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This K12 Micra in metallic blue, is a 3 door S model and is has a large dent n the passangers side front bumper.
The S model has the 1.2-litre engine, side airbags, a 60/40 split sliding rear seat, drivers seat height adjustment and CD player.
This one is seen here in Mortonhall in Edinburgh.
Feeling the autumn... last exit this year?
Golf 1 Cabrio with 16" inch BBS RM 024 rims.
The BBS RM 024 rim specifications are 6,5J x 16 ET52, 5x108, 60.1 hub diameter.
Driving with Epytec pitch circle adapter 4x100 to 5x108, 20 mm front / 28 mm rear and 195/40 R16 Falken Ziex ZE914 tires.
Full Album: www.flickr.com/photos/123600876@N07/albums/72157666380946540
Project 2016: Technical check with the replacement of important parts. New convertible fabric roof. Complete interior replacement with carpet, seats and side panels.
Project 2017: Full change of all parts from the front axle.
Project 2018: Full restoration, with sandblast and powder coating, of the rear axle and complete change of all parts
Project 2020: Golf 1 Cabrio 16" inch BBS RM 024 rims
The BBS rim specifications are 6,5x16 ET52, 5x108, 60.1. Driving with Epytec pitch circle adapter 4x100 to 5x108, 20 mm front / 28 mm rear and 195/40 R16 Falken Ziex ZE914 tires. The BBS Rim's are originally from 1990 Renault R25 V6 Turbo Baccara. For now the middle rim is dark-grey powder-coated. All rims will get an original silver BBS paintwork next time.
Project 2021: Replacement of the alternator and the oil pan. New seat upholstery and conversion of the two front seats to consoles with height adjustment.
Project 2022: Complete replacement of the water circuit including water pump, thermostat and housing as well as all water hoses. All BBS rims got a original silver BBS paintwork.
Project 2023:
Complete replacement of the exhaust system with CAT. Completely new interior insulation with removal and installation of the inner cockpit to minimize noise with complete felt insulation. New seals on the windshield and the B-pillar.
But he's still not done...
Taxi to Paragon Mainstore
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Product Description:
ROMANTIC COUPLES DANCE VOL 1
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These are generic couples slow dances for slow romantic songs.
Romantic Couples Dance 01 - 40.00 sec
Romantic Couples Dance 02 - 37.25 sec
Romantic Couples Dance 03 - 35.12 sec
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Dance Pack Contents
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Romantic Slow Dance 01 (F)
Romantic Slow Dance 01 (M)
Romantic01 [Sync Poseball]
Romantic Slow Dance 02 (F)
Romantic Slow Dance 02 (M)
Romantic02 [Sync Poseball]
Romantic Slow Dance 03 (F)
Romantic Slow Dance 03 (M)
Romantic03 [Sync Poseball]
Romantic Couples Dance Vol. 1 [LOADER] HUD (auto-loads animations into the Paragon Couples Dance HUD)
❗ Please check out the state-of-the-art Paragon Couples Dance HUD v.2!
☒ This product only contains animations (.anim files) with no audio supplied or dance hud. Music used in our videos are for demonstration purposes only.
☒ Disclaimer: Default SL bodies/rig was used as a standard to adjust these dances. Due to the varied height and body shapes between two couples, clipping may occur when two avatars are in close contact with each other. Unfortunately, animations do not work like rigged clothing in SL. Further adjustments can be made on the poseballs and hover.
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Product Features
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◘ Bento hands/fingers (detailed finger articulation)
◘ Motion-captured on an 46-camera Optitrack Prime 41 optical mocap system for the smoothest and natural flowing animations.
◘ Authentically danced/choreographed and mocap recorded by Miguel Maganda & Rebekah Shibao
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Paragon Dance Animations Social Media
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Like/Follow us on social media and/or join Paragon Dance Animations group to stay updated on new releases, specials, and events.
Facebook: www.facebook.com/ParagonDanceAnimations
Flickr: www.flickr.com/photos/paragondanceanimations/
Instagram: www.instagram.com/paragondanceanimations/
Group url: secondlife:///app/group/6f12165e-7e7b-3e6a-b858-1a9e8ae45d4b/about
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PARAGON COUPLES DANCE HUD V.2
V.201 is now a FREE upgrade for those who already own the HUD.
NEWEST FEATURES:
- Now compatible with many non-Paragon/3rd party couple dances (see below for compatible brands)
- Web-based Media Sequencer - no notecards, just enable the media prim and fill in the fields.
- Hover Control Panel - height adjustment w/ saving functionality for each avatar.
- function added in the menu.
- Avatars no longer walk towards each other before the dance.
- Optimized functions, improvements and fixed minor bugs since v.1 (see change log)
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This is a modification of my hot rod pickup. It still has everything that you might like (motorized/remotely controlled driving/steering, lights, turn signals, working steering wheel, working V8 and radiator fan, working door handles, gearbox…) and some new features (wheels, suspension, engine, roof, front lights, interior, fuel tank, movable license plate, chrome details…). Like the old one, it is 50 studs long and 28 studs wide but it is heavier - it weighs 1285g.
VIDEO: youtu.be/jR0rCEck7_0
Characteristics:
-Leaf spring suspension with height-adjustable rear
-License plate with simple mechanism to hide it (manual)
-Lights (front and rear) manually controlled with a lever connected to a speed dial of 8878 battery (which allows you to switch between low and high beam)
-Turn signals (front and rear) connected to a servo motor via coupled PF switches (2 switches)
-Working steering wheel
-Manual gearbox – 4 gears (5:1, 3:1, 5:3, 1:1)
-Suicide doors with working door handles
-It is powered by two L motors and 7.4 V (8878) rechargeable battery box.
-Servo motor for steering
-Working V8 fake engine with some details to make it resemble real V8 engine, connected directly to the driving motors so it works at the same speed no matter what gear you choose (in neutral also)
-Working radiator fan, connected directly to a V8 engine
-Rear doors can be opened.
-Roof window, fire extinguisher, fuel tank…
-Front tires from 8070 supercar, and rear from 42000 Grand Prix Racer.
I hope you like it, feel free to comment…
p.s. it has been blogged: thelegocarblog.com/2014/07/03/rod-mod/
The Citroën DS (French pronunciation: [si.tʁɔ.ˈɛn de ɛs]) is a front-engine, front-wheel-drive executive car manufactured and marketed by the French company Citroën from 1955 to 1975 in sedan, wagon/estate and convertible body configurations. Italian sculptor and industrial designer Flaminio Bertoni and the French aeronautical engineer André Lefèbvre styled and engineered the car. Paul Magès developed the hydropneumatic self-levelling suspension.
Noted for its aerodynamic, futuristic body design and innovative technology, the DS set new standards in ride quality, handling, and braking—and was the first production car equipped with disc brakes.
Citroën sold 1,455,746 examples, including 1,330,755 built at the manufacturer's Paris Quai André-Citroën production plant.
The DS came third in the 1999 Car of the Century poll recognizing the world's most influential auto designs and was named the most beautiful car of all time by Classic & Sports Car magazine
MODEL HISTORY
After 18 years of secret development as the successor to the Traction Avant, the DS 19 was introduced on 5 October 1955 at the Paris Motor Show. In the first 15 minutes of the show, 743 orders were taken, and orders for the first day totalled 12,000. During the 10 days of the show, the DS took in 80,000 deposits; a record that has stood for over 60 years.
Contemporary journalists said the DS pushed the envelope in the ride vs. handling compromise possible in a motor vehicle.
To a France still deep in reconstruction after the devastation of World War II, and also building its identity in the post-colonial world, the DS was a symbol of French ingenuity. The DS was distributed to many territories throughout the world.
It also posited the nation's relevance in the Space Age, during the global race for technology of the Cold War. Structuralist philosopher Roland Barthes, in an essay about the car, said that it looked as if it had "fallen from the sky". An American advertisement summarised this selling point: "It takes a special person to drive a special car".
Because they were owned by the technologically aggressive tire manufacturer Michelin, Citroën had designed their cars around the technically superior radial tire since 1948, and the DS was no exception.
The car featured a novel hydropneumatic suspension including an automatic leveling system and variable ground clearance, developed in-house by Paul Magès. This suspension allowed the DS to travel quickly on the poor road surfaces common in France.
In addition, the vehicle had power steering and a semi-automatic transmission (the transmission required no clutch pedal, but gears still had to be shifted by hand), though the shift lever controlled a powered hydraulic shift mechanism in place of a mechanical linkage, and a fibreglass roof which lowered the centre of gravity and so reduced weight transfer. Inboard front brakes (as well as independent suspension) reduced unsprung weight. Different front and rear track widths and tyre sizes reduced the unequal tyre loading, which is well known to promote understeer, typical of front-engined and front-wheel drive cars.
As with all French cars, the DS design was affected by the tax horsepower system, which effectively mandated very small engines. Unlike the Traction Avant predecessor, there was no top-of-range model with a powerful six-cylinder engine. Citroën had planned an air-cooled flat-6 engine for the car, but did not have the funds to put the prototype engine into production.
The DS placed third in the 1999 Car of the Century competition, and fifth on Automobile Magazine's "100 Coolest Cars" listing in 2005. It was also named the most beautiful car of all time by Classic & Sports Car magazine after a poll of 20 world-renowned car designers, including Giorgetto Giugiaro, Ian Callum, Roy Axe, Paul Bracq, and Leonardo Fioravanti.
NAME
Both the DS and its simpler sibling, the ID, used a punning name. "DS" is pronounced in French as "Déesse" (goddess); "ID" is pronounced as "Idée" (idea). An intermediate model was called the DW.
MOTORSPORT
The DS was successful in motorsports like rallying, where sustained speeds on poor surfaces are paramount, and won the Monte Carlo Rally in 1959. In the 1000 Lakes Rally, Pauli Toivonen drove a DS19 to victory in 1962.
In 1966, the DS won the Monte Carlo Rally again, with some controversy as the competitive BMC Mini-Cooper team was disqualified due to rule infractions. Ironically, Mini was involved with DS competition again two years later, when a drunk driver in a Mini in Sydney Australia crashed into the DS that was leading the 1968 London–Sydney Marathon, 98 miles from the finish line. The DS was still competitive in the grueling 1974 London-Sahara-Munich World Cup Rally, where it won over 70 other cars, only 5 of which even completed the entire event.
TECHNICAL INNOVATION - HYDRAULIC SYSTEMS
In conventional cars, hydraulics are only used in brakes and power steering. In the DS they were also used for the suspension, clutch and transmission. The cheaper 1957 ID19 did have manual steering and a simplified power-braking system. An engine driven pump pressurizes the closed system to 2,400 pounds per square inch.
At a time when few passenger vehicles had independent suspension on all wheels, the application of the hydraulic system to the car's suspension system to provide a self-levelling system was an innovative move. This suspension allowed the car to achieve sharp handling combined with very high ride quality, frequently compared to a "magic carpet".
The hydropneumatic suspension used was pioneered the year before, on the rear of another car from Citroën, the top of range Traction Avant 15CV-H.
IMPACT ON CITROEN BRAND DEVELOPMENT
The 1955 DS cemented the Citroën brand name as an automotive innovator, building on the success of the Traction Avant, which had been the world's first mass-produced unitary body front-wheel-drive car in 1934. In fact, the DS caused such a huge sensation that Citroën was apprehensive that future models would not be of the same bold standard. No clean sheet new models were introduced from 1955 to 1970.
The DS was a large, expensive executive car and a downward brand extension was attempted, but without result. Throughout the late 1950s and 1960s Citroën developed many new vehicles for the very large, profitable market segments between the 2CV and the DS, occupied by vehicles like the Peugeot 403, Renault 16 and Ford Cortina, but none made it into production. Either they had uneconomic build costs, or were ordinary "me too" cars, not up to the company's high standard of innovation. As Citroën was owned by Michelin from 1934 to 1974 as a sort of research laboratory, such broad experimentation was possible. Michelin after all was getting a powerful advertisement for the capabilities of the radial tire Michelin had invented, when such experimentation was successful.
New models based on the small, utilitarian 2CV economy car were introduced, notably the 1961 Ami. It was also designed by Flaminio Bertoni and aimed to combine Three-box styling with the chassis of the 2CV. The Ami was very successful in France, but less so on export markets. Many found the styling controversial, and the car noisy and underpowered. The Dyane, was a modernised 2CV with a hatchback, competed with the 2CV inspired Renault 4 Hatchback. All these 2 cylinder models were very small, so there remained a wide market gap to the DS range all through the 1960s.
In 1970, Citroën finally introduced a car to target the mid-range - the Citroën GS, which won the "European car of the Year" for 1971 and sold 2.5 million units. It combined a small 55 horsepower flat-4 air-cooled engine with Hydropneumatic suspension. The intended 106 horsepower Wankel rotary-engined version with more power did not reach full production.
REPLACING THE DS
The DS remained popular and competitive throughout its production run. Its peak production year was 1970. Certain design elements like the somewhat narrow cabin, column-mounted gearstick, and separate fenders began to seem a little old-fashioned in the 1970s.
Citroën invested enormous resources to design and launch an entirely new vehicle in 1970, the SM, which was in effect a thoroughly modernized DS, with similar length, but greater width. The manual gearbox was a modified DS unit. The front disc brakes were the same design. Axles, wheel bearings, steering knuckles, and hydraulic components were either DS parts or modified DS parts.
The SM had a different purpose than replacing the 15-year-old DS design however - it was meant to launch Citroën into a completely new luxury grand touring market segment. Only fitted with a costly, exotic Maserati engine, the SM was faster and much more expensive than the DS. The SM was not designed to be a practical 4-door saloon suitable as a large family car, the key market for vehicles of this type in Europe. Typically, manufacturers would introduce low-volume coupés based on parts shared with an existing saloon, not as unique models, a contemporary example being the Mercedes-Benz SLC-Class.
The SM's high price and limited utility of the 2+2 seating configuration, meant the SM as actually produced could not seize the mantle from the DS.
So, while the design funds invested would allow the DS to be replaced by two cars - a 'modern DS' and the smaller CX, it was left to the CX alone to provide Citroën's large family or executive car in the model range.
The last DS came off the production line on 24 April 1975 - the manufacturer had taken the elementary precaution of building up approximately eight-month's of inventory of the "break" (estate/station wagon) version of the DS, to cover the period till Autumn 1975 when the estate/station wagon version of the CX would be introduced.
DEVELOPMENT
The DS always maintained its size and shape, with easily removable, unstressed body panels, but certain design changes did occur. During the 20-year production life improvements were made on an ongoing basis.
ID 19 submodel to extend brand downwards (1957–69)
The 1955 DS19 was 65% more expensive than the car it replaced, the Citroën Traction Avant. This affected potential sales in a country still recovering economically from World War II, so a cheaper submodel, the Citroën ID, was introduced in 1957.
The ID shared the DS's body but was less powerful and luxurious. Although it shared the engine capacity of the DS engine (at this stage 1,911 cc), the ID provided a maximum power output of only 69 hp compared to the 75 hp claimed for the DS19. Power outputs were further differentiated in 1961 when the DS19 acquired a Weber-32 twin bodied carburettor, and the increasing availability of higher octane fuel enabled the manufacturer to increase the compression ratio from 7.5:1 to 8.5:1. A new DS19 now came with a promised 83 hp of power. The ID19 was also more traditional mechanically: it had no power steering and had conventional transmission and clutch instead of the DS's hydraulically controlled set-up. Initially the basic ID19 was sold on the French market with a price saving of more than 25% against the DS, although the differential was reduced at the end of 1961 when the manufacturer quietly withdrew the entry level ID19 "Normale" from sale. A station wagon variant, the ID Break, was introduced in 1958.
D SPECIAL AND D SUPER (1970–75)
The ID was replaced by the D Spécial and D Super in 1970, but these retained the lower specification position in the range. The D Super was available with the DS21 2175ccm engine and a 5 speed gearbox, and named the D Super 5.
SERIE 2 - NOSE REDESIGN IN 1962
In September 1962, the DS was restyled with a more aerodynamically efficient nose, better ventilation and other improvements. It retained the open two headlamp appearance, but was available with an optional set of driving lights mounted on the front fenders. All models in the range changed nose design at the same time, including the ID and station wagon models.
Series 3 - Nose redesign in 1967 with Directional headlights
In late 1967, for the 1968 model year, the DS and ID was again restyled, by Robert Opron, who also styled the 1970 SM and 1974 CX. This version had a more streamlined headlamp design, giving the car a notably shark-like appearance. This design had four headlights under a smooth glass canopy, and the inner set swivelled with the steering wheel. This allowed the driver to see "around" turns, especially valuable on twisting roads driven at high speed at night.
Behind each glass cover lens, the inboard high-beam headlamp swivels by up to 80° as the driver steers, throwing the beam along the driver's intended path rather than uselessly across the curved road. The outboard low-beam headlamps are self-leveling in response to pitching caused by acceleration and braking.
However, this feature was not allowed in the US at the time (see World Forum for Harmonization of Vehicle Regulations), so a version with four exposed headlights that did not swivel was made for the US market.
This 'turning headlight' feature was new to the market - it had only been seen before on the very rare three headlight 1935 Tatra 77A. The Tucker, which never was mass-produced, had a central headlight that turned with the steering. 45 years later, it is now a commonly available feature, even in the United States.
NEW GREEN HYDRAULIC FLUID
The original hydropneumatic system used a vegetable oil liquide hydraulique végétal (LHV), similar to that used in other cars at the time, but later switched to a synthetic fluid liquide hydraulique synthétique (LHS). Both of these had the disadvantage that they are hygroscopic, as is the case with most brake fluids. Disuse allows water to enter the hydraulic components causing deterioration and expensive maintenance work. The difficulty with hygroscopic hydraulic fluid was exacerbated in the DS/ID due to the extreme rise and fall in the fluid level in the reservoir, which went from nearly full to nearly empty when the suspension extended to maximum height and the six accumulators in the system filled with fluid. With every "inhalation" of fresh moisture- (and dust-) laden air, the fluid absorbed more water.
For the 1967 model year, Citroën introduced a new mineral oil-based fluid LHM (Liquide Hydraulique Minéral). This fluid was much less harsh on the system. LHM remained in use within Citroën until the Xantia was discontinued in 2001.
LHM required completely different materials for the seals. Using either fluid in the incorrect system would completely destroy the hydraulic seals very quickly. To help avoid this problem, Citroën added a bright green dye to the LHM fluid and also painted all hydraulic elements bright green. The former LHS parts were painted black.
All models, including the station wagon and ID, were upgraded at the same time. The hydraulic fluid changed to the technically superior LHM in all markets except the US and Canada, where the change did not take place until January 1969, due to local regulations.
INTERNATIONAL SALES AND PRODUCTION
The DS was primarily manufactured at the Quai André-Citroën in the Javel neighborhood of Paris, with other manufacturing facilities in the United Kingdom, South Africa, the former Yugoslavia (mostly Break Ambulances), and Australia.
Australia constructed their own D variant in the 1960s at Heidelberg, Victoria, identified as the ID 19 "Parisienne." Australian market cars were fitted with options as standard equipment such as the "DSpecial DeLuxe" that were not available on domestic European models.
Until 1965, cars were assembled at the manufacturer's Slough premises, to the west of London, using a combination of French made knock down kits and locally sourced components, some of them machined on site. A French electrical system superseded the British one on the Slough cars in 1962, giving rise to a switch to "continental style" negative earthing. After 1965 cars for the British market were imported fully assembled from the company's French plant. The British-built cars are distinguished by their leather seats, wooden (early ID19 models) one piece plastic (early DS19 models) dashboards, chromed number plate mount let into the front bumper, and (on pre-1962 cars) Lucas-made electrics. These were all right hand drive cars.
The DS was built and sold in South Africa from 1959 to 1975.
The DS was sold in Japan, but the models were built in France and left hand drive.
DS IN NORTH AMERICA
The DS was sold in North America from 1956 to 1972. Despite its popularity in Europe, it didn't sell well in the United States, and little better in Canada. While promoted as a luxury car, it did not have the basic features that American buyers expected to find on such a vehicle, such as an automatic transmission, air conditioning, power windows, or a powerful engine. The DS was designed specifically to address the French market, with punitive tax horsepower taxation of large engines, as well as very poor roads – it's no great mystery that it was a fish out of water when those constraints were removed.
Jay Leno described the sporadic supply of spare parts as a problem for 1970s era customers, based on his early experiences working at a Citroën dealer in Boston.
The DS was expensive, with a 115 hp (86 kW) vehicle costing $4,170 in 1969, when the price was $4,500 for a 360 hp (268 kW) Buick Electra 225 4 door sedan. For all years, 38,000 units were sold.
US regulations at the time also banned one of the car's more advanced features: its composite headlamps with aerodynamic covered lenses. Based on legislation that dated from 1940, all automobiles sold in the U.S. were required to have round, sealed beam headlamps that produced a meager 75,000 candlepower. The powerful quartz iodine swiveling headlamps designed for the 1968 model DS represented so many performance improvements at once that they were far beyond what the regulations could allow.[50] Even the aerodynamic headlight covers were illegal – as seen on the 1968 Jaguar E-Type. It took the lobbying muscle of Ford to point out that the government was requiring two contradictory things – safety, by ensuring that all headlights were best-of-breed circa 1940, and fuel economy through the CAFE standard – by definition, cars with poor aerodynamics are sacrificing fuel economy. Composite bulb lamps and aerodynamic covered headlights were not permitted until 1983.
The European lamps were legal in Canada, including the directional headlamps.
The hydraulic fluid change in 1967 was another brain teaser for U.S. automotive regulators at the Department of Transportation. NHTSA follows the precautionary principle, also used by the Food and Drug Administration, where new innovations are prohibited until their developers can prove them to the regulators; this stifles the experimentation that automakers need to advance their products. NHTSA had already approved a brake fluid they considered safe – DOT 3 brake fluid, which is red and hygroscopic to promote internal rust. This completely different fluid, used in aircraft applications – the technically superior green LHM (Liquide Hydraulique Mineral) – took NHTSA two years to analyze for automotive use. Approval finally came in January 1969, so half the U.S. cars of the 1969 model year use red fluid and half use green fluid.
DESIGN VARIATIONS
PALLAS
In 1965 a luxury upgrade, the DS Pallas (after Greek goddess Pallas), was introduced. This included comfort features such as better noise insulation, a more luxurious (and optional leather) upholstery and external trim embellishments. From 1966 the Pallas model received a driver's seat with height adjustment.
STATION WAGON, FAMILIALE AND AMBULANCE
A station wagon version was introduced in 1958. It was known by various names in different markets (Break in France, Safari and Estate in the UK, Wagon in the US, and Citroën Australia used the terms Safari and Station-Wagon). It had a steel roof to support the standard roof rack. 'Familiales' had a rear seat mounted further back in the cabin, with three folding seats between the front and rear squabs. The standard Break had two side-facing seats in the main load area at the back.
The Ambulance configuration was similar to that of the Break, but with a 60/30 split in the rear folding seat to accommodate a stretcher. A 'Commerciale' version was also available for a time.
The Safari saw use as a camera car, notably by the BBC. The hydropneumatic suspension produces an unusually steady platform for filming while driving.
CONVERTIBLE
Rarest and most collectable of all DS variants, a convertible was offered from 1958 until 1973. The Cabriolet d'Usine (factory convertible) were built by French carrossier Henri Chapron, for the Citroën dealer network. It was an expensive car, so only 1,365 were sold. These DS convertibles used a special frame which was reinforced on the sidemembers and rear suspension swingarm bearing box, similar to, but not identical to the Break (Station Wagon) frame.
CHAPRON VARIATIONS
In addition, Chapron also produced a few coupés, non-works convertibles and special sedans (including the "Prestige", same wheelbase but with a central divider, and the "Lorraine" notchback).
BOSSAERT COUPE
Between 1959 and 1964, Hector Bossaert produced a coupé on a DS chassis shortened by 470 mm. While the front end remained unchanged, the rear end featured notchback styling.
THE REACTOR
In 1965, noted American auto customizer Gene Winfield created The Reactor, a Citroën DS chassis, with a turbocharged 180 hp (130 kW) flat-six engine from the Corvair driving the front wheels. Since the DS already had the engine behind the front wheels, the longer engine meant only one row of seats. This was draped in a streamlined, low slung, aluminum body.
The Reactor was seen in American Television programs of the era, such as Star Trek: The Original Series episode 2.25 ("Bread and Circuses)," Batman episodes 110 ("Funny Feline Felonies") and 111 (driven by Catwoman Eartha Kitt), and Bewitched, which devoted its episode 3.19 ("Super Car") to The Reactor.
MICHELIN PLR
The Michelin PLR is a mobile tire evaluation machine, based on the DS Break, built in 1972, later used for promotion.
Technical details
SUSPENSION
In a hydropneumatic suspension system, each wheel is connected, not to a spring, but to a hydraulic suspension unit consisting of a hydraulic accumulator sphere of about 12 cm in diameter containing pressurised nitrogen, a cylinder containing hydraulic fluid screwed to the suspension sphere, a piston inside the cylinder connected by levers to the suspension itself, and a damper valve between the piston and the sphere. A membrane in the sphere prevented the nitrogen from escaping. The motion of the wheels translated to a motion of the piston, which acted on the oil in the nitrogen cushion and provided the spring effect. The damper valve took place of the shock absorber in conventional suspensions. The hydraulic cylinder was fed with hydraulic fluid from the main pressure reservoir via a height corrector, a valve controlled by the mid-position of the anti-roll bar connected to the axle. If the suspension was too low, the height corrector introduced high-pressure fluid; if it was too high, it released fluid back to the fluid reservoir. In this manner, a constant ride height was maintained. A control in the cabin allowed the driver to select one of five heights: normal riding height, two slightly higher riding heights for poor terrain, and two extreme positions for changing wheels. (The correct term, oleopneumatic (oil-air), has never gained widespread use. Hydropneumatic (water-air) continues to be preferred overwhelmingly.)
The DS did not have a jack for lifting the car off the ground. Instead, the hydraulic system enabled wheel changes with the aid of a simple adjustable stand. To change a flat tyre, one would adjust the suspension to its topmost setting, insert the stand into a special peg near the flat tyre, then readjust the suspension to its lowermost setting. The flat tyre would then retract upwards and hover above ground, ready to be changed. This system, used on the SM also, was superseded on the CX by a screw jack that, after the suspension was raised to the high position, lifted the tire clear of the ground. The DS system, while impressive to use, sometimes dropped the car quite suddenly, especially if the stand was not placed precisely or the ground was soft or unlevel.
SOURCE AND RESERVE OF PRESSURE
The central part of the hydraulic system was the high pressure pump, which maintained a pressure of between 130 and 150 bar in two accumulators. These accumulators were very similar in construction to the suspension spheres. One was dedicated to the front brakes, and the other ran the other hydraulic systems. (On the simpler ID models, the front brakes operated from the main accumulator.) Thus in case of a hydraulic failure, the first indication would be that the steering became heavy, followed by the gearbox not working; only later would the brakes fail.
Two different hydraulic pumps were used. The DS used a seven-cylinder axial piston pump driven off two belts and delivering 175 bar (2,540 psi) of pressure. The ID19, with its simpler hydraulic system, had a single-cylinder pump driven by an eccentric on the camshaft.
GEARBOX AND CLUTCH
HYDRAULIQUE OR CITROMATIC
The DS was initially offered only with the "hydraulique" four-speed semi-automatic (bvh—"boîte de vitesses hydraulique") gearbox.
This was a four-speed gearbox and clutch, operated by a hydraulic controller. To change gears, the driver flicked a lever behind the steering wheel to the next position and eased-up on the accelerator pedal. The hydraulic controller disengaged the clutch, engaged the nominated gear, and re-engaged the clutch. The speed of engagement of the clutch was controlled by a centrifugal regulator sensing engine rpm and driven off the camshaft by a belt, the position of the butterfly valve in the carburettor (i.e., the position of the accelerator), and the brake circuit. When the brake was pressed, the engine idle speed dropped to an rpm below the clutch engagement speed, thus preventing friction while stopped in gear at traffic lights. When the brake was released, the idle speed increased to the clutch dragging speed. The car would then creep forward much like automatic transmission cars. This drop in idle throttle position also caused the car to have more engine drag when the brakes were applied even before the car slowed to the idle speed in gear, preventing the engine from pulling against the brakes. In the event of loss of hydraulic pressure (following loss of system fluid), the clutch would disengage, to prevent driving, while brake pressure reserves would allow safe braking to standstill.
MANUAL - FOUR SPEED AND FIVE-SPEED
The later and simpler ID19 had the same gearbox and clutch, manually operated. This configuration was offered as a cheaper option for the DS in 1963. The mechanical aspects of the gearbox and clutch were completely conventional and the same elements were used in the ID 19. In September 1970, Citroën introduced a five-speed manual gearbox, in addition to the original four-speed unit.
FULLY AUTOMATIC
In September 1971 Citroën introduced a 3-speed fully automatic Borg-Warner 35 transmission gearbox, on the DS 21 and later DS 23 models. It is ironic that the fully automatic transmission DS was never sold in the US market, where this type of transmission had gained market share so quickly that it became the majority of the market by this time. Many automatic DSs, fuel-injected DS 23 sedans with air conditioning, were sold in Australia.
ENGINES
The DS was originally designed around an air-cooled flat-six based on the design of the 2-cylinder engine of the 2CV, similar to the motor in the Porsche 911. Technical and monetary problems forced this idea to be scrapped.
Thus, for such a modern car, the engine of the original DS 19 was also old-fashioned. It was derived from the engine of the 11CV Traction Avant (models 11B and 11C). It was an OHV four-cylinder engine with three main bearings and wet liners, and a bore of 78 mm and a stroke of 100 mm, giving a volumetric displacement of 1911 cc. The cylinder head had been reworked; the 11C had a reverse-flow cast iron cylinder head and generated 60 hp (45 kW) at 3800 rpm; by contrast, the DS 19 had an aluminium cross-flow head with hemispherical combustion chambers and generated 75 hp (56 kW) at 4500 rpm.
Like the Traction Avant, the DS had the gearbox mounted in front of the engine, with the differential in between. Thus some consider the DS to be a mid engine front-wheel drive car.
The DS and ID powerplants evolved throughout its 20-year production life. The car was underpowered and faced constant mechanical changes to boost the performance of the four-cylinder engine. The initial 1911 cc three main bearing engine (carried forward from the Traction Avant) of the DS 19 was replaced in 1965 with the 1985 cc five-bearing wet-cylinder motor, becoming the DS 19a (called DS 20 from September 1969).
The DS 21 was also introduced for model year 1965. This was a 2175 cc, five main bearing engine; power was 109 hp This engine received a substantial increase in power with the introduction of Bosch electronic fuel injection for 1970, making the DS one of the first mass-market cars to use electronic fuel injection. Power of the carbureted version also increased slightly at the same time, owing to the employment of larger inlet valves.
Lastly, 1973 saw the introduction of the 2347 cc engine of the DS 23 in both carbureted and fuel-injected forms. The DS 23 with electronic fuel injection was the most powerful production model, producing 141 hp (105 kW).
IDs and their variants went through a similar evolution, generally lagging the DS by about one year. ID saloon models never received the DS 23 engine or fuel injection, although the Break/Familiale versions received the carburetted version of the DS 23 engine when it was introduced, supplemented the DS20 Break/Familiale.
The top of the range ID model, The DSuper5 (DP) gained the DS21 engine (the only model that this engine was retained in) for the 1973 model year and it was mated to a five-speed gearbox. This should not be confused with the 1985 cc DSuper fitted with an optional "low ratio" five-speed gearbox, or with the previous DS21M (DJ) five-speed.
IN POPULAR CULTURE
President Charles de Gaulle survived an assassination attempt at Le Petit-Clamart near Paris on August 22, 1962, planned by Algerian War veteran Jean-Marie Bastien-Thiry. The plan was to ambush the motorcade with machine guns, disable the vehicles, and then close in for the kill. De Gaulle praised the unusual abilities of his unarmoured DS with saving his life – the car was peppered with bullets, and the shots had punctured the tyres, but the car could still escape at full speed. This event was accurately recreated in the 1973 film The Day of the Jackal.
Beyond de Gaulle and the French aristocracy, the roomy DS also appealed to French taxi drivers.
Outside France, the car drew an eclectic customer mix, such as Cosmonaut Yuri Gagarin, Pope John XXIII, painter Marc Chagall, and actors Ken Berry, Jeff Bridges, and Rosamund Pike.
The DS appeared in several episodes of contemporary television series Mission: Impossible, including substantial appearances in 'The Slave' (ep. 2.06) and 'Robot' (ep. 4.09).
An ode to Jane Child's DS21 appears on her 1989 self-titled album.
In 1989, the film Back to the Future Part II featured a modified Citroen DS as a flying taxicab, when the main characters travel 30 years into the future (2015). Scarface (1983 film) with Al Pacino and the 2009 television series The Mentalist both feature the DS in key roles. According to Internet Movie Cars Database, the DS/ID has made over 2,000 film and television appearances so far.
Two films focus on the DS, including The Goddess of 1967 about a Japanese man purchasing a DS (goddess or déesse in French) in Australia, and 1995's Icelandic-Japanese road movie Cold Fever.
LEGACY
Citroën DS values have been rising – a 1973 DS 23 Injection Electronique "Decapotable" (Chapron Convertible) sold for EUR €176,250 (USD $209,738) at Christie's Rétromobile in February 2006. and a similar car sold by Bonhams in February 2009 brought EUR €343,497 (USD $440,436). On 18 September 2009 a 1966 DS21 Decapotable Usine was sold by Bonhams for a hammer price of UK£131,300. Bonhams sold another DS21 Decapotable (1973) on 23 January 2010 for EUR €189,000.
The DS's beloved place in French society was demonstrated in Paris on 9 October 2005 with a celebration of the 50th anniversary of its launch. 1,600 DS cars drove in procession past the Arc de Triomphe.
From 2005 to 2008, a young Frenchman named Manuel Boileau travelled around the world in a 1971 DS ambulance. It was an 80,000 kilometer journey across 38 countries called Lunaya World Tour. While traveling through Laos, he located the forlorn 1974 DS Prestige belonging to Sisavang Vatthana, the last King of the Kingdom of Laos, which is now preserved and restored by specialists in Bangkok.
In 2009, Groupe PSA created a new brand - DS Automobiles, intended as high quality, high specification variations on existing models, with differing mechanics and bodywork. This brand ranges across four models, the DS3, DS4, DS5, and the China-only SUV DS 6. The DS3, launched in March 2010, is based on Citroen's new C3, but is more customisable and unique, bearing some resemblance to the original DS, with its "Shark Fin" side pillar. These have created their own niches, with the DS4 being a mix of a crossover and a coupe and the DS5 mixing a coupe and an estate. Many feature hybrid-diesel engines to maximise efficiency.
WIKIPEDIA
Classic Days Schloss Dyck / Jüchen 2013 - A great part of this unique car's history is unknown. Construction engineer was a Mr. Maier (Leichtbau Maier, Berlin). He was of Jewish descent and disappeared like the car itself in 1935.
Suddenly, in 1970, the car appeared again at a rental company for movie requisites. It had been used in a German movie.
Most probably initially a DKW F7 Meisterklasse engine was mounted. As a rear axle Maier used the F7 front axle which could have been steerable - only a few parts are needed to make it work! Parts of the body, the door construction and the front axle seem to be taken from an airplane. The car has a height adjustable chassis and the front light moved together with the steering.
The whole concept was very complex and sophisticated - too much for one of the former owners, which replaced some of the mechanics with VW Type 1 parts. Another owner, a paint shop, brushed it in red (it used to be painted in a matt blueish grey). The last owner restored the car and now it runs again with its Beetle engine.
The Custom heavy Wehrmachtsschlepper - sWS
is a replica of the big German halftrack of WW2.
- The halftrack consists of 665 parts with double chains
- Equipped with a Panzerwerfer 42 - 15cm Werfgranaten
- Trailer Hitch for artillery and MG 42 assembled on roof
- Tailgates and hatches can be opened
- PW-42 height adjustable and rotates 360 °
- Many small details and their shapes make them authentic
- Dimensions of the tractor (W / H / D): 8.1 / 8.9 / 21.8 cm (with PW-42)
- Dimensions of the tractor (W / H / D): 8.1 / 6.8 / 21.8 cm (without PW-42)
Instructions PDF + XML available.
For more information look on my Homepage.
Thanks for visiting!
This is another motorized and remotely controlled hot rod - 100% LEGO
VIDEO: www.youtube.com/watch?v=DjPqg0OhQlA
Regarding size and functions it is somewhere in between my models “Fire bucket” and “Lucky 13”.
Dimensions: 41 studs long, 19 studs wide, 13 – 14.5 studs high and weighs 804 g.
PF components: 1 L motor - driving, 1 M motor - steering, 1 8878 battery, 1 IR receiver
Motorized functions: driving and steering
Other functions:
Working suspension:
Front: solid axle, leaf spring
Rear: Height-adjustable, live axle, leaf spring
Working steering wheel – drag link steering
Working pistons, radiator fan and generator - custom made fake v8 engine
Working door handles – openable suicide doors
Retractable rear license plate – controlled with a fake handbrake lever inside the cabin
Trunk door can be opened – behind it is a mechanism for adjustment of rear height of the vehicle (manually controlled gear) and battery (easy to turn on/off and charging)
Roof can be removed easily
Features:
Custom chrome parts – wheels, headlights, door handles and rear view mirrors
Interior – red seats and dashboard
I hope you like it :)
Winterzeit ist Bastelzeit
Für Macro-Projekte, Reproaufnahmen, Sachaufnahmen und Tabletop braucht man eine Fläche.
Küchentisch oder Schreibtisch oder Wohnzimmertisch sind da nicht so praktisch - also dachte ich mir, ich brauche etwas, das nicht zu groß ist und flexibel.
Bei ebay oder auf Flohmärkten findet man für ein paar Euro immer wieder ältere stabile Stative - mit etwas handwerklichem Geschick und dem passenden Werkzeug läßt sich daraus schnell ein kleiner Aufnahmetisch bauen.
Als Format habe ich A3 (29,7cm x 42cm) gewählt, dafür gibt es passende Papiere in weiß und farbig als Hintergrund zum drauflegen. Die Tischplatte besteht aus 15 mm Siebdruckplatte - Tischlerplatte geht auch, Siebdruckplatte ist etwas stabiler und schwarz beschichtet. Zuschnitt gibt es im Baumarkt, Klebefurnier für die Ränder auch - damit es besser aussieht.
Als Trägerplatte habe ich zwei Alu-Platten (60 mm x3mm Aluminium-Halbzeug) zusammen gelegt, so dass die Trägerplatte 6mm stark ist und das Gewinde tief genug- und habe diese mit 8 Schrauben an die Unterseite geschraubt. Zentrisch habe ich ein Stativgewinde (3/8" ) eingeschnitten - das ist das dickere - reduzieren mit einem Adapter geht immer. Dazu braucht man einen passenden Gewindebohrer -den bekommt man - falls man den nicht ohnehin schon hat - auch bei ebay -die Anschaffung lohnt sich !
Jetzt braucht man noch ein passendes Stativ und einen stabilen Kopf - ich hab nen alten Schiansky- Kugelkopf gewählt, der hat einen schönen langen Hals und läßt sich gut verstellen. Ein Kinoneiger tut es auch, stabil sollte er aber sein.
Die Aufnahmen zeigen das Konstruktionsprinzip und ein paar praktische Anwendungen. Der Tisch ist schnell aufgebaut und schnell verstaut und wunderbar flexibel - höhenverstellbar, dreh- und neigbar, und allseitig problemlos zugänglich - d.h. man kommt von allen Seiten ran. Und kostet nicht viel.
Winter time is handicraft time
For macro projects, repro photography, object photography and tabletop you need a surface.
Kitchen tables or desks or living room tables are not so practical - so I thought I needed something that wasn't too big and flexible.
On ebay or at flea markets you can always find older sturdy tripods for a few Euros - with some craftsmanship and the right tools you can quickly build a small recording table out of them.
As format I have chosen A3 (29.7cm x 42cm), there are suitable papers in white and colored as background to put on. The tabletop consists of 15 mm screen printing plate - blockboard also works, screen printing plate is a bit more stable and black coated. Cut to size is available in the DIY store, as is glue veneer for the edges - so that it looks better.
As carrier plate I put two aluminum plates (60 mm x3 mm aluminum semi-finished product) together, so that the carrier plate is 6 mm thick and the thread deep enough and screwed these with 8 screws to the underside. Centrically I cut a tripod thread (3/8" ) - this is the thicker one - reducing with an adapter always works. For this you need a suitable tap - you can get it - if you don't already have it - also on ebay - the purchase is worth it !
Now you need a suitable tripod and a stable head - I have chosen an old Schiansky ball head, which has a nice long neck and can be easily adjusted. A Kinoneiger does it too, but it should be stable.
The pictures show the construction principle and some practical applications. The table is quickly assembled and stowed away and wonderfully flexible - height-adjustable, rotatable and tiltable, and easily accessible from all sides - i.e. you can reach it from all sides. And it doesn't cost much.
I finished off building this modular table trolley today (with some help from Teunis - thanks mate). It has the following features:
- Height-adjustable rails (adjustable in 32 mm/4 stud increments). The modular tables slide along these rails into the trolley like drawers (the lowest table rests on the base). The height of the ledges can be adjusted to make the trolley hold more or less tables, to accommodate the height of the LEGO built on them. It's designed to carry a normal load of 4-6 tables. An extra table can be stacked on top.
- High-quality castors make it easy to move around, and to wheel into the trailer. Two locking castors hold it in place when required.
- The trolley makes folding up table legs easy. Just slide a table with its legs down into the empty trolley, fold the legs up, and slide it out.
Details of the model:
- A reproduction of the German Messerschmitt Bf 109
- It consists of 297 individual parts
- Aerodynamic and true to shape
- Lower the landing gear
- Many small details make them authentic
- Dimension of the BF 109 (W / H / T): 30.4 / 10.1 / 27.8 cm
- Optional with stand for optimal alignment
- The stand consists of 96 parts
- It is a three-jointed foot with height adjustment
- Dimension of the foot (W / H / D): 12.7 / 10.8 / 13.3 cm
For the Instructions click here - STORE CB
For the Model click here - STORE CB
Thanks for visiting!
A very early transistor radio from the California based company, Hoffman. Perhaps one of the earliest solar radios on the market as well - circa 1957. The cabinet was provided by Sony and so was the brass kickstand at the back. The kickstand actually has the Sony name stamped on it. This is the same cabinet used for Sony's historic TR-6 although the Hoffman and Sony variants do not share the same colors. The Hoffman radios were available in Black (K-P411), Turquoise (T-P411), Desert Sand (B-P411), Calico Red (R-P411) and Circus Pink (P-P411).
This is Circus Pink. It's a very subtle pink hue and I found it difficult to get the color right in the photos. What you see here is very close to the "real thing".
The handle is rather heavy and on the verge of being over-sized for such a thin, sleek cabinet. The solar panels are housed on the top of the plastic trim which proudly proclaims SOLARADIO.
Imagine dishing out $159 to buy this radio in back in 1957. This was considered state of the art and was featured on the front cover of Popular Science magazine in August of that year.
See that cover here
www.jamesbutters.com/1957popularscience.htm
There was a non solar version of this radio with the model number P-410 (same cabinet colors and color codes in the model number)
More info about Hoffman:
The Hoffman Electronics Corporation began in 1941 in Los Angeles when H. Leslie Hoffman took over the Mission Bell Radio Corporation just prior to the U.S. entry into WWII. The company produced tube radios, phonographs, televisions and transistor radios. Over the years they grew steadily from a small radio manufacturer into a diversified national corporation. From 1941 to 1977, Hoffman made major advances in solar power and solar cells, semi-conductors, airborne navigation systems, color television, transistor radios, satellite and antenna transmission and radar technology. In 1977 the company sold off their main divisions to Gould Electronics, a leading manufacturer of circuit boards and military products.
* It should be clarified that Sony did not provide "leftover" or surplus cabinets to Hoffman. The Hoffman cabinets were manufactured specifically for them. Sony cabinet colors were only: maroon/burgundy, light green (wakakusa), ivory/cream and forest/dark green.
It seems both the Sony and Hoffman cabinets were made from a rather brittle plastic which did not stand up to use and abuse. Very few examples have survived undamaged. This radio has a few cracks but luckily they are in the back corners and not easily seen when displayed on the shelf. The plastic trim on the solar handle does have a chunk missing. Looks like it may have been dropped.
See pics of the Sony TR-6 below....
Bentley Eight (1984-92) Engine 6750cc V8 OHV Production 1734
Registration Number G 573 KOG (Birmingham)
BENTLEY SET
www.flickr.com/photos/45676495@N05/sets/72157623759855498...
The Bentley Eight was the entry level Bentley, costing some £ 10,000 less than the Mulsanne. Distinguished by its chrome mesh grille and discreet front spoiler.
The Eight was introduced with cloth upholstery, steel wheels, and a mesh grille that was simpler than the slatted grille of the Mulsanne. Fuel injection and anti-lock brakes were added in 1986, leather upholstery and power memory seats were added in 1987, and automatic ride height adjustment was added in 1990. Catalytic converters became optional in 1990. The three-speed automatic transmission was replaced by a four-speed transmission in August 1992.
Diolch yn fawr am 67,260,522 o olygfeydd anhygoel, mwynhewch ac arhoswch yn ddiogel
Thank you 67,260,552 amazing views, enjoy and stay safe
Shot 02.09.2018 at Himley Hall, Wolverhampton Ref 136-032
This is another motorized and remotely controlled hot rod - 100% LEGO
VIDEO: www.youtube.com/watch?v=DjPqg0OhQlA
Regarding size and functions it is somewhere in between my models “Fire bucket” and “Lucky 13”.
Dimensions: 41 studs long, 19 studs wide, 13 – 14.5 studs high and weighs 804 g.
PF components: 1 L motor - driving, 1 M motor - steering, 1 8878 battery, 1 IR receiver
Motorized functions: driving and steering
Other functions:
Working suspension:
Front: solid axle, leaf spring
Rear: Height-adjustable, live axle, leaf spring
Working steering wheel – drag link steering
Working pistons, radiator fan and generator - custom made fake v8 engine
Working door handles – openable suicide doors
Retractable rear license plate – controlled with a fake handbrake lever inside the cabin
Trunk door can be opened – behind it is a mechanism for adjustment of rear height of the vehicle (manually controlled gear) and battery (easy to turn on/off and charging)
Roof can be removed easily
Features:
Custom chrome parts – wheels, headlights, door handles and rear view mirrors
Interior – red seats and dashboard
I hope you like it :)
Im Vordergrund sieht man die erste höhenverstellbare Hängebrücke der Welt. Zwischen vier Pylonen spannt sich die 150 Tonnen schwere Brücke, die aus 14 Betoneinzelteilen besteht. Dabei wirkt die "Buckelbrücke" gar nicht so wuchtig: Ihre 15 Zentimeter dicken Einzelteile sind durch Gelenke beweglich miteinander verbunden – wie das Gliederarmband einer Uhr. Damit sich die Brücke krumm machen kann, um Schiffen Durchfahrt zu gewähren, werden die Pylonen durch Hydraulikzylinder landeinwärts gezogen. Das Tragseil spannt sich, und die Brücke wölbt sich nach oben – bis zu neun Metern.
In the foreground you can see the first height-adjustable suspension bridge in the world. . - As a link bracelet clock your 15 centimeters thick items are movably connected by joints together: Between four pylons, the 150-ton bridge consisting of 14 concrete items besteht. Dabei does the "hump bridge" not so massive spans Thus, the bridge can make crooked to grant transit vessels, the pylons are drawn by hydraulic cylinders inland. The suspension rope is stretched, and the bridge arches upward - up to nine meters.
Bentley Eight (1984-92) Engine 6750cc V8 OHV Production 1734
Registration Number 1 HRE (Staffordshire)
BENTLEY SET
www.flickr.com/photos/45676495@N05/sets/72157623759855498...
The Bentley Eight was the entry level Bentley, costing some £ 10,000 less than the Mulsanne. Distinguished by its chrome mesh grille and discreet front spoiler.
The Eight was introduced with cloth upholstery, steel wheels, and a mesh grille that was simpler than the slatted grille of the Mulsanne. Fuel injection and anti-lock brakes were added in 1986, leather upholstery and power memory seats were added in 1987, and automatic ride height adjustment was added in 1990. Catalytic converters became optional in 1990. The three-speed automatic transmission was replaced by a four-speed transmission in August 1992.
Diolch yn fawr am 66,838,018 o olygfeydd anhygoel, mwynhewch ac arhoswch yn ddiogel
Thank you 66,838,018 amazing views, enjoy and stay safe
Shot 22.07.2018 at the Steam Fair, Barton Gate, Barton under Needwood, Staffordshire Ref 135-275
OY05XZE is a K12 Micra in grey is a 5 door S model and is in great shape and well looked after for a 05 reg.
The S model has the 1.2-litre engine, side airbags, a 60/40 split sliding rear seat, drivers seat height adjustment and CD player.
This car is likley now scrapped.
SL56CWJ is a K12 Micra in silver, is a 5 door Initia model and is in great shape for a 56 reg.
The Initia model has the 1.2-litre engine, side airbags, service indicator.
This car is likley now scrapped.
These are seen in parked up at Piershill Edinburgh
This is another motorized and remotely controlled hot rod - 100% LEGO
VIDEO: www.youtube.com/watch?v=DjPqg0OhQlA
Regarding size and functions it is somewhere in between my models “Fire bucket” and “Lucky 13”.
Dimensions: 41 studs long, 19 studs wide, 13 – 14.5 studs high and weighs 804 g.
PF components: 1 L motor - driving, 1 M motor - steering, 1 8878 battery, 1 IR receiver
Motorized functions: driving and steering
Other functions:
Working suspension:
Front: solid axle, leaf spring
Rear: Height-adjustable, live axle, leaf spring
Working steering wheel – drag link steering
Working pistons, radiator fan and generator - custom made fake v8 engine
Working door handles – openable suicide doors
Retractable rear license plate – controlled with a fake handbrake lever inside the cabin
Trunk door can be opened – behind it is a mechanism for adjustment of rear height of the vehicle (manually controlled gear) and battery (easy to turn on/off and charging)
Roof can be removed easily
Features:
Custom chrome parts – wheels, headlights, door handles and rear view mirrors
Interior – red seats and dashboard
I hope you like it :)
Getting ready with BBS RM 024...
Golf 1 Cabrio with 16" inch BBS RM 024 rims.
The BBS RM 024 rim specifications are 6,5J x 16 ET52, 5x108, 60.1 hub diameter.
Driving with Epytec pitch circle adapter 4x100 to 5x108, 20 mm front / 28 mm rear and 195/40 R16 Falken Ziex ZE914 tires.
Full Album: www.flickr.com/photos/123600876@N07/albums/72157666380946540
Project 2016: Technical check with the replacement of important parts. New convertible fabric roof. Complete interior replacement with carpet, seats and side panels.
Project 2017: Full change of all parts from the front axle.
Project 2018: Full restoration, with sandblast and powder coating, of the rear axle and complete change of all parts
Project 2020: Golf 1 Cabrio 16" inch BBS RM 024 rims
The BBS rim specifications are 6,5x16 ET52, 5x108, 60.1. Driving with Epytec pitch circle adapter 4x100 to 5x108, 20 mm front / 28 mm rear and 195/40 R16 Falken Ziex ZE914 tires. The BBS Rim's are originally from 1990 Renault R25 V6 Turbo Baccara. For now the middle rim is dark-grey powder-coated. All rims will get an original silver BBS paintwork next time.
Project 2021: Replacement of the alternator and the oil pan. New seat upholstery and conversion of the two front seats to consoles with height adjustment.
Project 2022: Complete replacement of the water circuit including water pump, thermostat and housing as well as all water hoses. All BBS rims got a original silver BBS paintwork.
Project 2023:
Complete replacement of the exhaust system with CAT. Completely new interior insulation with removal and installation of the inner cockpit to minimize noise with complete felt insulation. New seals on the windshield and the B-pillar.
But he's still not done...
Porsche 964
Chassis n° WPOZZZ96ZRS455065
Bonhams
Les Grandes Marques du Monde à Paris
The Grand Palais Éphémère
Place Joffre
Parijs - Paris
Frankrijk - France
February 2023
Estimated : € 190.000 - 250.000
Sold for € 184.000
With the introduction of the 911 Speedster in January 1989, Porsche revived a charismatic model from its past, the name previously having been applied to that most stylish of the many Type 356 variants.
Their arrival representing a major step forward in the development of Porsche's perennial 911, the Type 964 Carreras marked the first time that four-wheel drive had been seen on a series-production model, appearing on the Carrera 4. Porsche had experimented with four-wheel drive on the 959 supercar, and many of the lessons learned from the latter influenced the design of the new Carreras' chassis and suspension. Face-lifted but retaining that familiar shape, the newcomers had been given a more extensive work-over mechanically, 87% of parts being claimed as entirely new. The pair shared the same 3.6-litre flat-six engine, while power-assisted steering (another 911 'first'), anti-lock brakes and a five-speed manual transmission were standard on both. Its new engine enabled the 964 to out-perform the old '3.2' yet still met the latest emissions regulations.
It took Porsche a couple of years to re-introduced the Speedster to the 911 line-up, the Type 964 version being announced in October 1992. Based on the Carrera 2, it looked very like its immediate predecessor, but unlike the latter was not initially available with the 'Turbo-Look' body style. It is estimated that only 936 Type 964 Speedsters were built for the 1993 model year, with some of the later examples being completed as 1994 cars and sold alongside the successor Type 993 Porsches. With the latter's introduction, the Speedster once again disappeared from the 911 catalogue, only to be revived a few years ago as part of Porsche's 'Exclusive' programme of strictly limited edition models.
First registered on 14th December 1992, the car offered here is a pre-production prototype of the Type 964 Speedster, as confirmed by Porsche correspondence on file. The latter records the colour scheme as Polar Silver metallic with Classic Grey interior, and also lists the following options:
Adjustable and heated driver's seat
Adjustable passenger's seat
Symphony RDS radio/cassette with anti-theft coding
Sports seats with electric height adjustment
Cast 'Cup Design' 17" light alloy wheels with lockable alloy wheel nuts
Automatic cruise control
Automatic climate control
This car also has the desirable five-speed manual transmission and limited-slip differential. The Porsche appears to have been first registered to a Michael Richard Batta of Feucht, Germany, whose name appears in the fully stamped service booklet, which records the last service as carried out on 29th July 2020 at 52,620 kilometres. Stylish, rare, highly desirable and superbly presented, the car comes complete with its leather wallet; instruction books (including for a Speedster); copy German Fahrzeugbrief; and the aforementioned service booklet, etc. Pre-production prototypes rarely make it into the hands of private owners and therefore this is a rare opportunity to acquire an interesting piece of Porsche history.
Citroen DS23 Pallas (1955-75) Engine 2347cc S4 OHV Production 1,415,719 (all DS)
Production 1,455,746 (all models Worldwide) (1,330,755 France)
Registration Number CNF 336 M (Manchester, first registered in the UK 2014)
CITROEN SET
www.flickr.com/photos/45676495@N05/sets/72157623776731490...
After an eighteen year developement the DS was unveiled at the 1955 Paris Motorshow, styled by Italian sculptor and industrial designer Flaminio Bertoni it had an aerodynamic body design and innovative technology, including hydro pneumatic self levelling suspension. Initially deemed expensive the DS was joined by a cheaper less technical ID model in 1957. The DS was third in the 1999 Car of the Century and during it's twenty year production sold nearly 1.5 million.
In 1962 the DS received a more streamlined nose to increase the aerodynamic efficiency, still retaining the the round head lights.
In 1967 a second restyle brought in the streamlined covered lights on this example. The design had a pair of lights under each cover, the inner set swivelled with the steering wheel to allow drivers to see hazards on turns, this was not allowed in the USA at the time so a version with four exposed fixed head lamps was made for the US market.
In 1965 a luxury upgrade, the DS Pallas (after Greek goddess Pallas), was introduced. This included comfort features such as better noise insulation, a more luxurious (and optional leather) upholstery and external trim embellishments. From 1966 the Pallas model received a driver's seat with height adjustment.
Many thanks for a fantabulous
45,962,721 views
Shot Brooklands, 01.01.2016 - Ref 111-141
Red Canyon State Park 26/11/2009 15h34
Our rental 2009 Pontiac Torrent. Parked in the Red Canyon State Park along the California Hwy 14 on our way to Ridgecrest.
Specifications:
2009 Pontiac Torrent Base Sport Utility Performance
Efficiency Standard Features:
- 3,350 cc 3.4 liters V 6 front engine with 92.0 mm bore, 84.0 mm stroke, 9.5 compression ratio, overhead valve and two valves per cylinder LNJ
- Unleaded fuel 87 and petrol
- Multi-point injection fuel system
- 16.6 gallon main unleaded fuel tank 13.8
- Power: 138 kW , 185 HP SAE @ 5,200 rpm; 210 ft lb , 284 Nm @ 3,800 rpm
2009 Pontiac Torrent Base Sport Utility Handling, Ride & Braking Standard Features
- ABS
- 2.480:1 axle ratio
- Four disc brakes including four ventilated discs
- Electronic brake distribution
- Electronic traction control via ABS & engine management
- Immobilizer
- Spacesaver steel rim spare wheel
- Stability control
- Strut front suspension independent with stabilizer bar and coil springs, multi-link rear suspension independent with stabilizer bar and coil springs
2009 Pontiac Torrent Base Sport Utility Exterior & Aerodynamics Standard Features:
- Driver and passenger 3rd row windows
- Painted front and rear bumpers
- Day time running lights
- Driver and passenger power painted door mirrors
- External dimensions: overall length (inches): 188.8, overall width (inches): 71.4, overall height (inches): 69.3, ground clearance (inches): 7.9, wheelbase (inches): 112.5, front track (inches): 61.6, rear track (inches): 61.8 and curb to curb turning circle (feet): 41.8
- Front fog lights
- Complex surface lens halogen bulb headlights
- Luxury trim alloy look on gearknob, alloy look on doors and alloy look on dashboard
- Metallic paint
- Driver side and passenger side rear side windows
- Fixed rear window with defogger and intermittent
- Removable roof rails
- Roof spoiler
- Underbody protection for fuel tank
- Weights: gross vehicle weight rating (lbs) 5,070, curb weight (lbs) 3,776, gross trailer weight braked (lbs) 3,500 and max payload (lbs) 1,294
- Windshield wipers with variable intermittent wipe
2009 Pontiac Torrent Base Sport Utility Interior Standard Features - 12v power outlet: front and rear
- Air conditioning
- Anti-theft protection
- RDS audio system with satellite and CD player CD player reads MP3
- Cargo area dimensions: loading floor height (inches): 28.6
- Cargo capacity: rear seat down (cu ft): 68.6 and all seats in place (cu ft): 35.2
- Cellular phone
- Clock
- Compass
- Computer with average speed, average fuel consumption and range for remaining fuel
- Delayed/fade courtesy lights
- Cruise control
- Front seats and rear seats cup holders
- External temperature
- Floor covering: carpet in passenger compartment and carpet in load area
- Driver front airbag with multi-stage deployment, passenger front airbag with occupant sensors and multi-stage deployment
- Bucket driver seat with height adjustment manual, bucket passenger seat
- Height adjustable 3-point reel front seat belts on driver seat and passenger seat with pre-tensioners
- Front seat center armrest
- Two height adjustable head restraints on front seats and rear seats
- Headlight control with dusk sensor
- Internal dimensions: front headroom (inches): 40.9, rear headroom (inches): 40.1, front hip room (inches): 51.1, rear hip room (inches): 51.4, front leg room (inches): 41.2, rear leg room (inches): 40.2, front shoulder room (inches): 55.7 and rear shoulder room (inches): 55.9
- Low tire pressure indicator
- Remote power locks includes trunk/hatch
- Power steering
- Front power windows with one one-touch, rear power windows
- Front reading lights
- 3-point reel rear seat belts on driver side, passenger side and center side
- Three asymmetrical bench front facing reclining rear seats with fore/aft adjustment and zero adjustments manual and manual
- Rear view mirror
- Front and rear side curtain airbag
- Cloth seat upholstery with additional cloth
- Seating: five seats
- Service interval indicator
- Six speaker(s)
- Plastic steering wheel with tilt adjustment
- Tachometer
- Telematics includes engine shut down
- Driver and passenger vanity mirror
- Ventilation system with micro filter
- Voice activating system includes phone
Read more: Motor Trend
Golf 1 Cabrio..ready for summer..😎
Golf 1 Cabrio with 16" inch BBS RM 024 rims.
The BBS RM 024 rim specifications are 6,5J x 16 ET52, 5x108, 60.1 hub diameter.
Driving with Epytec pitch circle adapter 4x100 to 5x108, 20 mm front / 28 mm rear and 195/40 R16 Falken Ziex ZE914 tires.
Full Album: www.flickr.com/photos/123600876@N07/albums/72157666380946540
Project 2016: Technical check with the replacement of important parts. New convertible fabric roof. Complete interior replacement with carpet, seats and side panels.
Project 2017: Full change of all parts from the front axle.
Project 2018: Full restoration, with sandblast and powder coating, of the rear axle and complete change of all parts
Project 2020: Golf 1 Cabrio 16" inch BBS RM 024 rims
The BBS rim specifications are 6,5x16 ET52, 5x108, 60.1. Driving with Epytec pitch circle adapter 4x100 to 5x108, 20 mm front / 28 mm rear and 195/40 R16 Falken Ziex ZE914 tires. The BBS Rim's are originally from 1990 Renault R25 V6 Turbo Baccara. For now the middle rim is dark-grey powder-coated. All rims will get an original silver BBS paintwork next time.
Project 2021: Replacement of the alternator and the oil pan. New seat upholstery and conversion of the two front seats to consoles with height adjustment.
Project 2022: Complete replacement of the water circuit including water pump, thermostat and housing as well as all water hoses. All BBS rims got a original silver BBS paintwork.
Project 2023:
Complete replacement of the exhaust system with CAT. Completely new interior insulation with removal and installation of the inner cockpit to minimize noise with complete felt insulation. New seals on the windshield and the B-pillar.
But he's still not done...
WIP....Airframe is locked together.. still might have to do some wingbox height adjustment....landing gear works pretty good..still have to phase both back and nose gear together later.. i used one of of my RC F14 canopy as mockup ..to figure out where I need to locate the canopy actuator...hopefully over the weekend I will have time to work on the spoilers and slats on the other side
The brace correction panel is height adjustable with the vertical strap and buckle. The three encircling straps provide appropriate tension on the specific part of the lower leg requiring correction These are for sale on Etsy
The Citroën 2CV (French: "deux chevaux" i.e. "deux chevaux-vapeur" (lit. "two steam horses", "two tax horsepower") is a front-engine, front-wheel-drive, air-cooled economy car introduced at the 1948 Paris Mondial de l'Automobile and manufactured by Citroën for model years 1948–1990.
Conceived by Citroën Vice-President Pierre Boulanger to help motorize the large number of farmers still using horses and carts in 1930s France, the 2CV is noted for its minimalist combination of innovative engineering and utilitarian, straightforward metal bodywork — initially corrugated for added strength without added weight. The 2CV featured a low purchase cost; simplicity of overall maintenance; an easily serviced air-cooled engine (originally offering 9 hp); low fuel consumption; and an extremely long travel suspension offering a soft ride, light off-road capability, high ground clearance, and height adjustability via lengthening/shortening of tie rods. Often called "an umbrella on wheels", the fixed-profile convertible bodywork featured a distinctive and prominent full-width, canvas, roll-back sunroof, which accommodated oversized loads and until 1955 reached almost to the car's rear bumper, covering its trunk.
Manufactured in France between 1948 and 1989 (and its final two years in Portugal 1989–1990), over 3.8 million 2CVs were produced, along with over 1.2 million small 2CV-based delivery vans known as Fourgonnettes. Citroën ultimately offered a number of mechanically identical variants including the Ami (over 1.8 million); the Dyane (over 1.4 million); the Acadiane (over 250,000); and the Mehari (over 140,000). In total, Citroën manufactured over 8.8 million "A Series" cars, as 2CV variants are known.
A 1953 technical review in Autocar described "the extraordinary ingenuity of this design, which is undoubtedly the most original since the Model T Ford". In 2011, The Globe and Mail called it a "car like no other". Noted automotive author L. J. K. Setright described the 2CV as "the most intelligent application of minimalism ever to succeed as a car", calling it a car of "remorseless rationality".
Source: Wikipedia
__________________________________
Photo taken in Djurgården at Gärdesloppet, or Prince Bertil Memorial, Stockholm, Sweden.
__________________________________
Prince Bertil Memorial takes place each year in Stockholm, Sweden, in honour of Prince Bertil, uncle to Sweden's King Carl XVI Gustaf. The Prince was a race-car driver in the 1930s, using the pseudonym "Monsieur Adrian" to placate his disapproving father, later King Gustaf VI Adolf. Prince Bertil continued to act in the monarchy's best interests by forgoing marriage to his British girlfriend, Lilian Craig. Under Swedish law, which has since been changed, such a union with a commoner would have rendered him ineligible to serve as regent, should the need have arisen, to Carl Gustaf, son of Prince Bertil's deceased older brother. The Prince finally married the patient Lilian in 1976, three years after nephew Carl Gustaf was safely on the throne.
Source: Priscilla Burcher and
www.flickr.com/photos/pris63/15002610495/in/photolist-oRJ...
Ouderkerkerdijk 30/05/2021 13h47
A black Citroën CX along the Amstel in Amsterdam Oost.
Citroën CX
The Citroën CX is an automobile produced by the French automaker Citroën from 1974 to 1991. Citroën sold nearly 1.2 million CXs during its 16 years of production. The CX was voted European Car of the Year in 1975. The name CX is the French equivalent abbreviation of Cd for drag coefficient in English, drawing attention to the car's aerodynamic styling, which was uncommon in 1974.
It is considered by some enthusiasts as the last "real Citroën" before Peugeot took control of the company in 1976.
Available models were a four-door fastback, a station wagon (break, or estate car), and a long-wheelbase model built on the break chassis. The CX employed Citroën's unique hydropneumatic self-leveling suspension system.
The CX was never sold in North American markets by PSA Peugeot Citroën, but Americans were still able to obtain the car by other means.
In 1974, the final nail in the coffin of Citroën selling autos in North America was delivered—the decision by the U.S. National Highway Traffic Safety Administration (NHTSA) to prohibit passenger vehicles with height-adjustable suspension. Citroën actually built 1974-model-year cars for the U.S., but was barred from selling them. For many years, Citroën had been running into issues where U.S. design legislation fixed older technologies in place, and prohibited certain engineering innovations "not invented here", including items in many automobile designs today, like mineral oil brake fluid, aerodynamic headlights, and directional headlights. The wisdom of these regulations has since been reconsidered and most have been repealed in the light of developing technology.
Since the height-adjustable suspension was an integral feature of the CX design, there was no way to engineer around it. Even financially powerful Mercedes-Benz had to remove the height adjustment switch from its flagship 6.9 while retaining the hydropneumatic suspension in the U.S.
A few CXs came to North America under unclear circumstances (some related to diplomatic immunity) during the 1970s, but the situation was eased when U.S. Government repealed the ban on height-adjustable suspension in 1981. As with any other grey market car, the CX could be imported and brought into compliance with the unique design regulations applied by the U.S.
In addition to personal imports, several companies began converting and selling CXs to Americans. These were not "grey market" cars, but officially imported vehicles remanufactured and type approved for the U.S. The importing companies suffered legal harassment from PSA Peugeot Citroën, but despite this, and with no advertising and only a minimal service network, the powerful cult brand of Citroën still managed to sell about 1,000 cars at approximately double the price of the same vehicle imported conventionally.
Today the U.S. Government exempts cars older than 25 years from all design legislation, so most CXs can be freely imported. The Canadian government applies a similar rule after 15 years.
FACTS & FIGURES
Manufacturer: Citroën
Production: 1974–1991
Assembly: Aulnay-sous-Bois (France), Chili, Spain
Length: 4,666 mm
Width: 1,730 mm
Height: 1,360 mm
Successor: Citroën XM (1989-2000)
[ Wikipedia ]
M-289.
Escala 1/43.
Citroën 2CV (1966) - Pop Cross (1974).
Paris (France), Vigo (Spain).
Pilen.
Hecho en España / Made in Spain.
Año 1975. (?) (2/74)
Miniatura con suspensión, apertura de capó y faros redondos de diamante (en mi miniatura faltan los cristales de diamante de los faros, una pérdida bastante habitual en los modelos jugados).
---------------------
Aunque el primer modelo del Citroën 2 CV de Pilen (M-511) apareció en el catálogo del año 1974, esta variante Pop Cross
(M-289) pudo verse por 1ª vez en el catálogo de Pilen del año 1975 (?) y se mantuvo en catálogo hasta el año 1980. (?) Pertenece a la 1ª serie fabricada por Pilen, que se caracteriza principalmente por:
- Los faros delanteros son redondos, con imitación de cristal en su hueco interior (faros de diamante).
- Los intermitentes están en los laterales (ver parte posterior del lateral en las fotos).
- Los pilotos traseros son pequeños.
- En esta variante, la parrilla delantera, los parachoques, los pilotos traseros y la placa de matrícula trasera están pintados del mismo color que la carrocería.
More info:
pilen.jimdofree.com/cat%C3%A1logos/
www.gamas43.com/Dinky_SP/DinkyEsp.html
www.hobbydb.com/marketplaces/hobbydb/catalog_items?type_i...
Nota:
En el Citroën 2CV real, los faros redondos fueron sustituidos por faros cuadrados en el año 1974.
Fuente: www.forocoches.com/foro/showthread.php?t=130408&page=30
-----------------------------------------------------------------
Pop Cross: El mítico 2CV, estrella de la competición más loca de los 70.
"Pop Cross tuvo lugar en junio de 1974 en España, desde donde se extendería a Portugal, italia y Francia, donde aún se siguen celebrando carreras.
Bastaba con poseer un Citröen 2CV, quitarle las puertas traseras e instalarle un arco de seguridad. Su peculiar suspensión y la pasión de los pilotos hacían el resto sobre los circuitos de tierra."
Fuente: www.lasexta.com/motor/noticias/pop-cross-el-mitico-2cv-es...
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PILEN - Historia
"Pilen nació en Ibi (Alicante) a finales de los 60, creada por Pilar y Enrique Climent (de ahí Pil-En); éste ya comercializaba en compañía de sus hermanos los juguetes Clim.
Al principio fabricaron miniaturas de Fórmula 1 a escala 1:36, pero en seguida se pasaron a la 1:43 copiando moldes de las marcas Corgi, Tekno, Politoys, Mebetoys...
Obtuvieron de la casa francesa Dinky el permiso para fabricar sus modelos en España.
Sus coches tuvieron numerosas variantes (hasta cromados), distintos tipos de ruedas, etc. Se asociaron a otras marcas, como las holandesas AHC, Artec, Oto y Doorkey, la venezolana Juguinsa y la española Guiloy."
(...)
"Los fundadores de PILEN son Enrique Climent Gisbert y su esposa, Pilar.
De ahí el logotipo de la marca, formado por las primeras letras de sus nombres. Debajo, las iniciales del fundador, Enrique Climent Gisbert. [ECG]
(...)
--------------------------------
"Hacia 1962, uno de los socios fundadores de la fábrica juguetera Climent Hermanos, S.L, D. Enrique Climent Gisbert, decide abandonar la firma familiar para crear su propia empresa junto a su mujer Pilar (PIL-ar y EN-rique)."
(...)
"La primera línea de productos estará compuesta por una serie de pistolas y revólveres hechos de fundición de material zamack."
El 23 de enero de 1970 se regularizarán como sociedad anónima bajo la marca comercial PILEN."
(...)
"Poco a poco fueron abandonando la primera gama de juguetes para centrarse de manera completa en la fabricación de miniaturas de metal reproducidos a escala."
(...)
"Fue una empresa que tuvo gran protagonismo al gozar sus juguetes de mucha aceptación.
En el año 1983 cesó sus actividades (...). Desde la propia firma se auspiciaría poco después la creación de otra sociedad llamada Artec, que abrió sus actividades en el año 1988 y que (...) seguían ofreciendo unos juguetes de gran calidad (consiguieron un Molinillo de Plata el mismo año que se lanzaron al mercado como marca."
Fuentes:
"La industria juguetera en Ibi, 1905-2005", edición del Ayuntamiento de Ibi, 2005.
More info:
pilen.jimdofree.com/coches-1-43/
myspace.com/pilenmania/mixes/classic-mis-fotos-569751
foro.autoescala.net/index.php?threads/miniaturas-espa%C3%...
www.paolorampinieditore.it/wp-content/uploads/2015/02/AUT...
wikivisually.com/wiki/Auto_Pilen
minicarmuseum.com/database/pdf/autopilen1977.pdf
thevintagetoyadvertiser.org/tag/auto-pilen/
-------------------------------------------------------
Auto Pilen
From Wikipedia, the free encyclopedia
"Auto Pilen was a diecast line of model cars made in Ibi, Alicante, in southeastern Spain by Pilen S.A..
Models were produced from the 1970s through the mid-1990s mostly in 1:43 scale.
A majority of the castings were inherited from French Dinky. The company was started in the 1960s, diecasting items like colorful metal sailboats and key chains.
In the late 1980s. Pilen was apparently bought by AHC of the Netherlands."
(...)
"Pilen made at least 50 different models, in the most convoluted story of diecast seconds and recasts of any successful diecast manufacturer (Colleccion Auto Pilen. No date).
Dies were apparently used or copied from a variety of other companies including French Dinky, Corgi Toys, Solido, Mebetoys, Tekno, Politoys (Polistil), and possibly some Mercury models."
(...)
"Pilen's model selection appears taken (whether by direct copying from blueprints or through available dies) from a variety of other producers, especially French Dinky Toys. Some tools from Meccano s.a. were transferred from Calais to Pilen in Spain so the models made by Pilen were Dinky castings – the base plate of which had been modified from MADE IN FRANCE to MADE IN SPAIN. For example, the Talbot/Simca/Chrysler 1100 saloon, Renault 12 saloon, Mercedes 250 coupe, Ferrari P5, Citroën CX Pallas, and Matra-Simca Bagheera were French Dinky castings (Dinky Toys Encyclopaedia). Later versions of these cars, though, did not say Dinky anywhere on the base plates.
So, from 1974 until 1981, several French Dinky Toys passenger cars were made by Pilen.
Bickford says that originally there was an agreement to market the French Dinkys in Spain, but most were sold under the Pilen brand name (Bickford 2009).
The French dies were used, but of course the base plates were altered, hiding that fact. These cars were almost exactly similar to the French dies, but with Pilen's own paint finishes."
(...)
"Auto Pilen also made a line of Matchbox-sized 1/64 scale cars, but these are more rare. Besides a SEAT 131 Wagon, a SEAT Ritmo, a Renault 4F (Van), a Peugeot 504, and a Range Rover – among others – were made but little is known about them."
(...)
"Pilen maintained a close association with other Spanish toy makers also headquartered in Alicante like Joal, Guiloy, Guisval, and Mira."
(...)
"Around 1980 there was a Pilen connection with Holland OTO, which had taken over Dutch Efsi Toys.
A 1980 Auto Pilen catalog shows many of the revered Efsi vehicles like the Model T series and many Efsi trucks continued as a line Pilen 1980 (Bras 2012).
Around 1990, there was also a connection with the Dutch diecast company AHC which appears to have bought Holland Oto and thus Auto Pilen (Bickford 2009). AHC has since shared dies and traditionally Pilen stamped cars can be found in both AHC and Holland OTO labeled boxes (Bickford 2009; Johnson 1998, p. 15)."
(...)
"With the bankruptcy of Doorkey in the early 1990s, Auto Pilen disappeared.
The last new models with the Pilen name appeared at this time.
In its time, Auto-Pilen was the king of the knock-off and die-cast second. Perusal of the model lineup shows castings were copies or closely copied vehicles from several different companies (Collection Auto Pilen).
Models were precisely crafted in a professional and uniform-looking range from leftover castings that had previously been in use elsewhere. Pilen appears to have been the most successful company ever at using second hand castings – yet so very nicely reconfigured."
Source: en.wikipedia.org/wiki/Auto_Pilen
More info:
www.gamas43.com/Dinky_SP/DinkyEsp.html
myspace.com/pilenmania/mixes/classic-dinky-espa-a-fabrica...
pilen.jimdofree.com/asociaci%C3%B3n-con-otras-marcas-i/
pilen.jimdofree.com/asociaci%C3%B3n-con-otras-marcas-ii/
-----------------------------------------------------------------------------------
Citroën 2CV
From Wikipedia, the free encyclopedia
"The Citroën 2CV (French: "deux chevaux" i.e. "deux chevaux-vapeur" (lit. 'two steam horses'), "two tax horsepower") is a front-engine, front wheel drive, air-cooled economy car introduced at the 1948 Paris Mondial de l'Automobile and manufactured by Citroën for model years 1948-1990.
Conceived by Citroën Vice-President Pierre Boulanger to help motorize the large number of farmers still using horses and carts in 1930s France, the 2CV is noted for its minimalist combination of innovative engineering and utilitarian, straightforward metal bodywork — initially corrugated for added strength without added weight. The 2CV featured a low purchase cost; simplicity of overall maintenance; an easily serviced air-cooled engine (originally offering 9hp); low fuel consumption; and an extremely long travel suspension offering a soft ride, light off-road capability, high ground clearance and height adjustability via lengthening/shortening of tie rods. Often called "an umbrella on wheels," the bodywork featured a distinctive and prominent full-width, canvas, roll-back sunroof, which accommodated oversized loads and until 1955 reached almost to the car's rear bumper, covering its trunk.
Manufactured in France between 1948 and 1989 (and its final two years in Portugal 1989-1990), over 3.8 million 2CVs were produced, along with over 1.2 million small 2CV-based delivery vans known as Fourgonnettes. Citroën ultimately offered a number of mechanically identical variants including the Ami: (over 1.8 million) the Dyane (over 1.4 million); the Acadiane (over 250,000); and the Mehari (over 140,000). In total, Citroën manufactured over 8.8 million "A Series" cars, as 2CV variants are known.
A 1953 technical review in Autocar described "the extraordinary ingenuity of this design, which is undoubtedly the most original since the Model T Ford".
(...)
Special edition saloon models
"The special edition models began with the 1976 SPOT model and continued in the 1980s:
1980 Charleston: inspired by Art-Deco two colour styles 1920s Citroën model colour schemes
1981 007: in association with the James Bond film For Your Eyes Only
1983 Beachcomber: known as "France 3" in France or "Transat" in other continental European markets – Citroën sponsored the French America's Cup yacht entry of that year
1985 Dolly: two colours
1986 Cocorico: meaning "cock-a-doodle-doo" – supporting France in the 1986 Football World Cup. 'Le Coq Gaulois' or Gallic rooster is an unofficial national symbol of France
1987 Bamboo
1988 Perrier: in association with the mineral water company."
Manufacturer
Citroën
Production
1948–1990
Assembly
Forest/Vorst, Belgium
Liège, Belgium
Slough, UK
Jeppener, Argentina (1960–1962),
Buenos Aires, Argentina (1962–1980)
Montevideo, Uruguay (Panel van & pick-up)
Arica, Chile
Mangualde, Portugal
Paris, France
Vigo, Spain
Koper, Yugoslavia
Designer
André Lefèbvre
Flaminio Bertoni
This is the DIY Studio Backdrop I made on Sunday June 22nd. I got the idea from www.DIYphotography.net. I’m sending out major props to Brian Zimmerman, who adapted the design from Todd Asher, home.mn.rr.com/rayzorfist/temp/. It was easier than all the instructions and drawings looked, probably because I just went with the dimensions that fit the lengths of PVC pipe available at my local Lowe’s. But what a great idea; and it was dead easy. Here’s the material list, I’m not hardware guru, so if I mis-term, something, e-mail me and I’ll take a picture of it.
(2) 5 foot lengths of 2” PVC Pipe
(4) 2 foot lengths of 2” PVC Pipe
(4) 5 foot lengths of 1.5” PVC Pipe
(2) 2” “T” Connectors
(2) 1.5” “T” Connectors
(1) 1.5” Straight Connector
(4) 2” Caps (you can get additional caps, but I didn’t find it esthetically necessary)
(2) 3” Cotter Bolts (not sure if that’s the name, but you’ll find them in the drawer with the cotter pins).
This all totaled about $65, I’m sure I could have shopped around, but I was on a mission to get it done for something I was doing today, Tuesday. It worked out well.
Anyway, here are the assembly instructions:
Insert 2 of the 2 foot lengths of PVC pipe into opposite ends of a 2” “T” and cap the ends with the Caps. Do this twice, and these are the feet!
Insert one 5’ length of 2” PVC pipe into the remaining hole of the “T”. Do this twice, those are the outer shell of your uprights!
Insert a 5’ length of 1.5” PVC pipe into each of the 2” Pipes you’ve already assembled. These make your uprights adjustable!
Place a 1.5” “T” securely at the top of each of your 1.5” pipes you inserted into the 2” pipes. ***This will keep them from sliding down into the 2” pipes and will start your drilling guide point provided you have everything together nice and tight.***
Now, drill a hole ever so slightly larger than the cotter pin STRAIGHT through the 2 pipes about 6.5 inches from the top of the 2” pipe. Very important to go straight through vs. getting any angle on it (think of the pins that will need to go straight through the holes and having to line them up. Do this on both sides).
From this point, you can measure on the 1.5” pipe for every height adjustment you want.
Next, you can either join the 2 – 5’ lengths of PVC pipe with the straight connector and have roughly a 10 foot wide backdrop, or go with one and have just over 5’ wide. Just insert the ends of whichever you select, into the “T”’ on your uprights.
Hang your backdrop and Voila!
I’m probably going to glue the 2’ sections in on the bottom supports. Still keeps it at 5’ in length unassembled. I’m going to see if my mom can make a couple of canvas bags to tote the pieces in. Not really heavy to me, and can certainly fit in my car disassembled, and of course partially assembled in the truck.
The final product adjusts from approximately 5’ in height to 7’9” with a 6’ stop in between, so I can use some crazy shower curtains I have for kid photos, parties, etc. You can’t use shower curtain hooks on the 1.5” pipe, but I have 3 or 4 different options. Tote ties, cut, and fused nylon rope (just burn both ends with a lighter and stick them together – after inserting them through the button holes or grommets of course, then slide them on the pipe), or just drape whatever it is, and tighten it over the frame to taste, with clamps. All seem to work well.
At this point, it adjusts from approximately 5’ wide to about 10’ wide, but I think I’m going to cut the 2 top support pipes in half and add connectors, so I can have something in between as well. I’ll have to make sure any hanging device I use can slide fairly easily over the connectors as well as the pipe itself. I’ve got a few different options for the backdrops, including a King sized duvet in a beautiful RED, but I can see myself hitting the fabric store this weekend for more goodies!
Have fun, and I’d definitely love to hear if anyone does this and of course see photos! I submit this with love and hugs for all my budding photographer friends. I’m paying the idea forward, and I hope you will too! =o) ****Photos of this project may be downloaded, copied, and passed along. These are my only images for which I am allowing this exception. All Rights to my other images are strictly reserved. Thank you for being respectful. I trust you will.***
Well, it's decided that I have to take this shot every time the office changes... until I get a new table at least.
This was supposed to be a 27" i7 iMac, as I wanted to get a solid desktop machine and cannot afford a 2499.99 Mac Pro (which hasn't been updated in well over a year)
But, the iMac had a strange screen that made a buzzing noise when dimmed. That, combined with its lack of height adjustments caused me to switch it out for a 15" i7.
This thing is fast. Noticeably faster than the core 2 duos in almost every way. But, I already hate the glossy display and if it wasn't for me using it docked with a larger monitor most of the time, I would have probably exchanged this as well. (though it may have been hard to get out of the restocking fee). Oh Apple, why must all your displays be obnoxious glossy surfaces? iPhone, I can deal. iPad, yeah it's fine most of the time, but laptop...
The Custom heavy Wehrmachtsschlepper - sWS
is a replica of the big German halftrack of WW2.
- The halftrack consists of 665 parts with double chains
- Equipped with a Panzerwerfer 42 - 15cm Werfgranaten
- Trailer Hitch for artillery and MG 42 assembled on roof
- Tailgates and hatches can be opened
- PW-42 height adjustable and rotates 360 °
- Many small details and their shapes make them authentic
- Dimensions of the tractor (W / H / D): 8.1 / 8.9 / 21.8 cm (with PW-42)
- Dimensions of the tractor (W / H / D): 8.1 / 6.8 / 21.8 cm (without PW-42)
Instructions PDF + XML available.
For more information look on my Homepage.
Thanks for visiting!
I don't like to put things on my desk, but this should be an exception. I needed more screen real-estate, but there's no way to drive two 30-inch displays from my Unibody MBP for now unfortunately.
This aluminum stand lowers the temperature, which is a great thing. I know that the tilted position is not good for the hard drive, but we have Time Machine now, so who cares?
The stand is solid and well-crafted. If you have a MBP and don't need the height adjustment, I highly recommend this one. Get the Apple's Bluetooth keyboard and mouse, too.
Discription
- A reproduction of the German Messerschmitt Bf 109
- It consists of 297 individual parts
- Aerodynamic and true to shape
- Lower the landing gear
- Many small details make them authentic
- Dimension of the BF 109 (W / H / T): 30.4 / 10.1 / 27.8 cm
- Optional with stand for optimal alignment
- The stand consists of 96 parts
- It is a three-jointed foot with height adjustment
- Dimension of the foot (W / H / D): 12.7 / 10.8 / 13.3 cm
When buying, including custom sticker
You will get the instructions on CD
For the complete series show here - STORE CB WW2 Warplane
Thanks for visiting!
Former Norway State Railways (NSB) Di3.641 locomotive, built by NOHAB in Trollhatten, Sweden (also the home of SAAB), one of 4 of the type transferred to Kosovo in 2001. The locomotive was painted in this color scheme by German railway enthusiast Michael Frick.
This type of locomotive was used by Sweden, Norway, Belgium, Luxembourg, and Hungary. 4 of the Norwegian variants were sold in 2001to Kosovo, and 4 to Italy in the same year.
This locomotive, which utilizes General Motors (Electro-Motive Division) diesel engine and electrical transmission technology from the 1940s and 1950s, is a first-cousin of the GM-EMD F-series freight and E-series passenger locomotives that were once a common sight on North American railroads from the late 1930s to the end of the 1980s. This particularly locomotive saw well over 4 decades of service in Norway before finding a second home in Kosovo. It's clearly still going strong.
Information from the NOHAB-GM Foundation website:
M61 NOHAB-GM diesel locomotive series
M 61 is a two-cab, six axle (wheel arrangement Co'Co') locomotive, with electric transmission for general purpose.
Major dimensions
Gauge 1435 mm
Length over buffers 18900 mm
Total wheel base 14300 mm
Distance between bogie centres 10300 mm
Bogie wheel base 2000+2000 mm
Maximum height without supplies 4280 mm
Maximum width 3090 mm
Wheel diameter 1040 mm
Weights
Total weight in running order 108660 kg
Adhesion weight 108660 kg
Maximum axle load 18110 kg
Operation data
Maximum speed 105 km/h
Maximum tractive effort at start 292 kN
Continuous speed 20 km/h
Continuous tractive effort (at 20 km/h) 198 kN
Radius of minimum riding curve 90 m
Supplies
Fuel 2700 litres
Lubricating oil tab 760 litres
Cooling water 920 litres
Water for train heating 3000 litres
Sand 525 kgs
Body construction
The main frame of the locomotive is settled on two three-axle bogies, through two-stage spring suspension system. The undreframe consists of 2 longitudinal I-bars connected by cross members, and are directly connected to the open-box-girder type buffer beams. The welded body of the locomotive which consists of the two cabins and the engine compartment, is welded to the underframe and forms a complete structure. This construction was widely known as "2-cab streamliner".
The hatches on the rounded roof of the locomotive provide access for the removal of the equipment. The side plates of the body is corrugated to increase the strength of the sides. The gangways in the engine room are provided with anti-skid plates welded to the underframe.
The bogie centre bearings are bolted to the bogie bolsters. The pilots are provided at each end of the main frame.
The control cab is an integral part of the body, is located ahead and above the locomotive floor. It provides a good view for the crew. The widely known "bulldog-nose" of the locomotive is designed for the protection of the crew. The windshields of the cab form a wide "V" to shed rain for a better visibility. All sashes are equipped with specially designed rubber strippings. Gutters are provided above the outside cab doors and the cab windows. All doors are hinged type. The cab is ventilated through the windows. The rear view mirrors are relatively large and adjustable.
Bogies
The bogies are interchangeable. The bogie frame and the bolster are of box type, welded construction. The bogie consists of two main bars connected with 2 bogie transoms. The axles are made of normal carbon steel. The wheels are made of forged and rolled steel and shrunk on the axles. The gears are pressed or shrunk on the axles. The journal boxes are placed outside the wheels and equipped with roller bearings permitting the lateral movement of the journal. The traction motors are geared directly to axles and carried in a conventional manner between the axles and the bogie transoms with a multiple coil spring suspension on the transom.
The two-stage spring system provides a full flexibility for the bogie. Two double-coil springs are on the top of each journal box. Four double-coil springs connecting the frame and the bolster, also act as pendulums.
Engine
The power plant of the locomotive is a GM-EMD 16-567D1 type Diesel, 16-cylinder, two-stroke, V-form engine.
Main data:
Nominal output 1435 kW (1950 HP)
Output on test pad 1620 kW (2200 HP)
Bore 8 1/2 " (216 mm)
Stroke 10"(254 mm)
Capacity 9072 cubic inches
(148,663 litres)
Idle speed 275 RPM
Nominal speed 835 RPM
Overspeed protection turns on at 910 RPM
Cooling-water temperature 77...83 C
Effective mid-pressure 7,07 bar
Injection pressure 130...150 bar
The engine crankcase consists of an upper and a lower part, which are all light weight but massive welded constructions. The lower part of the crankcase contains the oil reservoir. The upper part holds the crankshaft bearing houses and the cylinder line The crankcase houses and covers all the engine equipment protecting them form dirt. Round-shape removable lids help the visual investigation of the state of the crankshaft, the cylinders and the pistons. The cylinder rows are built in a 45 angle and covered by the scavenging air chambers. The cylinder liners are settled on the two side beams and the centre beam of the upper part of the crankcase. The cooling water pipes go along the cylinder rows inside the scavenging air chamber and at the cylinder heads. Each cylinder has an individual unit injection. The cylinder head is a round-shape construction with four exhaust valves operated by one of the two governor cams one for each cylinder row. The head is water-cooled. The cylinder liner, which is a one-piece double-walled (for water-cooling) construction has air intakes on the sides passing through the double wall. They're open and closed by the moving piston. The pistons, connected to the induction hardened crankshaft, by drop forged connecting rods are fully floating assemblies and they are cooled by oil. The 2 direct-driven individual Roots-blowers (sacvenging blowers) made of aluminum scavenge through the cylinder wall intakes. The blowers are equipped with oil-bath air filters which suck the air from the engine room. (The engine room gets filtered air by the filters built in the walls.) The exhaust leaves the engine through an exhaust manifold which consists of knee joints coming from each cylinder, four exhaust chambers and two outlets and protected with heat-resistant painting. The engine is equipped with governor speed control and an overspeed trip.
The cooling system consists of 2 direct driven centrifugal water pumps built on the governor side of the engine, two radiators and four AC motor-driven cooling fans built in the hatch above the engine. The four fans turn on at the cooling water temperature values of 74, 76, 78, 82 C, respectively. The shutters of the cooling system are settled in the walls under the fans, and operated by an electropneumatic valve. The water-cooled lubricating oil cooler is settled on the governor end of the engine. A full ceiling with removable units separates cooling air and engine room air. The cooling water tank is built on the governor end of the engine. The tank is built so that the water can flow back into the engine in service pause and keeps the engine warm. Automatic water temperature control and hot engine alarm is provided.
The lubricating system contains three gear-driven pumps (two lubricating all bearings, rods, cams, pistons and the scavenging pump provides cooled and filtered oil for the system), fine and coarse oil filters built at the governor side, and low oil pressure control.
The fuel system contains a return flow DC motor driven gear pump protected by suction filter in addition to discharge filters to ensure clean fuel for the engine. A combination of sight glasses and relief valves offer visual indication of any system trle. Two rounded fuel tanks are provided under the engine on the two sides of the locomotive with filling stations on each sides and flame arrestors in the engine room. The fuel level is visible form outside by a fuel gauge.
The engine can be started and turn off by pressing the start or turn off switch on the control panel situated in the engine room, at the governor end of the engine. The start process uses the main generator as a DC motor supplied from the storage battery.
Transmission and auxiliaries
The locomotive is built with a 600 V DC transmission and a 2-way type auxiliary system.
The main generator is a GM D22 type 12 pole, nominally 600 V DC with forced ventilation, single bearing and directly connected to the crankshaft on the other end by a flexible coupling. The capacity is suitable to transmit the rated output of the engine continuously to the traction motors.
The alternator is a GM D-14 type AC generator, 3 phase, 16 pole and integral with the main generator. It serves to supply AC for the 4 engine cooling fan motors and the 6 traction motor blower motors. Its output is 100
The traction motors are GM D47 type , 4-pole motors, each cooled by individual, AC motor-driven cooling fans through flexible rubber ducts between the motor and the underframe opening. At lower speed, two motors are series wound, and three such circuits are paralleled; above 20 km/h three motors are series wound forming 2 paralleled circuits. This system is constructed to provide larger tractive effort at lower speeds.
The constant voltage, automatically regulated auxiliary generator is a GM A-8102 A type, 74 V DC generator. Output: 18 kW. Supplies the control circuits, lighting and battery charging. The battery is a 64 V 284 Ah, alkaline type, and situated in two cabinets underneath the main generator, accessible for servicing form outside. It is charged by the auxiliary generator, but it can also be charged from outside.
The control cabinet is situated at the end of the engine room, on the side of the main generator. It houses the high and low voltage control equipment of all electric systems. The driver's control station is located on the right side of the cab. It contains the speed control throttle, the reverse lever on its left side and the air brake handles (Knorr type) on its right side. The output of the engine is divided into 8 stages, where the engine speeds and the outputs are the following:
Stage Engine speed (rpm) Engine output (kW)
1 275 96
2 330 220
3 455 390
4 500 580
5 630 783
6 685 995
7 760 1215
8 835 1435
Only in the "idle" position of the throttle can the reverse lever be switched or removed. The position of the throttle can be seen by illuminated dials. On the control panel wheel slip light, hot engine switch light, ground relay light, signal lights and gauges can be found, on which the traction motor voltage, the control voltage, the air pressure, and the brake cylinder air pressure can be controlled. With the switches under the brake valve the air horns, the ground relay, sanding system and the deadman control can be operated (the latter also can be operated by a foot pedal). The speedometer and the timetable is located above the throttle. Two locomotives can be driven from one cab. The cab is heated by the engine cooling water.
The local control station can be found in the engine room, on the governor end of the engine. It contains the start and stop buttons, the isolation switch, the oil and water pressure gauges, the fuel pump switch, and the master relay of the throttle. The engine can be started by pressing the start button and can only be loaded if the isolation switch is on.
Air system, brakes and sanding
A direct driven, Atlas Copco CT 4 type air compressor is located in the engine room, under the water reservoir. Its capacity is 4800 litres/min (1600 litres/min in idling), at 9 bar pressure. The two main reservoirs of the capacity of 700 litres each are situated under the engine, between the fuel tanks. The compressed air is cooled by coils between the compressor and the first reservoir.
The brake equipment is of Knorr type, automatic for both the locomotive and the train and independent for the locomotive alone. The brake cylinders are arranged on the bogie frames. The brake piping is of stainless steel. The braking percentage, expressed as percentage of the adhesion weight with all tanks filled is at least 144% at 100 km/h (and over) and 75% at speeds below 100 km/h. Brake shoes are provided on all wheels in a clasp brake arrangement. One wheel pair is provided with hand brake for parking.
The wheel slip control initiates sanding automatically in either direction of operation. A manual forward/reverse sanding is also supplied.
Train heating
A Vapor-Clarkson OK 4616 type automatic oil-heated steam generator of 800 kg/hour is located in the engine room between the engine auxiliaries and the "A" driver's cab. The water tank of 3000 litres capacity is located in the engine room between the main generator and the control cabinet and can be replaced by a fuel tank if necessary.
Equipment
Adjustable sun visors on each sides on the cab, diaphragm type air horns, pneumatic windshield wipers for all windshields, carbon dioxide type fire extinguishers (two in cabs, one in engine room), one headlight and two buffer lamps are provided.
In each cab, one fixed, upholstered, sliding seat with forward-backward-height adjustment possibility and an additional seat for the helper is provided.
One turning jack for engine timing and inspection for one man operation is added to the equipment.
"The Natimuk Pavilion Classroom was constructed by the Victorian Public Works Department in 1914 as an open air classroom for school children at Natimuk Primary School. It consisted of a rectangular timber structure 20’ x 30’ with a gabled roof.
The room was intended to accommodate 48 children in dual seater desks. Three sides of the classroom are boarded with weatherboards to the height of three feet; above that height, adjustable canvas shutters were fitted right to the roofline. The back wall, on which the blackboard was mounted, was boarded from floor to ceiling. The room was built on sleeper plates for easy removal.
44 of these classrooms were constructed for Victorian schools between 1911 and 1914, but after World War I, the Education Department discontinued their construction. They were unpopular with teachers in winter weather. However they were used for additional accommodation in schools for many years.
Natimuk Primary School moved from Main Street to a site in Jory Street in 1961. The pavilion classroom was relocated by the Education Department to the Australian House Museum at Deakin University in 1988, because it was under threat. The building was returned to Natimuk in 2002 and is now located in the grounds of the present Natimuk Primary School in Jory Street.
Open air classrooms were designed to provide a healthy environment for delicate children, and resulted from the hygiene movement in education at the beginning of the 20th century. It was hoped that improvements in lighting and ventilation aimed at improving the child’s physical conditions would lead to better educational and health outcomes. The open air classroom reflected the preoccupation with the benefits of light and fresh air for the health and education of young children.
Medical opinion of the time favoured fresh air and a bracing environment for all, derived from the ideas behind the open air sanatoriums used for the treatment of tuberculosis patients. The spread of tuberculosis, known as the 'white plague’ was a constant concern, it was responsible for one death in nine in Victoria in 1902, and in 1904 was declared a notifiable disease.
This classroom is architecturally significant, as the only surviving, relatively intact and rare example of an open air classroom."
Source: wimmera-w-b-w.blogspot.com.au/2012_09_01_archive.html
Discription
- A replica of the American Vought F4U
- It consists of 530 individual parts
- Aerodynamic and true to shape
- Lower the landing gear
- Wings for standing up
- Mg's and rockets as armament
- Many small details make them authentic
- Dimension of the F4U (W / H / T): 35.4 / 12.4 / 29.3 cm
- Optional with stand for optimal alignment
- The stand consists of 96 parts
- It is a three-jointed foot with height adjustment
- Dimension of the foot (W / H / D): 12.7 / 10.8 / 13.3 cm
When buying, including custom sticker
You will get the instructions on CD
For the complete series show here - STORE CB WW2 Warplane
Thanks for visiting!
PLEASE NOTE: You have permission to use this picture on your site(s) (both commercial/non-commercial) by giving credit to Bonsoni.com and link back to www.bonsoni.com
Check out some of my favourite items below!
Bonsoni Kendall Black Office Chair with Seat and Back in Resistant and Structured Fabric
Bonsoni Kendall Dark Grey Bar Stool with Comfortable Seat and Backrest in Fabric
This K12 Micra in silver, is a 5 door S model and has a dent on the driver's side back door.
The S model has the 1.2-litre engine, side airbags, a 60/40 split sliding rear seat, drivers seat height adjustment and CD player.
This one is seen here in Morningside in Edinburgh.
The Citroën DS (French pronunciation: [si.tʁɔ.ˈɛn de ɛs]) is a front-engine, front-wheel-drive executive car manufactured and marketed by the French company Citroën from 1955 to 1975 in sedan, wagon/estate and convertible body configurations. Italian sculptor and industrial designer Flaminio Bertoni and the French aeronautical engineer André Lefèbvre styled and engineered the car. Paul Magès developed the hydropneumatic self-levelling suspension.
Noted for its aerodynamic, futuristic body design and innovative technology, the DS set new standards in ride quality, handling, and braking—and was the first production car equipped with disc brakes.
Citroën sold 1,455,746 examples, including 1,330,755 built at the manufacturer's Paris Quai André-Citroën production plant.
The DS came third in the 1999 Car of the Century poll recognizing the world's most influential auto designs and was named the most beautiful car of all time by Classic & Sports Car magazine
MODEL HISTORY
After 18 years of secret development as the successor to the Traction Avant, the DS 19 was introduced on 5 October 1955 at the Paris Motor Show. In the first 15 minutes of the show, 743 orders were taken, and orders for the first day totalled 12,000. During the 10 days of the show, the DS took in 80,000 deposits; a record that has stood for over 60 years.
Contemporary journalists said the DS pushed the envelope in the ride vs. handling compromise possible in a motor vehicle.
To a France still deep in reconstruction after the devastation of World War II, and also building its identity in the post-colonial world, the DS was a symbol of French ingenuity. The DS was distributed to many territories throughout the world.
It also posited the nation's relevance in the Space Age, during the global race for technology of the Cold War. Structuralist philosopher Roland Barthes, in an essay about the car, said that it looked as if it had "fallen from the sky". An American advertisement summarised this selling point: "It takes a special person to drive a special car".
Because they were owned by the technologically aggressive tire manufacturer Michelin, Citroën had designed their cars around the technically superior radial tire since 1948, and the DS was no exception.
The car featured a novel hydropneumatic suspension including an automatic leveling system and variable ground clearance, developed in-house by Paul Magès. This suspension allowed the DS to travel quickly on the poor road surfaces common in France.
In addition, the vehicle had power steering and a semi-automatic transmission (the transmission required no clutch pedal, but gears still had to be shifted by hand), though the shift lever controlled a powered hydraulic shift mechanism in place of a mechanical linkage, and a fibreglass roof which lowered the centre of gravity and so reduced weight transfer. Inboard front brakes (as well as independent suspension) reduced unsprung weight. Different front and rear track widths and tyre sizes reduced the unequal tyre loading, which is well known to promote understeer, typical of front-engined and front-wheel drive cars.
As with all French cars, the DS design was affected by the tax horsepower system, which effectively mandated very small engines. Unlike the Traction Avant predecessor, there was no top-of-range model with a powerful six-cylinder engine. Citroën had planned an air-cooled flat-6 engine for the car, but did not have the funds to put the prototype engine into production.
The DS placed third in the 1999 Car of the Century competition, and fifth on Automobile Magazine's "100 Coolest Cars" listing in 2005. It was also named the most beautiful car of all time by Classic & Sports Car magazine after a poll of 20 world-renowned car designers, including Giorgetto Giugiaro, Ian Callum, Roy Axe, Paul Bracq, and Leonardo Fioravanti.
NAME
Both the DS and its simpler sibling, the ID, used a punning name. "DS" is pronounced in French as "Déesse" (goddess); "ID" is pronounced as "Idée" (idea). An intermediate model was called the DW.
MOTORSPORT
The DS was successful in motorsports like rallying, where sustained speeds on poor surfaces are paramount, and won the Monte Carlo Rally in 1959. In the 1000 Lakes Rally, Pauli Toivonen drove a DS19 to victory in 1962.
In 1966, the DS won the Monte Carlo Rally again, with some controversy as the competitive BMC Mini-Cooper team was disqualified due to rule infractions. Ironically, Mini was involved with DS competition again two years later, when a drunk driver in a Mini in Sydney Australia crashed into the DS that was leading the 1968 London–Sydney Marathon, 98 miles from the finish line. The DS was still competitive in the grueling 1974 London-Sahara-Munich World Cup Rally, where it won over 70 other cars, only 5 of which even completed the entire event.
TECHNICAL INNOVATION - HYDRAULIC SYSTEMS
In conventional cars, hydraulics are only used in brakes and power steering. In the DS they were also used for the suspension, clutch and transmission. The cheaper 1957 ID19 did have manual steering and a simplified power-braking system. An engine driven pump pressurizes the closed system to 2,400 pounds per square inch.
At a time when few passenger vehicles had independent suspension on all wheels, the application of the hydraulic system to the car's suspension system to provide a self-levelling system was an innovative move. This suspension allowed the car to achieve sharp handling combined with very high ride quality, frequently compared to a "magic carpet".
The hydropneumatic suspension used was pioneered the year before, on the rear of another car from Citroën, the top of range Traction Avant 15CV-H.
IMPACT ON CITROEN BRAND DEVELOPMENT
The 1955 DS cemented the Citroën brand name as an automotive innovator, building on the success of the Traction Avant, which had been the world's first mass-produced unitary body front-wheel-drive car in 1934. In fact, the DS caused such a huge sensation that Citroën was apprehensive that future models would not be of the same bold standard. No clean sheet new models were introduced from 1955 to 1970.
The DS was a large, expensive executive car and a downward brand extension was attempted, but without result. Throughout the late 1950s and 1960s Citroën developed many new vehicles for the very large, profitable market segments between the 2CV and the DS, occupied by vehicles like the Peugeot 403, Renault 16 and Ford Cortina, but none made it into production. Either they had uneconomic build costs, or were ordinary "me too" cars, not up to the company's high standard of innovation. As Citroën was owned by Michelin from 1934 to 1974 as a sort of research laboratory, such broad experimentation was possible. Michelin after all was getting a powerful advertisement for the capabilities of the radial tire Michelin had invented, when such experimentation was successful.
New models based on the small, utilitarian 2CV economy car were introduced, notably the 1961 Ami. It was also designed by Flaminio Bertoni and aimed to combine Three-box styling with the chassis of the 2CV. The Ami was very successful in France, but less so on export markets. Many found the styling controversial, and the car noisy and underpowered. The Dyane, was a modernised 2CV with a hatchback, competed with the 2CV inspired Renault 4 Hatchback. All these 2 cylinder models were very small, so there remained a wide market gap to the DS range all through the 1960s.
In 1970, Citroën finally introduced a car to target the mid-range - the Citroën GS, which won the "European car of the Year" for 1971 and sold 2.5 million units. It combined a small 55 horsepower flat-4 air-cooled engine with Hydropneumatic suspension. The intended 106 horsepower Wankel rotary-engined version with more power did not reach full production.
REPLACING THE DS
The DS remained popular and competitive throughout its production run. Its peak production year was 1970. Certain design elements like the somewhat narrow cabin, column-mounted gearstick, and separate fenders began to seem a little old-fashioned in the 1970s.
Citroën invested enormous resources to design and launch an entirely new vehicle in 1970, the SM, which was in effect a thoroughly modernized DS, with similar length, but greater width. The manual gearbox was a modified DS unit. The front disc brakes were the same design. Axles, wheel bearings, steering knuckles, and hydraulic components were either DS parts or modified DS parts.
The SM had a different purpose than replacing the 15-year-old DS design however - it was meant to launch Citroën into a completely new luxury grand touring market segment. Only fitted with a costly, exotic Maserati engine, the SM was faster and much more expensive than the DS. The SM was not designed to be a practical 4-door saloon suitable as a large family car, the key market for vehicles of this type in Europe. Typically, manufacturers would introduce low-volume coupés based on parts shared with an existing saloon, not as unique models, a contemporary example being the Mercedes-Benz SLC-Class.
The SM's high price and limited utility of the 2+2 seating configuration, meant the SM as actually produced could not seize the mantle from the DS.
So, while the design funds invested would allow the DS to be replaced by two cars - a 'modern DS' and the smaller CX, it was left to the CX alone to provide Citroën's large family or executive car in the model range.
The last DS came off the production line on 24 April 1975 - the manufacturer had taken the elementary precaution of building up approximately eight-month's of inventory of the "break" (estate/station wagon) version of the DS, to cover the period till Autumn 1975 when the estate/station wagon version of the CX would be introduced.
DEVELOPMENT
The DS always maintained its size and shape, with easily removable, unstressed body panels, but certain design changes did occur. During the 20-year production life improvements were made on an ongoing basis.
ID 19 submodel to extend brand downwards (1957–69)
The 1955 DS19 was 65% more expensive than the car it replaced, the Citroën Traction Avant. This affected potential sales in a country still recovering economically from World War II, so a cheaper submodel, the Citroën ID, was introduced in 1957.
The ID shared the DS's body but was less powerful and luxurious. Although it shared the engine capacity of the DS engine (at this stage 1,911 cc), the ID provided a maximum power output of only 69 hp compared to the 75 hp claimed for the DS19. Power outputs were further differentiated in 1961 when the DS19 acquired a Weber-32 twin bodied carburettor, and the increasing availability of higher octane fuel enabled the manufacturer to increase the compression ratio from 7.5:1 to 8.5:1. A new DS19 now came with a promised 83 hp of power. The ID19 was also more traditional mechanically: it had no power steering and had conventional transmission and clutch instead of the DS's hydraulically controlled set-up. Initially the basic ID19 was sold on the French market with a price saving of more than 25% against the DS, although the differential was reduced at the end of 1961 when the manufacturer quietly withdrew the entry level ID19 "Normale" from sale. A station wagon variant, the ID Break, was introduced in 1958.
D SPECIAL AND D SUPER (1970–75)
The ID was replaced by the D Spécial and D Super in 1970, but these retained the lower specification position in the range. The D Super was available with the DS21 2175ccm engine and a 5 speed gearbox, and named the D Super 5.
SERIE 2 - NOSE REDESIGN IN 1962
In September 1962, the DS was restyled with a more aerodynamically efficient nose, better ventilation and other improvements. It retained the open two headlamp appearance, but was available with an optional set of driving lights mounted on the front fenders. All models in the range changed nose design at the same time, including the ID and station wagon models.
Series 3 - Nose redesign in 1967 with Directional headlights
In late 1967, for the 1968 model year, the DS and ID was again restyled, by Robert Opron, who also styled the 1970 SM and 1974 CX. This version had a more streamlined headlamp design, giving the car a notably shark-like appearance. This design had four headlights under a smooth glass canopy, and the inner set swivelled with the steering wheel. This allowed the driver to see "around" turns, especially valuable on twisting roads driven at high speed at night.
Behind each glass cover lens, the inboard high-beam headlamp swivels by up to 80° as the driver steers, throwing the beam along the driver's intended path rather than uselessly across the curved road. The outboard low-beam headlamps are self-leveling in response to pitching caused by acceleration and braking.
However, this feature was not allowed in the US at the time (see World Forum for Harmonization of Vehicle Regulations), so a version with four exposed headlights that did not swivel was made for the US market.
This 'turning headlight' feature was new to the market - it had only been seen before on the very rare three headlight 1935 Tatra 77A. The Tucker, which never was mass-produced, had a central headlight that turned with the steering. 45 years later, it is now a commonly available feature, even in the United States.
NEW GREEN HYDRAULIC FLUID
The original hydropneumatic system used a vegetable oil liquide hydraulique végétal (LHV), similar to that used in other cars at the time, but later switched to a synthetic fluid liquide hydraulique synthétique (LHS). Both of these had the disadvantage that they are hygroscopic, as is the case with most brake fluids. Disuse allows water to enter the hydraulic components causing deterioration and expensive maintenance work. The difficulty with hygroscopic hydraulic fluid was exacerbated in the DS/ID due to the extreme rise and fall in the fluid level in the reservoir, which went from nearly full to nearly empty when the suspension extended to maximum height and the six accumulators in the system filled with fluid. With every "inhalation" of fresh moisture- (and dust-) laden air, the fluid absorbed more water.
For the 1967 model year, Citroën introduced a new mineral oil-based fluid LHM (Liquide Hydraulique Minéral). This fluid was much less harsh on the system. LHM remained in use within Citroën until the Xantia was discontinued in 2001.
LHM required completely different materials for the seals. Using either fluid in the incorrect system would completely destroy the hydraulic seals very quickly. To help avoid this problem, Citroën added a bright green dye to the LHM fluid and also painted all hydraulic elements bright green. The former LHS parts were painted black.
All models, including the station wagon and ID, were upgraded at the same time. The hydraulic fluid changed to the technically superior LHM in all markets except the US and Canada, where the change did not take place until January 1969, due to local regulations.
INTERNATIONAL SALES AND PRODUCTION
The DS was primarily manufactured at the Quai André-Citroën in the Javel neighborhood of Paris, with other manufacturing facilities in the United Kingdom, South Africa, the former Yugoslavia (mostly Break Ambulances), and Australia.
Australia constructed their own D variant in the 1960s at Heidelberg, Victoria, identified as the ID 19 "Parisienne." Australian market cars were fitted with options as standard equipment such as the "DSpecial DeLuxe" that were not available on domestic European models.
Until 1965, cars were assembled at the manufacturer's Slough premises, to the west of London, using a combination of French made knock down kits and locally sourced components, some of them machined on site. A French electrical system superseded the British one on the Slough cars in 1962, giving rise to a switch to "continental style" negative earthing. After 1965 cars for the British market were imported fully assembled from the company's French plant. The British-built cars are distinguished by their leather seats, wooden (early ID19 models) one piece plastic (early DS19 models) dashboards, chromed number plate mount let into the front bumper, and (on pre-1962 cars) Lucas-made electrics. These were all right hand drive cars.
The DS was built and sold in South Africa from 1959 to 1975.
The DS was sold in Japan, but the models were built in France and left hand drive.
DS IN NORTH AMERICA
The DS was sold in North America from 1956 to 1972. Despite its popularity in Europe, it didn't sell well in the United States, and little better in Canada. While promoted as a luxury car, it did not have the basic features that American buyers expected to find on such a vehicle, such as an automatic transmission, air conditioning, power windows, or a powerful engine. The DS was designed specifically to address the French market, with punitive tax horsepower taxation of large engines, as well as very poor roads – it's no great mystery that it was a fish out of water when those constraints were removed.
Jay Leno described the sporadic supply of spare parts as a problem for 1970s era customers, based on his early experiences working at a Citroën dealer in Boston.
The DS was expensive, with a 115 hp (86 kW) vehicle costing $4,170 in 1969, when the price was $4,500 for a 360 hp (268 kW) Buick Electra 225 4 door sedan. For all years, 38,000 units were sold.
US regulations at the time also banned one of the car's more advanced features: its composite headlamps with aerodynamic covered lenses. Based on legislation that dated from 1940, all automobiles sold in the U.S. were required to have round, sealed beam headlamps that produced a meager 75,000 candlepower. The powerful quartz iodine swiveling headlamps designed for the 1968 model DS represented so many performance improvements at once that they were far beyond what the regulations could allow.[50] Even the aerodynamic headlight covers were illegal – as seen on the 1968 Jaguar E-Type. It took the lobbying muscle of Ford to point out that the government was requiring two contradictory things – safety, by ensuring that all headlights were best-of-breed circa 1940, and fuel economy through the CAFE standard – by definition, cars with poor aerodynamics are sacrificing fuel economy. Composite bulb lamps and aerodynamic covered headlights were not permitted until 1983.
The European lamps were legal in Canada, including the directional headlamps.
The hydraulic fluid change in 1967 was another brain teaser for U.S. automotive regulators at the Department of Transportation. NHTSA follows the precautionary principle, also used by the Food and Drug Administration, where new innovations are prohibited until their developers can prove them to the regulators; this stifles the experimentation that automakers need to advance their products. NHTSA had already approved a brake fluid they considered safe – DOT 3 brake fluid, which is red and hygroscopic to promote internal rust. This completely different fluid, used in aircraft applications – the technically superior green LHM (Liquide Hydraulique Mineral) – took NHTSA two years to analyze for automotive use. Approval finally came in January 1969, so half the U.S. cars of the 1969 model year use red fluid and half use green fluid.
DESIGN VARIATIONS
PALLAS
In 1965 a luxury upgrade, the DS Pallas (after Greek goddess Pallas), was introduced. This included comfort features such as better noise insulation, a more luxurious (and optional leather) upholstery and external trim embellishments. From 1966 the Pallas model received a driver's seat with height adjustment.
STATION WAGON, FAMILIALE AND AMBULANCE
A station wagon version was introduced in 1958. It was known by various names in different markets (Break in France, Safari and Estate in the UK, Wagon in the US, and Citroën Australia used the terms Safari and Station-Wagon). It had a steel roof to support the standard roof rack. 'Familiales' had a rear seat mounted further back in the cabin, with three folding seats between the front and rear squabs. The standard Break had two side-facing seats in the main load area at the back.
The Ambulance configuration was similar to that of the Break, but with a 60/30 split in the rear folding seat to accommodate a stretcher. A 'Commerciale' version was also available for a time.
The Safari saw use as a camera car, notably by the BBC. The hydropneumatic suspension produces an unusually steady platform for filming while driving.
CONVERTIBLE
Rarest and most collectable of all DS variants, a convertible was offered from 1958 until 1973. The Cabriolet d'Usine (factory convertible) were built by French carrossier Henri Chapron, for the Citroën dealer network. It was an expensive car, so only 1,365 were sold. These DS convertibles used a special frame which was reinforced on the sidemembers and rear suspension swingarm bearing box, similar to, but not identical to the Break (Station Wagon) frame.
CHAPRON VARIATIONS
In addition, Chapron also produced a few coupés, non-works convertibles and special sedans (including the "Prestige", same wheelbase but with a central divider, and the "Lorraine" notchback).
BOSSAERT COUPE
Between 1959 and 1964, Hector Bossaert produced a coupé on a DS chassis shortened by 470 mm. While the front end remained unchanged, the rear end featured notchback styling.
THE REACTOR
In 1965, noted American auto customizer Gene Winfield created The Reactor, a Citroën DS chassis, with a turbocharged 180 hp (130 kW) flat-six engine from the Corvair driving the front wheels. Since the DS already had the engine behind the front wheels, the longer engine meant only one row of seats. This was draped in a streamlined, low slung, aluminum body.
The Reactor was seen in American Television programs of the era, such as Star Trek: The Original Series episode 2.25 ("Bread and Circuses)," Batman episodes 110 ("Funny Feline Felonies") and 111 (driven by Catwoman Eartha Kitt), and Bewitched, which devoted its episode 3.19 ("Super Car") to The Reactor.
MICHELIN PLR
The Michelin PLR is a mobile tire evaluation machine, based on the DS Break, built in 1972, later used for promotion.
Technical details
SUSPENSION
In a hydropneumatic suspension system, each wheel is connected, not to a spring, but to a hydraulic suspension unit consisting of a hydraulic accumulator sphere of about 12 cm in diameter containing pressurised nitrogen, a cylinder containing hydraulic fluid screwed to the suspension sphere, a piston inside the cylinder connected by levers to the suspension itself, and a damper valve between the piston and the sphere. A membrane in the sphere prevented the nitrogen from escaping. The motion of the wheels translated to a motion of the piston, which acted on the oil in the nitrogen cushion and provided the spring effect. The damper valve took place of the shock absorber in conventional suspensions. The hydraulic cylinder was fed with hydraulic fluid from the main pressure reservoir via a height corrector, a valve controlled by the mid-position of the anti-roll bar connected to the axle. If the suspension was too low, the height corrector introduced high-pressure fluid; if it was too high, it released fluid back to the fluid reservoir. In this manner, a constant ride height was maintained. A control in the cabin allowed the driver to select one of five heights: normal riding height, two slightly higher riding heights for poor terrain, and two extreme positions for changing wheels. (The correct term, oleopneumatic (oil-air), has never gained widespread use. Hydropneumatic (water-air) continues to be preferred overwhelmingly.)
The DS did not have a jack for lifting the car off the ground. Instead, the hydraulic system enabled wheel changes with the aid of a simple adjustable stand. To change a flat tyre, one would adjust the suspension to its topmost setting, insert the stand into a special peg near the flat tyre, then readjust the suspension to its lowermost setting. The flat tyre would then retract upwards and hover above ground, ready to be changed. This system, used on the SM also, was superseded on the CX by a screw jack that, after the suspension was raised to the high position, lifted the tire clear of the ground. The DS system, while impressive to use, sometimes dropped the car quite suddenly, especially if the stand was not placed precisely or the ground was soft or unlevel.
SOURCE AND RESERVE OF PRESSURE
The central part of the hydraulic system was the high pressure pump, which maintained a pressure of between 130 and 150 bar in two accumulators. These accumulators were very similar in construction to the suspension spheres. One was dedicated to the front brakes, and the other ran the other hydraulic systems. (On the simpler ID models, the front brakes operated from the main accumulator.) Thus in case of a hydraulic failure, the first indication would be that the steering became heavy, followed by the gearbox not working; only later would the brakes fail.
Two different hydraulic pumps were used. The DS used a seven-cylinder axial piston pump driven off two belts and delivering 175 bar (2,540 psi) of pressure. The ID19, with its simpler hydraulic system, had a single-cylinder pump driven by an eccentric on the camshaft.
GEARBOX AND CLUTCH
HYDRAULIQUE OR CITROMATIC
The DS was initially offered only with the "hydraulique" four-speed semi-automatic (bvh—"boîte de vitesses hydraulique") gearbox.
This was a four-speed gearbox and clutch, operated by a hydraulic controller. To change gears, the driver flicked a lever behind the steering wheel to the next position and eased-up on the accelerator pedal. The hydraulic controller disengaged the clutch, engaged the nominated gear, and re-engaged the clutch. The speed of engagement of the clutch was controlled by a centrifugal regulator sensing engine rpm and driven off the camshaft by a belt, the position of the butterfly valve in the carburettor (i.e., the position of the accelerator), and the brake circuit. When the brake was pressed, the engine idle speed dropped to an rpm below the clutch engagement speed, thus preventing friction while stopped in gear at traffic lights. When the brake was released, the idle speed increased to the clutch dragging speed. The car would then creep forward much like automatic transmission cars. This drop in idle throttle position also caused the car to have more engine drag when the brakes were applied even before the car slowed to the idle speed in gear, preventing the engine from pulling against the brakes. In the event of loss of hydraulic pressure (following loss of system fluid), the clutch would disengage, to prevent driving, while brake pressure reserves would allow safe braking to standstill.
MANUAL - FOUR SPEED AND FIVE-SPEED
The later and simpler ID19 had the same gearbox and clutch, manually operated. This configuration was offered as a cheaper option for the DS in 1963. The mechanical aspects of the gearbox and clutch were completely conventional and the same elements were used in the ID 19. In September 1970, Citroën introduced a five-speed manual gearbox, in addition to the original four-speed unit.
FULLY AUTOMATIC
In September 1971 Citroën introduced a 3-speed fully automatic Borg-Warner 35 transmission gearbox, on the DS 21 and later DS 23 models. It is ironic that the fully automatic transmission DS was never sold in the US market, where this type of transmission had gained market share so quickly that it became the majority of the market by this time. Many automatic DSs, fuel-injected DS 23 sedans with air conditioning, were sold in Australia.
ENGINES
The DS was originally designed around an air-cooled flat-six based on the design of the 2-cylinder engine of the 2CV, similar to the motor in the Porsche 911. Technical and monetary problems forced this idea to be scrapped.
Thus, for such a modern car, the engine of the original DS 19 was also old-fashioned. It was derived from the engine of the 11CV Traction Avant (models 11B and 11C). It was an OHV four-cylinder engine with three main bearings and wet liners, and a bore of 78 mm and a stroke of 100 mm, giving a volumetric displacement of 1911 cc. The cylinder head had been reworked; the 11C had a reverse-flow cast iron cylinder head and generated 60 hp (45 kW) at 3800 rpm; by contrast, the DS 19 had an aluminium cross-flow head with hemispherical combustion chambers and generated 75 hp (56 kW) at 4500 rpm.
Like the Traction Avant, the DS had the gearbox mounted in front of the engine, with the differential in between. Thus some consider the DS to be a mid engine front-wheel drive car.
The DS and ID powerplants evolved throughout its 20-year production life. The car was underpowered and faced constant mechanical changes to boost the performance of the four-cylinder engine. The initial 1911 cc three main bearing engine (carried forward from the Traction Avant) of the DS 19 was replaced in 1965 with the 1985 cc five-bearing wet-cylinder motor, becoming the DS 19a (called DS 20 from September 1969).
The DS 21 was also introduced for model year 1965. This was a 2175 cc, five main bearing engine; power was 109 hp This engine received a substantial increase in power with the introduction of Bosch electronic fuel injection for 1970, making the DS one of the first mass-market cars to use electronic fuel injection. Power of the carbureted version also increased slightly at the same time, owing to the employment of larger inlet valves.
Lastly, 1973 saw the introduction of the 2347 cc engine of the DS 23 in both carbureted and fuel-injected forms. The DS 23 with electronic fuel injection was the most powerful production model, producing 141 hp (105 kW).
IDs and their variants went through a similar evolution, generally lagging the DS by about one year. ID saloon models never received the DS 23 engine or fuel injection, although the Break/Familiale versions received the carburetted version of the DS 23 engine when it was introduced, supplemented the DS20 Break/Familiale.
The top of the range ID model, The DSuper5 (DP) gained the DS21 engine (the only model that this engine was retained in) for the 1973 model year and it was mated to a five-speed gearbox. This should not be confused with the 1985 cc DSuper fitted with an optional "low ratio" five-speed gearbox, or with the previous DS21M (DJ) five-speed.
IN POPULAR CULTURE
President Charles de Gaulle survived an assassination attempt at Le Petit-Clamart near Paris on August 22, 1962, planned by Algerian War veteran Jean-Marie Bastien-Thiry. The plan was to ambush the motorcade with machine guns, disable the vehicles, and then close in for the kill. De Gaulle praised the unusual abilities of his unarmoured DS with saving his life – the car was peppered with bullets, and the shots had punctured the tyres, but the car could still escape at full speed. This event was accurately recreated in the 1973 film The Day of the Jackal.
Beyond de Gaulle and the French aristocracy, the roomy DS also appealed to French taxi drivers.
Outside France, the car drew an eclectic customer mix, such as Cosmonaut Yuri Gagarin, Pope John XXIII, painter Marc Chagall, and actors Ken Berry, Jeff Bridges, and Rosamund Pike.
The DS appeared in several episodes of contemporary television series Mission: Impossible, including substantial appearances in 'The Slave' (ep. 2.06) and 'Robot' (ep. 4.09).
An ode to Jane Child's DS21 appears on her 1989 self-titled album.
In 1989, the film Back to the Future Part II featured a modified Citroen DS as a flying taxicab, when the main characters travel 30 years into the future (2015). Scarface (1983 film) with Al Pacino and the 2009 television series The Mentalist both feature the DS in key roles. According to Internet Movie Cars Database, the DS/ID has made over 2,000 film and television appearances so far.
Two films focus on the DS, including The Goddess of 1967 about a Japanese man purchasing a DS (goddess or déesse in French) in Australia, and 1995's Icelandic-Japanese road movie Cold Fever.
LEGACY
Citroën DS values have been rising – a 1973 DS 23 Injection Electronique "Decapotable" (Chapron Convertible) sold for EUR €176,250 (USD $209,738) at Christie's Rétromobile in February 2006. and a similar car sold by Bonhams in February 2009 brought EUR €343,497 (USD $440,436). On 18 September 2009 a 1966 DS21 Decapotable Usine was sold by Bonhams for a hammer price of UK£131,300. Bonhams sold another DS21 Decapotable (1973) on 23 January 2010 for EUR €189,000.
The DS's beloved place in French society was demonstrated in Paris on 9 October 2005 with a celebration of the 50th anniversary of its launch. 1,600 DS cars drove in procession past the Arc de Triomphe.
From 2005 to 2008, a young Frenchman named Manuel Boileau travelled around the world in a 1971 DS ambulance. It was an 80,000 kilometer journey across 38 countries called Lunaya World Tour. While traveling through Laos, he located the forlorn 1974 DS Prestige belonging to Sisavang Vatthana, the last King of the Kingdom of Laos, which is now preserved and restored by specialists in Bangkok.
In 2009, Groupe PSA created a new brand - DS Automobiles, intended as high quality, high specification variations on existing models, with differing mechanics and bodywork. This brand ranges across four models, the DS3, DS4, DS5, and the China-only SUV DS 6. The DS3, launched in March 2010, is based on Citroen's new C3, but is more customisable and unique, bearing some resemblance to the original DS, with its "Shark Fin" side pillar. These have created their own niches, with the DS4 being a mix of a crossover and a coupe and the DS5 mixing a coupe and an estate. Many feature hybrid-diesel engines to maximise efficiency.
WIKIPEDIA
This K12 Micra in silver, is a 5 door S model and has a dent on the driver's side back door.
The S model has the 1.2-litre engine, side airbags, a 60/40 split sliding rear seat, drivers seat height adjustment and CD player.
This one is seen here in Morningside in Edinburgh.
On 2 April 2004, almost four years after Ford's acquisition of Land Rover from BMW, Land Rover introduced the Discovery 3, marketed as the LR3 in North America and the Middle East.
It retained the key features of the Discovery, such as the stepped roofline and steeply raked windscreen.
Land Rover developed a body construction method for the Discovery 3, marketed as Integrated Body Frame (IBF). The engine bay and passenger compartment are built as a monocoque, then mated to a basic ladder-frame chassis for the gearbox and suspension. Land Rover claims IBF combines the virtues of monocoque and ladder-frame – though it makes for a heavier vehicle than a monocoque construction, compromising performance and agility somewhat but adding strength, toughness and adaptability.
The LR3 features full independent suspension (FIS). Like the Range Rover L322, this is an air suspension system, enabling ride-height adjustment by simply pumping up or deflating the air bags. The vehicle can be raised to provide ground clearance when off-road, but automatically lowered at high speeds to improve handling, and manually lowered when stationary to make entry to and exit from the vehicle easier.
The engines used in the Discovery 3 were all taken from Land Rover's sister company at the time, Jaguar. A Ford/PSA-developed 2.7-litre, 195 hp (145 kW), 440 N⋅m (320 lb⋅ft) V6 diesel engine (the TdV6) was intended to be the biggest seller in Europe.
For the US market and as the high-performance option elsewhere, a 4.4-litre petrol V8 of 300 hp (220 kW) was chosen. A 216 hp (161 kW) 4.0-litre SOHC Ford V6 petrol engine was available in North America and Australia.
This picture considers a simple quasi-adaptive constrained control strategy that can be used for fin, rudder, or combined fin-rudder stabilizers. The strategy estimates the parameters of a linear output disturbance model for the wave induced roll motion using roll and roll rate measurements taken before closing the control loop. This model is then used to implement a constrained predictive control strategy. The strategy can thus be adaptive with respect to changes in the sea state and sailing conditions. The work also explores the benefit of penalizing roll accelerations as well as roll angle in the associated cost.In a previous work, we have proposed the use of constrained model predictive control (MPC) to
address the control system design problem forfin and/or rudder-based stabilizers- see Perez etal. (2000) and Perez and Goodwin (2003). This approach offers a unified framework for minimizing the impact of roll motion on ship performance,handling input and output constraints and
also provides a means for implementing adaptive
strategies.In order to implement the proposed MPC strategy,
two models are necessary: a model describing the dynamic behavior of ship motion due to control action (rudder and/or fins) and a model describing the wave induced roll motion. The first model can be obtained using system identification
techniques together with tests performed in calm waters-see, for example, Zhou et al. (1994). This model should be updated for different ship speeds. The wave induced roll motion can be modelled using a second order shaping filter, which is then
used to predict the wave induced roll motion in the MPC Formulation. This model cannot be es timated before hand since it depends on the sea state and sailing conditions (speed and encounter angle.) Adaptation is necessary.
The purpose of this paper is twofold. First, to propose a simple way to estimate the parameters of the wave-induced roll model; and thus, extend our previous work. Second, to incorporate a penalty on the roll acceleration in the associated cost. The effect of roll acceleration on ship performance has long been recognized in the naval
environment (Warhurst, 1969). Nonetheless, direct roll acceleration reduction has often been omitted from
stabilizer control system design in literature and
reported practical implementations. is shown in Figure 1. Because the control will be ultimately implemented on a computer, we will adopt a discrete-time framework to describe the models and control system design problem.
In many business organizations, there is still much confusion about the role of strategic brand development and brand management and who within the organization should lead it.
Brand strategy and brand management is too important to be left to marketing people. That’s my spin on the famous David Packard quote (as in Hewlett Packard) about marketing being too important an activity to the well-being of a business enterprise to be left in the hands of marketing people alone.
Business leaders have notoriously looked at marketing with a critical eye. Marketing is not a “hard discipline” like engineering, sales and finance. Business leaders love quantified activities that facilitate a predictable return. Marketing doesn’t provide predictable returns. And in today’s social media, permission and privacy driven world, marketing is even more suspect by consumers. Customers want real, authentic connections and engagement to brands, not more marketing and selling. Brand strategy and brand management is not a sub-discipline of marketing. As brand strategy and brand management becomes more essential for marketplace success, enlightened business leaders have moved it further away (and upstream) from the core competencies within marketing organizations. Yet for many organizations, brand strategy and brand management is an activity mostly managed within the marketing discipline. Consequently everybody in the marketing profession does “branding” these days. Branding gets bundled into a plethora of tactical marketing activities like PR, advertising, social media, sales promotion, packaging and marketing communications. Brand strategy and brand management is not marketing, advertising or communications. This by no means diminishes the essential role of marketing for creating awareness and demand. Brand strategy and brand management is not about creating awareness, it’s about guiding the quality and relevance of organizational behavior in serving a specific group of customers/consumers. It’s a more sacred and strategic process defining the who, the what, and why an organization or a product exists in the first place – beyond money making. Brand strategy and brand management is about the soul of the thing–the intangible, the unseen, the meaning rather than the physical. Brands make promises to people. Break the sacred promise and no amount of clever marketing will rebuild lost trust. Just ask Netflix or Tropicana what can happen to your business when the bonds of trust breaks. The value of brands lies in the perception customers have in their minds about what makes a brand matter to them. To matter nowadays, requires brands build deeply rooted emotional connections and never fail to deliver on the promise. The discipline of brand strategy and brand management is centered in creating a set of unchanging, universal principles that guides the behavior of organizations and the products they bring to the marketplace over the life of the enterprise. It’s not about informing the next advertising campaign. Brand strategy and brand management is a top down discipline. The principles that guide the strategy and management of a brand have to be driven by the leadership of the organization. Brand leadership begins with business leadership. Business strategy informs brand strategy which, in turn, informs marketing tactics. When marketing organizations (or worse their advertising agencies) attempt to define and lead brand strategy, it becomes more marketing. Consumers / customers loathe marketing. Marketing now gets in the way of real engagement with a brand. Marketing needs to be baked into brand strategy, not the other way around. Business leaders must drive brand strategy. Leaders determine the higher purpose, vision and values of the business enterprise, not their marketing organizations. Consequently, when leaders have clarity on “why” their brand exists, it’s much easier and more effective to weave the elements of brand strategy into the fabric of the organizational culture and guide the behavior of the organization at every customer touch point in the value chain. Brand strategy and brand management is internal, marketing is external. Brand strategy informs everyone within the organization why they exist and matter to people, what values they share, what markets they serve, what products they innovate and bring to market, what processes they use, and what experiences they are to create for customers and the community at large. Without this solid foundation firmly established, marketing organizations (and their agency partners) have nothing to go on – no map, no guidance, and no discipline – an aimless ship adrift without a rudder. Brand strategy and brand management is the rudder that steers the ship. This today's picture continues to have to make do with fewer resources to accomplish more
objectives. Competition for scare resources is an annual statistic challenge. To work without an effective formal strategy is to sail without a rudder :) A rudder is a primary control surface used to steer a ship, boat, submarine, hovercraft, aircraft, or other conveyance that moves through a fluid medium (generally air or water). On an aircraft the rudder is used primarily to counter adverse yaw and p-factor and is not the primary control used to turn the airplane. A rudder operates by redirecting the fluid past the hull (watercraft) or fuselage, thus imparting a turning or yawing motion to the craft. In basic form, a rudder is a flat plane or sheet of material attached with hinges to the craft's stern, tail, or after end. Often rudders are shaped so as to minimize hydrodynamic or aerodynamic drag. On simple watercraft, a tiller—essentially, a stick or pole acting as a lever arm—may be attached to the top of the rudder to allow it to be turned by a helmsman. In larger vessels, cables, pushrods, or hydraulics may be used to link rudders to steering wheels. In typical aircraft, the rudder is operated by pedals via mechanical linkages or hydraulics.
Chinese naval developments occurred far earlier than similar western technology.
The first recorded use of rudder technology in the West was in 1180. Chinese pottery models of sophisticated slung axial rudders (enabling the rudder to be lifted in shallow waters) dating from the 1st century have been found. Early rudder technology (c 100 AD) also included the easier to use balanced rudder (where part of the blade was in front of the steering post), first adopted by England in 1843 – some 1700 years later. In another naval development, fenestrated rudders were common on Chinese ships by the 13th century which were not introduced to the west until 1901. Fenestration is the adding of holes to the rudder where it does not affect the steering, yet make the rudder easy to turn. This innovation finally enabled European torpedo boats to use their rudders while traveling at high speed (about 30 knots).Junks employed stern-mounted rudders centuries before their adoption in the West for the simple reason that Western hull forms, with their pointed sterns, obviated a centreline steering system until technical developments in Scandinavia created the first, iron mounted, pintle and gudgeon 'barn door' western examples in the early 12th century CE. A second reason for this slow development was that the side rudders in use were, contrary to a lot of very ill-informed opinion, extremely efficient.[17] Thus the junk rudder's origin, form and construction was completely different in that it was the development of a centrally mounted stern steering oar, examples of which can also be seen in Middle Kingdom (c.2050-1800 BCE) Egyptian river vessels. It was an innovation which permitted the steering of large ships and due to its design allowed height adjustment according to the depth of the water and to avoid serious damage should the junk ground. A sizable junk can have a rudder that needed up to twenty members of the crew to control in strong weather. In addition to using the sail plan to balance the junk and take the strain off the hard to operate and mechanically weakly attached rudder, some junks were also equipped with leeboards or dagger boards. The world's oldest known depiction of a stern-mounted rudder can be seen on a pottery model of a junk dating from before the 1st century AD,though some scholars think this may be a steering oar - a possible interpretation given that the model is of a river boat that was probably towed or poled. From sometime in the 13th to 15th centuries, many junks began incorporating "fenestrated" rudders (rudders with large diamond-shaped holes in them), probably adopted to lessen the force needed to direct the steering of the rudder. The rudder is reported to be the strongest part of the junk. In the Tiangong Kaiwu "Exploitation of the Works of Nature" (1637), Song Yingxing wrote, "The rudder-post is made of elm, or else of langmu or of zhumu." The Ming author also applauds the strength of the langmu wood as "if one could use a single silk thread to hoist a thousand jun or sustain the weight of a mountain landslide."
Generally, a rudder is "part of the steering apparatus of a boat or ship that is fastened outside the hull", that is denoting all different types of oars, paddles, and rudders.[1] More specifically, the steering gear of ancient vessels can be classified into side-rudders and stern-mounted rudders, depending on their location on the ship. A third term, steering oar, can denote both types. In a Mediterranean context, side-rudders are more specifically called quarter-rudders as the later term designates more exactly the place where the rudder was mounted. Stern-mounted rudders are uniformly suspended at the back of the ship in a central position.
Although Lawrence Mott in his comprehensive treatment of the history of the rudder,Timothy Runyan,the Encyclopædia Britannica, and The Concise Oxford Dictionary of English Etymology classify a steering oar as a rudder, Joseph Needham, Lefèbre des Noëttes, K.S. Tom, Chung Chee Kit, S.A.M. Adshead, John K. Fairbank, Merle Goldman, Frank Ross, and Leo Block state that the steering oar used in ancient Egypt and Rome was not a true rudder and define stern-mounted rudder used in China as the true rudder;the steering oar has the capacity to interfere with handling of the sails (limiting any potential for long ocean-going voyages) while it was fit more for small vessels on narrow, rapid-water transport; the rudder did not disturb the handling of the sails, took less energy to operate by its helmsman, was better fit for larger vessels on ocean-going travel, and first appeared in ancient China during the 1st century AD.In regards to the ancient Phoenician (1550–300 BC) use of the steering oar without a rudder in the Mediterranean, Leo Block (2003) writes: A single sail tends to turn a vessel in an upwind or downwind direction, and rudder action is required to steer a straight course. A steering oar was used at this time because the rudder had not yet been invented. With a single sail, a frequent movement of the steering oar was required to steer a straight course; this slowed down the vessel because a steering oar (or rudder) course correction acts like a brake. The second sail, located forward, could be trimmed to offset the turning tendency of the main sail and minimize the need for course corrections by the steering oar, which would have substantially improved sail performance.
The steering oar or steering board is an oversized oar or board to control the direction of a ship or other watercraft prior to the invention of the rudder. It is normally attached to the starboard side in larger vessels, though in smaller ones it is rarely, if ever, attached. Stern-mounted steering oar of an Egyptian riverboat depicted in the Tomb of Menna (c. 1422-1411 BC) Rowing oars set aside for steering appeared on large Egyptian vessels long before the time of Menes (3100 BC). In the Old Kingdom (2686 BC-2134 BC) as much as five steering oars are found on each side of passenger boats. The tiller, at first a small pin run through the stock of the steering oar, can be traced to the fifth dynasty (2504–2347 BC).Both the tiller and the introduction of an upright steering post abaft reduced the usual number of necessary steering oars to one each side.[18] Apart from side-rudders, single rudders put on the stern can be found in a number of tomb models of the time, particularly during the Middle Kingdom when tomb reliefs suggests them commonly employed in Nile navigation. The first literary reference appears in the works of the Greek historian Herodot (484-424 BC), who had spent several months in Egypt: "They make one rudder, and this is thrust through the keel", probably meaning the crotch at the end of the keel (see right pic "Tomb of Menna"). In Iran, oars mounted on the side of ships for steering are documented from the 3rd millennium BCE in artwork, wooden models, and even remnants of actual boats. Steering oar of a Roman boat, 1st century AD (RG-Museum, Cologne). Roman navigation used sexillie quarter steering oars which went in the Mediterranean through a long period of constant refinement and improvement, so that by Roman times ancient vessels reached extraordinary sizes.The strength of the steering oar lay in its combination of effectiveness, adaptability and simpleness. Roman quarter steering oar mounting systems survived mostly intact through the medieval period. By the first half of the 1st century AD, steering gear mounted on the stern were also quite common in Roman river and harbour craft as proved from reliefs and archaeological finds (Zwammderdam, Woerden 7). A tomb plaque of Hadrianic age shows a harbour tug boat in Ostia with a long stern-mounted oar for better leverage. Interestingly, the boat already featured a spritsail, adding to the mobility of the harbour vessel.[26] Further attested Roman uses of stern-mounted steering oars includes barges under tow, transport ships for wine casks, and diverse other ship types. Also, the well-known Zwammerdam find, a large river barge at the mouth of the Rhine, featured a large steering gear mounted on the stern.[30][31] According to new research, the advanced Nemi ships, the palace barges of emperor Caligula (37-41 AD), may have featured 14 m long rudders.
An Eastern Han (25–220 AD) Chinese pottery boat fit for riverine and maritime sea travel, with an anchor at the bow, a steering rudder at the stern, roofed compartments with windows and doors, and miniature sailors. An early Song Dynasty (960–1279) painting on silk of two Chinese cargo ships accompanied by a smaller boat, by Guo Zhongshu (c. 910–977 AD); notice the large sternpost-mounted rudder on the ship shown in the foreground The world's oldest known depiction of a sternpost-mounted rudder can be seen on a pottery model of a Chinese junk dating from the 1st century AD during the Han Dynasty, predating their appearance in the West by a thousand years.[7][10][33] In China, miniature models of ships that feature steering oars have been dated to the Zhou Dynasty (c. 1050–256 BC).[7] Sternpost-mounted rudders started to appear on Chinese ship models starting in the 1st century AD.[7] However, the Chinese continued to use the steering oar long after they invented the rudder, since the steering oar still had limited practical use for inland rapid-river travel.[10] One of oldest known depiction of a stern-mounted rudder in China can be seen on a 2-foot-long tomb pottery model of a junk dating from the 1st century AD, during the Han Dynasty (202 BC-220 AD).[8][34] It was discovered in Guangzhou in an archaeological excavation carried out by the Guangdong Provincial Museum and Academia Sinica of Taiwan in 1958. Within decades, several other Han Dynasty ship models featuring rudders were found in archaeological excavations. The first solid written reference to the use of a rudder without a steering oar dates to the 5th century.
Chinese rudders were not supported by pintle-and-gudgeon as in the Western tradition; rather, they were attached to the hull by means of wooden jaws or sockets, while typically larger ones were suspended from above by a rope tackle system so that they could be raised or lowered into the water.[36] Also, many junks incorporated "fenestrated rudders" (rudders with holes in them, supposedly allowing for better control). Detailed descriptions of Chinese junks during the Middle Ages are known from various travellers to China, such as Ibn Battuta of Tangier, Morocco and Marco Polo of Venice, Italy. The later Chinese encyclopedist Song Yingxing (1587–1666) and the 17th-century European traveler Louis Lecomte wrote of the junk design and its use of the rudder with enthusiasm and admiration. Pottery boat from Eastern Han Dynasty showing rudder Paul Johnstone and Sean McGrail state that the Chinese invented the "median, vertical and axial" sternpost-mounted rudder, and that such a kind of rudder preceded the pintle-and-gudgeon rudder found in the West by roughly a millennium.[33] However, Lawrence Mott points out that the method of mounting steering gear from the stern was well known in Mediterranean navigation by the time the practice appeared in Chinese ships.
Arab ships also used a sternpost-mounted rudder.On their ships "the rudder is controlled by two lines, each attached to a crosspiece mounted on the rudder head perpendicular to the plane of the rudder blade."The earliest evidence comes from the Ahsan al-Taqasim fi Marifat al-Aqalim ('The Best Divisions for the Classification of Regions') written by al-Muqaddasi in 985: The captain from the crow's nest carefully observes the sea. When a rock is espied, he shouts: "Starboard!" or 'Port!" Two youths, posted there, repeat the cry. The helmsman, with two ropes in his hand, when he hears the calls tugs one or the other to the right or left. If great care is not taken, the ship strikes the rocks and is wrecked.
Pintle-and-gudgeon rudder of the Hanseatic league flagship Adler von Lübeck (1567–1581), the largest ship in the world at its time. Oars mounted on the side of ships evolved into quarter rudders, which were used from antiquity until the end of the Middle Ages in Europe. As the size of ships and the height of the freeboards increased, quarter-rudders became unwieldy and were replaced by the more sturdy stern-mounted rudders with pintle and gudgeon attachment. While stern-mounted rudders were found in Europe on a wide range of vessels since Roman times, including light war galleys in Mediterranean, the oldest known depiction of a pintle-and-gudgeon rudder can be found on church carvings of Zedelgem and Winchester dating to around 1180. A ship's rudder carved in oak, 15th century, Bere Ferrers church, Devon. Heraldic badge of Cheyne and Willoughby families
Historically, the radical concept of the medieval pintle-and-gudgeon rudder did not come as a single invention into being. It presented rather a combination of ideas which each had been long around before: rudders mounted on the stern, iron hinges and the straight sternpost of northern European ships. While earlier rudders were mounted on the stern by the way of rudderposts or tackles, the iron hinges allowed for the first time to attach the rudder to the entire length of the sternpost in a really permanent fashion. However, its full potential could only to be realized after the introduction of the vertical sternpost and the full-rigged ship in the 14th century. From the age of discovery onwards, European ships with pintle-and-gudgeon rudders sailed successfully on all seven seas. Many historians' consensus considered the technology of stern-mounted rudder in Europe and Islam World, which was introduced by travelers in the Middle Ages, was transferred from China. However, Lawrence Mott in his master thesis stated that the method of attachment for rudders in the Chinese and European worlds differed from each other, leading him to doubt the spread of the Chinese system of attachment
Boat rudders may be either outboard or inboard. Outboard rudders are hung on the stern or transom. Inboard rudders are hung from a keel or skeg and are thus fully submerged beneath the hull, connected to the steering mechanism by a rudder post which comes up through the hull to deck level, often into a cockpit. Inboard keel hung rudders (which are a continuation of the aft trailing edge of the full keel) are traditionally deemed the most damage resistant rudders for off shore sailing. Better performance with faster handling characteristics can be provided by skeg hung rudders on boats with smaller fin keels. Rudder post and mast placement defines the difference between a ketch and a yawl, as these two-masted vessels are similar. Yawls are defined as having the mizzen mast abaft (i.e. "aft of") the rudder post; ketches are defined as having the mizzen mast forward of the rudder post. Small boat rudders that can be steered more or less perpendicular to the hull's longitudinal axis make effective brakes when pushed "hard over." However, terms such as "hard over," "hard to starboard," etc. signify a maximum-rate turn for larger vessels. Transom hung rudders or far aft mounted fin rudders generate greater moment and faster turning than more forward mounted keel hung rudders.
There is also the barrel type rudder where the ships screw is enclosed and can be swiveled to steer the vessel. Designers claim that this type of rudder on a smaller vessel will answer the helm faster.
The Citroën DS (French pronunciation: [si.tʁɔ.ˈɛn de ɛs]) is a front-engine, front-wheel-drive executive car manufactured and marketed by the French company Citroën from 1955 to 1975 in sedan, wagon/estate and convertible body configurations. Italian sculptor and industrial designer Flaminio Bertoni and the French aeronautical engineer André Lefèbvre styled and engineered the car. Paul Magès developed the hydropneumatic self-levelling suspension.
Noted for its aerodynamic, futuristic body design and innovative technology, the DS set new standards in ride quality, handling, and braking—and was the first production car equipped with disc brakes.
Citroën sold 1,455,746 examples, including 1,330,755 built at the manufacturer's Paris Quai André-Citroën production plant.
The DS came third in the 1999 Car of the Century poll recognizing the world's most influential auto designs and was named the most beautiful car of all time by Classic & Sports Car magazine
MODEL HISTORY
After 18 years of secret development as the successor to the Traction Avant, the DS 19 was introduced on 5 October 1955 at the Paris Motor Show. In the first 15 minutes of the show, 743 orders were taken, and orders for the first day totalled 12,000. During the 10 days of the show, the DS took in 80,000 deposits; a record that has stood for over 60 years.
Contemporary journalists said the DS pushed the envelope in the ride vs. handling compromise possible in a motor vehicle.
To a France still deep in reconstruction after the devastation of World War II, and also building its identity in the post-colonial world, the DS was a symbol of French ingenuity. The DS was distributed to many territories throughout the world.
It also posited the nation's relevance in the Space Age, during the global race for technology of the Cold War. Structuralist philosopher Roland Barthes, in an essay about the car, said that it looked as if it had "fallen from the sky". An American advertisement summarised this selling point: "It takes a special person to drive a special car".
Because they were owned by the technologically aggressive tire manufacturer Michelin, Citroën had designed their cars around the technically superior radial tire since 1948, and the DS was no exception.
The car featured a novel hydropneumatic suspension including an automatic leveling system and variable ground clearance, developed in-house by Paul Magès. This suspension allowed the DS to travel quickly on the poor road surfaces common in France.
In addition, the vehicle had power steering and a semi-automatic transmission (the transmission required no clutch pedal, but gears still had to be shifted by hand), though the shift lever controlled a powered hydraulic shift mechanism in place of a mechanical linkage, and a fibreglass roof which lowered the centre of gravity and so reduced weight transfer. Inboard front brakes (as well as independent suspension) reduced unsprung weight. Different front and rear track widths and tyre sizes reduced the unequal tyre loading, which is well known to promote understeer, typical of front-engined and front-wheel drive cars.
As with all French cars, the DS design was affected by the tax horsepower system, which effectively mandated very small engines. Unlike the Traction Avant predecessor, there was no top-of-range model with a powerful six-cylinder engine. Citroën had planned an air-cooled flat-6 engine for the car, but did not have the funds to put the prototype engine into production.
The DS placed third in the 1999 Car of the Century competition, and fifth on Automobile Magazine's "100 Coolest Cars" listing in 2005. It was also named the most beautiful car of all time by Classic & Sports Car magazine after a poll of 20 world-renowned car designers, including Giorgetto Giugiaro, Ian Callum, Roy Axe, Paul Bracq, and Leonardo Fioravanti.
NAME
Both the DS and its simpler sibling, the ID, used a punning name. "DS" is pronounced in French as "Déesse" (goddess); "ID" is pronounced as "Idée" (idea). An intermediate model was called the DW.
MOTORSPORT
The DS was successful in motorsports like rallying, where sustained speeds on poor surfaces are paramount, and won the Monte Carlo Rally in 1959. In the 1000 Lakes Rally, Pauli Toivonen drove a DS19 to victory in 1962.
In 1966, the DS won the Monte Carlo Rally again, with some controversy as the competitive BMC Mini-Cooper team was disqualified due to rule infractions. Ironically, Mini was involved with DS competition again two years later, when a drunk driver in a Mini in Sydney Australia crashed into the DS that was leading the 1968 London–Sydney Marathon, 98 miles from the finish line. The DS was still competitive in the grueling 1974 London-Sahara-Munich World Cup Rally, where it won over 70 other cars, only 5 of which even completed the entire event.
TECHNICAL INNOVATION - HYDRAULIC SYSTEMS
In conventional cars, hydraulics are only used in brakes and power steering. In the DS they were also used for the suspension, clutch and transmission. The cheaper 1957 ID19 did have manual steering and a simplified power-braking system. An engine driven pump pressurizes the closed system to 2,400 pounds per square inch.
At a time when few passenger vehicles had independent suspension on all wheels, the application of the hydraulic system to the car's suspension system to provide a self-levelling system was an innovative move. This suspension allowed the car to achieve sharp handling combined with very high ride quality, frequently compared to a "magic carpet".
The hydropneumatic suspension used was pioneered the year before, on the rear of another car from Citroën, the top of range Traction Avant 15CV-H.
IMPACT ON CITROEN BRAND DEVELOPMENT
The 1955 DS cemented the Citroën brand name as an automotive innovator, building on the success of the Traction Avant, which had been the world's first mass-produced unitary body front-wheel-drive car in 1934. In fact, the DS caused such a huge sensation that Citroën was apprehensive that future models would not be of the same bold standard. No clean sheet new models were introduced from 1955 to 1970.
The DS was a large, expensive executive car and a downward brand extension was attempted, but without result. Throughout the late 1950s and 1960s Citroën developed many new vehicles for the very large, profitable market segments between the 2CV and the DS, occupied by vehicles like the Peugeot 403, Renault 16 and Ford Cortina, but none made it into production. Either they had uneconomic build costs, or were ordinary "me too" cars, not up to the company's high standard of innovation. As Citroën was owned by Michelin from 1934 to 1974 as a sort of research laboratory, such broad experimentation was possible. Michelin after all was getting a powerful advertisement for the capabilities of the radial tire Michelin had invented, when such experimentation was successful.
New models based on the small, utilitarian 2CV economy car were introduced, notably the 1961 Ami. It was also designed by Flaminio Bertoni and aimed to combine Three-box styling with the chassis of the 2CV. The Ami was very successful in France, but less so on export markets. Many found the styling controversial, and the car noisy and underpowered. The Dyane, was a modernised 2CV with a hatchback, competed with the 2CV inspired Renault 4 Hatchback. All these 2 cylinder models were very small, so there remained a wide market gap to the DS range all through the 1960s.
In 1970, Citroën finally introduced a car to target the mid-range - the Citroën GS, which won the "European car of the Year" for 1971 and sold 2.5 million units. It combined a small 55 horsepower flat-4 air-cooled engine with Hydropneumatic suspension. The intended 106 horsepower Wankel rotary-engined version with more power did not reach full production.
REPLACING THE DS
The DS remained popular and competitive throughout its production run. Its peak production year was 1970. Certain design elements like the somewhat narrow cabin, column-mounted gearstick, and separate fenders began to seem a little old-fashioned in the 1970s.
Citroën invested enormous resources to design and launch an entirely new vehicle in 1970, the SM, which was in effect a thoroughly modernized DS, with similar length, but greater width. The manual gearbox was a modified DS unit. The front disc brakes were the same design. Axles, wheel bearings, steering knuckles, and hydraulic components were either DS parts or modified DS parts.
The SM had a different purpose than replacing the 15-year-old DS design however - it was meant to launch Citroën into a completely new luxury grand touring market segment. Only fitted with a costly, exotic Maserati engine, the SM was faster and much more expensive than the DS. The SM was not designed to be a practical 4-door saloon suitable as a large family car, the key market for vehicles of this type in Europe. Typically, manufacturers would introduce low-volume coupés based on parts shared with an existing saloon, not as unique models, a contemporary example being the Mercedes-Benz SLC-Class.
The SM's high price and limited utility of the 2+2 seating configuration, meant the SM as actually produced could not seize the mantle from the DS.
So, while the design funds invested would allow the DS to be replaced by two cars - a 'modern DS' and the smaller CX, it was left to the CX alone to provide Citroën's large family or executive car in the model range.
The last DS came off the production line on 24 April 1975 - the manufacturer had taken the elementary precaution of building up approximately eight-month's of inventory of the "break" (estate/station wagon) version of the DS, to cover the period till Autumn 1975 when the estate/station wagon version of the CX would be introduced.
DEVELOPMENT
The DS always maintained its size and shape, with easily removable, unstressed body panels, but certain design changes did occur. During the 20-year production life improvements were made on an ongoing basis.
ID 19 submodel to extend brand downwards (1957–69)
The 1955 DS19 was 65% more expensive than the car it replaced, the Citroën Traction Avant. This affected potential sales in a country still recovering economically from World War II, so a cheaper submodel, the Citroën ID, was introduced in 1957.
The ID shared the DS's body but was less powerful and luxurious. Although it shared the engine capacity of the DS engine (at this stage 1,911 cc), the ID provided a maximum power output of only 69 hp compared to the 75 hp claimed for the DS19. Power outputs were further differentiated in 1961 when the DS19 acquired a Weber-32 twin bodied carburettor, and the increasing availability of higher octane fuel enabled the manufacturer to increase the compression ratio from 7.5:1 to 8.5:1. A new DS19 now came with a promised 83 hp of power. The ID19 was also more traditional mechanically: it had no power steering and had conventional transmission and clutch instead of the DS's hydraulically controlled set-up. Initially the basic ID19 was sold on the French market with a price saving of more than 25% against the DS, although the differential was reduced at the end of 1961 when the manufacturer quietly withdrew the entry level ID19 "Normale" from sale. A station wagon variant, the ID Break, was introduced in 1958.
D SPECIAL AND D SUPER (1970–75)
The ID was replaced by the D Spécial and D Super in 1970, but these retained the lower specification position in the range. The D Super was available with the DS21 2175ccm engine and a 5 speed gearbox, and named the D Super 5.
SERIE 2 - NOSE REDESIGN IN 1962
In September 1962, the DS was restyled with a more aerodynamically efficient nose, better ventilation and other improvements. It retained the open two headlamp appearance, but was available with an optional set of driving lights mounted on the front fenders. All models in the range changed nose design at the same time, including the ID and station wagon models.
Series 3 - Nose redesign in 1967 with Directional headlights
In late 1967, for the 1968 model year, the DS and ID was again restyled, by Robert Opron, who also styled the 1970 SM and 1974 CX. This version had a more streamlined headlamp design, giving the car a notably shark-like appearance. This design had four headlights under a smooth glass canopy, and the inner set swivelled with the steering wheel. This allowed the driver to see "around" turns, especially valuable on twisting roads driven at high speed at night.
Behind each glass cover lens, the inboard high-beam headlamp swivels by up to 80° as the driver steers, throwing the beam along the driver's intended path rather than uselessly across the curved road. The outboard low-beam headlamps are self-leveling in response to pitching caused by acceleration and braking.
However, this feature was not allowed in the US at the time (see World Forum for Harmonization of Vehicle Regulations), so a version with four exposed headlights that did not swivel was made for the US market.
This 'turning headlight' feature was new to the market - it had only been seen before on the very rare three headlight 1935 Tatra 77A. The Tucker, which never was mass-produced, had a central headlight that turned with the steering. 45 years later, it is now a commonly available feature, even in the United States.
NEW GREEN HYDRAULIC FLUID
The original hydropneumatic system used a vegetable oil liquide hydraulique végétal (LHV), similar to that used in other cars at the time, but later switched to a synthetic fluid liquide hydraulique synthétique (LHS). Both of these had the disadvantage that they are hygroscopic, as is the case with most brake fluids. Disuse allows water to enter the hydraulic components causing deterioration and expensive maintenance work. The difficulty with hygroscopic hydraulic fluid was exacerbated in the DS/ID due to the extreme rise and fall in the fluid level in the reservoir, which went from nearly full to nearly empty when the suspension extended to maximum height and the six accumulators in the system filled with fluid. With every "inhalation" of fresh moisture- (and dust-) laden air, the fluid absorbed more water.
For the 1967 model year, Citroën introduced a new mineral oil-based fluid LHM (Liquide Hydraulique Minéral). This fluid was much less harsh on the system. LHM remained in use within Citroën until the Xantia was discontinued in 2001.
LHM required completely different materials for the seals. Using either fluid in the incorrect system would completely destroy the hydraulic seals very quickly. To help avoid this problem, Citroën added a bright green dye to the LHM fluid and also painted all hydraulic elements bright green. The former LHS parts were painted black.
All models, including the station wagon and ID, were upgraded at the same time. The hydraulic fluid changed to the technically superior LHM in all markets except the US and Canada, where the change did not take place until January 1969, due to local regulations.
INTERNATIONAL SALES AND PRODUCTION
The DS was primarily manufactured at the Quai André-Citroën in the Javel neighborhood of Paris, with other manufacturing facilities in the United Kingdom, South Africa, the former Yugoslavia (mostly Break Ambulances), and Australia.
Australia constructed their own D variant in the 1960s at Heidelberg, Victoria, identified as the ID 19 "Parisienne." Australian market cars were fitted with options as standard equipment such as the "DSpecial DeLuxe" that were not available on domestic European models.
Until 1965, cars were assembled at the manufacturer's Slough premises, to the west of London, using a combination of French made knock down kits and locally sourced components, some of them machined on site. A French electrical system superseded the British one on the Slough cars in 1962, giving rise to a switch to "continental style" negative earthing. After 1965 cars for the British market were imported fully assembled from the company's French plant. The British-built cars are distinguished by their leather seats, wooden (early ID19 models) one piece plastic (early DS19 models) dashboards, chromed number plate mount let into the front bumper, and (on pre-1962 cars) Lucas-made electrics. These were all right hand drive cars.
The DS was built and sold in South Africa from 1959 to 1975.
The DS was sold in Japan, but the models were built in France and left hand drive.
DS IN NORTH AMERICA
The DS was sold in North America from 1956 to 1972. Despite its popularity in Europe, it didn't sell well in the United States, and little better in Canada. While promoted as a luxury car, it did not have the basic features that American buyers expected to find on such a vehicle, such as an automatic transmission, air conditioning, power windows, or a powerful engine. The DS was designed specifically to address the French market, with punitive tax horsepower taxation of large engines, as well as very poor roads – it's no great mystery that it was a fish out of water when those constraints were removed.
Jay Leno described the sporadic supply of spare parts as a problem for 1970s era customers, based on his early experiences working at a Citroën dealer in Boston.
The DS was expensive, with a 115 hp (86 kW) vehicle costing $4,170 in 1969, when the price was $4,500 for a 360 hp (268 kW) Buick Electra 225 4 door sedan. For all years, 38,000 units were sold.
US regulations at the time also banned one of the car's more advanced features: its composite headlamps with aerodynamic covered lenses. Based on legislation that dated from 1940, all automobiles sold in the U.S. were required to have round, sealed beam headlamps that produced a meager 75,000 candlepower. The powerful quartz iodine swiveling headlamps designed for the 1968 model DS represented so many performance improvements at once that they were far beyond what the regulations could allow.[50] Even the aerodynamic headlight covers were illegal – as seen on the 1968 Jaguar E-Type. It took the lobbying muscle of Ford to point out that the government was requiring two contradictory things – safety, by ensuring that all headlights were best-of-breed circa 1940, and fuel economy through the CAFE standard – by definition, cars with poor aerodynamics are sacrificing fuel economy. Composite bulb lamps and aerodynamic covered headlights were not permitted until 1983.
The European lamps were legal in Canada, including the directional headlamps.
The hydraulic fluid change in 1967 was another brain teaser for U.S. automotive regulators at the Department of Transportation. NHTSA follows the precautionary principle, also used by the Food and Drug Administration, where new innovations are prohibited until their developers can prove them to the regulators; this stifles the experimentation that automakers need to advance their products. NHTSA had already approved a brake fluid they considered safe – DOT 3 brake fluid, which is red and hygroscopic to promote internal rust. This completely different fluid, used in aircraft applications – the technically superior green LHM (Liquide Hydraulique Mineral) – took NHTSA two years to analyze for automotive use. Approval finally came in January 1969, so half the U.S. cars of the 1969 model year use red fluid and half use green fluid.
DESIGN VARIATIONS
PALLAS
In 1965 a luxury upgrade, the DS Pallas (after Greek goddess Pallas), was introduced. This included comfort features such as better noise insulation, a more luxurious (and optional leather) upholstery and external trim embellishments. From 1966 the Pallas model received a driver's seat with height adjustment.
STATION WAGON, FAMILIALE AND AMBULANCE
A station wagon version was introduced in 1958. It was known by various names in different markets (Break in France, Safari and Estate in the UK, Wagon in the US, and Citroën Australia used the terms Safari and Station-Wagon). It had a steel roof to support the standard roof rack. 'Familiales' had a rear seat mounted further back in the cabin, with three folding seats between the front and rear squabs. The standard Break had two side-facing seats in the main load area at the back.
The Ambulance configuration was similar to that of the Break, but with a 60/30 split in the rear folding seat to accommodate a stretcher. A 'Commerciale' version was also available for a time.
The Safari saw use as a camera car, notably by the BBC. The hydropneumatic suspension produces an unusually steady platform for filming while driving.
CONVERTIBLE
Rarest and most collectable of all DS variants, a convertible was offered from 1958 until 1973. The Cabriolet d'Usine (factory convertible) were built by French carrossier Henri Chapron, for the Citroën dealer network. It was an expensive car, so only 1,365 were sold. These DS convertibles used a special frame which was reinforced on the sidemembers and rear suspension swingarm bearing box, similar to, but not identical to the Break (Station Wagon) frame.
CHAPRON VARIATIONS
In addition, Chapron also produced a few coupés, non-works convertibles and special sedans (including the "Prestige", same wheelbase but with a central divider, and the "Lorraine" notchback).
BOSSAERT COUPE
Between 1959 and 1964, Hector Bossaert produced a coupé on a DS chassis shortened by 470 mm. While the front end remained unchanged, the rear end featured notchback styling.
THE REACTOR
In 1965, noted American auto customizer Gene Winfield created The Reactor, a Citroën DS chassis, with a turbocharged 180 hp (130 kW) flat-six engine from the Corvair driving the front wheels. Since the DS already had the engine behind the front wheels, the longer engine meant only one row of seats. This was draped in a streamlined, low slung, aluminum body.
The Reactor was seen in American Television programs of the era, such as Star Trek: The Original Series episode 2.25 ("Bread and Circuses)," Batman episodes 110 ("Funny Feline Felonies") and 111 (driven by Catwoman Eartha Kitt), and Bewitched, which devoted its episode 3.19 ("Super Car") to The Reactor.
MICHELIN PLR
The Michelin PLR is a mobile tire evaluation machine, based on the DS Break, built in 1972, later used for promotion.
Technical details
SUSPENSION
In a hydropneumatic suspension system, each wheel is connected, not to a spring, but to a hydraulic suspension unit consisting of a hydraulic accumulator sphere of about 12 cm in diameter containing pressurised nitrogen, a cylinder containing hydraulic fluid screwed to the suspension sphere, a piston inside the cylinder connected by levers to the suspension itself, and a damper valve between the piston and the sphere. A membrane in the sphere prevented the nitrogen from escaping. The motion of the wheels translated to a motion of the piston, which acted on the oil in the nitrogen cushion and provided the spring effect. The damper valve took place of the shock absorber in conventional suspensions. The hydraulic cylinder was fed with hydraulic fluid from the main pressure reservoir via a height corrector, a valve controlled by the mid-position of the anti-roll bar connected to the axle. If the suspension was too low, the height corrector introduced high-pressure fluid; if it was too high, it released fluid back to the fluid reservoir. In this manner, a constant ride height was maintained. A control in the cabin allowed the driver to select one of five heights: normal riding height, two slightly higher riding heights for poor terrain, and two extreme positions for changing wheels. (The correct term, oleopneumatic (oil-air), has never gained widespread use. Hydropneumatic (water-air) continues to be preferred overwhelmingly.)
The DS did not have a jack for lifting the car off the ground. Instead, the hydraulic system enabled wheel changes with the aid of a simple adjustable stand. To change a flat tyre, one would adjust the suspension to its topmost setting, insert the stand into a special peg near the flat tyre, then readjust the suspension to its lowermost setting. The flat tyre would then retract upwards and hover above ground, ready to be changed. This system, used on the SM also, was superseded on the CX by a screw jack that, after the suspension was raised to the high position, lifted the tire clear of the ground. The DS system, while impressive to use, sometimes dropped the car quite suddenly, especially if the stand was not placed precisely or the ground was soft or unlevel.
SOURCE AND RESERVE OF PRESSURE
The central part of the hydraulic system was the high pressure pump, which maintained a pressure of between 130 and 150 bar in two accumulators. These accumulators were very similar in construction to the suspension spheres. One was dedicated to the front brakes, and the other ran the other hydraulic systems. (On the simpler ID models, the front brakes operated from the main accumulator.) Thus in case of a hydraulic failure, the first indication would be that the steering became heavy, followed by the gearbox not working; only later would the brakes fail.
Two different hydraulic pumps were used. The DS used a seven-cylinder axial piston pump driven off two belts and delivering 175 bar (2,540 psi) of pressure. The ID19, with its simpler hydraulic system, had a single-cylinder pump driven by an eccentric on the camshaft.
GEARBOX AND CLUTCH
HYDRAULIQUE OR CITROMATIC
The DS was initially offered only with the "hydraulique" four-speed semi-automatic (bvh—"boîte de vitesses hydraulique") gearbox.
This was a four-speed gearbox and clutch, operated by a hydraulic controller. To change gears, the driver flicked a lever behind the steering wheel to the next position and eased-up on the accelerator pedal. The hydraulic controller disengaged the clutch, engaged the nominated gear, and re-engaged the clutch. The speed of engagement of the clutch was controlled by a centrifugal regulator sensing engine rpm and driven off the camshaft by a belt, the position of the butterfly valve in the carburettor (i.e., the position of the accelerator), and the brake circuit. When the brake was pressed, the engine idle speed dropped to an rpm below the clutch engagement speed, thus preventing friction while stopped in gear at traffic lights. When the brake was released, the idle speed increased to the clutch dragging speed. The car would then creep forward much like automatic transmission cars. This drop in idle throttle position also caused the car to have more engine drag when the brakes were applied even before the car slowed to the idle speed in gear, preventing the engine from pulling against the brakes. In the event of loss of hydraulic pressure (following loss of system fluid), the clutch would disengage, to prevent driving, while brake pressure reserves would allow safe braking to standstill.
MANUAL - FOUR SPEED AND FIVE-SPEED
The later and simpler ID19 had the same gearbox and clutch, manually operated. This configuration was offered as a cheaper option for the DS in 1963. The mechanical aspects of the gearbox and clutch were completely conventional and the same elements were used in the ID 19. In September 1970, Citroën introduced a five-speed manual gearbox, in addition to the original four-speed unit.
FULLY AUTOMATIC
In September 1971 Citroën introduced a 3-speed fully automatic Borg-Warner 35 transmission gearbox, on the DS 21 and later DS 23 models. It is ironic that the fully automatic transmission DS was never sold in the US market, where this type of transmission had gained market share so quickly that it became the majority of the market by this time. Many automatic DSs, fuel-injected DS 23 sedans with air conditioning, were sold in Australia.
ENGINES
The DS was originally designed around an air-cooled flat-six based on the design of the 2-cylinder engine of the 2CV, similar to the motor in the Porsche 911. Technical and monetary problems forced this idea to be scrapped.
Thus, for such a modern car, the engine of the original DS 19 was also old-fashioned. It was derived from the engine of the 11CV Traction Avant (models 11B and 11C). It was an OHV four-cylinder engine with three main bearings and wet liners, and a bore of 78 mm and a stroke of 100 mm, giving a volumetric displacement of 1911 cc. The cylinder head had been reworked; the 11C had a reverse-flow cast iron cylinder head and generated 60 hp (45 kW) at 3800 rpm; by contrast, the DS 19 had an aluminium cross-flow head with hemispherical combustion chambers and generated 75 hp (56 kW) at 4500 rpm.
Like the Traction Avant, the DS had the gearbox mounted in front of the engine, with the differential in between. Thus some consider the DS to be a mid engine front-wheel drive car.
The DS and ID powerplants evolved throughout its 20-year production life. The car was underpowered and faced constant mechanical changes to boost the performance of the four-cylinder engine. The initial 1911 cc three main bearing engine (carried forward from the Traction Avant) of the DS 19 was replaced in 1965 with the 1985 cc five-bearing wet-cylinder motor, becoming the DS 19a (called DS 20 from September 1969).
The DS 21 was also introduced for model year 1965. This was a 2175 cc, five main bearing engine; power was 109 hp This engine received a substantial increase in power with the introduction of Bosch electronic fuel injection for 1970, making the DS one of the first mass-market cars to use electronic fuel injection. Power of the carbureted version also increased slightly at the same time, owing to the employment of larger inlet valves.
Lastly, 1973 saw the introduction of the 2347 cc engine of the DS 23 in both carbureted and fuel-injected forms. The DS 23 with electronic fuel injection was the most powerful production model, producing 141 hp (105 kW).
IDs and their variants went through a similar evolution, generally lagging the DS by about one year. ID saloon models never received the DS 23 engine or fuel injection, although the Break/Familiale versions received the carburetted version of the DS 23 engine when it was introduced, supplemented the DS20 Break/Familiale.
The top of the range ID model, The DSuper5 (DP) gained the DS21 engine (the only model that this engine was retained in) for the 1973 model year and it was mated to a five-speed gearbox. This should not be confused with the 1985 cc DSuper fitted with an optional "low ratio" five-speed gearbox, or with the previous DS21M (DJ) five-speed.
IN POPULAR CULTURE
President Charles de Gaulle survived an assassination attempt at Le Petit-Clamart near Paris on August 22, 1962, planned by Algerian War veteran Jean-Marie Bastien-Thiry. The plan was to ambush the motorcade with machine guns, disable the vehicles, and then close in for the kill. De Gaulle praised the unusual abilities of his unarmoured DS with saving his life – the car was peppered with bullets, and the shots had punctured the tyres, but the car could still escape at full speed. This event was accurately recreated in the 1973 film The Day of the Jackal.
Beyond de Gaulle and the French aristocracy, the roomy DS also appealed to French taxi drivers.
Outside France, the car drew an eclectic customer mix, such as Cosmonaut Yuri Gagarin, Pope John XXIII, painter Marc Chagall, and actors Ken Berry, Jeff Bridges, and Rosamund Pike.
The DS appeared in several episodes of contemporary television series Mission: Impossible, including substantial appearances in 'The Slave' (ep. 2.06) and 'Robot' (ep. 4.09).
An ode to Jane Child's DS21 appears on her 1989 self-titled album.
In 1989, the film Back to the Future Part II featured a modified Citroen DS as a flying taxicab, when the main characters travel 30 years into the future (2015). Scarface (1983 film) with Al Pacino and the 2009 television series The Mentalist both feature the DS in key roles. According to Internet Movie Cars Database, the DS/ID has made over 2,000 film and television appearances so far.
Two films focus on the DS, including The Goddess of 1967 about a Japanese man purchasing a DS (goddess or déesse in French) in Australia, and 1995's Icelandic-Japanese road movie Cold Fever.
LEGACY
Citroën DS values have been rising – a 1973 DS 23 Injection Electronique "Decapotable" (Chapron Convertible) sold for EUR €176,250 (USD $209,738) at Christie's Rétromobile in February 2006. and a similar car sold by Bonhams in February 2009 brought EUR €343,497 (USD $440,436). On 18 September 2009 a 1966 DS21 Decapotable Usine was sold by Bonhams for a hammer price of UK£131,300. Bonhams sold another DS21 Decapotable (1973) on 23 January 2010 for EUR €189,000.
The DS's beloved place in French society was demonstrated in Paris on 9 October 2005 with a celebration of the 50th anniversary of its launch. 1,600 DS cars drove in procession past the Arc de Triomphe.
From 2005 to 2008, a young Frenchman named Manuel Boileau travelled around the world in a 1971 DS ambulance. It was an 80,000 kilometer journey across 38 countries called Lunaya World Tour. While traveling through Laos, he located the forlorn 1974 DS Prestige belonging to Sisavang Vatthana, the last King of the Kingdom of Laos, which is now preserved and restored by specialists in Bangkok.
In 2009, Groupe PSA created a new brand - DS Automobiles, intended as high quality, high specification variations on existing models, with differing mechanics and bodywork. This brand ranges across four models, the DS3, DS4, DS5, and the China-only SUV DS 6. The DS3, launched in March 2010, is based on Citroen's new C3, but is more customisable and unique, bearing some resemblance to the original DS, with its "Shark Fin" side pillar. These have created their own niches, with the DS4 being a mix of a crossover and a coupe and the DS5 mixing a coupe and an estate. Many feature hybrid-diesel engines to maximise efficiency.
WIKIPEDIA
The PF Tribute.
An electronic 8 speed sequential gearbox
Ride height adjustment
V10 fake engine
Fully motorized, single button, convertible roof.
More information can be found on jeroenottens.com
And a video of the amazing roof mechanism can be found here: youtu.be/oy2zIEsv410
Discription
- A reproduction of the German Messerschmitt Bf 109
- It consists of 297 individual parts
- Aerodynamic and true to shape
- Lower the landing gear
- Many small details make them authentic
- Dimension of the BF 109 (W / H / T): 30.4 / 10.1 / 27.8 cm
- Optional with stand for optimal alignment
- The stand consists of 96 parts
- It is a three-jointed foot with height adjustment
- Dimension of the foot (W / H / D): 12.7 / 10.8 / 13.3 cm
When buying, including custom sticker
You will get the instructions on CD
For the complete series show here - STORE CB WW2 Warplane
Thanks for visiting!
"The Natimuk Pavilion Classroom was constructed by the Victorian Public Works Department in 1914 as an open air classroom for school children at Natimuk Primary School. It consisted of a rectangular timber structure 20’ x 30’ with a gabled roof.
The room was intended to accommodate 48 children in dual seater desks. Three sides of the classroom are boarded with weatherboards to the height of three feet; above that height, adjustable canvas shutters were fitted right to the roofline. The back wall, on which the blackboard was mounted, was boarded from floor to ceiling. The room was built on sleeper plates for easy removal.
44 of these classrooms were constructed for Victorian schools between 1911 and 1914, but after World War I, the Education Department discontinued their construction. They were unpopular with teachers in winter weather. However they were used for additional accommodation in schools for many years.
Natimuk Primary School moved from Main Street to a site in Jory Street in 1961. The pavilion classroom was relocated by the Education Department to the Australian House Museum at Deakin University in 1988, because it was under threat. The building was returned to Natimuk in 2002 and is now located in the grounds of the present Natimuk Primary School in Jory Street.
Open air classrooms were designed to provide a healthy environment for delicate children, and resulted from the hygiene movement in education at the beginning of the 20th century. It was hoped that improvements in lighting and ventilation aimed at improving the child’s physical conditions would lead to better educational and health outcomes. The open air classroom reflected the preoccupation with the benefits of light and fresh air for the health and education of young children.
Medical opinion of the time favoured fresh air and a bracing environment for all, derived from the ideas behind the open air sanatoriums used for the treatment of tuberculosis patients. The spread of tuberculosis, known as the 'white plague’ was a constant concern, it was responsible for one death in nine in Victoria in 1902, and in 1904 was declared a notifiable disease.
This classroom is architecturally significant, as the only surviving, relatively intact and rare example of an open air classroom."
Source: wimmera-w-b-w.blogspot.com.au/2012_09_01_archive.html
Quite a diverse mix of cars I drove this week. So first up is this Panda 100. Those who follow Shed of The Week on Pistonheads might recognise this one from a couple of months back as it was the featured 'shed' one Friday back in June. My car-minded work colleague spotted what was essentially an amazing bargain and immediately called the dealer to buy it (taking his fleet up to 10 in the process - good man!). A few weeks and a bit of fettling later and he offered me a drive.
And what great fun it was too! The owner's advice was to think of the gear you'd expect to be in and then lower it by two... cue lots of me going to change gear at around 5k rpm only to be blocked by the owner telling me to get it into the redine!
In fairness, peak power is at the top end of the rev range and it responded well to being driven hard. The ride was a bit bouncy and the seat height adjuster got in the way of the handbrake, but overall a very responsive and engaging car that was a lot of fun. Slower than my Cooper S, but in many respects a more raw driving experience. Not bad at all for £950. And it'll sit nicely with his original Panda 4x4 and '92 Uno...
The keen-eyed amongst you might notice the twin exhaust on this - a mod made since purchase, basically it's an Abarth 595 exhaust and is surpisingly quieter than the original system!
www.pistonheads.com/regulars/ph-features-sheds/shed-of-th...
INSTRUCTIONS AVAILABLE
Launched April 20th, 2022.
The Ferrari 296 GTS, the evolution of Ferrari’s mid-rear-engined two-seater berlinetta spider concept, is powered by the new 120° V6 engine coupled with a plug-in (PHEV) electric motor that debuted on the 296 GTB.
Power lives and breathes at the rear of the car, with the combined V6 turbo and electric output delivering 830cv to the rear wheels, sending the car from 0 -100 km/h in 2.9s, reaching 200 km/h in 7.6s and onwards to a top speed of 330 km/h. And in pure electric mode the car can reach 135 km/h before the V6 kicks in.
Lighter than a conventional soft top, and extremely compact, Ferrari’s extensive experience with RHTs means they can sculpt surfaces that work in tandem with the car’s lines, guaranteeing the effect of a truly convertible coupé. The folding roof splits into two sections that fold flush over the front of the engine. This has allowed the designers to introduce a window in the rear section of the engine cover through which the new V6 is clearly visible. When the top is retracted, the cabin and the rear deck are separated by a height-adjustable glass rear screen which guarantees cabin comfort, even at exhilarating speeds.
The RHT can be deployed in just 14 seconds at speeds of up to 45 km/h, but even with the roof up, Ferrari’s patented exhaust resonator system (otherwise known as the Hot Tube and positioned just before the exhaust system) channels the engine’s pure sound directly up into the cabin. With the roof down the harmonics from the single tailpipe exhaust are even more dramatic.
Every Prancing Horse is rooted in 75 years of racing innovation, and there are elements throughout the 296 GTS. The Assetto Fiorano package exploits the car's extreme power and performance thanks to significant weight reduction and aero content, while the special livery is inspired 1963 250 LM, a perfect marriage of simplicity and functionality.
Bentley Eight (1984-92) Engine 6750cc V8 OHV Production 1734
Registration Number B 5 WAG (Hull)
BENTLEY SET
www.flickr.com/photos/45676495@N05/sets/72157623759855498...
The Bentley Eight was the entry level Bentley, costing some £ 10,000 less than the Mulsanne. Distinguished by its chrome mesh grille and discreet front spoiler.
The Eight was introduced with cloth upholstery, steel wheels, and a mesh grille that was simpler than the slatted grille of the Mulsanne. Fuel injection and anti-lock brakes were added in 1986, leather upholstery and power memory seats were added in 1987, and automatic ride height adjustment was added in 1990. Catalytic converters became optional in 1990. The three-speed automatic transmission was replaced by a four-speed transmission in August 1992.
Thankyou for a massive 58,818,501 views
Diolch am 58,818,501 gwych, golygfeydd, mwy na phoblogaeth y Lloegr honno yn y Gorllewin
Shot 21.05.2017 at Chiltern Hills Classic Sar Show, Weedon Hill, Aylesbury REF 126-053