View allAll Photos Tagged injectables
Unique ID: Diab023..Caption: White female Community Diabetes Nurse Specialist showing a white female person with diabetes how to use a pen for injecting..Restrictions: NHS Photo Library – for use in NHS, local authority social care services and Department of Health material only..Copyright: ©Crown Copyright
Unique ID: Diab014..Caption: White female Community Diabetes Nurse Specialist showing a white female person with diabetes how to use a pen for injecting and explaining how people with diabetes use insulin to control sugar levels..Restrictions: NHS Photo Library – for use in NHS, local authority social care services and Department of Health material only..Copyright: ©Crown Copyright
Visible in this image are two accelerators. One at the floor, and another at the ceiling. The lower accelerator is the Main Injector, which accelerates protons and antiprotons to about 70% the speed of light before directing them around Fermilab to whichever experiment needs them. Above, is the Recycler. The Recycler, as the name implies, collects leftover antiprotons and stores them.
PictionID:53766368 - Catalog:14_031602 - Title:GD/Astronautics Details: Site-1; Missile 9D-Injector Plate Date: 08/20/1959 - Filename:14_031602.TIF - Images from the Convair/General Dynamics Astronautics Atlas Negative Collection. The processing, cataloging and digitization of these images has been made possible by a generous National Historical Publications and Records grant from the National Archives and Records Administration---Please Tag these images so that the information can be permanently stored with the digital file.---Repository: San Diego Air and Space Museum
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Injected Boss 429 engine for motivation. At the Inaugural Gear Jam nostalgia drags and car show, Atlanta Dragway, Commerce, GA, on September 28, 2013.
Bonhams , les grandes marques du monde au Grand Palais 2019
Châssis N° 30837S111365
Moteur N° 3111365 F0305RF
•V8 culbuté à soupapes en tête, 327 cid (5 358 cm3)
•Injection mécanique Rochester
•arbre à cames à culbuteurs
•Rare et recherché modèle « Fuelie »
•360 ch à 6 000 tr/min
•Transmission manuelle à 4 rapports
•Suspension indépendante à ressorts hélicoïdaux
•Suspension arrière indépendante à ressort à lames transversal
•Freins à tambour aux quatre roues
Le directeur du style GM, Bill Mitchell, avait engagé Peter Brock et Larry Shinoda pour l'habiller d'une carrosserie Sting Ray spécifique et immédiatement reconnaissable. Avec une ceinture de caisse profondément marquée sous les ailes joliment courbées, elle avait des phares escamotables actionnés électriquement qui préservait ses qualités aérodynamiques.
doté du moteur à culbuteurs L84 327/360 ch, de la transmission manuelle à 4 rapports M20, des roues en alliage à blocage central, d'une radio AM à chercheur de fréquence et du différentiel Posi-Traction 3,73:1.
Le bloc moteur est estampillé des numéros de châssis et de moteur conformes à la configuration du 327/360 ch à injection mécanique Rochester alimentée en air par un collecteur d'admission Winters « snowflake » (un flocon est gravé dans la fonte).
Malgré un surcoût de 430,40 $, les clients de Corvette 1963 achetèrent 2 610 L84, soit 12,1% de la production totale de la Corvette 1963, en principe équipée de la transmission manuelle à 4 rapports facturée, elle, 180,30 $.
This was when it really really set in. I've slept maybe 3 hours out of the last 24, and am dead tired. When I go to sleep, I will be woken up at 7AM and carted directly into a 6-hour surgery. That's scary as fuck. I might wake up once for 30 minutes, and never wake again. I took a dramatic 10 minute video talking about everything, during which I had to hold back tears. Hell, I have to hold back tears just writing about it now. My voice is cringey because I didn't hit a major speech therapy breakthrough until 2 months after the surgery, but I'm with my soul mate, and could die happy today.
Scared as f*ck, though. The video I took can be found at: www.youtube.com/watch?v=qrI95m9yfoc
Carolyn, Claire.
cuddling, laying.
FFS.
practice, 2Pass Clinic, business, Antwerp, Belgium.
September 3, 2018.
... Read my blog at clintjcl at wordpress dot com
... Read Carolyn's blog at CarolynCASL at wordpress dot com
Claire got her Facial Feminization Surgery with Dr. Bart Van De Ven at the 2Pass Clinic in Antwerp, Belgium on September 4th, 2018.
***************** FOR THE FULL LOG OF CLAIRE'S FFS RECOVERY, VISIT HER PAGE AT www.facebook.com/cleo.jane.sawyer/posts/459732837767406 *****************
He had a lot of before and after pictures for Claire to look at, and a 6-day stay in their clinic to include food and board was included in the price. It was a really nice facility, and Carolyn was glad that Claire had chosen 2Pass over PriyaMed in India, after seeing CT scans confirming friends had paid for procedures that were never even done (PriyaMed suuuuucks!). Dr. Bart and the entire 2Pass staff, including the resident who lived at the clinic and took care of all the patients, Petra, were very nice and friendly. We absolutely have complaints about the experience -- the implants that made my mouth look worse for months, only to threaten my life, creating two more additional surgeries for me to undergo and recover from. The nerve damage on my chin, which I think could have been avoided if Dr. Bart didn't insist that CT scans are unnecessary while any upscale FFS place does CT scans. The complication under my eye which literally exploded out of my face, but only 14 months later. Letting me leave without my chin strap. Sending me home when I wasn't really fit to fly yet. Having a big wooden table with an irregular shape that people trip over, which is very easy when your eyes are sewn shut. Not shaving as much off my forehead quite as I'd hoped (but still an amazing forehead job!). Not doing as much jaw work as I'd hoped (and that nerve damage). Not including a neck lift in my package when it absolutely should have been (it's so saggy now & it has been indicated as something I should do by another FFS surgeon). The surgery was good -- I've had people tell me in private that my FFS is the best FFS they've ever seen (wow) -- but it wasn't A+ for us. It was more like a A- or B+ for results, B+ for price, C for choosing the right procedures to perform on me, and a C- for complications endured. We felt like there was a lot of room for improvement in our experience as well. Like they don't say what time of day to arrive, and only let you check into your room a few hours before your appointment. So we ended up being several hours late because of this -- they could simply let people in 6-8 hrs before their appointment, then we would have been able to aim earlier and not be late. But at the same time...no regrets. This surgery was the best thing to ever happen to me. I'm very happy with what 2Pass did for me. I just wish things had gone better.
***************** FOR THE FULL LOG OF CLAIRE'S FFS RECOVERY, VISIT HER PAGE AT www.facebook.com/cleo.jane.sawyer/posts/459732837767406 *****************
Claire's Transition Progress at this point: 13 months on estrogen HRT (since 8/2017) [injectable since 1/2018: 48 injections in 8mos], 5mos on progesterone (since 4/2018). !!!!!!!!! Facial Feminization Surgery **TOMORROW**(!!)--Going to 2Pass Clinic in Antwerp, Belgium, on 9/4/2018, to spend ~$28K having 6.5hrs of surgery performed by Dr. Bart Van De Ven) !!!!!!!!!!!!! DHEA (10mg/4d) to raise testosterone a bit (since 4/2018--5mos). 10X/d Biotin for fingernails (since 1/17--8mos). Full-time female since 9/2017 (1 year). Publicly out as trans since 10/11/2017 (10.5mos). Legally female since 12/21 (8mos). 7mos of voice training (since 2/2017)--16 speech therapy sessions (2 GWU semesters + 4-clinician session at UDC). Hair removal: 56 electrolysis sessions [since 4/2017] totaling 37.5 hours; 38 laser hair removal sessions [since 9/2016] (55 area treatments: 17/16/14/13 mouth/goatee/face/neck, 9 armpits, 7 legs/chest/ears/Brazilian); and bi-weekly at-home IPL on arms since 6/17 (over a year). Weight down to 145lbs (52 down from 197, but 10 up from 135). Same-weight waist measurement has dropped from 32" (12/2017) to 31" (6/2018) [now 35-31-35]. Boobs (Tanner IV) filling a 34A bra, but unsure of real cup size. Have seen endo/primary therapist 7X [bloodwork 6X], and 4 other therapists 13X--Currently on anticonvulsant mood stabilizer Lamictal (4.5mos since 4/15; 200mg/day). Latisse for eyelash lengthening since 4/17 (1yr,5mos). 2 dental implants, Zoom teeth whitening, pierced ears, star brand on ass (7/14/2018), hair dyed with a bit of purple in front. No haircuts since 1/2015--3.7yrs. Useless Sephora makeup class attended. Minor body contouring procedures purchased on groupon (8 laser lipo + 4 ultrasonic liposculpture + 3 non-invasive buttlift sessions + permanent lip coloring), to be done after FFS. Wardrobe replacement up to 1,140+ items. Total transition expenditures at this point are now over $53,000.
This is an actual piece of an F-1 engine, flown on Apollo 11, and recovered from the Atlantic Ocean in 2013. Like much of the Apollo missions, how they managed to get this piece is beyond me...
This piece of hardware is the single most important element of those lunar landing missions: if it hadn’t been perfected, we could not have gone to the Moon—at least by President Kennedy’s timetable.
For the technically-minded, the larger the rocket engine, the more the combustion of liquid oxygen and fuel becomes less uniform. In the massive F-1 engine required to lift the Saturn V, this problem, known as combustion instability, is fatal to the engine. Quite a few blew up between 1959 and 1966, before the engineers at Rocketdyne fixed the problem with this version of the injector plate. It sat on the top of a barrel where the oxidizer and fuel were pumped in at very high pressure and flow rate though the little holes in the plate, then burned in the barrel, known as the combustion chamber. Initially, the plate didn’t have the baffles on them, just the holes. That made for a somewhat more powerful engine—that always blew up! By adding the baffles the design stopped blowing up, even when they put small explosive charges into the engine to try to force instability to occur.
The plate here was the result of seven years’ hard work to create an engine that would self-dampen combustion instability. Without it, no Saturn V could have successfully flown.
Small girl inject the Teddy Bear by doctor toy set on the bed in bedroom, Kid, occupation, future, job and health care concept
"...An injector plate like this one was part of the SM [Service Module] engine. The fuel injector is designed to distribute the liquid fuels into the engine's compustion chamber at the right mixture ratio, pressure, and spray pattern to initiate and sustain combustion to provide thrust."
(These museum displays are not only behind plexiglass to make strange reflections in my shots, but the lighting was funky, to say the least. :) I got some great practice editing as much of that out as I could.)
Fuel Injector Flower
By Nicholaos Demas
The nozzle of the fuel injector in a car sprays gasoline through tiny holes, designed to make as fine a mist as possible so that the fuel burns better. Researchers at Argonne, attempting to make the engine even more efficient, reduced the size of the holes to less than the size of a single human hair. This is a nozzle with eight holes—polished from the tip down to reveal a flower-like pattern—seen under a microscope. The yellow area is the iron nozzle, the black areas are epoxy used to hold the nozzle, and the petals are the nickel-phosphorous material used to reduce the size of the holes.
--more details--
The gas pedal in your car is connected to a valve that regulates how much air enters the engine. So the gas pedal is really the air pedal.
When you step on the gas pedal, the throttle valve opens up more, letting in more air. The computer that controls all of the electronic components on your car engine "sees" the throttle valve open and increases the fuel rate in anticipation of more air entering the engine. It is important to increase the fuel rate as soon as the throttle valve opens; otherwise, when the gas pedal is first pressed, there may be a hesitation as some air reaches the cylinders without enough fuel in it. Sensors monitor the mass of air entering the engine, as well as the amount of oxygen in the exhaust. The computer uses this information to fine-tune the fuel delivery so that the air-to-fuel ratio is just right.
A fuel injector is basically an electronically controlled valve. When the injector is supplied with -pressurized fuel it opens, allowing the pressurized fuel to squirt out through a nozzle. The nozzle of the fuel injector is designed to atomize the fuel to make as fine a mist as possible so that it can burn easily. There are different nozzle designs varying from single-hole to multi-hole and are typically made from a ferrous material. The size of the holes of a nozzle is critical for fuel atomization.
A common method used to make the holes is a process called wire electrical discharge machining during which a thin metal wire removes material from the nozzle.
After this process, we subjected the nozzle to an electroless Nickel plating process in order to reduce the size of the holes made by wire electrical discharge machining. Due to the size of the holes (less than 100 micrometers), in order to examine the plated layer’s uniformity and adhesion a microscope is necessary. The nozzle was mounted onto epoxy, mechanically polished and microscope images at various stages during the polishing process are taken. Due to precise vertical orientation and polishing to the specific height corresponding to this image a flower-like pattern was created.
The main area is ferrous, the black areas are epoxy and the petals are the nickel-phosphorus layer of the EN plating process.
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GP500.Org Part # 32002 windshield fits Suzuki: GSX-R 750 1996 – 1999, GSX-R 750T SRAD 1996 – 1997, GSX-R 750W Injected 1998 - 1999
GP500 Motorcycle windshields
Suzuki Motorcycle History
Suzuki is another member of the “Big Four” from Japan. It began manufacturing motorcycles in 1952 and has become well known around the world. Its off-road bikes and roadracers have won world titles, and its street machines range from the cruiser Boulevard series to the legendary GSX-R series of sportbikes. It, along with Honda, is unique in that the company also builds automobiles. .1909
Michio Suzuki founds the Suzuki Loom Company in Hamamatsu, Japan. He builds industrial looms for the thriving Japanese silk industry. 1937
To diversify activities, the company experiments with several interesting small car prototypes, but none go into production because the Japanese government declares civilian automobiles “non-essential commodities” at the onset of WWII. 1951
After the war, Suzuki (like Honda and others) begins making clip-on motors for bicycles. 1953
The Diamond Free is introduced and features double-sprocket wheel mechanism and two-speed transmission. 1955
The Colleda COX debuts, a 125cc bike equipped with a steel frame. It features a 4-stroke OHV single-cylinder engine with three-speed transmission. 1961
East German star Ernst Degner defects to the west while racing for MZ in the Swedish Grand Prix. He takes MZ’s most valuable secret – knowledge of Walter Kaaden’s expansion chamber designs – to Suzuki. 1962
Using MZ’s technology, Suzuki wins the newly created 50cc class in the World Championship. The company will win the class every year until ’67, and win the 125cc class twice in that period, too. 1963
U.S. Suzuki Motor Corp. opens in Los Angeles. 1965
The T20 is released (aka Super 6, X-6, Hustler). This two-stroke, street-going Twin is one of the fastest bikes in its class. The ‘6’ in its name(s) refers to its six-speed gearbox. 1968
The T500 ‘Titan’ is an air-cooled parallel-Twin two-stroke. 1970
Joel Robert wins the 250cc World Motocross Championship for Suzuki. This is the first year of a three-year streak. 1971
The GT750 2-stroke surprises people with its three-cylinder liquid-cooled engine. In North America, it’s nicknamed the Water Buffalo; in the UK they call them Kettles. Although the bike is quite advanced in many ways and inspires a line of smaller air-cooled triples (GT380 and GT550), it’s clear that pollution control legislation will limit the use of two-strokes as street motorcycles. Even while the GT750 was in development, Suzuki had signed a licensing deal with NSU to develop a motorcycle with a Wankel (rotary) engine.
The TM400A motocrosser goes into production, a 396cc bike designed for 500cc motocross races. Roger Decoster wins the 500cc World Championship on the factory version of this bike and will dominate the class, winning five times from 1971-’76.
1972
The Hustler 400, a street version of the TM400, is released. This bike features a double-cradle frame and 2-stroke single-cylinder 396cc engine. 1974
The RE5 is the first Japanese motorcycle with a rotary engine. It cost a fortune to develop and, while not bad, it’s a commercial disaster. After two years, the company abandons the project, and there are rumors the tooling was dumped into the sea so that Suzuki managers would never have to see it again. 1975
The RM125, with an air-cooled 2-stroke single-cylinder 123cc engine, is a production motocrosser 1976
With the GS750, Suzuki finally builds a 4-stroke, four-cylinder road bike. 1978
The GS1000E becomes the flagship model of the GS series – it’s Suzuki’s first literbike. 1979
Wes Cooley wins the AMA Superbike Championship on the new GS. He’ll repeat the feat in ’80 before submitting to Eddie Lawson. 1980
The GSX750E adopts Twin Swirl Combustion Chamber (TSCC) structure and a DOHC engine upgraded to four valves. Also, a new Anti Nose Dive Fork (ANDF) system is adopted for the front suspension.
Somewhere in Japan, Suzuki appoints a Vice President of Acronyms for Suzuki’s Success (V-PASS).
1981
German designer Hans A. Muth, styles the GSX1100S Katana. It boasts an output of 111 hp at 8,500 rpm.
Marco Lucchinelli wins the 500cc World Championship for Suzuki.
1982
Franco Uncini wins the 500cc World Championship. 1983
The RG250 is Suzuki’s first ever race replica. This bike features the AL-BOX, square aluminum frame, 16-inch tire and Anti Nose Dive Forks (ANDF) at the front. 1985
The RG500 “Gamma” features the same square-Four cylinder layout as the as the factory Grand Prix bikes. Other racy features are the square-tube aluminum frame and the removable cassette-type transmission. 1986
Although the rest of the world got the GSX-R750 a year earlier, the most important new motorcycle in a decade finally arrives in the U.S. in 1986. Kevin Cameron, reviewing the machine in Cycle World, rhetorically asks, “Where will we go from here?”
The new GSX-R1100 covers ¼ mile in 10.3 seconds and boasts a top speed of over 160 mph. That’s where we go from here.
1989
Jamie James wins the AMA Superbike Championship of the GSX-R750. 1990
The 779cc DR-BIG has the largest single-cylinder engine in living memory. 1991
The GSX-R750 switches from oil-cooling to water-cooling and gains weight. 1993
Kevin Schwantz wins the 500cc World Championship. “I’d rather not win it this way,” he says, referring to the career-ending injury of his arch-rival Wayne Rainey. 1995
The much-loved 16-valve, 1156cc air/oil-cooled Bandit 1200 appears on the scene. 1996
Suzuki calls the new GSX-R750 the ‘turning-point model’ thanks to its twin-spar frame instead of the older double-cradle frame. The engine is also redesigned and featured 3-piece crankcases, chrome-plated cylinders and a side-mount cam chain as well as Suzuki Ram Air Direct (SRAD) system. 1997
The TL1000S is the first Suzuki sportbike with a V-Twin engine. It will be followed a year later by a racier R version, with a dodgy rotary vane damping system in the rear shock. Suzuki equipped the TL1000R with a steering damper, but it was still prone to headshake and customers approached it with caution, if at all. 1999
Mat Mladin wins the AMA Superbike Championship, beginning a run of unprecedented dominance. Mladin will win five more times, and Suzuki will win 8 of the next 9 titles.
With sport bikes getting more and more sharp edged, the company is one of the first to recognize what might be called the ‘semi-sport’ market, as opposed to the supersport market. The SV650 features an aluminum-alloy truss frame and a liquid-cooled 90° V-Twin DOHC 4-valve engine.
Suzuki calls the Hayabusa the ultimate aerodynamic sportbike. It’s powered by a 1298cc liquid-cooled DOHC in-line 4-cylinder engine that becomes the darling of land-speed racers. The name means “peregrine falcon” in Japanese.
2001
Based on the compact GSX-R750, the GSX-R1000 is powered by a liquid-cooled DOHC 16-valve 4-cylinder 988cc engine, which features narrow-angle valves and downdraft individual throttle-body fuel injection. 2005
Suzuki’s original 4-stroke motocrosser, the RM-Z450, is equipped with a 4-stroke 449cc engine, which features the Suzuki Advanced Sump System (SASS).
Troy Corser gives Suzuki its first and only (so far) World Superbike Championship.
2006
The M109R, Suzuki’s flagship V-Twin cruiser, is powered by a 1783cc V-Twin engine with 112mm bore and 90.5mm stroke. It has the largest reciprocating pistons in any production passenger car or motorcycle. 2008
The B-King is launched, powered by the 1340cc Hayabusa engine, the B-King is Suzuki’s flagship big ‘Naked’ bike. Suzuki says it has the top-ranked power output in the naked category. 2010
Due to economic downturn, Suzuki decides not to import any sportbikes to America for the 2010 model year. It also sites a backlog of 2009 models still on showroom floors as part of the decision.
FBI Stolen motorcycles
gp500.org/FBI_stolen_motorcycles.html
Motorcycles VIN Decoder
St Martin, Nacton, Suffolk
Nacton is one of a number of lovely villages in close proximity to Ipswich. And it really is close to town - I live near the centre of Ipswich and I can cycle out to Nacton church in twenty minutes. The village is scattered in a valley, with two great houses, Broke Hall and Orwell Park.
There are a couple of exciting 1960s modernist buildings as well, although the village does have the unenviable reputation of not having had a pub for a couple of centuries, thanks to the temperance tendencies of not just one but two major landowning families in the parish. Technically, the vast Shepherd and Dog on Felixstowe Road is within the bounds of Nacton parish, but it is not the kind of pub I expect many villagers would make the effort to get to when the smashing Ship Inn at neighbouring Levington is closer and more convivial.
The two great families were the Vernons and the Brokes. St Martin is in the grounds of Orwell Park, and a gateway in the wall shows where the Vernons used to come to divine service, but the Brokes must have arrived by road. Orwell Park today is a private school, and Broke Hall has been divided into flats, but St Martin still retains the memory of the great and the good of both families.
Externally, St Martin gives no indication of the early 20th Century treasures in store within. It only takes the sun to go in, and that rendered tower ends up looking like a grain silo, the colour of cold porridge. This is a pity, because on a sunny day there is something grand and imposing about it, especially with that pretty dormer window halfway along the nave roof. It gives a pleasing Arts and Crafts touch to the austerity of a building which was almost entirely rebuilt between 1906 and 1908 by Charles Hodgson Fowler. They'd actually been two dormers, and Fowler retained that on the south side. They had been installed in the 1870s by a budding medievalist, but there had been an earlier going-over by Diocesan architect Richard Phipson in 1859. Mortlock tells us that Fowler added the aisle, the organ chamber and vestry, the porch and the east window. The roofs and floors were also replaced. The small south transept survived from the earlier restoration, largely because it forms a memorial chapel to the Broke family of Broke Hall. Grand memorials record their miltary deeds, including captaining the Shannon when it captured the Chespeake during the American War of Independence.
The medieval font also survives, and is a good one, although perhaps a bit recut. Around the bowl, angels bearing carved shields alternate with symbols of the four evangelists.The wild men are striking, and the smiling lions are reminiscent of those you often find on Norfolk fonts of this type.
There are two image niches in one of the window embrasures, but otherwise this is almost entirely a Victorian and Edwardian interior, full of Brokes and Vernons. Their greatest legacy to St Martin has been the large range of stained glass which ultimately gives St Martin its character. It is interesting to compare the church to St Peter at Levington, a mile or so off. There, the church is simple and rustic; the difference that the money spent here has made is accentuated by a visit to both. But St Martin has been given a sober gravitas, a self-confidence that falls short of triumphalism.
There are some fragments of medieval glass surviving, including a fine shield of the Instruments of the Passion which may or may not have come from this church originally, But the glass in Fowler's north aisle is the star of the show. At the west end is a finely drawn 1913 Adoration of the Shepherds and Magi by Burlison & Grylls. The shepherds are lifted directly from the late 15th Century Portinari altarpiece by Hugo van der Goes, today in the Uffizi gallery in Florence. The use of images from Northern European old masters was common practice for the workshop. To the east of it is a rather less successful window by By Christopher Powell, and believed to be his only work in Suffolk, depicting the three figures of the Sower, the Good Shepherd and St Martin. It is interesting to compare it with his similar window at Dersingham in Norfolk.
Next along is a memorial to the Pretyman family. Herbert Pretyman died in 1891, and when Fowler's aisle was complete in 1906 his widow installed the central light, a typically predestrian image of St George by Clayton & Bell. However, the two figures that flank it, St Michael as Victory and St Raphaeil (but actually St Gabriel, surely?) as Peace are something else again, tremendous images installed in 1920 to give thanks for the safe return of two Pretyman sons from the horror of the First World War. The angels are wise and triumphant, their feathered wings flamboyant. No one seems to know who they are by (it certainly isn't Clayton & Bell) and it would be interesting to know.
To the east again is a lancet of the Blessed Virgin and child by Kempe under the guiding hand of Walter Tower, and the Kempe/Tower partnership was also responsible for the east window, a not entirely successful collection of workshop cartoons of the crucifixion and Old Testament prophets. Beside it on the south side of the chancel is the earliest modern glass in the church, two post-resurrection scenes by William Wailes. The only other 19th Century window is on the south side of the nave, a chaotic assemblage of heraldic symbols from Broke family marriages, showing arms and crests over the generations. It dates from the 1860s, and is by Clayton & Bell.
When the church reopened in 1908, people were said to be delighted by the Anglo-catholic mood of the time which had been injected into the building. Outside, their ancestors lie beneath headstones that have been eroded and smoothed clean by the salty air that comes from the great river beyond the school. Hardly any of the 18th and early 19th century inscriptions are legible now. One exception is to a man who died in the middle years of the 19th century who fought at Traffalgar. This is as clearly read now as it was when Arthur Mee came this way in the 1930s.
GP500.Org Part # 32002 windshield fits Suzuki: GSX-R 750 1996 – 1999, GSX-R 750T SRAD 1996 – 1997, GSX-R 750W Injected 1998 - 1999
GP500 Motorcycle windshields
Suzuki Motorcycle History
Suzuki is another member of the “Big Four” from Japan. It began manufacturing motorcycles in 1952 and has become well known around the world. Its off-road bikes and roadracers have won world titles, and its street machines range from the cruiser Boulevard series to the legendary GSX-R series of sportbikes. It, along with Honda, is unique in that the company also builds automobiles. .1909
Michio Suzuki founds the Suzuki Loom Company in Hamamatsu, Japan. He builds industrial looms for the thriving Japanese silk industry. 1937
To diversify activities, the company experiments with several interesting small car prototypes, but none go into production because the Japanese government declares civilian automobiles “non-essential commodities” at the onset of WWII. 1951
After the war, Suzuki (like Honda and others) begins making clip-on motors for bicycles. 1953
The Diamond Free is introduced and features double-sprocket wheel mechanism and two-speed transmission. 1955
The Colleda COX debuts, a 125cc bike equipped with a steel frame. It features a 4-stroke OHV single-cylinder engine with three-speed transmission. 1961
East German star Ernst Degner defects to the west while racing for MZ in the Swedish Grand Prix. He takes MZ’s most valuable secret – knowledge of Walter Kaaden’s expansion chamber designs – to Suzuki. 1962
Using MZ’s technology, Suzuki wins the newly created 50cc class in the World Championship. The company will win the class every year until ’67, and win the 125cc class twice in that period, too. 1963
U.S. Suzuki Motor Corp. opens in Los Angeles. 1965
The T20 is released (aka Super 6, X-6, Hustler). This two-stroke, street-going Twin is one of the fastest bikes in its class. The ‘6’ in its name(s) refers to its six-speed gearbox. 1968
The T500 ‘Titan’ is an air-cooled parallel-Twin two-stroke. 1970
Joel Robert wins the 250cc World Motocross Championship for Suzuki. This is the first year of a three-year streak. 1971
The GT750 2-stroke surprises people with its three-cylinder liquid-cooled engine. In North America, it’s nicknamed the Water Buffalo; in the UK they call them Kettles. Although the bike is quite advanced in many ways and inspires a line of smaller air-cooled triples (GT380 and GT550), it’s clear that pollution control legislation will limit the use of two-strokes as street motorcycles. Even while the GT750 was in development, Suzuki had signed a licensing deal with NSU to develop a motorcycle with a Wankel (rotary) engine.
The TM400A motocrosser goes into production, a 396cc bike designed for 500cc motocross races. Roger Decoster wins the 500cc World Championship on the factory version of this bike and will dominate the class, winning five times from 1971-’76.
1972
The Hustler 400, a street version of the TM400, is released. This bike features a double-cradle frame and 2-stroke single-cylinder 396cc engine. 1974
The RE5 is the first Japanese motorcycle with a rotary engine. It cost a fortune to develop and, while not bad, it’s a commercial disaster. After two years, the company abandons the project, and there are rumors the tooling was dumped into the sea so that Suzuki managers would never have to see it again. 1975
The RM125, with an air-cooled 2-stroke single-cylinder 123cc engine, is a production motocrosser 1976
With the GS750, Suzuki finally builds a 4-stroke, four-cylinder road bike. 1978
The GS1000E becomes the flagship model of the GS series – it’s Suzuki’s first literbike. 1979
Wes Cooley wins the AMA Superbike Championship on the new GS. He’ll repeat the feat in ’80 before submitting to Eddie Lawson. 1980
The GSX750E adopts Twin Swirl Combustion Chamber (TSCC) structure and a DOHC engine upgraded to four valves. Also, a new Anti Nose Dive Fork (ANDF) system is adopted for the front suspension.
Somewhere in Japan, Suzuki appoints a Vice President of Acronyms for Suzuki’s Success (V-PASS).
1981
German designer Hans A. Muth, styles the GSX1100S Katana. It boasts an output of 111 hp at 8,500 rpm.
Marco Lucchinelli wins the 500cc World Championship for Suzuki.
1982
Franco Uncini wins the 500cc World Championship. 1983
The RG250 is Suzuki’s first ever race replica. This bike features the AL-BOX, square aluminum frame, 16-inch tire and Anti Nose Dive Forks (ANDF) at the front. 1985
The RG500 “Gamma” features the same square-Four cylinder layout as the as the factory Grand Prix bikes. Other racy features are the square-tube aluminum frame and the removable cassette-type transmission. 1986
Although the rest of the world got the GSX-R750 a year earlier, the most important new motorcycle in a decade finally arrives in the U.S. in 1986. Kevin Cameron, reviewing the machine in Cycle World, rhetorically asks, “Where will we go from here?”
The new GSX-R1100 covers ¼ mile in 10.3 seconds and boasts a top speed of over 160 mph. That’s where we go from here.
1989
Jamie James wins the AMA Superbike Championship of the GSX-R750. 1990
The 779cc DR-BIG has the largest single-cylinder engine in living memory. 1991
The GSX-R750 switches from oil-cooling to water-cooling and gains weight. 1993
Kevin Schwantz wins the 500cc World Championship. “I’d rather not win it this way,” he says, referring to the career-ending injury of his arch-rival Wayne Rainey. 1995
The much-loved 16-valve, 1156cc air/oil-cooled Bandit 1200 appears on the scene. 1996
Suzuki calls the new GSX-R750 the ‘turning-point model’ thanks to its twin-spar frame instead of the older double-cradle frame. The engine is also redesigned and featured 3-piece crankcases, chrome-plated cylinders and a side-mount cam chain as well as Suzuki Ram Air Direct (SRAD) system. 1997
The TL1000S is the first Suzuki sportbike with a V-Twin engine. It will be followed a year later by a racier R version, with a dodgy rotary vane damping system in the rear shock. Suzuki equipped the TL1000R with a steering damper, but it was still prone to headshake and customers approached it with caution, if at all. 1999
Mat Mladin wins the AMA Superbike Championship, beginning a run of unprecedented dominance. Mladin will win five more times, and Suzuki will win 8 of the next 9 titles.
With sport bikes getting more and more sharp edged, the company is one of the first to recognize what might be called the ‘semi-sport’ market, as opposed to the supersport market. The SV650 features an aluminum-alloy truss frame and a liquid-cooled 90° V-Twin DOHC 4-valve engine.
Suzuki calls the Hayabusa the ultimate aerodynamic sportbike. It’s powered by a 1298cc liquid-cooled DOHC in-line 4-cylinder engine that becomes the darling of land-speed racers. The name means “peregrine falcon” in Japanese.
2001
Based on the compact GSX-R750, the GSX-R1000 is powered by a liquid-cooled DOHC 16-valve 4-cylinder 988cc engine, which features narrow-angle valves and downdraft individual throttle-body fuel injection. 2005
Suzuki’s original 4-stroke motocrosser, the RM-Z450, is equipped with a 4-stroke 449cc engine, which features the Suzuki Advanced Sump System (SASS).
Troy Corser gives Suzuki its first and only (so far) World Superbike Championship.
2006
The M109R, Suzuki’s flagship V-Twin cruiser, is powered by a 1783cc V-Twin engine with 112mm bore and 90.5mm stroke. It has the largest reciprocating pistons in any production passenger car or motorcycle. 2008
The B-King is launched, powered by the 1340cc Hayabusa engine, the B-King is Suzuki’s flagship big ‘Naked’ bike. Suzuki says it has the top-ranked power output in the naked category. 2010
Due to economic downturn, Suzuki decides not to import any sportbikes to America for the 2010 model year. It also sites a backlog of 2009 models still on showroom floors as part of the decision.
FBI Stolen motorcycles
gp500.org/FBI_stolen_motorcycles.html
Motorcycles VIN Decoder
Dextranomer microspheres injected into the bladder for treatment of vesicoureteral reflux.
Dextranomer microspheres are composed of cross-linked dextran molecules. In urology they are used as a filler material and inducer of collagen formation, together with hyaluronic acid. They induce type I neocollagenesis and can produce a giant cell foreign body reaction. The light purple material between the microspheres is hyaluronic acid.
Dextran is a complex branched glucan (polysaccharide derived from the condensation of glucose).
Image contributed by Dr. Nilüfer Kadıoğlu - @nilufer510 and Dr. Dr.Cengiz Koçak
A new lab at SLAC provides a test environment for delivering different types of samples for use in experiments at the Linac Coherent Light Source (LCLS) X-ray laser. This LCLS Sample Environment Department lab allows scientists to practice using different techniques for exploring biological structures and ultrafast processes at atomic scales.
A 1965 Ford Falcon Platt converted to an altered-wheelbase A/FX drag car in the mid 1960s.
At the Inaugural Gear Jam nostalgia drags and car show, Atlanta Dragway, Commerce, GA, on September 28, 2013.
April 29, 2008
It isn't terribly artistic, but it has been a big part of my life for the past year or so. A shot in each arm 52 times a year. And look at that sexy hair on my very white arm... I don't know how the women can keep their hands off me.
Nokia N800 running WiFi-Radar, with OTG USB adapter, ASUS WL-167G USB stick in a 4-port USB hub powered by a Noma RX-4 battery pack. All held together with velcro tape. The USB cable is wrapped with a dollar-store velcro cable wrap.
When the battery-hub-wifi package is separate from the N800, you can put it in your pocket, put it on a windowsill or a tripod, hold it over your head, whatever...
A completely off-the-shelf solution for a handheld packet-injection-capable security testing device.
1979 Renault Gordini R1326 ( USA specs), 1647 cc Hemi, engine type 843-13, 109 HP, Bosh- L –Jetronic injection, factory air conditioning and power steering. “Decouverable” sliding fabric electric roof over stainless steel structure.
History:
The chassis and most of the running gear came from the Renault 12, while the 1647 cc 108 PS (79 kW; 95 hp) 843-Type engine in the more powerful R17 TS and R17 Gordini models was derived from the engine in the Renault 16 X. The R17 Gordini was to be the last model to bear the Amedee Gordini name fitted for USA with the 843-13 Hemi engine with 1647 cc. Though the mechanicals of the cars were derived from other Renaults, the body was completely new.
Please check the car and driver test for the R17 gordini at:
forums.vwvortex.com/showthread.php?5770450-JD%92s-archive...
Motosport:
Renault abandoned plans to contest the World Rally Championship which it won in 1973. Instead, the factory developed a high-performance version of the 17 coupé at the Alpine Competition Factory which used many of the A110 bits to compete in "selected" European events. The Gordini-developed engine had two twin-choke Webers, a hot cam, an 11.5 compression ratio, big valves and tuned extractor exhaust system. The body was very light, featured fibreglass doors, boot and bonnet panels, plus plastic windows and a stripped interior. The factory said the car's weight was lowered by more than 25 percent.
Its most famous outing was the "Press on Regardless" WRC in the United States, in Michigan, 1974. The Rally was the USA section of the World Rally Championship. The car that won the rally was a Renault 17 Gordini driven byJean-Luc Thérier and Christian Deiferrer, with a similar car coming third.
This car:
I bought this car in California on April 2012. An extensive restoration took place at my shop located in Miami were my friend Alberto Cordero, a former mechanical engineer from Renault, retired after 42 years working with the company, comes to help me with the restoration of the car. He was the chief mechanic of Juan Manuel Fangio a famous Argentinean race driver who won 5 times the F1 championship and Alberto was at the 84 hs of Nurburgring with the first Renault model derived from the AMC rambler named “Torino 380 W” who gets the third place in that race on 1969.
The car was abandoned in a yard and the last registration proving the car was running was back in 1997.
The car was straight, with only surface rust and off course a not running car.
We start the restoration from the ground up, the car was completely disassembled, body was take it to the bare metal, epoxy primed and painted in its original black color. Gordini stripes and logos were drawn by myself and plotted in 3M vinyl with the original scheme color.
All interior of the cabin, floor, panels, back and engine compartment was fitted with anti-rattle-sound/heat auto adhesive insulation with aluminum foil.
The carpet is a velour German carpet, Burgundy color with leather sewed trims.
I have owned the same model back in Argentina in 1979 so I was completely familiar with the car, and after owning more than 60 high end cars in my life, I always remember the R17 as an outstanding performer, economical yet powerful and beautiful car.
The outstanding design of the “petal” seats, the sliding electric roof that leaves the car completely open, the pillar less design makes this car shine out of the crowd not only now 35 years later, but back in his own era. The feeling you will have driving the car with the roof open will be better than in a convertible car, no wind noise at all.
All parts replaced in the car are original parts coming from France, Argentina, Israel, Puerto Rico, USA.
All suspension, power steering, brakes, hoses,fittings, etc. has been replaced. Engine was with original 45,000 miles, we disassembled the engine, head, valves, gaskets, replaced all necessary parts to meet the original compression specs with 150 PSI on each of the 4 cylinders.
All Bosch –L- Jetronic was overhauled, new sensors, valves, vacuums, switches, electric fuel pump, new injectors, etc. were replaced for original parts, most of them from Germany and others locally as the R17 share most of the injection parts with the BMW 2002 TTI.
The antipollution system was restored at his original state, overhauled air pump, new vacuums, valves, sensors, brand new catalyzer.
New original windshield was fitted to replace the scratched one in the car, new upgraded upholstery in German leather as the original car was fitted with grey cloth. The petal front seat is articulated and adjustable on the sides and behind the knees for firm support as a sport car should be. Is hard to think that 35 years ago this outstanding design on the seats are still bringing one of the most comfortable position that I have had in most top of the line cars.
The car runs perfect, as a brand new car!!!, all electric and electronic components are in 100% working order, the Air conditioning was upgraded with a new Sanden compressor, new condenser, new hoses, blows at 10° Celsius (50 Fahrenheit degrees) as per original specs.
All around upgraded LED lights fitted in back up, brake light, directional lamps. New 4 halogen YELLOW headlights with 45-70w halogen lamps.
Original vintage CIBIE fog lights with covers as the Rally version.
Pioneer stereo with hand free Bluetooth phone and 4 stereo speakers.
The car is fitted with disc brakes at front wheels and drum at the rear wheels with a servo booster and brake limiter valve with weight sensor.
All weather trims were replaced with brand new weather strips.
I have published this car at the Amicale R15 R17 website, you will see the comments on the most important website dedicated at Renault 15 and 17 and you could check the comments of my fellow members about the car on
amicale-r15-r17.forumpro.fr/t6019-restauration-1326-alberto
Also, there is a link I have pusblished with the process of the restoration of this car. You will be amazed of the job we have performed on this car to bring it back to life.Please follow this link with 140 PICTURES:
plus.google.com/photos/105876176090498194630/albums/57689...
Haven were the main supplier of biological instruments and equipment for Futuregen. You can see here a kit for injecting bio-engineered components into human subjects or managing nutrients for embryo surrogates.
The Mercedes-Benz 300SL was introduced in 1954 as a two-seat, closed sports car with distinctive gull-wing doors. Later it was offered as an open roadster. It was the fastest production car of its day.
Built by Daimler-Benz AG and internally numbered W198, the fuel-injected road version was based (somewhat loosely) on the company's highly successful competition-only sports car of 1952, the somewhat less powerful carbureted Mercedes-Benz 300SL (W194).
The road model was suggested by Max Hoffman. Being intended for customers in the booming post-war American market it was introduced at the 1954 New York Auto Show, unlike previous models introduced at either the Frankfurt or Geneva shows. In Mercedes-Benz fashion, the "300" referred to the engine's three litre cylinder displacement. The "SL" stood for "Sport Leicht" (Sport Light).
The 300SL was best known for both its distinctive gull wing doors and being the first-ever four-stroke car equipped with a Gasoline direct injection. The gull wing version was available from March 1955 to 1957. Production of the roadster ended in 1963 with the introduction of the 230SL.
New York Mercedes distributor Max Hoffman, Daimler-Benz's official importer in the USA, suggested to DBAG management in Stuttgart that a street version of the 300SL would be a commercial success, especially in America.
The racing W194 300SL was built around a tubular chassis to offset its relatively underpowered carbureted engine. Designed by DBAG's chief developing engineer, Rudolf Uhlenhaut, the metal skeleton saved weight while still providing a high level of strength. Its unique architecture gave birth to the model's distinctive gull wing doors, as part of the chassis passed through what would be the lower half of a standard door. Even with the upward opening doors, the 300SL had an unusually high sill, making entry and exit from the car's cockpit problematic. A steering wheel with a tilt-away column was added to improve driver access.
The 300SL's body was mainly steel, except for the aluminum hood, doors and trunk lid. It could also be ordered with an all-aluminium outer skin at tremendous added cost, saving 80 kg (176 lb).
More than 80% of the vehicle's total production of approximately 1400 units were sold in the US, making the Gull wing the first Mercedes-Benz which sold in bulk outside its home market and confirming the validity of Hoffman's suggestion. The 300SL is credited for changing the company's image in America from a manufacturer of solid, but staid, automobiles to that of a producer of sporty cars.
The 300SL's engine, canted at a fifty-degree angle to the left to allow for a lower hoodline, was the same 3.0 litre straight-6 as the regular four-door 300. Fitted with a Bosch mechanical Gasoline direct injection system it had almost double the power of the original 86 kW (115 hp) carbureted version.
While not the first fuel-injected car - Mercedes engineers who had developed the principle for the DB 601 fighter aircraft engine had used fuel injection in the tiny 2-stroke Gutbrod they had designed after the War - it was the first to inject fuel directly into the cylinders. This innovation allowed a top speed of up to 260 km/h (161 mph) depending on gear ratio and drag, making the 300SL the fastest production car of its time.
The engine's maintenance requirements were high. Unlike the current electrically-powered fuel injection systems, the mechanical fuel pump would continue to inject gasoline into the engine during the interval between shutting off the ignition and the engine's coming to a stop; this gasoline was of course not burned, and washed the oil from the cylinder walls and ended up diluting the engine's lubricating oil, particularly if the engine was not driven hard enough nor long enough to reach a temperature high enough to evaporate it out of the oil.
Exacerbating the problem were the large oil cooler as well as the large volume of oil (10 liters), both oriented more to racing than to street driving, which virtually guaranteed that the oil would not reach a high enough temperature. In practice, many street drivers would block off airflow through the oil cooler, and the recommended oil change interval was 1,000 miles (1,600 km). Operation of the clutch was initially very heavy, later roadsters having an improved clutch arm helper spring which reduced the pedal force. From March 1963 to the end of production, a light alloy crankcase was used on a total of 209 vehicles.[2]
Aerodynamics played an important role in the car's speed, Mercedes-Benz engineers even placing horizontal "eyebrows" over the wheel openings to reduce drag. Unlike many cars of the 1950s, the steering was relatively precise and the four-wheel independent suspension allowed for a reasonably comfortable ride and markedly better overall handling. However, the rear swing axle, jointed only at the differential, not at the wheels themselves, could be treacherous at high speeds or on imperfect roads due to extreme changes in camber.
In 1952, the original 300SL (model Mercedes-Benz W194) [3] scored overall wins at the 24 Hours of Le Mans, in Bern-Bremgarten, in the sportscar race of the Eifelrennen at the Nürburgring, and in Mexico's Carrera Panamericana. It also managed second and fourth places at its first outing, the Mille Miglia in 1952.
These successes, especially those on the high speed open road races, were rather surprising as the engine then was fitted only with carburetors, producing 175 hp (130 kW), which was not only less than the competing cars by Ferrari and Jaguar, but also less than the road car of 1954. Low weight and low aerodynamic drag made the 300SL fast enough to be competitive in endurance races.