat strange that it shoul be awared car-of-the-year by a US motoring journal. Alas the US market which could have supported the vehicle though the fuel crisis modified vehicle bumper rules which all but elliminated all height varying suspension vehicles, including the SM. After a restricted build volume of 5 years and approximately 14,000 cars, it was no more.
The story.....
I saw her car lights illuminate. "Yellow?", I thought. The car sounded sweet. Light, fruity. The shape looked relatively conventional though. She light mover over to the car, opened the car, climbed aboard and arced around to where I was standing.
The form was long, slipery and clean. My additional clue came as she first moved off though. The car sighed lightly, and the rear lifted from the ground. "A Citroen." I thought, perhaps expecting a CX or DS.
Yes, and no. It was one of the rare and beautiful SMs, green in colour.
Again I thought to myself: "What else could she drive - the most intriguing and beguiling woman I had ever met."
To many strange thought in my head.
"I'll never... forget you." She said. A hint of regret or remorse in her voice.
It was late and my head was not clear enough to discerne.
"Yes." I said. "Likewise." Was the same regret in my own voice?
She smiled, powered her window back up and moved out onto the road.
The fruity exhaust again rasped in enjoyment and the car glided off into the fog. A phantom in the mist.
The model.
This miniland scale (1:21) Citroen SM features an front-mid-engined vee-engine, longitudinally mounted, driving the front wheels.
The front wheels are independently suspended with transverse arms and torsion bars (the real car featured oleopneumatics).
The rear suspension, which is height variable (four positions) features longitudinal trailing arms and torsion bars. I finally have found a use for the figure-8 rubber bush which acts as a damper and retains the suspension position under extension. As can be seen in one of the images, the suspension allows a full three plate diagonal articulation.
The bodywork features two doors, opening panoramic window rear liftgate and hood (bonnet).
There are groovy brown bolstered seats in the interior.
The fully glazed front panel features lego LED light units with yellow lens covers.
Celebrating LUGNuts 50th - thanks Lino, Nathan and the moderators for all your effort, encouragement, criticism and awesome models.
Ajubeo event at Mile High Stadium. I think this car was an Aston Martin.
I went to the event last night because they told me that they were going to show my video on the big screens in the football stadium but I never saw it. I was kind of bummed they didn't run my video on the big screen because I wanted to show it to you guys.
The only first generation rear engined bus available in OMSI is a Hong Kong derived Leyland Fleetline which doesn't really look like any UK bus. This means to create different representations of Fleetlines and Atlanteans some creativity and imagination is needed. I've had a pretty basic NCT repaint for this bus for quite a long time, tweaking it now and again when I think I can make improvements. The many windows and single width entrance door do at least do something to make it look a little like an NCT bus.
This time around I had a bit of a go at making the front panel look a little more like those on NCT Atlanteans along with other livery and detail alterations. There are now two variations, one on the semi-automatic bus and the other on the fully automatic one.
I have changed the interior from CMB blue to a yellowy beige on all the repaints because blue looked terrible - the seat backs still need doing. When I get round to it I'm going to remove all the Chinese writing I can find, much like I did on the E200. Another thing I did was make up some fleet numbers and registrations to replace the CMB ones.
This time I almost got the front and side stripes to line up too!
The automatic bus is meant to look a little like RNU 433X with black painted around the lower deck windows and the black rectangles in which the headlights sit. Unfortunately, while I can't make the bus have a Firestone HELP bumper, I can plaint the metal one black. The semi-automatic bus is meant to look like a slightly older bus, before the HELP bumpers came in with cream-painted steel bumper and no black around the windows or headlights. The difference between the two is helped by the models having different front number plate locations. The CMB Fleetline has a very flat front with slight indentations around the headlamps and a triangular one in the centre that aren't very easy to see - so I have added on the texture the illusion of depth where the square panels containing the headlights are set slightly back from the centre panel and area below the windscreen (which extends over the headlights to reduce glare from the lights at night/in fog).
Hopefully in future I'll get round to creating more variants - perhaps in one of the older livery versions, with fake lower fog lights or no front bumper.
The headlights on the Kenworth T680 and T880 use common H11 and HB3 halogen bulbs, which are available at Kenworth dealers, TRP parts stores and auto parts locations and require no tools to change out.
Specifications
Performance
• 0-60 in less than 4 seconds.
• 125 mph top speed.
• Redline at 13,000 rpm.
• 245 mile range
• Full charge in as short as 3 1/2 hours.
• Zero emissions.
Motor
• 3-phase, 4-pole electric motor, 248hp peak (185kW), redline 13,000 rpm, regenerative "engine braking".
• 100% electric motor.
• No camshafts.
• No engine block.
• No turbocharger.
• No supercharger.
• No lubrication system.
• No radiator.
Energy Storage System
• Custom microprocessor-controlled lithium-ion battery pack.
Drivetrain
• Electric motor with integral differential.
Transmission
• 2-speed electrically-actuated-manual-shift transmission.
Wheels and Tires
• Forged Light alloy wheels (front 5.5J x 16, rear 7.5J x 17).
•Yokohama Neova AD07 LTS.
Brakes
• 4-wheel disc brakes with Antilock Braking System (ABS).
•Cross-drilled 300 mm front and 310 mm rear discs with curved vane ventilation.
• AP Racing Two piston Aluminum fixed front calipers.
• Brembo Single piston sliding rear calipers.
• Vacuum pump driven Servo assisted with 4 wheel ABS system.
Suspension
• 4-wheel wishbone suspension.
• Front Suspension: independent; upper and lower wishbone; co-axial coil spring/telescopic damper unit; anti-roll bar.
• Rear Suspension: independent; upper and lower wishbone; co-axial coil spring/telescopic damper.
Body/Chassis
• Bonded extruded aluminum.
• Carbon fiber body.
Exhaust
• None. Zero emissions.
Standard Features
Exterior
• Double-insulated black soft top.
• Proprietary halogen low- and high-beam headlamp assemblies.
• LED tail lights.
• Forged uni-directional seven-spoke wheels in silver finish: 16" front, 17" rear.
• Locking wheel lugs.
• Tire Inflator/sealant.
• Cold weather ESS heater for cold weather charging to -20 degrees Celsius.
• Home-based charging system with integral safety features for 3.5 hour full re-charge.
Audio/Navigation/Performance Monitor
• Heated sport seats with inflatable lumbar support.
• Three-spoke leather-wrapped sport steering wheel.
• Smooth leather seats and trim in black, dark gray, light gray, or beige.
• Blaupunkt stereo sound system with single-disc CD player, iPod interface, and MP3 playback.
• Cruise Control.
• Homelink universal transmitter to operate compatible garage, gate, and home lighting/home security systems.
• Power windows and locks.
• Air conditioning.
• Single retractable cup holder.
Safety/Security
• Four-sensor, four-channel Anti-lock Braking Systems (ABS).
• Traction control.
• Tire pressure monitoring system.
• Front and rear crumple zones.
• Driver and passenger front airbags.
• Rigid occupant safety cell.
• Side impact door beams.
• Seatbelt pretensioners.
• Integrated headrests.
• Vehicle theft-deterrent and engine immobilizer system.
• PIN for security in operating the vehicle.
• Valet mode to restrict speed, acceleration, and distance.
Factory-installed options and accessories
• Premium leather seats available in nine colors with embroidered Tesla Motors logo.
• Microfiber, non-leather seats in black.
• Bluetooth cellular phone integration.
• XM Satellite radio with 170 channels of digital sound
Seven-speaker premium sound system tuned for Tesla Roadster cockpit.
• Touch-screen navigation system with voice guidance.
• Matching body-colored carbon fiber hardtop with full headliner.
• Metallic and premium paint.
• Tesla Motors custom floor mats.
• Mobile charging system.
June 16, 2016. After a late night returning from El Cap and having to setup camp before it got dark I ate by headlamp. I ate Chunky Soup each night with tons of wheat bread pulled apart to soak the extra water I added. I drank Mammoth Lakes Double Nut Brown, took pain pills and a sleep pill, rolled my muscles, tended to my wounds and replenished what I could. The meal was excellent. Perfect. No bugs. Chilly night. Campsite sucked but was quiet. Woke a little later but was feeling good enough to hike. By 8:40 I was on the trail. 14 miles RT. Followed the river that spills over the falls. Saw bear tracks. Spent lots of time at overlook. Wanted to make it back before 5. Returned to truck at 4:53. Made some improvements to camp and was able to eat before dark and enjoy some movies.
Well fortunately it didn't fall out, but it would have had I driven the car.
The lens was stuck on with silicon, which I believe is a common practice; I've done it myself before.What I think happened is that the car has been parked facing the hot sun for several days, and the build up of heat had popped the seal and possibly melted the silicon.I can't be sure, as I noticed it had happened in the early morning and the silicon was set but the lens loose.
By coincidence this may have happened on my diesel 205.I noticed one day (again in summer) that one of the headlamp lenses was missing.I know I didn't break it, and there was no other damage.I reckon it must have dropped off on the road.
I've stuck it back in with plenty of bathroom tile cement, so hopefully the problem won't recur.
Morril’s Cave State Natural Area is located in Sullivan County. It has more than 37,000 feet of mapped passages on two levels. Morril’s Cave is commonly called Worley’s Cave locally and is known for its voluminous size with rooms more than 75 feet wide and 250 feet long with high ceilings that often exceeds 100 feet. It is noted for its beautiful formations within its eight to ten miles of passages. The lower level of the cave contains a perennial creek complete with various fishes, white crayfish, and salamanders.
see the full PDF:
3h after watching the moon rise over Rundle in my previous photo, I ended up here. I had visited the Johnston Canyon cave earlier in the week and immediately knew I wanted to try some headlamp-lit photos like with my visit to the Ape Caves. My experience inside Mt St Helens was a difficult one - unlike normal landscapes where you can see the ambient lighting and know how to compose, with caves and flashlights you don't know what you get until you start painting, and it's doubly hard to go back and forth to the camera, trying to remember the position you were standing, how long you had cast the light and on what spots, etc etc. So I knew I wanted to find a few other people to work on this shot with - avoid the back-and-forth, it could be more dynamic with extra lights, and I think I had enough experience to direct it well and have a fun group shoot.
I had a few friends who were all visiting Banff over the next week, so I reached out to a bunch of them and a few Calgary-area Instagram photographers I had chatted with before. I'll sound a little bitter here but nobody took me up on the idea , and instead went off to do the same basic pose-on-the-postcard-lake-in-a-red-jacket photos and have exclusive celebrity instameets at easy parking lot vistas. That's definitely the bitterness talking, I do plenty of that kind of photo myself... but I feel very rejected sometimes when I'm pushing for what I think are some unique/exciting photographic looks, and I'm doing the scouting and the planning and the setup... but still it's never been good enough for company. It's the schedule, it's the circumstances, it's the sorry-I-didn't-have-data... but eventually if you hear it enough the conclusion is that it was never about how exciting the photo plans were, it's just always been a rejection of you, the person. 😞
About the photo, this one is actually a slight exposure blend. It is mostly all one shot, except I had to completely blow out the top left corner of the cave to get enough reflected light onto the rock across the river. To compensate for that I took another shot with the light at much lower intensity, and that was blended in to the top left (it's just a completely white spot in the original). Yes, I managed to stand completely still for the full 15s, a skill I've perfected recently and which you can now endorse me for on LinkedIn!
There was a lot of back-and-forth visiting to the camera while working on this shot since I ended up having to do it as a self-portrait. As a photographer, light painting the cave without seeing the result is one of the most technically difficult types of shots I've been practicing lately, just trying to visualize how the light is going to reflect off of things (your vantage point while painting is not the camera's, so how the light is reflecting to you is very different - shadow angles and specular vs diffuse reflections will be changed). In total I spent about 3 hours at the cave working on variations of this scene.
After I got back I wondered if anyone else had gotten the idea of light-painting here. The Instagram invasion has not yet taken a hold of too many places abroad yet, so it's mostly a lot of daytime postcard photos. I did find one example by Veronique Duplain (@v.duplain), not the same concept but instead lit by colored strobe towards the camera, from the direction of the waterfall. It is kind of cool to have an idea, and separated by time and space find other photographers who visited the spot and had the same flash of creative revelation. I haven't found any other traces of night attempts at this location, so hopefully all the future web archivists can trace the inspiration of this shot back to my photo or hers, harhar 😎😂
The Citroën XM is an executive car that was produced by the French automaker Citroën between 1989 and 2000. The XM was voted 1990 European Car of the Year.
Design:
The angular, dart-like Bertone design was a development of Marcello Gandini's Citroën BX concept. It was a longer car with a longer, inclined nose, more refined details and with headlamps that were very much slimmer than the norm (Gandini's own XM proposal was rejected as looking too much like an Opel). The design process of the car was described in the journal Car Styling. In the article Citroen's design chief, Art Blakeslee, explained the appearance of the car, saying "I believe the XM is a modern and dynamic shape, with unique styling elements such as the very long, low hood, the extensive use of glass and the kick-up in the belt line". In the book Citroen XM another Citroen designer, Daniel Abramson, explained: "We lowered the belt line to give the shape a stronger image. It is purely a 'design statement' that is not functional and does nothing for the aerodynamics of the vehicle. We wanted a car that looks good from every angle". Abramson is also reported as saying that they "picked three areas to emphasise: 1) A very aggressive look ("Almost sinister"), 2) Lots of glass to create a greenhouse effect, and 3) An aerodynamic accent based on fact (low drag)".
There were many advances, most apparently designed to counteract the main criticisms of its predecessor. The CX leaned in corners, so the XM had active electronic management of the suspension; the CX rusted, so the XM had a partially galvanised body shell (most surviving XMs have very little corrosion); the CX was underpowered, so the XM offered the option of a 3.0 L V6 engine – the first V6 in a Citroën since the Maserati-engined SM of 1970.
Ventilation was markedly more effective in the XM. Rear accommodation in the XM was improved over the CX in both width, legroom and height. In particular the rear passengers were seated higher than those in the front in order to afford a good view out, important for a vehicle which would operate in French government service. The XM shared a floorpan with the Peugeot 605, and the two models fared similarly in both teething problems and market acceptance. Unlike the 605 sedan design, the XM was a liftback design - a feature thought to be desirable in certain European markets.
History:
Launched on 23 May 1989, the XM was the modern iteration of the Big Citroën, a replacement for the Citroën CX. It was intended to compete against vehicles like the Audi 100 and BMW's 5-series in a sector that accounted for 14.2% of the European market. Citroen was quoted as saying that the car was supposed to "take what Citroen means and make it acceptable". The car's initial reception was positive. The XM won the prestigious European Car of the Year award for 1990 (gaining almost twice as many votes as the second, the Mercedes-Benz SL) and went on to win a further 14 awards that year.
The anticipated annual sales were 450 cars a day in the first full year of production, or 160,000 units a year. Sales never reached this level for a variety of reasons. The market for executive cars made by mainstream manufacturers was in decline as customers opted for offerings from more prestigious marques such as BMW and Mercedes-Benz; in parallel customers were placing a higher priority on speed and handling rather than ride comfort which was Citroen's specialty. The XM was underdeveloped at launch which resulted in reliability problems; the vehicle as designed was inconsistent in its abilities. The XM's styling was also controversial and alienated those who desired a more conventional three box sedan. Most subjective of all was the matter of the XM not living up to the expectations created by its forerunner the Citroen DS, despite that car having been launched in an era of national markets, of different demands and standards, an era when there was more scope for large advances in engineering and design than were possible in 1989.
The XM inherited a loyal global customer base of executive class customers and a clear brand image, but did not enjoy the commercial success and iconic status of its predecessors, the CX and the DS, which both raised the bar of automotive performance for other manufacturers. Export markets experienced lower sales from the outset, partly due to the XM's pricing. The least expensive XM was nearly 50% more expensive at the time of launch than the corresponding CX. Whilst strong at first home market sales also declined, after the mechanical issues of the first few model years became known. The problem was caused by defective electrical connectors. Cost-cutting on the components was needed since the parent company was in financial difficulty at the time of the design of the XM. Between 1980 and 1984 the company lost $1.5 billion.
In mid-1994, the XM was revised in order to improve competitiveness. All models were fitted with driver's airbag (signalling the end of the single-spoke steering wheel), belt-pretensioners, a redesigned dashboard and upper door casings. The suspension was redesigned to reduce roll, pitch and dive. Most noticeable was the adoption of a passive rear-steering system similar to that on the Citroen Xantia. This sharpened the "steering without inducing a nervous twitch." Power output on the turbocharged motor was increased to 150 bhp (112 kW; 152 PS) from 145 bhp (108 kW; 147 PS) at 4400 rpm. This allowed the car to develop more torque at much lower revs.
By the mid-1990s, it was apparent that the XM's image meant it was less desirable than German products such as the BMW 5 Series. The view of the XM as commercially unsuccessful is reported by Compucars, the used car website, along with numerous other period commentaries. Production ended in June 2000.
With total sales over its lifetime of just 330,000 units in more than 10 years, and the fact that its replacement took 5 years to arrive, the XM might be considered a failure. This was the case particularly in the United Kingdom market, where demand was reduced to a virtual trickle by the late 1990s. But despite its common roots with the Peugeot 605, the XM may still emerge as a collectible car, as the DS and CX both did.
[Text taken from Wikipedia]
The Citroen XM joins my recent Citroen Traction Avant, along with the Citroen DS and CX in my large Citroen collection.
92041 WFAC WEMBLEYYD 726B45CK15 1 * DOLLANDSM N 16D A having traveled down from Mossend earlier 92041 WFAC MOSSND DY 076M76C714 8 * WEMBLEYYD N
DB Schenker class 92 number 92041 named "Vaughn Williams" built by Brush Traction at Loughborough in 1996 painted in EWS two tone railfreight grey livery and a three 'O' shaped channel tunnel logo with 6B45 (previously 6M76) returning empty NACCO ICA china clay slurry tanks from Irvine Scotland to Antwerp Docks Belgium via Wembley and Dollands Moor on 15 August 2014. For the full route from Antwerpen Docks Belgium to Irvine Scotland see www.flickr.com/photos/99279135@N05/14289727859/. In France Patrick Verbaere photographed E 186 348 SNCB-NMBS 2903 working the china clay tanks at Hazebrouck (Nord department) on 20 August 2012 (www.flickr.com/photos/jobiwannn/10559926664/in/set-721576...). Once the tankers arrive back at Antwerpen Docks they are reloaded with china clay slurry (kaolin) made from rocks rich in kaolinite, Al2Si2O5(OH)4, imported from Brazil. This slurry is transported to Irvine, Scotland by 6S94 where it is used by the Finnish company, UPM-Kymmene (United Paper Mills Ltd) Corporation's at their Caledonian Paper Mill to produce lightweight coated paper for printing magazines, catalogues and brochures. In 2010 Gordon Thomson photographed an 0-6-0 Hunslet diesel shunter moving empty china clay tankers from the Caledonian Paper Mill back to the exchange sidings (www.flickr.com/photos/killie65/4976522606/) and (www.flickr.com/photos/killie65/4975901939/in/photostream/).
In order from front to back the 12 tankers being hauled were 37 80 7898 063-8, 37 80 7898 072-9, 37 80 7898 119-8, 37 80 7898 070-3, 37 80 7898 052-1, 37 80 7898 065-3, 37 80 7898 107-3, 37 80 7898 117-2, 37 80 7898 050-5, 37 80 7898 118-0, 37 80 7898 078-6 and 37 80 7898 068-7.
According to Realtime Trains the route and timings were;
Wembley Eur Frt Ops Centre......................1213..........1209.......4E
Willesden West Londn Junction [XWI]......1227½......1217¼...10E
Mitre Bridge Junction [XMB].......................1246..........1237.......9E
North Pole Signal Vc818...............................1246½......1240½...6E
North Pole Junction.......................................1247...........1240......7E
Shepherds Bush [SPB] 1...............................1249..........1243¾...5E
Kensington Olympia [KPA] 3.......................1250..........1244¾...5E
West Brompton [WBP] 3..............................1252..........1247½....4E
Imperial Wharf [IMW] 1..................................1253½......1249¼....4E
Latchmere Junction.......................................1256..........1252¼...3E
Factory Junction.............................................1300½......1255¾...4E
Voltaire Road Junction [XVJ].......................1301½.......1256¾...4E
Denmark Hill [DMK] 2...................................1306½.......1302.......4E
Crofton Road Junction..................................1310...........1309½ RT...(as seen by ee37059)
Peckham Rye [PMR] 4..................................1312............1310½.....1E
Nunhead [NHD] 2..........................................1316............1313¼....2E
Bellingham [BGM]...........................................1321...........1320¾...RT
Shortlands Junction [XOR]...........................1325..........1323¾....1E
Shortlands [SRT]..............................................1325½......1324¾...RT
Bromley South [BMS] 3.................................1326½......1326¼....RT
Bickley Junction [XLY]....................................1329..........1331........2L
St Mary Cray Junction [XMU].......................1330..........1332¾...2L
Swanley [SAY] 2.............................................1337............1338½.....1L
Otford Junction [XOT]....................................1347...........1349¾...2L
Maidstone East [MDE] 2...............................1408...........1411¼.....3L
Ashford International [AFK] 6.....................1435............1437.......2L
Dollands Moor Sidings [XLM]......................1449...........1448........1E
Day 117: Wednesday, April 27, 2011: Purse contents.
I got a bigger purse last time I bought a purse and I LOVE IT. My tendinitis doesn't, but you can't make tendinitis happy anyway so to heck with it, I'm carrying EVERYTHING I NEED ON MY SHOULDER AT ALL TIMES. Today we were at (again) a weed-eating job for my son, and one of the kids accidentally armed the alarm in the truck, which, due to a wiring defect in the electronic lock system, is a freak thing that only happens when you DON'T want it to. That is, it's usually when you don't have the little remote locking doohickey (which doesn't work to, you know, LOCK OR UNLOCK THE DOORS, just to shut off the alarm when it accidentally gets set) on your person. ANYWAY. I was looking for the alarm doohickey and I had to pull everything out of my purse to find it. As I laid it out, I realized that I'd been wanting to do this picture for a while. So I did. (The alarm DID go off. AWESOME.)
MG MGT Mk.2 (chrome bumpers) (1967-74) Engine 1798cc S4 OHV Production (GT's approx) 112500
Registration Number WYO 650 H (London)
MG ALBUM
www.flickr.com/photos/45676495@N05/sets/72157623797586658...
Launched in 1962, originally only as a Roadster, with the GT arriving in 1965, the B was constructed as a modern monocoque, as opposed to the body on frame construction of its predecessor the MG A., though components such as brakes and suspension were developments of the earlier 1955 MGA with its BMC B Series engine increased in capacity from the 1622cc of the final MGAs to 1798cc. The lightweight design reduced manufacturing costs while adding to overall vehicle strength. and the MGB was one of the first cars to feature controlled crumple zones designed to protect the driver and passenger in a 30 mph (48 km/h) impact with an immovable barrier.
The Mk.II was introduced in 1967 with the Roadster now having the GT type rear axle, sycromesh was included as standard on all ratios and an Automatic Borg-Warner option was available, in addition to overdrive and Rostyle wheels
All Mark II cars have syncromesh on all gears and there was an Borg Warner Automatic transmission option. Rostyle wheels though the popular option was for wire wheel
From mid-1974 the chrome bumper was phased out, replaced to meet US impact regulatioons, instead of redesigning the cars nose, the bumpers were replaced by new, steel-reinforced black rubber front bumpers incorporating the grille area as well, giving a major restyling to the B's nose, and a matching rear bumper completed the change. The US regulations also meant that headlamps were now to low, so BMC took the cheap option of raising the cars suspension, this along with the heavier bumper, adversely affected handling. For the 1975 model year only, the front anti-roll bar was deleted as a cost-saving measure (though still available as an option). The damage done by the British Leyland response to US legislation was partially alleviated by revisions to the suspension geometry in 1977, when a rear anti-roll bar was made standard equipment on all models. US emissions regulations also reduced horsepower. .
In March 1979 British Leyland started the production of black painted limited edition MGB roadsters for the US market, meant for a total of 500 examples. Due to a high demand for the limited edition model, production ended with 6,682 examples. The UK received bronze-painted roadsters and a silver GT model limited edition. The production run of home market limited edition MGBs was split between 421 roadsters and 579 GTs.
Diolch am 85,938,999 o olygfeydd anhygoel, mae pob un yn 90cael ei werthfawrogi'n fawr.
Thanks for 85,938,999 amazing views, every one is greatly appreciated.
Shot 01.08-2021 exiting the Silverstone Festival 01.08.2021 Ref 150-252
# 258.
The "Saint´s" Car Volvo P.1800 (1962).
Figure, spring suspension, headlamps reflectors, seats, steering wheels.
Escala 1/43.
Corgi Toys / Playcraft Toys Limited. London.
Patent application 21101/59.
Made in Gt. Britain.
Production from 1965 to 1970.
-------------------------------------------------------------------------------
"THE SAINT’S" VOLVO P1800 - 258 [CORGI TOYS]
(...) "Corgi put the non-Saint version of the car into production in 1962, a year after Volvo so it was still very new and very hot when launched by Corgi.
The Saint also started driving this car on TV in 1962, but it was not until 1965 that Corgi painted it white, put Roger Moore in the driving seat and stuck a decal on the bonnet to make it the Saint's car.
The variations which affect value are based on the bonnet sticker.
The cars made from 1965 to 1968 had a black stick man on a clear decal (transfer), from 1968 to 1970 the decal was changed to a paper label with a white stick man on a red or blue label.
After 1970 the model number changed to 201 when Whizzwheels were added. All 258s are valued highly, the cars with the paper stickers, especially the blue paper stickers are very valuable indeed.
One or two more anoraky facts, it was only 'P1800' in 1961/62 in 1963 it became the 1800S when production switched from Jensen in England to Volvo's own plant in Sweden. Also - this model is of a pre-production prototype, the big V on the radiator grille never made it into production."
Sources:
www.chezbois.com/corgi/1965/Model_258.htm
www.chezbois.com/corgi/1962/Model_228.htm
"This model was based on the earlier 228 Volvo P1800. It was Corgi’s first character toy and represented the car driven by Roger Moore as Simon Templar (alias The Saint) in the TV series of the same name.
The model was extremely successful and featured jewel headlamps, a figure of Templar behind the wheel and a Saint logo transfer on the hood. It enjoyed a long production run in this form before being converted to WhizzWheels and renumbered 201."
Source: www.hobbydb.com/catalog_items/the-saint-s-volvo-p1800
More info about The "Saint´s" Car versions made by Corgi in:
www.hobbydb.com/variant_groups/9860
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Volvo P1800
From Wikipedia, the free encyclopedia
"The Volvo P1800 is a two-door, two-passenger, front-engine, rear-drive sports car manufactured and marketed by Volvo Cars as a coupe (1961-73) and shooting-brake (1972-73).
While the P1800 was more of a stylish touring car rather than a sports car when it came to its speed capabilities, the P1800 first became popular when it was featured as the main car driven by Roger Moore in the hit television series The Saint which aired from 1962-1969.
The P1800 featured styling by Pietro Frua and mechanicals derived from Volvo's Amazon/122 series."
In 1998, a P1800 was certified as the highest mileage private vehicle driven by the original owner in non-commercial service — having exceeded three million miles (over 4.8 million km) as of 2013."
(...)
"The project was originally started in 1957 because Volvo wanted a sports car to compete in the US & European markets, despite the fact that their previous attempt, the P1900, had failed to take off with only 68 cars sold.
The man behind the project was an engineering consultant to Volvo, Helmer Petterson, who in the 1940s was responsible for the Volvo PV444.
The design work was done by Helmer's son Pelle Petterson, who worked at Pietro Frua at that time. Volvo insisted it was an Italian design by Frua and only in 2009 officially recognized that Pelle Petterson designed it.
The Italian Carrozzeria Pietro Frua design firm (then a recently acquired subsidiary of Ghia) built the first three prototypes between September 1957 and early 1958, (...)"
- P1800
"The engine was the B18 (B for the Swedish word for gasoline: Bensin; 18 for 1800 cc displacement) with dual SU carburettors, producing 100 hp (75 kW). This variant (named B18B) had a higher compression ratio than the slightly less powerful twin-carb B18D used in the contemporary Amazon 122S, as well as a different camshaft.(..."
- 1800S
"As time progressed, Jensen had problems with quality control, so the contract was ended early after 6,000 cars had been built.
In 1963 production was moved to Volvo's Lundby Plant in Gothenburg and the car's name was changed to 1800S (S standing for Sverige, or in English : Sweden).
The engine was improved with an additional 8 hp (6 kW). In 1966 the four-cylinder engine was updated to 115 PS (85 kW). Top speed was 175 km/h (109 mph).
In 1969 the B18 engine was replaced with the 2-litre B20B variant of the B20 giving 118 bhp (89 kW), though it kept the designation 1800S."
- 1800E
"For 1970 numerous changes came with the fuel-injected 1800E, which had the B20E engine with Bosch D-Jetronic fuel injection and a revised camshaft, and produced 130 bhp (97 kW) without sacrificing fuel economy.
Top speed was around 190 km/h (118 mph) and acceleration from 0–100 km/h (0–62.1 mph) took 9.5 seconds.
In addition, the 1970 model was the first 1800 with four-wheel disc brakes; until then the 1800 series had front discs and rear drums."
- 1800ES
"Volvo introduced its final P1800 variant, the 1800ES, in 1972 as a two-door station wagon with a frameless, all-glass tailgate.
The final design was chosen after two prototypes had been built by Sergio Coggiola and Pietro Frua.
Frua's prototype, Raketen ("the Rocket", on the right), is located in the Volvo Museum.
Both Italian prototypes were considered too futuristic, and instead in-house designer Jan Wilsgaard's proposal was accepted.
The ES engine was downgraded to 125 bhp (92 kW) by reducing the compression ratio with a thicker head gasket (engine variant B20F); although maximum power was slightly down the engine was less "peaky" and the car's on-the-road performance was actually improved.
The ES's rear backrest folded down to create a long flat loading area. As an alternative to the usual four-speed plus overdrive manual transmission, a Borg-Warner three-speed automatic was available in the 1800ES.
With stricter American safety and emissions standards looming for 1974, Volvo did not see fit to spend the considerable amount that would be necessary to redesign the small-volume 1800 ES.
Only 8,077 examples of the ES were built in its two model years."
(....)
-------------------
Volvo P1800
Manufacturer
Volvo Cars
Production
1961–1973
39,407 notch coupé
8,077 sports estate
Assembly
West Bromwich, England (Jensen Motors, 1961–62)
Torslanda, Sweden (1963–1973)
Gothenburg, Sweden (1963–1973)
Designer
Pelle Petterson
ClassSports car (S)
Body style
2-door coupe
3-door sports estate
Layout
FR layout
Related
Volvo Amazon
Engine
1,778 cc B18 I4
1,986 cc B20B/E/F I4
Transmission
4-speed M40 manual
4-speed M41 manual with Laycock overdrive
3-speed Borg-Warner 35 automatic
Dimensions
Wheelbase
2,450 mm (96.5 in)
Length
4,350–4,400 mm (171.3–173.2 in)
Width
1,700 mm (66.9 in)
Height
1,280–1,285 mm (50.4–50.6 in)
Curb weight
1,130–1,175 kg (2,491–2,590 lb)
Predecessor
Volvo P1900
Successor
Volvo 480 (1800ES)
Volvo Concept Coupe (spiritual)
Praktica BC1 with Helios 44M-4 f2.8/58mm, Polypan F @50 ISO in Caffenol C for 10min. 21C
Test roll of this film using the Caffenol C recipe of mikeinlagardette's
Instant coffee granules 12g.
Crystalline washing Soda 18g.
Ascorbic acid powder (vitamin C) 3.6g.
Water to 300ml.
On the left side of the bridge, a jogger who became invisible, left behind only her headlamp trail during this 30 second exposure.
Berlin, 14 May 2011
Alfa Romeo GT 1300 Junior
cylinder: 4
cubic capacity: 1290 cc
power: 88 PS
The Alfa Romeo 105/115 series Coupés were a range of cars manufactured from 1963 until 1977.
They were the successors to the celebrated Giulietta Sprint coupé and used a shortened floorpan from the Giulia Berlina car.
These appealing cars were made in a wide variety of models over a period of 13 years, so they provide a lot of material for study by Alfa Romeo enthusiasts.
The basic body shape shared by all models was designed by Giorgetto Giugiaro for Bertone. It was one of his first major projects for Bertone, and borrowed heavily from his earlier design for the Alfa Romeo 2000 Sprint/2600 Sprint. The balance of glass and metal, the influence of the shape of the front and rear glass on the shape of the cabin, and the flat grille with incorporated headlamps were groundbreaking styling features for the era.
All models feature the four cylinder, all-light-alloy Alfa Romeo Twin Cam engine in various cubic capacities from 1290 cc to 1962 cc. All versions of this engine fitted to the 105 series coupes featured twin carburettors. Competition models featured cylinder heads with twin spark plugs. Common to all models was also a 5-speed manual transmission and disc brakes on all four wheels. The rear suspension uses a beam axle with coil springs. Air conditioning and a limited slip rear differential were optional on the later models. The 105 series coupés featured the GT (Gran Turismo) model description, which was common to all models in one form or another.
The various different models in this range can be considered in two broad categories:
On one hand were the various Gran Turismos and Gran Turismo Veloces. These were meant to be the most sporting cars in the Alfa Romeo range and sold very well to enthusiastic motorists around the world. The first model available was the Giulia Sprint GT (1963) which evolved into the Giulia Sprint GT Veloce (1965), the 1750 GTV (1968) and the 2000 GTV (1972–1976), with engines increasing in cubic capacity from 1570 cc (Giulia Sprint GT/GTV) through 1779 cc (1750 GTV) to 1962 cc (2000 GTV).
On the other hand was the GT Junior range, which featured engines with smaller cubic capacities. GT Juniors sold in great numbers to people who wanted a sporting, stylish car that handled well, but either did not require the maximum in engine power, or could not afford the taxation on larger engine capacities in some markets - most notably, Alfa Romeo's home Italian market.
Junior models began with the first GT 1300 Junior in 1966. The GT 1300 Junior continued until 1976 with the 1290 cc engine and various modifications incorporating features from the evolution of the GT's and GTV's. From 1972 a GT 1600 Junior model was also available, with the 1570 cc engine.
Both categories were used to derive GTA ("Allegerita") models, which were specifically intended for competition homologation in their respective engine size classes. The GTA's featured extensive modifications for racing, so they were priced much higher than the standard models and sold in much smaller numbers. Practically all GTA's made were used in competition, where they had a long and successful history in various classes and category. These models included the Giulia Sprint GTA and GTA 1300 Junior.
The 2000 GTV (Tipo: 105.21) was introduced in 1971 together with the 2000 Berlina sedan and 2000 Spider “Fastback” (Series 2). The 2000 range was the replacement for the 1750 range. Once again the engine was rationalized throughout the range. The engine displacement was increased to 1962 cc with a change of the bore and stroke to 84 mm × 88.5 mm. Oil and radiator capacities remained unchanged. The engine produced 132 PS (97 kW; 130 hp) at 5500 rpm.The interior trim was also changed, with the most notable differences being the introduction of a separate instrument cluster, instead of the gauges installed in the dash panel in earlier cars.
Externally the 2000 GTV is most easily distinguished by the following features:
Grille with horizontal chrome bars, featuring protruding blocks forming the familiar Alfa heart in outline; Smaller hubcaps with exposed wheel nuts; Optional aluminum alloy wheels of the same size as the standard 5. 1/2J × 14 steel items, styled to the "turbina" design first seen on the alloy wheels of the Alfa Romeo Montreal. "Turbina" refers to the wheel's resemblance to a jet engine inlet; The larger rear light clusters first fitted to United States market 1750 GTV's were standard for all markets on the 2000 GTV.
The 2000 GTV is most easily distinguished by its different grille. From 1974 on, this became standard on the GT 1300 Junior and GT 1600 Junior as well when the 105 Series coupe models were rationalized and these external features became common to post-1974 GT 1300 Junior and GT 1600 Junior models, with only few distinguishing features marking the difference between models.37,459 2000 GTVs were made before production ended. (© en.wikipedia.org/wiki/Alfa_Romeo_105/115_Series_Coup%C3%A9s )
What characteristics define a car from the 1950's US to that of a car from the 1960's?
Even a casual observer could probably create a good definition, even though they may not be able to pinpoint the year(s) in which the changes occurred.
Fins, chrome, multi-tone paint, dogleg windscreens, (more chrome). As a body progression, the form went from bathtub to winged rockets bearing a large, chrome ladden nose.
New to the 60's saw the elimination of almost all these forms.
No clearer was the demarcation of this change, than for the 1960 Ford Galaxie, replacing the 1959 Ford (for which a trim level 'Galaxie' had first been introduced).
A similar 'form' change had occured at GM the year before, and created the 'batwing' 1959 Chevrolet Impala, and the iconic 1959 Cadillac, with its rocket-pod fins. The GM 'language' still contained much of the 1950's lexicon, however. The 1960 Ford though, adopted the new form, and dressed it it 1960's era subtlety. Low set, quad-headlamps, discrete mini-batwing fins (one last vestige lost the following year), a graceful, arcing chrome trim, delineating the topside of the bodyside form, large, glassed cabin windows, and a new cigar-profile overall form. A similar level of graceful, simplistic form was seen on the folowing year, 1961, Thunderbird and Lincoln - both to become future design classics.
But you saw it first on the 1960 Galaxie.
It only lasted one year in this precise form though. In 1961, the Galaxie adopted a more conservative form still, which more accurately set the template for a standard form during the 1960's. There could be reasons for this; the 1961 sedan was less cohesive, and the level of change may have been considered to be just a little to radical. Perhaps the success of the prosaic Falcon signalled a more conservative path was to be chosen. The GM products had suffered the same fate, 1959 had been a one-year wonder, and the following year's models had become more boxed and less interesting.
The 1960 Ford was seen in its loveliest form in the two bodystyles that exuded the greatest amount of glamour - the convertible and the 2-door hardtop. For these two models, Ford assigned the special nameplates (used also in the 1950's) - Sunliner and Starliner. Though members of the common 'Galaxie' family, which also included Fairlane and Custom trims, the two glamour cars are still predominently recognised by their unique nameplates.
The car that exhibited the greatest change in form was the new Starliner. This model adopted a large wrap-around rear screen, graced by sweeping C-pillars (again, like a Hardtop 1959 Chevrolet). The pillars featured an array of stars down its arc. One benefit of the design was the aerodynamic profile for stock-car racing (NASCAR), and many Starliners were purchased with racing in mind.
The Sunliner was perhaps a more obvious definition, an open-top two-door convertible - a 'popluar' style, even if sales were not strong. The remaining flamboyance of the 1960 Ford sitting well with the glamorous convertible style.
Presented here are the two forms, Starliner and Sunliners, in Lego form designed for Flickr LUGNuts 62nd Build Challenge, - 'Space is the Place', - celebrating vehicles with Space related names. In this case, the 'Galaxie' nameplate for the entire full-size Ford lineup, and the two 'Starliner' and 'Sunliner' model designations.